CN113297721B - Simulation method and device for signal intersection vehicle selective exit road - Google Patents
Simulation method and device for signal intersection vehicle selective exit road Download PDFInfo
- Publication number
- CN113297721B CN113297721B CN202110429418.4A CN202110429418A CN113297721B CN 113297721 B CN113297721 B CN 113297721B CN 202110429418 A CN202110429418 A CN 202110429418A CN 113297721 B CN113297721 B CN 113297721B
- Authority
- CN
- China
- Prior art keywords
- vehicle
- lane
- exit
- intersection
- vehicles
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 46
- 238000004088 simulation Methods 0.000 title claims abstract description 33
- 230000008859 change Effects 0.000 claims abstract description 23
- 230000033001 locomotion Effects 0.000 claims abstract description 6
- 238000004364 calculation method Methods 0.000 claims description 17
- 230000001133 acceleration Effects 0.000 claims description 6
- 238000000926 separation method Methods 0.000 claims description 6
- 238000013461 design Methods 0.000 claims description 5
- 230000008569 process Effects 0.000 claims description 5
- 238000004590 computer program Methods 0.000 claims description 4
- 238000012545 processing Methods 0.000 claims description 4
- 230000004308 accommodation Effects 0.000 abstract description 2
- 238000005516 engineering process Methods 0.000 description 7
- 230000006399 behavior Effects 0.000 description 6
- 238000005094 computer simulation Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 4
- 238000011161 development Methods 0.000 description 3
- 230000003993 interaction Effects 0.000 description 3
- 230000006855 networking Effects 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 238000012790 confirmation Methods 0.000 description 2
- 238000011160 research Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 230000008520 organization Effects 0.000 description 1
- 238000010187 selection method Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000012546 transfer Methods 0.000 description 1
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F30/00—Computer-aided design [CAD]
- G06F30/20—Design optimisation, verification or simulation
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/056—Detecting movement of traffic to be counted or controlled with provision for distinguishing direction of travel
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/065—Traffic control systems for road vehicles by counting the vehicles in a section of the road or in a parking area, i.e. comparing incoming count with outgoing count
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L67/00—Network arrangements or protocols for supporting network services or applications
- H04L67/01—Protocols
- H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F2111/00—Details relating to CAD techniques
- G06F2111/10—Numerical modelling
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Engineering & Computer Science (AREA)
- Analytical Chemistry (AREA)
- Chemical & Material Sciences (AREA)
- Theoretical Computer Science (AREA)
- Geometry (AREA)
- General Engineering & Computer Science (AREA)
- Evolutionary Computation (AREA)
- Computer Hardware Design (AREA)
- Health & Medical Sciences (AREA)
- Computing Systems (AREA)
- General Health & Medical Sciences (AREA)
- Medical Informatics (AREA)
- Computer Networks & Wireless Communication (AREA)
- Signal Processing (AREA)
- Traffic Control Systems (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
The invention discloses a simulation method and a device for a vehicle selected exit at a signalized intersection, wherein the method comprises the following steps: constructing a signal control intersection simulation environment, and determining a vehicle dynamics model adopted by the vehicle flow movement; dividing corresponding lanes of the entrance and the exit, and determining a target vehicle and a standby exit; road vehicle information in a simulation environment is obtained, a vehicle exit road selection decision range is determined, and whether a target vehicle is located in the decision range is judged; calculating the lane change requirement of the target vehicle and the utility value of each alternative exit lane, and calculating the accommodation condition of the running condition of the original running vehicle of the alternative exit lane to the externally inserted vehicle; and judging whether the vehicle deviates from an exit lane corresponding to the entrance lane according to the lane changing requirement and the alternative exit utility value, and confirming the actual exit lane of the target vehicle. The invention can integrate more factors such as the speed of the vehicle when driving into the intersection, the radius of the vehicle track and the like, and realize the simulation of the selection condition of the vehicle exit of the signalized intersection.
Description
Technical Field
The invention relates to the field of intelligent traffic simulation, in particular to a simulation method and device for a vehicle selected exit channel at a signalized intersection.
Background
The new era is the 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 strong development power to the traffic industry, and a brand-new development space is also created. The current information interaction and sharing are very convenient and quick, which provides great advantages in the aspect of traffic simulation.
Due to constraints in terms of data structure, information intercommunication and the like, the research of the environment simulation and the dynamic simulation of the intersection has certain difficulty. In the intersection, the freedom degree of the running track of the vehicles is higher than that of a common road section, the vehicles mutually influence each other, the running tracks are staggered, and the traffic organization is very complex. In addition, the intersections in urban traffic are also main collecting and distributing 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 more greatly disturbed by the existence of the pedestrians and the non-motor vehicles. Thus, vehicles entering an intersection from an entrance lane may be subject to relatively complex interactions, being affected to exit the intersection from an exit lane that does not correspond to the entrance lane.
The information among people, vehicles and roads is communicated with each other with extremely high efficiency, so that the vehicles can timely adjust the running behaviors of the vehicles according to the dynamic and dynamic trends of other influencing objects in the simulation range of the intersections. Therefore, the method fully utilizes the good vehicle networking and traffic simulation technology to reasonably estimate the direct influence on the vehicle exit road selection in the signalized intersection, and has certain application value.
Disclosure of Invention
The invention aims to: in order to overcome the defects of the prior art, the invention aims to provide a simulation method and a simulation device for a vehicle selected exit of a signalized intersection. The method fully utilizes the characteristics of convenience and effectiveness of information intercommunication in the vehicle networking environment, simulates a complex scene of a signal intersection by using a computer simulation technology, analyzes dynamic trends generated by the influence of the target vehicle and other external factors in the intersection, and provides a method capable of more truly simulating the selection of the vehicle exit.
The technical scheme is as follows: in order to more accurately simulate the condition of selecting the exit channel of the intersection by the vehicle, the invention provides a simulation method of selecting the exit channel by the vehicle at the signalized intersection, which comprises the following specific steps:
the method comprises the steps of (1) constructing a signal control intersection simulation environment, wherein the signal control intersection simulation environment comprises the steps of determining the scale, the type, the number of lanes and a signal timing scheme of the signal control intersection, and determining a vehicle dynamics model adopted by the movement of a vehicle flow;
the step (2) of lane division corresponding to the entrance and the exit comprises lane division according to the steering type of the entrance road vehicle and the lane corresponding position;
step (3), according to the constructed simulation environment and the lane dividing condition, further determining a target vehicle and a standby exit road, and obtaining each microcosmic traffic parameter value corresponding to the target, wherein the microcosmic traffic parameter value comprises basic attribute data, position information, speed and acceleration of the vehicle;
step (4) defining a decision range of vehicle exit channel selection in the intersection, judging whether the target vehicle is in an effective channel change decision range, and carrying out subsequent calculation on the vehicles in the decision range;
calculating a road changing requirement and an alternative road junction utility value, wherein the type, the running speed, the acceleration, the gap between the front vehicle and the running speed of a vehicle entrance road are taken as parameters, and the road changing requirement of a target vehicle and the alternative road junction utility value are respectively obtained through a utility value calculation formula;
step (6) the lane change requirement and the alternative exit utility value are synthesized to judge whether the vehicle deviates from the exit lane corresponding to the entrance lane, and when the alternative exit utility value is larger than the utility value of the target lane, the lane change process is carried out; otherwise, returning to the step (4) at the next decision moment to judge whether the target vehicle is still in the regular intersection decision range, and if the vehicle is out of the decision range, indicating that the vehicle is driven away from the intersection along the current exit lane; otherwise, calculating the vehicle lane change requirement and the utility value of the vehicle in the alternative lane again.
Further, in step (1), the vehicle dynamics model used for determining the movement of the vehicle flow is an IDM vehicle following model.
Further, in the step (2), the method for dividing the corresponding lanes of the entrance and the exit is as follows:
step one: defining a signal timing scheme and the driving direction of the entrance road vehicle;
step two: according to the traffic situation of the vehicles in the current signal stage, the vehicles are divided into right-turn vehicles, left-turn vehicles and straight vehicles, the number of the right-turn vehicles corresponding to the number of the right-side lanes of the exit road from the vehicle exit direction is equal to the number of the entrance lanes allowing the right-turn vehicles to enter the intersection; similarly, the left-turn vehicles corresponding to the exit lane count from the left lane of the exit lane, and the number of the left-turn vehicles is equal to the number of entrance lanes for allowing the left-turn vehicles to enter the intersection; the corresponding exit lane of the straight-going vehicle is in a corresponding relation with the entrance lane in space;
step three: after the corresponding exit channels of the vehicles in different driving directions are marked respectively, vehicles entering the intersection from different directions in the same signal stage share the same exit channel, confluence conflict can occur, and lanes where traffic confluence is likely to occur at the exit channels are marked.
Further: in the step (3), the method for determining the alternative exit channel comprises the steps of firstly determining a target vehicle and a signal stage where the target vehicle is located, determining the alternative exit channel corresponding to the target vehicle according to the lane division situation corresponding to the entrance and the exit in the step (2), wherein the alternative exit channel refers to lanes which are adjacent to two sides of a lane where the target vehicle is located, and if the lane where the target vehicle is located is an edge lane, the alternative exit channel refers to one lane at 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 value comprises basic attribute data of the vehicle, the vehicle length, the type, coordinate information, the speed and the acceleration.
In the step (4), a decision range of the vehicle exit in the intersection is defined, wherein the decision range is an effective decision range taking a stop line of the vehicle entrance in the intersection as a starting line and taking the vehicle length from 1.5 vehicle lengths in front of the exit as a current driving direction.
Further, in the step (5), the method for calculating the lane change requirement of the vehicle refers to solving the utility value of the lane where the random utility theory is located, so as to represent the requirement that the vehicle is separated from the current lane, and when the utility value is smaller, the requirement for lane change of the vehicle is larger; otherwise, the vehicle lane change requirement is not large, and the specific method is as follows:
the calculation method of the current lane utility value of the target vehicle c is as follows:
straight-traveling vehicles:
U c ＝β 0 +β 1 Δx c-1,c +β 2 Δx c,c+1 +β 3 Δv c-1,c +β 4 Δv c,c+1 +β 5 C c +β 6 W c
wherein: u (U) c To observe the total utility value of vehicle c, beta 0 Is a constant term, beta is a coefficient, deltax c-1,c For the separation of vehicle c from vehicle c-1, deltav c-1,c C is the relative speed of vehicle C with respect to vehicle C-1 c Is a parameter variable of a large-sized vehicle with 10 seats or more,W c as a lateral influencing variable of a pedestrian non-motor vehicle to a target vehicle,wherein V is ck /S ck Refers to the ratio of lateral distance to speed of pedestrians and non-motor vehicles affecting the target vehicle c;
turning vehicle:
wherein: u (U) c To observe the total utility value of vehicle c, beta 0 'is a constant term, beta' is a coefficient, deltax c-1,c For the separation of vehicle c from vehicle c-1, deltav c-1,c C is the relative speed of vehicle C with respect to vehicle C-1 c Is a parameter variable of a large-sized vehicle with 10 seats or more,W c as a lateral influencing variable of a pedestrian non-motor vehicle to a target vehicle,wherein V is ck /S ck Refers to the ratio of lateral distance to speed of pedestrians and non-motor vehicles affecting the target vehicle c; r is R c For the relative turning radius +.>R in And R is out The radius of the inlet and outlet channels is set; r is R 0 R represents the curve radius of the corresponding inner side turning lane of the vehicle entrance lane 0 The larger (R) c -R 0 ) Smaller indicates less effect of turning radius on intersection exit selection, R for straight vehicles 0 ＝∞，(R c -R 0 )＝0；R min Minimum safe turning radius for current speed，/>V represents a design speed per hour (km/h); μ represents a transverse force coefficient; i represents the road surface lateral gradient, i.e. the road is superhigh, i=tan θ.
Further, in the step (5), when the alternative exit includes two or more lanes, calculating the lane utility values of the alternative exit respectively;
in the step (5), the method for determining the utility value of an alternative exit channel specifically includes the following steps:
step one: taking an exit boundary line as a reference, a target vehicle presumes a virtual vehicle on corresponding coordinates on an alternative exit, takes the virtual vehicle as a current target vehicle, takes a vehicle gap where a corresponding point is positioned as a target gap, and vehicles in front of and behind 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 the unit time step at the current running speed is not more than the track curve length of the corresponding coordinate of the target vehicle and the coordinate of the front vehicle; meanwhile, the running distance of the rear vehicle in the unit time step at the current running speed is not more than the track curve length of the coordinate of the rear vehicle and the corresponding coordinate of the target vehicle;
condition 1: v c ×t≤|x c -x c-1 |
Condition 2: v c+1 ×t≤|x c+1 -x c |
Wherein: c is the current target vehicle, and c-1/c+1 represents the front vehicle/rear vehicle of the target vehicle; t is unit alternation time in a vehicle dynamics model, and the value of t is 0.1s in the invention; x and v are coordinate data and speed values of the corresponding vehicles respectively;
judging whether the condition is met, if so, indicating that the target vehicle has a possibility of deviating from the lane where the target vehicle is located and driving into the alternative exit, respectively performing the following step three calculation on the lanes meeting the step two, and if the number of the alternative exits meeting the condition 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 c c,n The calculation is as follows:
wherein: alpha 0 Is a constant term, alpha is a coefficient, deltax c-1,c For the separation of vehicle c from vehicle c-1, deltav c-1,c C is the relative speed of vehicle C with respect to vehicle C-1 c Is a parameter variable of a large-sized vehicle with 10 seats or more,W c as a lateral influencing variable of a pedestrian non-motor vehicle to a target vehicle,wherein V is ck /S ck Refers to the ratio of lateral distance to speed of pedestrians and non-motor vehicles affecting the target vehicle c; r is R c For the relative turning radius +.>R in And R is out The radius of the inlet and outlet channels is set; r is R 0 R represents the curve radius of the corresponding inner side turning lane of the vehicle entrance lane 0 The larger (R) c -R 0 ) Smaller indicates less effect of turning radius on intersection exit selection, R for straight vehicles 0 ＝∞，(R c -R 0 )＝0；R min For the minimum safe turning radius of the current speed, +.>V represents a design speed per hour (km/h); μ represents a transverse force coefficient; i represents the road surface lateral gradient, i.e. the road is superhigh, i=tan θ. The utility value of the alternative outlet channel which does not meet the condition in the second step is 0.
Further, the method for determining whether the vehicle deviates from the exit lane corresponding to the entrance lane in the step (6) is characterized in that the method is that the magnitudes of the target vehicle lane change requirement and the utility value of the alternative exit lane in the step (5) are compared, when the utility value of the alternative exit lane is greater than the utility value of the original corresponding exit lane of the target vehicle (i.e. the lane change requirement is great), the vehicle deviates from the exit lane corresponding to the entrance lane, changes the lane for the alternative exit lane with the maximum utility value and drives away from the intersection, and the original vehicle data is deleted, otherwise, the vehicle still drives away from the intersection from the exit lane corresponding to the entrance lane.
Furthermore, the invention proposes a simulation device for a signalized intersection vehicle selection outlet, the device comprising a processor, a memory and a computer program stored on the memory and executable on the processor, the computer program, when executed by the processor, implementing a method for simulating a signalized intersection vehicle selection outlet according to any one of claims 1-8.
The beneficial effects are 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 road at a signalized intersection. The method mainly utilizes the advantages of vehicle networking information transmission and computer technology to build a signal intersection simulation environment, takes vehicles and surrounding environmental factors influencing vehicle operation decisions as target objects, and simulates decision-making processes related to intersection exit channels when the vehicles operate in the intersection. The method expands the application of the vehicle lane change theory in the multi-lane signal intersection, defines the selection process and result of the vehicle on the intersection exit lane in the intersection, and can well reflect the influence of the vehicle performance, the running condition of surrounding vehicles, the interference of pedestrians and non-motor vehicles and other factors on the decision result of the target vehicle. The simulation result reflects the lane changing behavior of the vehicle in the signalized intersection more truly, and the good exploration of the lane changing behavior of the vehicle in the intersection can explore the running track and conflict relation 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 traffic capacity of the road and reducing delay. In addition, the signalized intersection vehicle exit road selection system provided on the basis of the signalized intersection vehicle exit road selection method as a methodology is an effective implementation way of the method, and the interaction of multiple modules in the system has higher 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 present invention;
FIG. 3 (a) is a schematic diagram of a signal phase-intersection lane division in an example of an embodiment of the present invention;
FIG. 3 (b) is a schematic diagram of a lane division of a two-intersection at a signal stage in an example of an embodiment of the present invention;
FIG. 4 is a schematic diagram of a target vehicle lane change in an example of an embodiment of the invention.
Detailed Description
In order that the invention may be more readily understood, a more particular description of the invention will be rendered by reference to specific embodiments that are illustrated in the appended drawings, but are not limited to the embodiments.
The embodiment of the invention discloses a simulation method for a vehicle selected exit channel at a signalized intersection, which is based on the following assumption:
in the embodiment, when a vehicle runs in a certain vehicle detection road section range of the intersection, the information of the state of the intersection can be transmitted to other vehicles in the intersection through vehicle-to-vehicle communication and vehicle-to-road communication.
The vehicle information transfer speed in the range of the simulated intersection is extremely high, and no delay and the like are assumed to occur.
In the signal control intersection, vehicles in all intersection directions strictly adhere to intersection rules, and no illegal driving behavior exists.
All vehicles in the intersection are driven strictly according to the scheme after the passing scheme is determined.
The specific steps of the implementation case are as follows:
step 1: two simulation environments of road signal intersections with two-way six lanes are constructed, and as shown in fig. 2, the simulation environments comprise 1 left-turning special lane, 1 straight-right lane, reserved non-motor vehicle lanes and sidewalks, and the width of a single lane is set to be 1.75. A conventional eight-phase four-phase signal timing scheme is set, and the signal timing scheme in this example is:
the vehicle dynamics model adopted by the traffic flow motion is determined to be a classical IDM model, an intersection in a parking line is determined to be a main simulation range, the decision range of the exit lane selection in the intersection is smaller than the intersection range, and the decision range is generally set to be about 1.5 vehicle body positions from the beginning of the parking line of the entrance road to the front of the exit road.
Step 2: the entrance and the exit correspond to lane division. According to the allowed vehicle passing condition of each signal stage and the principle of turning straight from the outside to the inside and from the left to the outside, referring to the actual geographic position of the entrance lane, the corresponding entrance lane dividing condition of the intersections of different signal stages is defined. The specific dividing method is as shown in the steps 2.1-2.3:
step 2.1: and (3) defining the traffic indication of the vehicle in the signal timing scheme, and respectively carrying out the following steps on the intersection exit channels in each direction of each signal stage.
Step 2.2: according to the traffic conditions of the traffic intersection in other three directions in the current signal stage, the right-turn vehicles count from the right lane of the exit, the left-turn vehicles count from the left lane of the exit, the confirmation method of the corresponding exit lane of the straight-going vehicles is generally determined according to the corresponding position, and the confirmation method is slightly different according to the relation between the number of the entrance lanes and the number of the exit lanes.
Step 2.3: the trajectory where the merging of flows may occur at the exit lane is noted.
Fig. 3 (a) shows a phase-one intersection lane division in this example, where the corresponding lanes are connected by curves. Fig. 3 (b) is a phase two intersection lane division case in the present example.
Step 3: and determining a target vehicle and a standby exit, and acquiring microscopic traffic parameter values corresponding to road vehicles in the decision range of the simulated intersection, wherein the microscopic traffic parameter values comprise basic attribute data, position information, speed, acceleration and the like of the vehicles.
Step 4: and confirming the channel changing requirement. And solving 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 separated from the current lane. The smaller the utility value, the greater the vehicle lane change demand. Random utility theory can be divided into observable and unobservable parts, and the following model is built assuming that the utility value of the observable part is linearly proportional to the influence factor:
U n ＝V n +ε n
wherein: u (U) n To observe the total utility value of the target n, V n 、ε n Utility values, beta, for observable and unobservable portions, respectively 0 As a constant term, let K related variables X nk ，β k Is a variable coefficient.
The vehicle i in the example is a straight-going vehicle, and the calculation formula is as follows:
U i,2 ＝β 0 +β 1 Δx i-1,i +β 2 Δx i,i+1 +β 3 Δv i-1,i +β 4 Δv i,i+1 +β 5 C i +β 6 W i
wherein: Δx i-1,i The interval between the vehicle i and the vehicle i-1; deltav i-1,i Is the relative speed of vehicle i with respect to vehicle i-1. C (C) i As a consequence of the heavy vehicle parameter variables,W i for the lateral influencing variable of a pedestrian non-motor vehicle on a target vehicle,/->Wherein: v (V) ik /S ik Refers to the ratio of lateral distance to speed of pedestrians and non-motor vehicles affecting the target vehicle i.
According to an exemplary simulation environment, the basic parameter set values in the formula are shown in the following table:
the utility value of the corresponding exit lane of the current vehicle i is U i,2 ＝0.4134。
In addition, if the vehicle i is a turning vehicle, the calculation formula of the utility value should be as follows:
wherein: r is R i In order to be able to make a relative turn radius,R in and R is out The radius of the inlet and outlet channels is set; r is R 0 R represents the curve radius of the corresponding inner side turning lane of the vehicle entrance lane 0 The larger (R) i -R 0 ) Smaller indicates less effect of turning radius on intersection exit selection, R for straight vehicles 0 ＝∞，(R i -R 0 )＝0；R min For the minimum safe turning radius of the current speed, +.>V represents a design speed per hour (km/h); μ represents a transverse force coefficient; i represents the road surface transverse gradient, i.e. the road is superhigh, i=tan θ; r represents a radius of curvature (m).
Step 5: confirming the utility value of the alternative exit, and mainly calculating the accommodation condition of the running condition of the original running vehicle of the alternative exit to the externally inserted vehicle, wherein the specific calculation method is as shown in the steps 5.1-5.3:
step 5.1: and (3) taking the boundary line of the exit as a reference, converting corresponding positions of the target vehicles on the alternative exit equidistantly, wherein the vehicle gap where the corresponding positions are positioned is taken as a target gap, and vehicles in front of and behind the target gap are respectively a front vehicle and a rear vehicle.
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 does 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 does not exceed the interval between the corresponding position of the rear vehicle and the corresponding position of the target vehicle.
Condition 1:v c ×t≤|x c -x c-1 |
Condition 2:v c+1 ×t≤|x c+1 -x c |
Where t is the unit of time of the vehicle dynamics model, 0.1s is taken in this example, and x and v are the position data and the speed value of the corresponding vehicle, respectively.
And judging whether the condition is met, and if the condition is met, indicating that the target vehicle has a possibility of deviating from the lane where the target vehicle is located and driving into the alternative exit road at the moment. The calculation in step 5.3 is performed on the lanes satisfying step 5.2, respectively, and if the number of alternative exit ways satisfying the condition is 0, it is indicated that the vehicle cannot perform the lane change processing.
In this example, lane 1 satisfies the above condition, and the travel distance of the following vehicle in lane 3 in a unit time step at the current travel speed exceeds the interval between the position of the following vehicle and the corresponding position of the target vehicle, i.e., v n ×t>|x n -x c I, condition 2 is not satisfied.
Step 5.3: for vehicle i, utility value U of alternative exit 1 i,1 The calculation is as follows:
wherein each parameter is the same as step 4, and the calculation result is U i,1 = 2.4627. The utility value of the alternative outlet which does not meet the condition in step 5.2 is 0, i.e. U i,3 ＝0。
Step 6: and judging whether the vehicle deviates from an exit lane corresponding to the entrance lane or not by combining the lane change requirement and the alternative exit lane utility value. When the utility value of the alternative exit is larger than the utility value of the target lane, vehicle lane changing processing is carried out; otherwise, the process should be returned to step 3. If the vehicle leaves the decision range, the vehicle is indicated to drive away from the intersection along the current exit lane.
In this example, the utility of the exit of the vehicle i at the current moment is U i,1 ＝2.4627，U i,2 ＝0.4134,U i,3 =0, where the utility value of lane 1 is the largest, so vehicle i selects lane 1 as the intersection exit. 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 merely a preferred embodiment of the invention, and it should be noted that numerous changes and substitutions of details can be made by those skilled in the art without departing from the principles of the invention, which is also intended to be regarded as the scope of the invention.
Claims (7)
1. A simulation method of a signal intersection vehicle selection exit is characterized by comprising the following specific steps:
the method comprises the steps of (1) constructing a signal control intersection simulation environment, wherein the signal control intersection simulation environment comprises the steps of determining the scale, the type, the number of lanes and a signal timing scheme of the signal control intersection, and determining a vehicle dynamics model adopted by the movement of a vehicle flow;
the step (2) of lane division corresponding to the entrance and the exit comprises lane division according to the steering type of the entrance road vehicle and the lane corresponding position;
step (3), according to the constructed simulation environment and the lane dividing condition, further determining a target vehicle and a standby exit road, and obtaining each microscopic traffic parameter value corresponding to the road vehicle in the decision range of the simulation intersection, wherein the microscopic traffic parameter value comprises basic attribute data of the vehicle, the vehicle length, the type, coordinate information, the speed and the acceleration;
step (4) defining a decision range of vehicle exit channel selection in the intersection, judging whether the target vehicle is in an effective channel change decision range, and carrying out subsequent calculation on the vehicles in the decision range;
calculating a road changing requirement and an alternative road junction utility value, wherein the type, the running speed, the acceleration, the gap between the front vehicle and the running speed of a vehicle entrance road are taken as parameters, and the road changing requirement of a target vehicle and the alternative road junction utility value are respectively obtained through a utility value calculation formula;
step (6) the lane change requirement and the alternative exit utility value are synthesized to judge whether the vehicle deviates from the exit lane corresponding to the entrance lane, and when the alternative exit utility value is larger than the utility value of the target lane, the lane change process is carried out; otherwise, returning to the step (4) at the next decision moment, and re-judging whether the target vehicle is still in the specified intersection decision range, if the vehicle is out of the decision range, indicating that the vehicle is driven away from the intersection along the current exit lane; otherwise, calculating the vehicle lane change requirement and the vehicle utility value of the alternative lane again;
the specific method of the step (5) comprises the following steps:
the calculation method of the current lane utility value of the target vehicle c is as follows:
straight-traveling vehicles:
U c ＝β 0 +β 1 Δx c-1，c +β 2 Δx c，c+1 +β 3 Δv c-1，c +β 4 Δv c，c+1 +β 5 C c +β 6 W c
wherein: u (U) c To observe the total utility value of vehicle c, beta 0 Is a constant term, beta 1 、β 2 、β 3 、β 4 、β 5 、β 6 Is a coefficient, deltax c-1,c For the separation of vehicle c from vehicle c-1, deltav c-1,c C is the relative speed of vehicle C with respect to vehicle C-1 c Is a parameter variable of a large-sized vehicle with 10 seats or more,W c for the lateral influencing variable of a pedestrian non-motor vehicle on a target vehicle,/->Wherein V is ck /S ck Refers to the ratio of lateral distance to speed of pedestrians and non-motor vehicles affecting the target vehicle c;
turning vehicle:
wherein: u (U) c To observe the total utility value of vehicle c, beta 0 ' is a constant term, beta 1 ′、β 2 ′、β 3 ′、β 4 ′、β 5 ′、β 6 ' is a coefficient, deltax c-1,c For the separation of vehicle c from vehicle c-1, deltav c-1,c C is the relative speed of vehicle C with respect to vehicle C-1 c Is a parameter variable of a large-sized vehicle with 10 seats or more,W c for the lateral influencing variable of a pedestrian non-motor vehicle on a target vehicle,/->Wherein V is ck /S ck Refers to the ratio of lateral distance to speed of pedestrians and non-motor vehicles affecting the target vehicle c; r is R c For the relative turning radius +.>R in And R is out The radius of the inlet and outlet channels is set; r is R 0 Indicating the curve radius of the corresponding inner turning lane of the vehicle entrance lane, R for straight vehicles 0 ＝∞，(R c -R 0 )＝0；R min For the minimum safe turning radius of the current speed, +.>V represents a design speed per hour (km/h); μ represents a transverse force coefficient; i represents the road surface transverse gradient, i.e. the road is superhigh, i=tan θ;
in the step (5), when the alternative exit comprises two or more lanes, calculating the lane utility values of the alternative exit respectively; the calculation method for confirming the utility value of a certain alternative exit channel specifically comprises the following steps:
step one: taking an exit boundary line as a reference, a target vehicle presumes a virtual vehicle on corresponding coordinates on an alternative exit, takes the virtual vehicle as a current target vehicle, takes a vehicle gap where a corresponding point is positioned as a target gap, and vehicles in front of and behind 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 the unit time step at the current running speed is not more than the track curve length of the corresponding coordinate of the target vehicle and the coordinate of the front vehicle; meanwhile, the running distance of the rear vehicle in the unit time step at the current running speed is not more than the track curve length of the coordinate of the rear vehicle and the corresponding coordinate of the target vehicle;
condition 1: v c ×t≤|x c -x c-1 |
Condition 2: v c+1 ×t≤|x c+1 -x c |
Wherein: c is the current target vehicle, and c-1/c+1 represents the front vehicle/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 vehicles respectively;
judging whether the condition is met, if so, indicating that the target vehicle has a possibility of deviating from the lane where the target vehicle is located and driving into the alternative exit, respectively performing the following step three calculation on the lanes meeting the step two, and if the number of the alternative exits meeting the condition 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 c c,n The calculation is as follows:
wherein: alpha 0 Is a constant term, alpha 1 、α 2 、α 3 、α 4 、α 5 、α 6 Is a coefficient, deltax c-1,c For the separation of vehicle c from vehicle c-1, deltav c-1,c C is the relative speed of vehicle C with respect to vehicle C-1 c Is a parameter variable of a large-sized vehicle with 10 seats or more,W c as a lateral influencing variable of a pedestrian non-motor vehicle to a target vehicle,wherein V is ck /S ck Refers to the ratio of lateral distance to speed of pedestrians and non-motor vehicles affecting the target vehicle c; r is R c For the relative turning radius +.>R in And R is out The radius of the inlet and outlet channels is set; r is R 0 Indicating the curve radius of the corresponding inner turning lane of the vehicle entrance lane, R for straight vehicles 0 ＝∞，(R c -R 0 )＝0；R min For the minimum safe turning radius of the current speed, +.>V represents a design speed per hour (km/h); μ represents a transverse force coefficient; i represents the road surface transverse gradient, i.e. the road is superhigh, i=tan θ, and the utility value of the alternative outlet channel which does not meet the condition in the second step is 0.
2. The method of claim 1, wherein in step (1), the vehicle dynamics model used for determining the movement of the traffic is an IDM vehicle following model.
3. The simulation method of a signal intersection vehicle selective exit according to claim 1 or 2, wherein in the step (2), the method of lane division corresponding to the entrance/exit is as follows:
step one: defining a signal timing scheme and the driving direction of the entrance road vehicle;
step two: according to the traffic situation of the vehicles in the current signal stage, the vehicles are divided into right-turn vehicles, left-turn vehicles and straight vehicles, the number of the right-turn vehicles corresponding to the number of the right-side lanes of the exit road from the vehicle exit direction is equal to the number of the entrance lanes allowing the right-turn vehicles to enter the intersection; similarly, the left-turn vehicles corresponding to the exit lane count from the left lane of the exit lane, and the number of the left-turn vehicles is equal to the number of entrance lanes for allowing the left-turn vehicles to enter the intersection; the corresponding exit lane of the straight-going vehicle is in a corresponding relation with the entrance lane in space;
step three: after the corresponding exit channels of the vehicles in different driving directions are marked respectively, vehicles entering the intersection from different directions in the same signal stage share the same exit channel, confluence is generated, and all lanes where traffic confluence occurs at the exit channel are marked.
4. A method of simulating a signalized intersection vehicle selection exit as claimed in claim 3, wherein: in the step (3), the method for determining the alternative exit channel comprises the steps of firstly determining the target vehicle and the signal stage where the target vehicle is located, then determining the alternative exit channel corresponding to the target vehicle according to the lane division situation corresponding to the entrance and the exit in the step (2), wherein the alternative exit channel refers to the lanes which are adjacent to the two sides of the lane where the target vehicle is located, and if the lane where the target vehicle is located is an edge lane, the alternative exit channel refers to one lane at the other side of the lane where the target vehicle is located.
5. The method for simulating a traffic lane selection at a signalized intersection of claim 4, wherein in step (4), the decision range defining the traffic lane selection at the intersection is an effective decision range taking the stop line of the traffic lane at the intersection as the start line and taking the traffic lane at the intersection as the current driving direction 1.5 vehicle lengths before the traffic lane.
6. The method for simulating a traffic lane selection at a signalized intersection according to claim 1, wherein in the step (6), the method for determining whether the traffic lane is deviated from the traffic lane corresponding to the entrance lane is that the target traffic lane change requirement and the magnitude of the utility value of the alternative traffic lane in the step (5) are compared, when the utility value of the alternative traffic lane is greater than the utility value of the original corresponding traffic lane of the target traffic lane, the traffic lane is deviated from the traffic lane corresponding to the entrance lane, the lane is changed from the alternative traffic lane with the largest utility value and driven away from the intersection, and the original traffic data is deleted, otherwise, the traffic lane is driven away from the intersection from the traffic lane corresponding to the entrance lane.
7. A device for simulating a signalized intersection vehicle selection outlet, the device comprising a processor, a memory and a computer program stored on the memory and executable on the processor, the computer program when executed by the processor implementing a method for simulating a signalized intersection vehicle selection outlet according to any one of claims 1-6.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110429418.4A CN113297721B (en) | 2021-04-21 | 2021-04-21 | Simulation method and device for signal intersection vehicle selective exit road |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110429418.4A CN113297721B (en) | 2021-04-21 | 2021-04-21 | Simulation method and device for signal intersection vehicle selective exit road |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113297721A CN113297721A (en) | 2021-08-24 |
| CN113297721B true CN113297721B (en) | 2024-04-09 |
Family
ID=77320018
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202110429418.4A Active CN113297721B (en) | 2021-04-21 | 2021-04-21 | Simulation method and device for signal intersection vehicle selective exit road |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113297721B (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113505446B (en) * | 2021-09-10 | 2021-12-31 | 腾讯科技（深圳）有限公司 | Traffic simulation method, traffic simulation device, electronic equipment and computer storage medium |
| CN114220262B (en) * | 2021-11-19 | 2023-06-23 | 东南大学 | Vehicle lane change track deviation calculation method based on traffic simulation |
| CN114435396B (en) * | 2022-01-07 | 2023-06-27 | 北京理工大学前沿技术研究院 | Intelligent vehicle intersection behavior decision method |
| CN115294782B (en) * | 2022-08-05 | 2023-05-02 | 合肥工业大学 | Safe corner control method for right turn of signal intersection vehicle in network environment and application |
| CN115830908B (en) * | 2022-11-23 | 2023-10-27 | 长安大学 | Method and system for cooperatively changing lanes of unmanned vehicle queues in mixed traffic flow |
| CN116758750B (en) * | 2023-08-22 | 2023-10-17 | 中建八局第三建设有限公司 | Urban tunnel construction area optimal outlet selection system, method and storage medium |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2016169290A1 (en) * | 2015-04-21 | 2016-10-27 | 华南理工大学 | Decision-making supporting system and method oriented towards emergency disposal of road traffic accidents |
| CN110070732A (en) * | 2019-05-10 | 2019-07-30 | 东南大学 | A kind of ring road signal feed forward control method and system based on real-time simulation |
| CN110298122A (en) * | 2019-07-03 | 2019-10-01 | 北京理工大学 | Automatic driving vehicle urban intersection left-hand rotation decision-making technique based on conflict resolution |
| CN111931317A (en) * | 2020-06-03 | 2020-11-13 | 东南大学 | Regional congestion road network boundary control method based on vehicle-mounted GPS data |
| CN112530201A (en) * | 2020-11-17 | 2021-03-19 | 东南大学 | Method and device for selecting right switching lane gap of intelligent vehicle intersection |
-
2021
- 2021-04-21 CN CN202110429418.4A patent/CN113297721B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2016169290A1 (en) * | 2015-04-21 | 2016-10-27 | 华南理工大学 | Decision-making supporting system and method oriented towards emergency disposal of road traffic accidents |
| CN110070732A (en) * | 2019-05-10 | 2019-07-30 | 东南大学 | A kind of ring road signal feed forward control method and system based on real-time simulation |
| CN110298122A (en) * | 2019-07-03 | 2019-10-01 | 北京理工大学 | Automatic driving vehicle urban intersection left-hand rotation decision-making technique based on conflict resolution |
| CN111931317A (en) * | 2020-06-03 | 2020-11-13 | 东南大学 | Regional congestion road network boundary control method based on vehicle-mounted GPS data |
| CN112530201A (en) * | 2020-11-17 | 2021-03-19 | 东南大学 | Method and device for selecting right switching lane gap of intelligent vehicle intersection |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113297721A (en) | 2021-08-24 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN113297721B (en) | Simulation method and device for signal intersection vehicle selective exit road | |
| Altché et al. | An LSTM network for highway trajectory prediction | |
| Ajanovic et al. | Search-based optimal motion planning for automated driving | |
| Xu et al. | A bi-level cooperative driving strategy allowing lane changes | |
| Li et al. | Planning and decision-making for connected autonomous vehicles at road intersections: A review | |
| Zhang et al. | Force-driven traffic simulation for a future connected autonomous vehicle-enabled smart transportation system | |
| Stager et al. | A scaled smart city for experimental validation of connected and automated vehicles | |
| Gazis et al. | Nonlinear follow-the-leader models of traffic flow | |
| EP4077084A1 (en) | Prediction on top-down scenes based on object motion | |
| JP2021519720A (en) | Time expansion and contraction method for autonomous driving simulation | |
| CN112233413B (en) | Multilane space-time trajectory optimization method for intelligent networked vehicle | |
| CN114495527A (en) | Method and system for collaborative optimization of vehicle paths at internet intersection in mixed traffic environment | |
| Li et al. | Exploring the effects of traffic density on merging behavior | |
| Mandal et al. | Lyft 3D object detection for autonomous vehicles | |
| CN112577506A (en) | Automatic driving local path planning method and system | |
| CN111899509B (en) | Intelligent networking automobile state vector calculation method based on vehicle-road information coupling | |
| Yao et al. | Physics-aware learning-based vehicle trajectory prediction of congested traffic in a connected vehicle environment | |
| Muzahid et al. | Deep reinforcement learning-based driving strategy for avoidance of chain collisions and its safety efficiency analysis in autonomous vehicles | |
| CN116917827A (en) | Proxy conversion in driving simulation | |
| Ren et al. | Self-learned intelligence for integrated decision and control of automated vehicles at signalized intersections | |
| Hua et al. | Modeling and simulation of approaching behaviors to signalized intersections based on risk quantification | |
| Guo et al. | Self-defensive coordinated maneuvering of an intelligent vehicle platoon in mixed traffic | |
| WO2024006115A1 (en) | Determining right of way | |
| Li et al. | Decision making for autonomous vehicles | |
| Chen et al. | A cellular automata (CA) model for two-way vehicle flows on low-grade roads without hard separation |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |