CN113297721A - Simulation method and device for selecting exit lane by vehicles at signalized intersection - Google Patents
Simulation method and device for selecting exit lane by vehicles at signalized intersection Download PDFInfo
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Abstract
The invention discloses a simulation method and a device for selecting an exit lane by vehicles at a signalized intersection, wherein the method comprises the following steps: constructing a simulation environment of a signal control intersection, and determining a vehicle dynamics model adopted by traffic flow movement; dividing lanes corresponding to the inlet and the outlet, and determining a target vehicle and an alternative outlet lane; acquiring road vehicle information in a simulation environment, determining a vehicle exit road selection decision range, and judging whether a target vehicle is located in the decision range; calculating a lane changing requirement of a target vehicle and utility values of various alternative exit lanes, and calculating the accommodation condition of the running condition of an original running vehicle of the alternative exit lanes to an externally inserted vehicle; and judging whether the vehicle deviates from an exit lane corresponding to the entrance lane or not by integrating the lane changing requirement and the utility value of the alternative exit lane, and confirming the actual exit lane of the target vehicle. The invention can synthesize more factors such as the speed of the vehicle when the vehicle enters the intersection, the radius of the vehicle track and the like, and realize the simulation of the selection condition of the vehicle exit lane at the signalized intersection.
Description
Technical Field
The invention relates to the field of intelligent traffic simulation, in particular to a simulation method and a simulation device for selecting an exit lane by vehicles at a signalized intersection.
Background
The new era is an information era, the Internet of vehicles technology and the computer simulation technology are gradually applied to a plurality of fields of traffic research, the rapid development of the Internet of vehicles technology and the computer simulation technology brings powerful development power to the traffic industry, and simultaneously, a brand-new development space is created. The current information interaction and sharing are very convenient and fast, which provides great advantages in traffic simulation.
Due to the constraints in the aspects of data structure, information intercommunication and the like, the research on intersection environment simulation and dynamic simulation has certain difficulty. In the intersection, the degree of freedom of the vehicle running tracks is higher than that of the ordinary road sections, the vehicles influence each other, the running tracks are staggered, and the traffic organization is very complex. In addition, intersections in urban traffic are also main distribution points of pedestrians and non-motor vehicles, and the behavior characteristics of the pedestrians and the non-motor vehicles are greatly different from those of the motor vehicles, so that the driving behaviors of the motor vehicles are interfered to a greater extent due to the existence of the pedestrians and the non-motor vehicles. Thus, a vehicle entering the intersection from an ingress lane may be affected to exit the intersection from an egress lane that does not correspond to the ingress lane through more complex interactions.
The information among people, vehicles and roads is communicated with each other with high efficiency, so that the vehicles can timely adjust the driving behaviors of the vehicles according to the dynamic and dynamic trends of other influencing objects in the intersection simulation range. Therefore, the method has certain application value by fully utilizing the car networking and traffic simulation technology to reasonably estimate the direct influence on the selection of the vehicle exit channel in the signal intersection.
Disclosure of Invention
The purpose of the invention is as follows: in order to overcome the defects of the prior art, the invention aims to provide a simulation method and a simulation device for selecting an exit lane by vehicles at a signalized intersection. The method has the advantages that the characteristics of convenience and effectiveness of information intercommunication in the vehicle networking environment are fully utilized, complex scenes of signalized intersections are simulated by a computer simulation technology, dynamic trends generated by influence of self and other external factors on target vehicles in the intersections are analyzed, and the method for truly simulating vehicle exit lane selection is provided.
The technical scheme is as follows: in order to more accurately simulate the selection condition of a vehicle on an exit lane of an intersection, the invention provides a simulation method for selecting the exit lane of the vehicle at a signalized intersection, which comprises the following specific steps:
constructing a simulation environment of a signal-controlled intersection, wherein the simulation environment comprises the scale, type, lane number and signal timing scheme of the signal-controlled intersection, and determining a vehicle dynamics model adopted by traffic flow movement;
dividing lanes corresponding to the inlet and the outlet in the step (2), wherein the lanes are divided according to the turning type of the vehicles at the inlet lane and the corresponding positions of the lanes;
step (3) further determining a target vehicle and an alternative exit road according to the constructed simulation environment and lane division conditions, and acquiring various microscopic traffic parameter values corresponding to the target, including basic attribute data, position information, speed and acceleration of the vehicle;
step (4) defining a decision range for selecting a vehicle exit lane in an intersection, judging whether a target vehicle is in an effective lane changing decision range, and performing subsequent calculation on the vehicle in the decision range;
calculating a lane changing demand and an alternative crossing utility value, and respectively obtaining a target vehicle lane changing demand and an alternative crossing utility value through a utility value calculation formula by taking the type, the running speed, the acceleration, the gap between a front vehicle and the vehicle entrance lane driving speed of a front vehicle as parameters;
step (6) judging whether the vehicle deviates from an exit lane corresponding to an entrance lane or not by integrating the lane changing requirement and the utility value of the alternative exit lane, and performing vehicle lane changing processing when the utility value of the alternative exit lane is greater than the utility value of a target lane; if not, returning to the step (4) at the next decision moment to judge whether the target vehicle is still in the prescribed intersection decision range again, and if the vehicle is separated from the decision range, indicating that the vehicle drives away from the intersection along the current exit lane; otherwise, calculating the vehicle lane changing requirement and the vehicle utility value of the alternative lane again.
Further, in step (1), the vehicle dynamics model used for determining the movement of the traffic flow is an IDM vehicle-following model.
Further, in the step (2), the method for dividing the lanes corresponding to the entrances and exits includes:
the method comprises the following steps: defining a signal timing scheme and the driving direction of a vehicle at an entrance road;
step two: according to the vehicle passing condition in the current signal stage, right-turning vehicles, left-turning vehicles and straight-going vehicles are divided, the number of right-turning vehicles corresponding to an exit lane is counted from the vehicle exit direction to the right lane of the road, and the number is equal to the number of entrance lanes allowing the right-turning vehicles to enter the intersection; similarly, the left-turning vehicles are counted from the left lane of the exit lane corresponding to the exit lane, and the number of the left-turning vehicles is equal to the number of the entrance lanes allowing the left-turning vehicles to enter the intersection; the corresponding exit lane of the straight-going vehicle is in corresponding relation with the entrance lane in space;
step three: after the corresponding exit lanes of the vehicles in different driving directions are marked respectively, vehicles from different directions entering the intersection in the same signal stage share the same exit lane, confluence conflict can occur, and lanes where traffic flow confluence possibly occurs at the exit lane are marked.
Further: in the step (3), the method for determining the alternative exit lane comprises the steps of firstly determining a target vehicle and a signal stage, then determining the alternative exit lane corresponding to the target vehicle according to the dividing condition of lanes corresponding to the entrance and the exit in the step (2), wherein the alternative exit lane refers to lanes on two sides of the lane where the target vehicle is located, and if the lane where the target vehicle is located is a border lane, the alternative exit lane refers to one lane on the other side of the lane where the target vehicle is located; and acquiring each microscopic traffic parameter value corresponding to the road vehicle in the decision range of the simulated intersection, wherein the microscopic traffic parameter values comprise basic attribute data of the vehicle, vehicle length, type, coordinate information, speed and acceleration.
Further, in the step (4), a decision range selected by the vehicle exit lane in the intersection is defined, wherein the decision range takes a stop line of the vehicle entrance lane at the intersection as a start line, and an effective decision range in the current driving direction is defined from 1.5 vehicle lengths in front of the exit lane.
Further, in the step (5), the method for calculating the vehicle lane change requirement is to solve the utility value of the lane where the vehicle is located by using a random utility theory, so as to represent the requirement that the vehicle is departing from the current lane, and when the utility value is smaller, the vehicle lane change requirement is larger; otherwise, the lane change requirement of the vehicle is not large, and the specific method comprises the following steps:
the method for calculating the utility value of the current lane of the target vehicle c comprises the following steps:
a straight-going vehicle:
Uc＝β0+β1Δxc-1,c+β2Δxc,c+1+β3Δvc-1,c+β4Δvc,c+1+β5Cc+β6Wc
in the formula: u shapecTo observe the total utility value, β, of the vehicle c0Is a constant term, beta is a coefficient, Δ xc-1,cIs the separation of vehicle c from vehicle c-1, Δ vc-1,cIs the relative speed of vehicle C with respect to vehicle C-1, CcIs a parameter variable of 10 seats and more large vehicles,
Wcfor the lateral influence variable of the pedestrian non-motor vehicle on the target vehicle,
in the formula, Vck/SckRefers to the lateral distance to speed ratio of the pedestrian and non-motor vehicle affecting the target vehicle c;
turning the vehicle:
in the formula: u shapecTo observe the total utility value, β, of the vehicle c0'is a constant term, beta' is a coefficient, Δ xc-1,cIs the separation of vehicle c from vehicle c-1, Δ vc-1,cIs the relative speed of vehicle C with respect to vehicle C-1, CcIs a parameter variable of 10 seats and more large vehicles,
Wcfor the lateral influence variable of the pedestrian non-motor vehicle on the target vehicle,
in the formula, Vck/SckRefers to the lateral distance to speed ratio of the pedestrian and non-motor vehicle affecting the target vehicle c; rcIn order to be the relative turning radius,
Rinand RoutIs a set inlet and outlet duct radius; r0Curve radius, R, of the corresponding inside turning lane of the vehicle entrance lane0The larger (R)c-R0) The smaller the radius, the less the influence of the turning radius on the intersection exit lane selection, for straight going vehicles, R0＝∞，(Rc-R0)＝0；RminThe minimum safe turning radius for the current speed,
v represents the design speed per hour (km/h); μ represents the lateral force coefficient; i represents a road surface transverse gradient, i.e., a road superelevation, and i ═ tan θ.
Further, in the step (5), when the alternative exit lane comprises two or more lanes, calculating lane utility values of the alternative exit lane respectively;
in step (5), the method for calculating the utility value of a certain alternative outlet channel includes the following steps:
the method comprises the following steps: the boundary line of the exit lane is taken as a reference, a virtual vehicle is assumed by a target vehicle on a corresponding coordinate on the alternative exit lane, the virtual vehicle is taken as a current target vehicle, a vehicle gap where a corresponding point is located is taken as a target gap, and vehicles before and after the target gap are respectively a front vehicle and a rear vehicle;
step two: acquiring speed values of the front and rear vehicles and the target vehicle at the current moment, and calculating a difference value;
the running distance of the target vehicle in unit time step at the current running speed does not exceed the length of a track curve of a corresponding coordinate of the target vehicle and a coordinate where a preceding vehicle is located; meanwhile, the running distance of the rear vehicle in unit time step length at the current running speed does not exceed the length of a track curve of the coordinate where the rear vehicle is located and the corresponding coordinate of the target vehicle;
condition 1: v. ofc×t≤|xc-xc-1|
Condition 2: v. ofc+1×t≤|xc+1-xc|
In the formula: c is the current target vehicle, and c-1/c +1 represents the front vehicle/the rear vehicle of the target vehicle; t is unit alternation time in the vehicle dynamics model, and the value is 0.1s in the invention; x and v are coordinate data and speed values of the corresponding vehicle respectively;
judging whether the conditions are met, if so, indicating that the target vehicle deviates from the lane at the moment and possibly enters the alternative exit lane, respectively performing the calculation of the following step three on the lanes meeting the step two, and if the number of the alternative exit lanes meeting the conditions is 0, indicating that the vehicle cannot perform lane change processing;
step three: utility value U of alternative exit lane n relative to target vehicle cc,nThe calculation is as follows:
in the formula: alpha is alpha0Is a constant term, alpha is a coefficient, Δ xc-1,cIs the separation of vehicle c from vehicle c-1, Δ vc-1,cIs the relative speed of vehicle C with respect to vehicle C-1, CcIs a parameter variable of 10 seats and more large vehicles,
Wcfor the lateral influence variable of the pedestrian non-motor vehicle on the target vehicle,
in the formula, Vck/SckRefers to the lateral distance to speed ratio of the pedestrian and non-motor vehicle affecting the target vehicle c; rcIn order to be the relative turning radius,
Rinand RoutIs a set inlet and outlet duct radius; r0Curve radius, R, of the corresponding inside turning lane of the vehicle entrance lane0The larger (R)c-R0) The smaller the radius, the less the influence of the turning radius on the intersection exit lane selection, for straight going vehicles, R0＝∞，(Rc-R0)＝0；RminThe minimum safe turning radius for the current speed,
v represents the design speed per hour (km/h); μ represents the lateral force coefficient; i represents a road surface transverse gradient, i.e., a road superelevation, and i ═ tan θ. And the utility value of the alternative outlet channel which does not meet the condition in the step two is 0.
Further, in the step (6), the method for judging whether the vehicle deviates from the exit lane corresponding to the entrance lane or not refers to comparing the lane change requirement of the target vehicle and the utility value of the alternative exit lane in the step (5), when the utility value of the alternative exit lane is greater than the utility value of the original exit lane corresponding to the target vehicle (namely the lane change requirement is large), the vehicle deviates from the exit lane corresponding to the entrance lane, changes the lane to the alternative exit lane with the maximum utility value and drives away from the intersection, and deletes the original vehicle data, otherwise, the vehicle still drives away from the intersection from the exit lane corresponding to the entrance lane.
Furthermore, the present invention proposes a signalized intersection vehicle selected exit lane simulation apparatus comprising a processor, a memory and a computer program stored on the memory and operable on the processor, the computer program, when executed by the processor, implementing a signalized intersection vehicle selected exit lane simulation method according to any one of claims 1 to 8.
Has the advantages that: compared with the prior art, the technical scheme of the invention has the following beneficial technical effects:
the invention provides a method for selecting a vehicle exit lane at a signalized intersection. The method mainly utilizes the vehicle networking information transmission advantages and the computer technology to build a signalized intersection simulation environment, takes the vehicles and the surrounding environmental factors influencing the vehicle operation choice as target objects, and simulates the decision process of the vehicles on the intersection exit lane when the vehicles operate in the intersection. The method expands the application of the vehicle lane changing theory in the multi-lane signal intersection, defines the selection process and result of the vehicle in the intersection to the intersection exit lane, and can well reflect the influence of factors such as the vehicle performance, the running condition of surrounding vehicles, the interference of pedestrians and non-motor vehicles and the like on the target vehicle decision result. The simulation result reflects the lane changing behavior of the vehicle in the signal intersection more truly, and the good exploration of the lane changing behavior of the vehicle in the intersection can explore the running track and the conflict relationship of the vehicle in the intersection more accurately, so that a scientific and reasonable decision scheme and a decision basis are provided for improving the road traffic capacity and reducing delay. In addition, the signalized intersection vehicle exit lane selection system is an effective implementation way of the method based on the signalized intersection vehicle exit lane selection method, and multiple modules in the system interact with each other to achieve high application efficiency.
Drawings
FIG. 1 is a flow chart of a method of an embodiment of the present invention;
FIG. 2 is a schematic diagram of an intersection simulation environment in an example of an embodiment of the invention;
FIG. 3(a) is a schematic diagram of a signal phase-intersection lane division scenario in an example of an embodiment of the present invention;
FIG. 3(b) is a schematic diagram of lane division at a signal phase two intersection in an example of an embodiment of the invention;
FIG. 4 is a schematic lane change diagram of a target vehicle in an example of an embodiment of the present invention.
Detailed Description
In order that the present disclosure may be more readily and clearly understood, the following detailed description of the present disclosure is provided in connection with the accompanying drawings and the specific embodiments, but the scope of the present disclosure is not limited to the embodiments.
The embodiment of the invention discloses a simulation method for selecting an exit lane by vehicles at a signalized intersection, which is based on the following assumptions:
in the embodiment, the signal control intersection is in an internet of vehicles environment, and when the vehicle runs within a certain vehicle detection road section range at the intersection, the information of the state of the signal control intersection can be transmitted to other vehicles in the intersection through vehicle-to-vehicle communication and vehicle-to-road communication.
The speed of vehicle information transmission within the range of the simulated intersection is extremely fast, and no delay and the like are assumed to occur.
In the signal control intersection, vehicles in all intersection directions strictly obey the intersection rules, and illegal driving behaviors are avoided.
All vehicles in the intersection are driven according to the scheme strictly after the passing scheme is determined.
The specific steps of the implementation case are as follows:
step 1: the simulation environment of two road signal intersections with six bidirectional lanes is constructed, as shown in fig. 2, the simulation environment comprises 1 left-turn special lane, 1 straight right lane, a reserved non-motor lane and a sidewalk, and the width of the single lane is set to be 1.75. A conventional eight-phase four-stage signal timing scheme is set, and the signal timing scheme in this example is:
the method comprises the steps of determining that a vehicle dynamic model adopted by traffic flow movement is a classical IDM model, determining an intersection in a stop line as a main simulation range, and setting a decision range of selecting an exit lane in the intersection to be smaller than an intersection range, wherein the decision range is generally set to be from an entrance lane stop line to about 1.5 vehicle body positions in front of an exit lane.
Step 2: and dividing the corresponding lanes of the inlet and the outlet. According to the allowable vehicle passing condition of each signal stage and the principle that the vehicle turns from the right side to the inside and turns from the left side to the inside, the actual geographic positions of the entrance and exit lanes are referred to, and the corresponding entrance and exit lane division conditions of the intersections at different signal stages are determined. The specific dividing method is as shown in steps 2.1-2.3:
step 2.1: the traffic indication of the vehicle in the signal timing scheme is determined, and the following steps are respectively carried out on intersection exit roads in each direction of each signal stage.
Step 2.2: according to the releasing condition of vehicles at the entrance of the signalized intersection in other three directions at the current signalized stage, the right-turn vehicles are counted from the right-side lane of the exit, the left-turn vehicles are counted from the left-side lane of the exit lane, and the confirmation method of the corresponding exit lane of the straight-going vehicles is generally determined according to the corresponding positions and slightly different according to the relationship between the number of the entrance lanes and the number of the exit lanes.
Step 2.3: the trajectory of the traffic confluence that may occur at the exit lane is noted.
Fig. 3(a) is a lane division condition at the stage-one intersection in the present example, and corresponding lanes are connected in a curved straight line. Fig. 3(b) shows the lane division at the phase two intersection in this example.
And step 3: and determining a target vehicle and an alternative exit road, and acquiring various microscopic traffic parameter values corresponding to the road vehicles in the decision range of the simulated intersection, including basic attribute data, position information, speed, acceleration and the like of the vehicles.
And 4, step 4: and confirming the lane change requirement. And solving the utility value of the lane by using a random utility theory so as to represent the requirement of the vehicle on leaving the current lane. When the utility value is smaller, the requirement of changing the lane of the vehicle is larger. The random utility theory can be divided into an observable part and an unobservable part, and the following models are established on the assumption that the utility value of the observable part is linearly proportional to the influence factors:
Un＝Vn+εn
in the formula: u shapenTo observe the total utility value, V, of the target nn、εnRespectively the utility value, beta, of the observable and unobservable portions0As a constant term, assume that there are K dependent variables Xnk，βkTo becomeThe coefficient of measure.
The vehicle i in the example is a straight-ahead vehicle, and the calculation formula is as follows:
Ui,2＝β0+β1Δxi-1,i+β2Δxi,i+1+β3Δvi-1,i+β4Δvi,i+1+β5Ci+β6Wi
in the formula: Δ xi-1,iIs the separation of vehicle i from vehicle i-1; Δ vi-1,iIs the relative speed of vehicle i with respect to vehicle i-1. CiIs a variable of a parameter of the heavy-duty vehicle,
Wifor the lateral influence variable of the pedestrian non-motor vehicle on the target vehicle,
in the formula: vik/SikRefers to the lateral distance to speed ratio of the pedestrian and non-motor vehicle affecting the target vehicle i.
According to an exemplary simulation environment, the basic parameter settings in the equation are shown in the following table:
the utility value of the corresponding exit lane of the current vehicle i is Ui,2＝0.4134。
In addition, if the vehicle i is a turning vehicle, the utility value is calculated according to the following formula:
in the formula: riIn order to be the relative turning radius,
Rinand RoutIs a set inlet and outlet duct radius; r0Curve radius, R, of the corresponding inside turning lane of the vehicle entrance lane0The larger (R)i-R0) The smaller the radius, the less the effect of turn radius on intersection exit lane selection, R for straight-ahead vehicles0＝∞，(Ri-R0)＝0；RminThe minimum safe turning radius for the current speed,
v represents the design speed per hour (km/h); μ represents the lateral force coefficient; i represents a road surface transverse gradient, namely a road super height, and i is tan theta; r represents a radius of curvature (m).
And 5: confirming the utility value of the alternative outlet channel, and mainly calculating the accommodating condition of the running condition of the original running vehicle of the alternative outlet channel to an externally inserted vehicle, wherein the specific calculation method is as shown in steps 5.1-5.3:
step 5.1: and converting corresponding positions of the target vehicles on the alternative exit lane at equal intervals by taking the boundary line of the exit lane as a reference, wherein the vehicle gaps where the corresponding positions are located are target gaps, and the front vehicles and the rear vehicles of the target gaps are front vehicles and rear vehicles respectively.
Step 5.2: and acquiring the speeds (numerical values) of the front and rear vehicles and the target vehicle at the current moment, and calculating the difference value.
The running distance of the target vehicle in the unit time step at the current running speed should not exceed the interval between the corresponding position of the target vehicle and the position of the front vehicle, and meanwhile, the running distance of the rear vehicle in the unit time step at the current running speed should not exceed the interval between the position of the rear vehicle and the corresponding position of the target vehicle.
Condition 1: vc×t≤|xc-xc-1|
Condition 2: vc+1×t≤|xc+1-xc|
Where t is the time per unit of change in the vehicle dynamics model, in this example 0.1s, and x and v are the position data and velocity values of the corresponding vehicle, respectively.
And judging whether the condition is met, if so, indicating that the target vehicle deviates from the lane at the moment and possibly enters the alternative exit lane. The calculation of step 5.3 is performed for the lanes satisfying step 5.2, respectively, and if the number of alternative exit lanes satisfying the condition is 0, it indicates that the vehicle will not be able to perform the lane change processing.
In the present example, the lane 1 satisfies the above condition, and the traveling distance of the following vehicle in the unit time step at the current traveling speed on the lane 3 exceeds the interval between the position of the following vehicle and the corresponding position of the target vehicle, i.e., vn×t>|xn-xcAnd | the condition 2 is not satisfied.
Step 5.3: for vehicle i, utility value U of alternative outlet lane 1i,1The calculation is as follows:
in the formula, each parameter is the same as the step 4, and the calculation result is Ui,12.4627. The utility value of the alternative outlet channel not satisfying the condition in step 5.2 is 0, i.e. Ui,3＝0。
Step 6: and judging whether the vehicle deviates from an exit lane corresponding to the entrance lane or not by integrating the lane changing requirement and the utility value of the alternative exit lane. When the utility value of the alternative exit lane is larger than that of the target lane, vehicle lane changing processing is carried out; otherwise, return to step 3. And if the vehicle is out of the decision range, indicating that the vehicle drives away from the intersection along the current exit lane.
In this example, the exit lane utilities of vehicle i at the current time are respectively Ui,1＝2.4627，Ui,2＝0.4134,Ui,3Where the utility value for lane 1 is greatest, vehicle i selects lane 1 as the intersection exit lane. And 5, copying and converting the target vehicle data to the corresponding position of the target lane in the step 5, and deleting the original vehicle data.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that it will be apparent to those skilled in the art that numerous changes in detail may be made without departing from the principles of the invention, and such changes are to be considered within the scope of the invention.
Claims (9)
1. A simulation method for selecting an exit lane by a vehicle at a signalized intersection is characterized by comprising the following specific steps:
constructing a simulation environment of a signal-controlled intersection, wherein the simulation environment comprises the scale, type, lane number and signal timing scheme of the signal-controlled intersection, and determining a vehicle dynamics model adopted by traffic flow movement;
dividing lanes corresponding to the inlet and the outlet in the step (2), wherein the lanes are divided according to the turning type of the vehicles at the inlet lane and the corresponding positions of the lanes;
step (3) further determining a target vehicle and an alternative exit road according to the constructed simulation environment and lane division conditions, and acquiring various microscopic traffic parameter values corresponding to the target, including basic attribute data, position information, speed and acceleration of the vehicle;
step (4) defining a decision range for selecting a vehicle exit lane in an intersection, judging whether a target vehicle is in an effective lane changing decision range, and performing subsequent calculation on the vehicle in the decision range;
calculating a lane changing demand and an alternative crossing utility value, and respectively obtaining a target vehicle lane changing demand and an alternative crossing utility value through a utility value calculation formula by taking the type, the running speed, the acceleration, the gap between a front vehicle and the vehicle entrance lane driving speed of a front vehicle as parameters;
step (6) judging whether the vehicle deviates from an exit lane corresponding to an entrance lane or not by integrating the lane changing requirement and the utility value of the alternative exit lane, and performing vehicle lane changing processing when the utility value of the alternative exit lane is greater than the utility value of a target lane; if not, returning to the step (4) at the next decision moment to judge whether the target vehicle is still in the prescribed intersection decision range again, and if the vehicle is separated from the decision range, indicating that the vehicle drives away from the intersection along the current exit lane; otherwise, calculating the vehicle lane changing requirement and the vehicle utility value of the alternative lane again.
2. A simulation method for selecting an exit track by a vehicle at a signalized intersection according to claim 1, wherein in the step (1), the vehicle dynamics model adopted for determining the movement of the traffic flow is an IDM vehicle-following model.
3. The method for selecting the exit lane of the vehicle in the signal intersection according to claim 1 or 2, wherein in the step (2), the method for dividing the corresponding lane of the entrance and the exit is as follows:
the method comprises the following steps: defining a signal timing scheme and the driving direction of a vehicle at an entrance road;
step two: according to the vehicle passing condition in the current signal stage, right-turning vehicles, left-turning vehicles and straight-going vehicles are divided, the number of right-turning vehicles corresponding to an exit lane is counted from the vehicle exit direction to the right lane of the road, and the number is equal to the number of entrance lanes allowing the right-turning vehicles to enter the intersection; similarly, the left-turning vehicles are counted from the left lane of the exit lane corresponding to the exit lane, and the number of the left-turning vehicles is equal to the number of the entrance lanes allowing the left-turning vehicles to enter the intersection; the corresponding exit lane of the straight-going vehicle is in corresponding relation with the entrance lane in space;
step three: after the corresponding exit lanes of the vehicles in different driving directions are marked respectively, the vehicles from different directions entering the intersection in the same signal stage share the same exit lane, confluence occurs, and all lanes where traffic flow confluence occurs at the exit lane are marked.
4. A method of signal crossing intra-oral vehicle exit lane selection as claimed in claim 3, wherein: in the step (3), the method for determining the alternative exit lane comprises the steps of firstly determining a target vehicle and a signal stage, then determining the alternative exit lane corresponding to the target vehicle according to the dividing condition of lanes corresponding to the entrance and the exit in the step (2), wherein the alternative exit lane refers to lanes on two sides of the lane where the target vehicle is located, and if the lane where the target vehicle is located is a border lane, the alternative exit lane refers to one lane on the other side of the lane where the target vehicle is located; and acquiring each microscopic traffic parameter value corresponding to the road vehicle in the decision range of the simulated intersection, wherein the microscopic traffic parameter values comprise basic attribute data of the vehicle, vehicle length, type, coordinate information, speed and acceleration.
5. The simulation method for selecting an exit lane for vehicles at a signalized intersection according to claim 4, wherein in the step (4), a decision range for selecting the exit lane of the vehicles at the intersection is defined, and the decision range is an effective decision range taking a stop line of the vehicle entrance lane at the intersection as a start line and taking the position of the vehicle length 1.5 vehicle lengths before the exit lane as the current driving direction.
6. The simulation method for selecting an exit lane for vehicles at a signalized intersection according to claim 5, wherein the specific method of the step (5) is as follows:
the method for calculating the utility value of the current lane of the target vehicle c comprises the following steps:
a straight-going vehicle:
Uc＝β0+β1Δxc-1,c+β2Δxc,c+1+β3Δvc-1,c+β4Δvc,c+1+β5Cc+β6Wc
in the formula: u shapecTo observe the total utility value, β, of the vehicle c0Is a constant term, beta is a coefficient, Δ xc-1,cIs the separation of vehicle c from vehicle c-1, Δ vc-1,cIs the relative speed of vehicle C with respect to vehicle C-1, CcIs a parameter variable of 10 seats and more large vehicles,
Wcfor the lateral influence variable of the pedestrian non-motor vehicle on the target vehicle,
in the formula, Vck/SckRefers to the lateral distance to speed ratio of the pedestrian and non-motor vehicle affecting the target vehicle c;
turning the vehicle:
in the formula: u shapecTo observe the total utility value, β, of the vehicle c0'is a constant term, beta' is a coefficient, Δ xc-1,cIs the separation of vehicle c from vehicle c-1, Δ vc-1,cIs the relative speed of vehicle C with respect to vehicle C-1, CcIs a parameter variable of 10 seats and more large vehicles,
Wcfor the lateral influence variable of the pedestrian non-motor vehicle on the target vehicle,
in the formula, Vck/SckRefers to the lateral distance to speed ratio of the pedestrian and non-motor vehicle affecting the target vehicle c; rcIn order to be the relative turning radius,
Rinand RoutIs a set inlet and outlet duct radius; r0Representing the radius of the curve of the inner turning lane corresponding to the entrance lane of the vehicle, R for a straight-going vehicle0＝∞，(Rc-R0)＝0；RminThe minimum safe turning radius for the current speed,
v represents the design speed per hour (km/h); μ represents the lateral force coefficient; i represents a road surface transverse gradient, i.e., a road superelevation, and i ═ tan θ.
7. The simulation method for selecting an exit lane for a vehicle at a signalized intersection according to claim 6, wherein in the step (5), when the alternative exit lane comprises two or more lanes, the lane utility values of the alternative exit lane are calculated respectively; the calculation method for confirming the utility value of a certain alternative outlet channel specifically comprises the following steps:
the method comprises the following steps: the boundary line of the exit lane is taken as a reference, a virtual vehicle is assumed by a target vehicle on a corresponding coordinate on the alternative exit lane, the virtual vehicle is taken as a current target vehicle, a vehicle gap where a corresponding point is located is taken as a target gap, and vehicles before and after the target gap are respectively a front vehicle and a rear vehicle;
step two: acquiring speed values of the front and rear vehicles and the target vehicle at the current moment, and calculating a difference value;
the running distance of the target vehicle in unit time step at the current running speed does not exceed the length of a track curve of a corresponding coordinate of the target vehicle and a coordinate where a preceding vehicle is located; meanwhile, the running distance of the rear vehicle in unit time step length at the current running speed does not exceed the length of a track curve of the coordinate where the rear vehicle is located and the corresponding coordinate of the target vehicle;
condition 1: v. ofc×t≤|xc-xc-1|
Condition 2: v. ofc+1×t≤|xc+1-xc|
In the formula: c is the current target vehicle, and c-1/c +1 represents the front vehicle/the rear vehicle of the target vehicle; t is the unit change time in the vehicle dynamics model; x and v are coordinate data and speed values of the corresponding vehicle respectively;
judging whether the conditions are met, if so, indicating that the target vehicle deviates from the lane at the moment and possibly enters the alternative exit lane, respectively performing the calculation of the following step three on the lanes meeting the step two, and if the number of the alternative exit lanes meeting the conditions is 0, indicating that the vehicle cannot perform lane change processing;
step three: utility value U of alternative exit lane n relative to target vehicle cc,nThe calculation is as follows:
in the formula: alpha is alpha0Is a constant term, alpha is a coefficient, Δ xc-1,cIs the separation of vehicle c from vehicle c-1, Δ vc-1,cFor vehicle c relative to vehicle c-1Relative velocity, CcIs a parameter variable of 10 seats and more large vehicles,
Wcfor the lateral influence variable of the pedestrian non-motor vehicle on the target vehicle,
in the formula, Vck/SckRefers to the lateral distance to speed ratio of the pedestrian and non-motor vehicle affecting the target vehicle c; rcIn order to be the relative turning radius,
Rinand RoutIs a set inlet and outlet duct radius; r0Representing the radius of the curve of the inner turning lane corresponding to the entrance lane of the vehicle, R for a straight-going vehicle0＝∞，(Rc-R0)＝0；RminThe minimum safe turning radius for the current speed,
v represents the design speed per hour (km/h); μ represents the lateral force coefficient; i represents the road surface transverse gradient, namely the road super height, i ═ tan θ, and the utility value of the alternative outlet channel which does not satisfy the condition in the step two is 0.
8. The simulation method for selecting an exit lane by a vehicle at a signalized intersection according to claim 1 or 7, wherein in the step (6), the method for judging whether the vehicle deviates from an exit lane corresponding to an entrance lane is to compare the lane change requirement of the target vehicle and the utility value of the alternative exit lane in the step (5), when the utility value of the alternative exit lane is greater than the utility value of the original exit lane corresponding to the target vehicle, the vehicle deviates from the exit lane corresponding to the entrance lane, changes to the alternative exit lane with the maximum utility value and drives away from the intersection, and deletes the original vehicle data, otherwise, the vehicle still drives away from the intersection from the exit lane corresponding to the entrance lane.
9. A signalized intersection vehicle selected exit lane simulation apparatus comprising a processor, a memory and a computer program stored on and executable on the memory, the computer program when executed by the processor implementing a signalized intersection vehicle selected exit lane simulation method according to any one of claims 1 to 8.
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