WO2022121249A1 - 支路车辆汇入主路的方法、装置、电子设备及存储介质 - Google Patents

支路车辆汇入主路的方法、装置、电子设备及存储介质 Download PDF

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Publication number
WO2022121249A1
WO2022121249A1 PCT/CN2021/096318 CN2021096318W WO2022121249A1 WO 2022121249 A1 WO2022121249 A1 WO 2022121249A1 CN 2021096318 W CN2021096318 W CN 2021096318W WO 2022121249 A1 WO2022121249 A1 WO 2022121249A1
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Prior art keywords
main road
vehicle
vehicles
road
merged
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PCT/CN2021/096318
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English (en)
French (fr)
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***
褚文博
熊秋池
乌尼日·其其格
黄冠富
方达龙
杜孝平
Original Assignee
国汽(北京)智能网联汽车研究院有限公司
清华大学
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Application filed by 国汽(北京)智能网联汽车研究院有限公司, 清华大学 filed Critical 国汽(北京)智能网联汽车研究院有限公司
Priority to US17/623,858 priority Critical patent/US20230256969A1/en
Publication of WO2022121249A1 publication Critical patent/WO2022121249A1/zh

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    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18163—Lane change; Overtaking manoeuvres
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/04—Traffic conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • 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
    • G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
    • 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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/05—Type of road, e.g. motorways, local streets, paved or unpaved roads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/10—Number of lanes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4041—Position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4042—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4049—Relationship among other objects, e.g. converging dynamic objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/406—Traffic density

Definitions

  • the present application relates to the field of unmanned driving technology, and in particular, to a method, device, electronic device and storage medium for a branch road vehicle to merge into a main road.
  • the purpose of the embodiments of the present application is to provide a method for a branch road vehicle to merge into a main road, so as to at least solve the problem of traffic congestion at the existing road merging entrance.
  • a method for merging a branch road vehicle into a main road including:
  • the vehicles to be merged into the main road are controlled to merge into the main road.
  • a device for merging a branch road vehicle into a main road comprising:
  • the acquisition module is used to acquire the vehicle information of the branch road to be merged into the main road vehicle;
  • the obtaining module is further configured to obtain the traffic flow information of the outer lane of the main road within the preset range of the confluence entrance;
  • the control module is configured to control the vehicles to be merged into the main road to merge into the main road based on the traffic flow information of the outer lane of the main road and the information of the vehicles to be merged into the main road.
  • an electronic device comprising:
  • the processor is configured to execute the instructions to implement the steps of the method for merging a side road vehicle into a main road as described in any one of the embodiments of the first aspect.
  • a storage medium is provided.
  • the information processing apparatus or the server can implement any one of the first aspect.
  • the method for branch road vehicles merging into the main road obtains the vehicle information of the branch road vehicles to be merged into the main road; obtains the traffic flow information of the outer lane of the main road within the preset range of the entrance; The information of the vehicles to be imported into the main road is controlled according to the preset rules to be imported into the main road.
  • the method prevents the unreasonable merging behavior of vehicles caused by human misoperation, avoids the occurrence of traffic accidents at the merging entrance, and effectively solves the problem of traffic congestion at the merging entrance.
  • FIG. 1 is a schematic flowchart of a method for a branch road vehicle to merge into a main road according to an embodiment of the present application
  • FIG. 2 is a schematic diagram of the road conditions of a branch road vehicle merging into a main road in an embodiment of the application;
  • FIG. 3 is a schematic flowchart of a method for a branch road vehicle to merge into a main road in another embodiment of the present application;
  • FIG. 4 is a schematic flowchart of a method for merging branch road vehicles of different power types into the main road according to an embodiment of the present application
  • FIG. 5 is a schematic structural diagram of a device for a branch road vehicle merging into a main road according to an embodiment of the present application
  • FIG. 6 is a schematic structural diagram of an electronic device in an embodiment of the present application.
  • FIG. 7 is a schematic diagram of a hardware structure of an electronic device according to an embodiment of the present application.
  • FIG. 1 is a schematic flowchart of a method for a branch road vehicle to merge into a main road according to an embodiment of the present application. As shown in Figure 1, the method for the branch road vehicle to merge into the main road includes:
  • Step S110 obtaining vehicle information of vehicles to be merged into the main road on the branch road;
  • Step S120 acquiring the traffic flow information of the outer lane of the main road within the preset range of the confluence entrance;
  • Step S130 Control the vehicles to be merged into the main road to merge into the main road based on the traffic flow information of the outer lane of the main road and the information of the vehicles to be merged into the main road.
  • the method of the above embodiment can prevent the unreasonable merging behavior of vehicles caused by human misoperation, avoid the occurrence of traffic accidents at the merging entrance, and effectively solve the problem of traffic congestion at the merging entrance.
  • step S110, step S120 and step S130 are respectively introduced below.
  • step S110 is introduced.
  • the vehicle flow information in the outer lane of the main road in step S120 includes: vehicle distance information in the outer lane of the main road and vehicle speed information in the outer lane of the main road.
  • step S130 controls the vehicles to be merged into the main road to merge into the main road based on the traffic flow information of the outer lane of the main road and the information of the vehicles to be merged into the main road, including:
  • the vehicle in the outer lane of the main road and the vehicle to be merged into the main road are controlled, so that the vehicle to be merged into the main road merges into the main road.
  • the vehicles in the outer lane of the main road and the vehicles to be merged into the main road are controlled based on the judgment result, so that the vehicles to be merged into the main road merge into the main road, including:
  • the vehicles in the outer lane of the main road are controlled to keep driving at a constant speed, and the vehicles to be merged into the main road are controlled to merge into the main road at the speed of the vehicles in the outer lane of the main road.
  • the vehicles in the outer lane of the main road and the vehicles to be merged into the main road are controlled, so that the vehicles to be merged into the main road merge into the main road, further comprising:
  • the vehicles in the outer lane of the main road and the vehicles to be merged into the main road are controlled, so that the vehicles to be merged into the main road merge into the main road, further comprising:
  • the information of the vehicles to be imported on the main road further includes: the speed information of the vehicles to be imported on the main road, the driving type of the vehicles to be imported on the main road, and the distance between the vehicles to be imported on the main road and the entrance;
  • the traffic flow information in the outer lane of the main road further includes: the driving type of the vehicle in the outer lane of the main road;
  • Methods also include:
  • the speed information of the vehicles to be merged into the main road calculates the branch road vehicles with the least energy consumption and merge into the main road Program.
  • the specific application scenario of this embodiment is the entrance of the ramp where the main road and the branch road meet.
  • the method may include:
  • the ramp entry is equipped with a central controller that can be connected to the cloud.
  • the controller is equipped with real-time vehicle-to-road communication and can cover the entire ramp entry and arterial lanes.
  • the central controller monitors the traffic flow information of each lane of the main road in real time, including (traffic flow speed, dynamic distance between vehicles and vehicles in the same lane, etc.), and controls the vehicles on each main road to carry out orderly and automatic drive.
  • the control goal of vehicles on the main road is to avoid merging as much as possible, maintain a uniform speed, and pass in formation with constant spacing to avoid congestion.
  • the branch road vehicle When the branch road vehicle enters the signal coverage of the central controller, it will send the import request signal. At the same time, the branch road vehicle to be imported into the main road will send the driving form, speed, acceleration and position information of the vehicle.
  • the central controller decides whether to merge in and whether to form a formation according to the following conditions of vehicles to be merged into the main road on the branch road (vehicle spacing, vehicle speed, traffic clearance at the entrance) and the traffic flow in the outermost lane of the main road (vehicle spacing, vehicle speed).
  • the working conditions can be divided into 3 types.
  • Condition 1 The traffic flow in the outermost lane of the main road is tight, and the traffic gap is too small (less than the length of a vehicle h car + the safety distance ⁇ of the workshop), and it cannot be merged;
  • Condition 3 The traffic clearance in the outer lane of the main road is large (greater than or equal to 2(h car + ⁇ )), and the formation merge method can be adopted.
  • the cloud-based driving strategy of vehicles in the outer lane of the main road is to drive in formation at a uniform speed as much as possible to improve energy consumption economy.
  • the on-board ACC system of the two vehicles entering the outer lane of the main road is responsible for emergency avoidance decision-making.
  • the two decision-making modes of accelerating through and decelerating and waiting are used by the vehicle to avoid the collision on its own.
  • the vehicles on the branch road shall drive at a constant speed at the speed limit v des of the main road, and avoid the vehicles to follow the vehicle according to the vehicle-end ACC, so as to restore the traffic flow of the main road.
  • the central controller detects the traffic flow in the inner lane of the main road. If the traffic gap is small (less than the vehicle length h car + vehicle safety distance ⁇ ), the vehicles on the outer lane are not controlled to merge inward, and the branch road vehicles are controlled to wait for the next merging opportunity in the ramp. If the traffic gap in the inner lane of the main road is large (greater than h car + ⁇ ), according to the size of the gap, plan the vehicles in the outer lane of the main road to merge with bicycles or formations in the inner lane, and allow the vehicles on the side roads to merge.
  • the merging of the main road vehicles is controlled by the cloud to operate at a uniform speed, that is, only the steering operation is performed, and the acceleration and deceleration operations are not performed.
  • This planning needs to calculate the total energy consumption of all the main road and branch road vehicles participating in the merging and merging in this planning scenario, and compare it with the total energy consumption of the participating vehicles in the scene where the branch road vehicles are waiting on the ramp. Select the scheme with lower energy consumption to execute the control.
  • the central controller detects the traffic flow in the inner lane of the main road. If the traffic gap is small (less than the length of one vehicle h car + vehicle safety distance ⁇ ), the vehicles in the outer lane are not controlled to merge inward, and the vehicles on the branch road are controlled to adopt a single-vehicle merging strategy.
  • the optimization of the strategy is determined according to the driving form of the incoming vehicle (determining the energy consumption optimization method), the incoming distance d, the incoming time t and the incoming final speed vdes .
  • the traffic gap in the inner lane of the main road is large (greater than h car + ⁇ )
  • plan the vehicles in the outer lane of the main road to move to the inner lane for bicycles or form a merging line, and allow the formation of branch road vehicles to merge in.
  • This planning needs to obtain the vacant outer lane gap based on the number of vehicles merging in the inner lane of the outermost lane of the main road to determine the number of vehicle formations merged by the branch road vehicles.
  • This planning strategy also needs to calculate the overall energy consumption of all the main road and branch road vehicles participating in the merging and merging in this planning scenario. The total energy consumption of the vehicles participating in the action mode is compared. Select the scheme with lower energy consumption to execute the control.
  • the cloud calculates the time t max for the vehicle to arrive at the entrance (in order to avoid collision, the maximum time is for the vehicle to travel from the current position to the front of the vehicle from the outermost lane of the main road to the entrance The time taken from the safety distance ⁇ to the border of the exit and entry area).
  • the cloud first measures the distance d of the leading vehicle completely entering the entrance according to the vehicle speed, distance between vehicles, position information and information of the leading vehicle within the range of the branch signal.
  • the cloud is responsible for planning the number of vehicle formations and the speed of the leading vehicle.
  • the cloud can calculate the fleet length h.
  • the cloud can calculate the feasibility of formation entry under different entry fleet lengths h. Summarize the feasible formation lengths, and select the longest formation length to determine the number of formation vehicles. Then, according to the energy consumption of the leading vehicle, the optimal speed curve of the leading vehicle is optimized, and the leading vehicle is controlled to lead the convoy into the main road.
  • the driving mode of the vehicle needs to be considered as an indicator.
  • the choice of strategy type is determined by the condition of vehicles entering the merge entrance at the same time in the outer lane of the arterial road. Collision avoidance is the first goal.
  • the cloud calculates the arrival time t max according to the vehicle speed and position information on the main road, and determines which mode the branch road merging vehicles use to avoid collisions in a time less than t max .
  • energy economy as the second objective is used to optimize the planned speed profiles of the two feasible sink strategies. Because gasoline vehicles, electric vehicles, and hybrid vehicles have different structures and energy optimization methods, the optimization methods need to be considered separately according to the driving type of the vehicle.
  • the fuel consumption of the engine is generally determined by the engine torque and rotational speed, and its fuel consumption characteristics show great nonlinear characteristics. Summarizing the fuel consumption model based on vehicle speed and acceleration only based on the experimental method cannot fully and accurately reflect the vehicle fuel consumption, thus affecting the optimization results.
  • vehicle fuel consumption is also related to the throttle opening. Due to the different opening of the throttle valve, the torque output and speed of the engine are directly different, thus affecting the fuel consumption. And the different gears will affect the same engine torque output under the different wheel end torque, affecting the actual acceleration ability.
  • the cloud needs to receive vehicle power such as the vehicle engine fuel consumption BSFC map, the throttle opening torque curve, the engine tachometer corresponding to the throttle opening, and the shift logic map, etc. Learn model data and control logic as the basis for optimization.
  • the vehicle When the speed of the vehicle entering the sink is lower than v des , the vehicle needs to execute strategy 1 or strategy 2 according to the maximum vehicle entry time t max and the final speed v des after entry.
  • strategy 1 and 2 the cloud divides the low fuel consumption area of the vehicle according to the engine BSFC map, so as to determine the economic range of the engine output torque and speed.
  • the robot's S-shaped velocity profile planning algorithm can be used. It contains 7 common methods (trapezoid, cosine, polynomial, 7-segment S-shape, 7-segment modified S-shape, 15-segment S-shape, 31-segment S-shape).
  • the input parameters are input distance d, start speed v0, end speed v des , maximum speed v max , maximum acceleration a max , maximum deceleration a min , maximum acceleration first derivative j max , maximum acceleration second derivative s max , The third derivative of the maximum acceleration, c max .
  • Each method requires the same input trajectory-specific parameters.
  • the cloud can determine the combination (operating point) of engine torque and speed in all possible economic regions. Since the torque directly affects the acceleration performance of the vehicle, the operating point at which the engine can work in the economical region has been determined, and the upper limit of the economical torque output range is the maximum acceleration torque Tmax available to the vehicle. Then the maximum allowable acceleration under the economical conditions of the vehicle corresponds to the upper limit of the economical torque T max .
  • the throttle valve opening can be determined according to the engine's workable operating point and the throttle valve opening torque curve. At this operating point, the wheel-end acceleration obtained by the vehicle in each gear is calculated according to the vehicle gear ratio.
  • v max can be determined by the upper limit of the engine's workable speed range in the engine's economical working area.
  • the maximum speed v max of the wheel end can be calculated by selecting the maximum engine speed and the highest gear in the workable range.
  • the maximum deceleration a min is the maximum deceleration before the vehicle tires lock.
  • jmax is the rate of change of the vehicle acceleration, and this parameter needs to be determined according to the passenger comfort standard.
  • s max and c max can be set to 0 to ensure that the speed curve is as smooth as possible.
  • the input parameters of the various algorithms for S-shaped path planning have been limited according to the operating operating points in the optimal working area of the engine.
  • the cloud calculates the speed curves of the seven methods, and selects the corresponding throttle opening and gear according to the speed curve with the goal of making the engine run in an economical area as much as possible.
  • the walking time of the whole process path of the seven methods the paths with the time greater than t max are removed.
  • the total fuel consumption of each method path is calculated, and the scheme with the smallest fuel consumption is selected as the strategy to be carried out in working condition 1.
  • the cloud calculates the speed curves of the seven methods, and selects the corresponding gear according to the speed curve with the goal of making the engine run in the economic area as much as possible. By comparing the walking time of the whole process path of the seven methods, the time-consuming greater than t max is removed. Finally, the total fuel consumption of each method path is calculated, and the scheme with the smallest fuel consumption is selected as the strategy to be carried out in working condition 1.
  • the process fuel consumption of the two strategies is compared, and the import strategy of working condition 1 is determined.
  • the drive system consists of an engine and an electric motor.
  • the motor, engine and wheels are connected by a planetary gear set and a transmission gear set, and the structure is more complicated than that of gasoline vehicles. Due to the dual system drive and braking energy recovery function, the operating modes are more diverse. For production-grade HEVs, rule-based control systems are often used for mode switching. Therefore, for the hybrid vehicles fed by the branch, in addition to the information that needs to be uploaded for gasoline vehicles, the electric motor efficiency map and operating points, motor shifting logic, hybrid drive system comprehensive transmission ratio and mode switching rules all need to be uploaded to the cloud. . Since the motion scene of the vehicle is the same as that of the gasoline vehicle, the vehicle also needs to perform the same three strategies.
  • the vehicle needs to execute strategy 1 or strategy 2 according to the maximum vehicle entry time t max and the final speed v des after entry.
  • strategy 1 the robot's S-shaped velocity profile planning algorithm can still be used. It contains 7 common methods (trapezoid, cosine, polynomial, 7-segment S-shape, 7-segment modified S-shape, 15-segment S-shape, 31-segment S-shape).
  • the input parameters are input distance d, start speed v0, end speed v des , maximum speed v max , maximum acceleration a max , maximum deceleration a min , maximum acceleration first derivative j max , maximum acceleration second derivative s max , The third derivative of the maximum acceleration, c max .
  • Each method requires the same input trajectory-specific parameters.
  • the cloud divides the engine and motor economic zones according to the engine BSFC map and the motor efficiency map. Since the engine and electric motor of the hybrid system are in a coupled state, the mode selection problem needs to be considered. Mode 1 is the oil-driven mode, that is, only the engine is driven; Mode 2 is the joint drive, that is, the engine and the motor are jointly driven; Mode 3 is the motor drive.
  • the cloud can Calculate the upper limit of wheel end torque in each mode. Select the maximum wheel end torque to calculate the maximum acceleration a max . According to the upper limit of the economic speed of the engine and the electric motor, and the comprehensive transmission ratio composed of the shift logic in each mode of the hybrid system, the cloud can calculate the maximum wheel end speed v max . Since a hybrid vehicle has both a brake energy feed and a mechanical braking device, in order to increase the net energy consumption, the brake energy feed mechanism can be used as much as possible for braking in the process of vehicle merging.
  • the maximum vehicle deceleration a min can be set as the maximum braking deceleration of the brake energy feeding device.
  • the acquisition of other parameters is the same as that of gasoline vehicles.
  • the S-type speed planning method has been selected according to the operating rules of the hybrid power system and the available operating points in the economic working range of the motor and engine.
  • the cloud can perform pre-simulation based on the vehicle information provided above to determine the economical working conditions of the engine and the motor as much as possible. Operating modes and combined gear ratios for range duty. By comparing the walking time of the whole process path of the seven methods, the paths with the time greater than t max are removed.
  • the cloud calculates the speed curves of the seven methods, and selects the corresponding mode and comprehensive transmission ratio according to the speed curve with the goal of making the engine and motor run in the economic area as much as possible. By comparing the walking time of the whole process path of the seven methods, the time-consuming greater than t max is removed. Finally, the total energy consumption of each method path is calculated, and the scheme with the least energy consumption is selected as the strategy to be carried out in working condition 1.
  • the process energy consumption of the two strategies is compared, and the import strategy of working condition 1 is determined.
  • the vehicle dynamics information that the cloud needs to obtain includes the motor efficiency map (motor and generator dual modes), working operating points (driving and braking dual modes), and gear ratios. Since the motion scenes imported by the vehicles are the same, the vehicles also need to perform the same three strategies.
  • the vehicle needs to execute strategy 1 or strategy 2 according to the maximum vehicle entry time t max and the final speed v des after entry.
  • strategy 1 the robot's S-shaped velocity profile planning algorithm can still be used. It contains 7 common methods (trapezoid, cosine, polynomial, 7-segment S-shape, 7-segment modified S-shape, 15-segment S-shape, 31-segment S-shape).
  • the input parameters are input distance d, start speed v0, end speed v des , maximum speed v max , maximum acceleration a max , maximum deceleration a min , maximum acceleration first derivative j max , maximum acceleration second derivative s max , The third derivative of the maximum acceleration, c max .
  • Each method requires the same input trajectory-specific parameters.
  • the cloud selects the area with higher motor efficiency as the target motor working area in the motor efficiency map. In the area, the economic motor operating point is determined according to the information of the operating operating point. At the same time, the cloud selects the area with higher power generation efficiency as the target power generation working area in the efficiency map of the motor power generation mode.
  • the high-efficiency power generation operating point is determined according to the information on the power generation operating point information of the braking energy feeding.
  • the maximum motor torque T max and the wheel transmission ratio are selected to calculate the upper limit of the vehicle acceleration a max .
  • the maximum vehicle speed v max is calculated from the maximum rotational speed corresponding to the maximum economical motor torque and the wheel gear ratio.
  • the maximum braking torque T min and the wheel transmission ratio are selected to calculate the upper limit of vehicle deceleration a min .
  • the speed curve planning avoids the intervention of mechanical braking as much as possible, so the maximum deceleration is limited based on the efficiency of the energy-feeding braking device.
  • the rest of the parameters are determined to be the same as those of gasoline vehicles and hybrid vehicles.
  • the S-type speed planning method has already selected parameters according to the working points in the economic working range of the motor.
  • the cloud uses the vehicle information provided above to plan the paths of the seven methods and determine the travel time. At the same time, pre-simulation is performed to predict the performance of each path planning method. Net energy consumption (the difference between the motor drive energy consumption and the motor power generation and feeding energy).
  • the process energy consumption of the two strategies is compared, and the import strategy of working condition 1 is determined.
  • the convoy For the working condition of multi-vehicle formation, in order to reduce the control complexity, only the convoy is considered as a bicycle with a longer length, and only the speed curve of the leading vehicle is planned.
  • the cloud needs to collect the operating energy consumption information of each vehicle in the fleet (vehicle driving mode, energy consumption optimization control logic, engine BSFC map, motor efficiency map, etc.) for energy consumption calculation. Since the convoys can move simultaneously under the control of the cloud, there is no follow-up delay. The following vehicle can directly follow the speed curve of the leading vehicle to keep the distance unchanged.
  • the convoy can be considered as a bicycle with a longer length, but the entry distance needs to be set as the distance traveled by the leading vehicle during the period when the front of the leading vehicle starts to enter the entry area and the rear of the trailing vehicle passes through the entrance (if the convoy is longer, its own length h will have a greater impact on the sink distance).
  • the cloud will carry out a pre-simulation of fleet entry, remove the strategy that vehicles cannot be imported within the time t max , and calculate the total fleet energy consumption at the same time. The total energy consumption of the fleet under the speed planning of each method is compared, and the strategy with the smallest total energy consumption is selected for execution.
  • an embodiment of the present application also provides a device 500 for a branch road vehicle to merge into a main road.
  • the device may include:
  • an acquisition module 510 configured to acquire vehicle information on the branch road to be merged into the main road;
  • the obtaining module 510 is further configured to obtain the traffic flow information of the outer lane of the main road within the preset range of the entrance;
  • the control module 520 is configured to control the vehicles to be merged into the main road to merge into the main road based on the traffic flow information of the outer lane of the main road and the information of the vehicles to be merged into the main road.
  • the device in the above embodiment obtains the vehicle information of the vehicles to be merged into the main road on the branch road through the acquisition module 510;
  • the traffic flow information and the information of vehicles to be merged into the main road are controlled according to preset rules to control the vehicles to be merged into the main road to merge into the main road. It prevents the unreasonable merging of vehicles caused by human misoperation, avoids the occurrence of traffic accidents at the entrance, and effectively solves the problem of traffic congestion at the entrance.
  • an embodiment of the present application further provides an electronic device 600, including a processor 601, a memory 602, a program or instruction stored in the memory 602 and executable on the processor 601,
  • an electronic device 600 including a processor 601, a memory 602, a program or instruction stored in the memory 602 and executable on the processor 601
  • the program or instruction is executed by the processor 601
  • each process of the above-mentioned embodiment of the method for merging a branch road vehicle into the main road is realized, and the same technical effect can be achieved. To avoid repetition, details are not described here.
  • the electronic devices in the embodiments of the present application include the aforementioned mobile electronic devices and non-mobile electronic devices.
  • FIG. 7 is a schematic diagram of a hardware structure of an electronic device implementing an embodiment of the present application.
  • the electronic device 700 includes but is not limited to: a radio frequency unit 701, a network module 702, an audio output unit 703, an input unit 704, a sensor 705, a display unit 706, a user input unit 707, an interface unit 708, a memory 709, and a processor 710, etc. part.
  • the electronic device 700 may also include a power source (such as a battery) for supplying power to various components, and the power source may be logically connected to the processor 710 through a power management system, so as to manage charging, discharging, and power management through the power management system. consumption management and other functions.
  • a power source such as a battery
  • the structure of the electronic device shown in FIG. 7 does not constitute a limitation on the electronic device.
  • the electronic device may include more or less components than the one shown, or combine some components, or arrange different components, which will not be repeated here. .
  • the input unit 704 may include a graphics processor (Graphics Processing Unit, GPU) 7041 and a microphone 7042. Such as camera) to obtain still pictures or video image data for processing.
  • the display unit 706 may include a display panel 7061, which may be configured in the form of a liquid crystal display, an organic light emitting diode, or the like.
  • the user input unit 707 includes a touch panel 7071 and other input devices 7072 .
  • the touch panel 7071 is also called a touch screen.
  • the touch panel 7071 may include two parts, a touch detection device and a touch controller.
  • Other input devices 7072 may include, but are not limited to, physical keyboards, function keys (such as volume control keys, switch keys, etc.), trackballs, mice, and joysticks, which will not be repeated here.
  • Memory 709 may be used to store software programs as well as various data including, but not limited to, application programs and operating systems.
  • the processor 710 may integrate an application processor and a modem processor, wherein the application processor mainly handles the operating system, user interface, and application programs, and the like, and the modem processor mainly handles wireless communication. It can be understood that, the above-mentioned modulation and demodulation processor may not be integrated into the processor 710.
  • An embodiment of the present application further provides a readable storage medium, where a program or an instruction is stored on the readable storage medium, and when the program or instruction is executed by a processor, each process of the above-mentioned embodiment of the method for merging a branch road vehicle into a main road is implemented , and can achieve the same technical effect, in order to avoid repetition, it is not repeated here.
  • the processor is the processor in the electronic device described in the foregoing embodiments.
  • the readable storage medium includes a computer-readable storage medium, such as a computer read-only memory (Read-Only Memory, ROM), a random access memory (Random Access Memory, RAM), a magnetic disk or an optical disk, and the like.
  • An embodiment of the present application further provides a chip, where the chip includes a processor and a communication interface, the communication interface is coupled to the processor, and the processor is used to run a program or an instruction to realize the above-mentioned transfer of the tributary vehicle into the main vehicle.
  • the chip includes a processor and a communication interface
  • the communication interface is coupled to the processor
  • the processor is used to run a program or an instruction to realize the above-mentioned transfer of the tributary vehicle into the main vehicle.
  • the chip mentioned in the embodiments of the present application may also be referred to as a system-on-chip, a system-on-chip, a system-on-a-chip, or a system-on-a-chip, or the like.
  • the method of the above embodiment can be implemented by means of software plus a necessary general hardware platform, and of course can also be implemented by hardware, but in many cases the former is better implementation.
  • the technical solution of the present application can be embodied in the form of a software product in essence or in a part that contributes to the prior art, and the computer software product is stored in a storage medium (such as ROM/RAM, magnetic disk, CD-ROM), including several instructions to make a terminal (which may be a mobile phone, a computer, a server, an air conditioner, or a network device, etc.) execute the methods described in the various embodiments of this application.
  • a storage medium such as ROM/RAM, magnetic disk, CD-ROM

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Abstract

一种支路车辆汇入主路的方法、装置、电子设备及存储介质，方法包括获取支路待汇入主路车辆的车辆信息；获取汇入口预设范围内主路外侧车道的车流信息；基于主路外侧车道车流信息和待汇入主路车辆信息，按照预设规则控制待汇入主路车辆汇入主路。该方法防止了人为误操作导致的车辆不合理汇入行为，避免了汇入***通事故的发生，并且有效解决了汇入***通拥堵的问题。

Description

支路车辆汇入主路的方法、装置、电子设备及存储介质
相关申请的交叉引用
本申请要求享有于2020年12月11日提交的名称为“支路车辆汇入主路的方法、装置、电子设备及存储介质”的中国专利申请202011440192.X的优先权，该申请的全部内容通过引用并入本文中。
技术领域
本申请涉及无人驾驶技术领域，具体涉及一种支路车辆汇入主路的方法、装置、电子设备及存储介质。
背景技术
随着汽车保有量的持续增长，交通事故频发，拥堵问题较为严重，而这些现象在匝道汇入处显得尤为突出。
在高速公路的车辆密度较高时，由于汇入口区域主干道车辆不合理避让，以及匝道上车辆不合理汇入行为，常常导致交通事故的发生，致使汇入口成为道路堵塞点。
发明内容
本申请实施例的目的是提供一种支路车辆汇入主路的方法，以至少解决现有道路汇入***通拥堵的问题。
根据本申请实施例的第一方面，提供一种支路车辆汇入主路的方法，包括：
获取支路待汇入主路车辆的车辆信息；
获取汇入口预设范围内主路外侧车道的车流信息；
基于所述主路外侧车道的车流信息和所述待汇入主路的车辆信息，控制待汇入主路的车辆汇入主路。
根据本申请实施例的第二方面，提供一种支路车辆汇入主路装置，该装置包括：
获取模块，用于获取支路待汇入主路车辆的车辆信息；
所述获取模块，还用于获取汇入口预设范围内主路外侧车道的车流信息；
控制模块，用于基于所述主路外侧车道的车流信息和所述待汇入主路的车辆信息，控制待汇入主路的车辆汇入主路。
根据本申请实施例的第四方面，提供一种电子设备，该电子设备包括：
处理器；
用于存储所述处理器可执行指令的存储器，
其中，所述处理器被配置为执行所述指令，以实现如第一方面的任一项实施例中所述的支路车辆汇入主路的方法的步骤。
根据本申请实施例的第四方面，提供一种存储介质，当存储介质中的指令由信息处理装置或者服务器的处理器执行时，使得信息处理装置或者服务器实现如第一方面的任一项实施例中所述的支路车辆汇入主路的方法的步骤。
本申请的实施例提供的技术方案至少带来以下有益效果：
本申请实施例支路车辆汇入主路的方法通过获取支路待汇入主路车辆的车辆信息；获取汇入口预设范围内主路外侧车道的车流信息；基于主路外侧车道车流信息和待汇入主路车辆信息，按照预设规则控制待汇入主路车辆汇入主路。该方法防止了人为误操作导致的车辆不合理汇入行为，避免了汇入***通事故的发生，并且该方法有效地解决了汇入***通拥堵的问题。
应当理解的是，以上的一般描述和后文的细节描述仅是示例性和解释性的，并不能限值本申请。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请一种实施例中支路车辆汇入主路的方法流程示意图；
图2为本申请一种实施例中支路车辆汇入主路的路况示意图；
图3为本申请另一种实施例中支路车辆汇入主路的方法流程示意图；
图4为本申请一种实施例中不同动力类型的支路车辆汇入主路的方法流程示意图；
图5为本申请一种实施例中支路车辆汇入主路装置的结构示意图；
图6为本申请一种实施例中电子设备结构示意图；
图7为本申请一种实施例中电子设备的硬件结构示意图。
具体实施方式
为了使本领域普通人员更好地理解本申请的技术方案，下面将结合附图，对本申请实施例中的技术方案进行清楚、完整地描述。
需要说明的是，本申请的说明书和权利要求书及上述附图中的术语“第一”、“第二”等是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本申请的实施例能够以除了在这里图示或描述的那些以外的顺序实施。以下示例性实施例中所描述的实施方式并不代表与本申请相一致的所有实施方式。相反，它们仅是与如所附权利要求书中所 详述的、本申请的一些方面相一致的装置和方法的例子。
图1是本申请一种实施例中支路车辆汇入主路的方法流程示意图。如图1所示，该支路车辆汇入主路方法，包括：
步骤S110：获取支路待汇入主路车辆的车辆信息；
步骤S120：获取汇入口预设范围内主路外侧车道的车流信息；
步骤S130：基于主路外侧车道的车流信息和待汇入主路的车辆信息，控制待汇入主路的车辆汇入主路。
上述实施例方法可以防止人为误操作导致的车辆不合理汇入行为，避免了汇入***通事故的发生，并且有效解决了汇入***通拥堵的问题。
下面分别介绍步骤S110、步骤S120和步骤S130的具体实现方式。
首先，介绍步骤S110的具体实现方式。
在本申请的实施例中，步骤S120中主路外侧车道车流信息包括：主路外侧车道车辆间距信息和主路外侧车道车辆车速信息。
在本申请的实施例中，步骤S130基于主路外侧车道车流信息和待汇入主路车辆信息，控制待汇入主路车辆汇入主路，包括：
对主路外侧车道车辆间距信息进行判断；
基于判断结果对主路外侧车道车辆和待汇入主路车辆进行控制，以使待汇入主路车辆汇入主路。
在本申请的实施例中，基于判断结果对主路外侧车道车辆和待汇入主路车辆进行控制，以使待汇入主路车辆汇入主路，包括：
基于主路外侧车道车辆间距信息大于等于预设安全汇入车距，控制主路外侧车道车辆保持匀速行驶，并控制待汇入主路车辆以主路外侧车道车辆车速汇入主路。
在本申请的实施例中，基于判断结果对主路外侧车道车辆和待汇入主路车辆进行控制，以使待汇入主路车辆汇入主路，还包括：
基于主路外侧车道车辆间距信息小于预设安全汇入车距，获取主路内侧车道车辆间距信息；
基于主路内侧车道车辆间距大于等于预设安全并线车距，控制主路外侧车道车辆并线进入主路内侧车道，并控制待汇入主路车辆以主路外侧车道车辆车速汇入主路。
在本申请的实施例中，基于判断结果对主路外侧车道车辆和待汇入主路车辆进行控制，以使待汇入主路车辆汇入主路，还包括：
基于主路外侧车道车辆间距信息大于等于预设安全汇入车距的N整数倍(N>1)，控制主路外侧车道车辆保持匀速行驶，并控制N辆待汇入主路车辆以主路外侧车道车辆车速以编队的形式汇入主路。
在本申请的实施例中，待汇入主路车辆信息还包括：待汇入主路车辆速度信息、待汇入主路车辆驱动类型和待汇入主路车辆与汇入口之间的距离；
主路外侧车道车流信息还包括：主路外侧车道车辆驱动类型；
方法还包括：
根据待汇入主路车辆速度信息和待汇入主路车辆与汇入口之间的距离计算待汇入主路车辆到达汇入口时间；
根据到达汇入口时间、待汇入主路车辆速度信息、待汇入主路车辆驱动类型、主路外侧车道车辆驱动类型和主路外侧车道车辆车速计算能源消耗最少的支路车辆汇入主路方案。
在上述实施例中，综合考虑安全性和经济性，以增加车辆汇入场景的车辆道路利用率和能耗经济性，并为简化控制复杂度。如图2所示，本实施例具体应用场景是主干道和支路交汇的匝道汇入口，如图3所示，该方法可以包括：
匝道汇入口配置有可连接至云端的中心控制器，控制器配备实时车-路通信功能并能够覆盖整个匝道汇入口及主干道车道。当无车辆从匝道汇入时，中心控制器实时监测主干道各车道交通流信息，包括(交通流行进速度，同车道车辆与车辆动态间距等信息)，并控制各主干道车辆进行有序自动驾驶。主干道车辆的控制目标为尽可能不并线，保持匀速，间距不变的编队通行，以避免拥堵。
当支路车辆进入中心控制器信号覆盖范围内，即发送汇入请求信号，同时支路待汇入主路车辆发送本车驱动形式，速度，加速度，位置信息。中心控制器根据支路待汇入主路车辆跟车状况(车间距，车速，汇入口车流间隙)以及主干道最外侧车道车流情况(车间距，车速)决定是否汇入以及是否编队汇入，工况可分为3种。
工况1：主干道最外侧车道车流紧张，车流间隙过小(小于一辆车车长h car+车间安全距离δ)，无法汇入；
工况2：主干道外侧车车流间隙可允许单车汇入(大于h car+δ，但小于2(h car+δ))；
工况3：主干道外侧车道车流间隙较大(大于等于2(h car+δ))，可采取编队汇入方式。
主干道外侧车道车辆基于云端的驾驶策略为尽可能以匀速编队行进，以提高能耗经济性。在支路车辆汇入碰撞可能发生时(云端决策误差)，主干道外侧车道汇入口车俩车载ACC***负责紧急避让决策，通过加速通过，减速等待两种决策模式由车端自行避免碰撞。支路车辆进入主干道后以主干道限速v des匀速行驶，避让车辆根据车端ACC进行跟车操作，恢复主干道交通流通行。
工况1中，中心控制器检测主干道内侧车道车流状况。若车流间隙小(小于一辆车车长h car+车间安全距离δ)，则不控制外侧车道车辆向内并线，且控制支路车辆在匝道内等待下一个汇入机会。若主干道内侧车道车流间隙大(大于h car+δ)，则根据间隙大小规划主干道外侧车道车辆向内侧车道单车或编队并线，并允许支路车辆汇入。考虑能耗优化原则，本发明中主干道车辆并线由云端控制为匀速并线操作，即仅进行 转向操作，不进行加减速操作。此规划需计算所有参与并线、汇入的主路、支路车辆在这一规划场景中的总体能耗，与支路车辆在匝道等待场景的参与动作车辆总能耗对比。选取能耗较低的方案执行控制。
工况2中，中心控制器检测主干道内侧车道车流状况。若车流间隙小(小于一辆车车长h car+车间安全距离δ)，则不控制外侧车道车辆向内并线，且控制支路车辆采取单车汇入策略。策略的优化根据汇入车辆的驱动形式(决定能耗优化方法)、汇入距离d、汇入时间t和汇入末速度v des决定。若主干道内侧车道车流间隙大(大于h car+δ)，则根据间隙大小规划主干道外侧车道车辆向内侧车道单车或编队并线，并允许支路车辆编队汇入。此规划需根据主干道最外侧车道车辆向内道并线的车辆数获取空出的外侧车道间隙决定支路车辆汇入的车辆编队数量。此种规划策略同样需计算所有参与并线、汇入的主路、支路车辆在这一规划场景中的总体能耗，与主干道外侧车道车辆不进行并线操作，且支路车辆单车汇入模式参与动作车辆的总能耗对比。选取能耗较低的方案执行控制。
工况3中，主干道外侧车道车辆间隙较大(大于等于2(h car+δ))，可考虑编队汇入。此时不考虑主干道内车辆并线操作以降低控制复杂程度。根据主干道最外侧车道距离汇入口最近车辆的速度、位置信息，云端计算车辆到达汇入口时间t max(为避免碰撞，此最大时间为主干道外侧道距汇入口最近车辆由当前位置行驶到车头距离驶出汇入区边界安全距离δ所用的时间)。云端根据支路信号范围内车辆速度、车间距、位置信息和头车信息先测量头车完全进入汇入口距离d。云端负责考虑车辆编队数量和头车汇入速度规划。根据车辆坐标信息，云端可计算车队长度h。根据头车距汇入口距离d、汇入后终车速v des、最长汇入时间t max，云端可计算不同汇入车队长度h下的编队汇入可行性。汇总可行的编队长度，并选取最长的编队长度确定编队车辆数。随后根据头车能耗优化最佳头车速度曲线，控制头车带领车队汇入主干道。
如图4所示，车辆的驱动模式需要作为一项指标进行考虑。车辆驱动模式分为汽油、混合动力和电动三种。
在单车汇入工况中，共有两种可行性策略。假设主干道外侧车道交通流速度为v des，支路车辆发送位置信息，云端测量车辆完全通过汇入口的距离为d。在汇入车辆行驶距离d期间，将会实行三种可行策略：1.先加速，后减速；2.直接加速到v des；3.直接减速到v des。
对于策略种类的选择由主干道外侧车道同时进入汇入口的车辆状况决定。避免碰撞为第一目标，云端根据主干道车辆行驶速度和位置信息计算到达汇入口时间t max，判断支路汇入车辆使用何种模式在小于t max的时间内汇入可避免碰撞。其次，能耗经济性作为第二目标，用于优化两种可行汇入策略的规划速度曲线。由于汽油车、电动车、混合动力车结构不同，能源优化方式不同，故优化方法需按照车辆驱动类型分别考虑。
汽油车优化方法：
对于汽油车引擎油耗一般由发动机扭矩和转速共同决定，其油耗特性呈现极大的非线性特性。仅根据实验方法总结基于车辆速度和加速度的油耗模型并不能完整、精确的反映车辆油耗，从而影响优化结果。此外，车辆油耗还和节气门开度有关。由于节气门开度不同，直接导致发动机扭矩输出和转速的不同，从而影响油耗。而档位的不同，又会影响同一发动机扭矩输出下轮端扭矩的不同，影响实际加速能力。由于油耗为本发明中云端规划汇入策略的考量标准之一，云端需接收车辆引擎油耗BSFC图、节气门开度扭矩曲线图、节气门开度对应引擎转速表及换挡逻辑图等车辆动力学模型数据和控制逻辑作为优化依据。
v 0≤v des(工况1)
当车辆进入汇入口的速度低于v des，根据车辆汇入最大时间t max以及汇入后最终速度v des，车辆需执行策略1或策略2。在策略1和2中，云端根据引擎BSFC图划分出车辆油耗较低的区域，以此确定引擎输出扭矩和转速的经济范围。
在策略1中，可使用机器人的S型速度曲线规划算法。其中包含7种常用方法(梯形、余弦、多项式、7段S型、7段修正S型、15段S型、31段S型)。输入参数为汇入距离d、起始速度v0、结束速度v des、最大速度v max、最大加速度a max、最大减速度a min、最大加速度一阶导数j max、最大加速度二阶导数s max、最大加速度三阶导数c max。各方法要求输入轨迹特定参数相同。融合发动机BSFC图、节气门开度扭矩曲线图、节气门开度对应转速表，云端可确定所有可能的经济区域内发动机扭矩、转速的组合(工况点)。由于扭矩直接影响车辆加速性能，发动机在经济区域内可工作的工况点已确定，则经济扭矩输出范围的上限为车辆可获得的最大加速扭矩T max。则车辆经济条件下最大允许加速度对应经济扭矩上限T max。根据发动机可工作工况点、节气门开度扭矩曲线图可确定节气门开度。在这一工况点下根据车辆变速比计算各档位车辆获得的轮端加速度。选取最大的轮端加速度作为a max。v max可由发动机经济工作区域的引擎可工作转速区间上限决定。选取可工作区间的最大引擎转速和最高档位可计算轮端的最大速度v max。最大减速度a min为车辆轮胎抱死前的最大减速度。j max为车辆加速度的变化率，此参数需根据乘客舒适性标准确定。s max、c max为保证速度曲线尽可能平滑，可设为0。S型路径规划的多种算法的输入参数已经根据发动机最优工作区域的可工作工况点进行限制，配合后续的适宜档位选择，使发动机在满足轮端加速度需求的情况下尽可能工作于经济区域内。根据以上参数设定，云端计算7种方法的速度曲线，并根据速度曲线以尽可能让发动机在经济区域运行的目标选取相应节气门开度和档位。通过比对七种方法的全过程路径行走时间，将用时大于t max的路径去掉。最后，计算各方法路径的总油耗选取最小油耗的方案作为工况1的待进行策略。
在策略2中，由于考虑工况为正加速或匀速混合方案，再次使用S型速度曲线规划方法。但参数v max＝v des，a min＝0。根据以上参数设定，云端计算7种方法的速度曲线，并根据速度曲线以尽可能让发动机在经济区域运行的目标选取相应档位。通过比对七 种方法的全过程路径行走时间，将用时大于t max的去掉。最后，计算各方法路径的总油耗选取最小油耗的方案作为工况1的待进行策略。
比对两种策略的过程油耗，决定工况1的汇入策略。
v 0>v des(工况2)
当v 0>v des，由于车辆初速度大于主干道限速，故只采取策略3的减速措施，并不消耗燃油。因此，车辆可直接控制为匀减速运动直至通过汇入口后达到主干道限速v des。
混合动力车优化方法：
对于混合动力汽车，驱动***由发动机和电动机组成。一般情况电动机、发动机和车轮由行星齿轮组和变速齿轮组连接，结构较汽油车更加复杂。由于有双***驱动、制动能量回收功能，运行模式更为多样。对于产品级的混合动力汽车，其模式切换多使用基于规则的控制***。因此，对于支路汇入的混合动力车型，除汽油车需上传的信息外，电动机效率图及可工作工况点、电动机换挡逻辑、混合驱动***综合变速比和模式切换规则均需要上传云端。由于车辆汇入的运动场景和汽油车相同，故车辆同样需进行相同的三种策略。
v 0≤v des(工况1)
当车辆进入汇入口的速度低于v des，根据车辆汇入最大时间t max以及汇入后最终速度v des，车辆需执行策略1或策略2。在策略1中，仍可使用机器人的S型速度曲线规划算法。其中包含7种常用方法(梯形、余弦、多项式、7段S型、7段修正S型、15段S型、31段S型)。输入参数为汇入距离d、起始速度v0、结束速度v des、最大速度v max、最大加速度a max、最大减速度a min、最大加速度一阶导数j max、最大加速度二阶导数s max、最大加速度三阶导数c max。各方法要求输入轨迹特定参数相同。云端根据发动机BSFC图和电机效率图划分发动机、电机经济区。由于混动***的发动机和电动机存在耦合状态，因此需考虑模式选择问题。模式1为油动模式，即仅发动机驱动；模式2为共同驱动，即发动机和电机共同驱动；模式3为电机驱动。考虑发动机在经济区域内可工作的扭矩、转速组合(工况点)和电动机经济区域内可工作的扭矩、转速组合(工况点)，配合三种模式下相应的档位规则信息，云端可计算各模式下的轮端扭矩上限。选取最大的轮端扭矩计算最大加速度a max。根据发动机、电动机可工作工况点经济转速上限，配合混动***各模式下的换挡逻辑所组成的综合变速箱传动比，云端可计算出最大的轮端速度v max。由于混合动力汽车同时拥有制动馈能和机械制动装置，在车辆汇入过程中，为提高净能耗，可尽量采用制动馈能机制进行制动。因此车辆最大减速度a min可设置为制动馈能装置的最大制动减速度。其他参数获取和汽油车相同。S型速度规划方法已经根据混合动力***的运行规则和电机、发动机的经济工作区间可工作工况点进行参数选取，云端通过上述提供的车辆信息进行预模拟可确定尽可能使发动机和电动机在经济区间工作的运行模式和综合传动比。通过比对七种方法的全过程路径行走时间，将用时大于t max的路径去掉。最后，计算各方法路径的总 能耗(混合动力车的总能耗由三部分组成-发动机油耗、电动机电能消耗、车辆刹车馈能。因此，对于总能耗计算应基于净能量消耗计算)选取最小能耗的方案作为工况1的待进行策略。
在策略2中，由于考虑工况为正加速或匀速混合方案，再次使用S型速度曲线规划方法。但参数v max＝v des，a min＝0。根据以上参数设定，云端计算7种方法的速度曲线，并根据速度曲线以尽可能让发动机、电机在经济区域运行为目标选取相应模式和综合传动比。通过比对七种方法的全过程路径行走时间，将用时大于t max的去掉。最后，计算各方法路径的总能耗选取最小能耗的方案作为工况1的待进行策略。
比对两种策略的过程能耗，决定工况1的汇入策略。
v 0>v des(工况2)
当v 0>v des，由于车辆初速度大于主干道限速，故只采取策略3的减速措施，并不消耗燃油和电能，在刹车情况下还可进行馈能。因此，车辆可直接控制为匀减速运动直至通过汇入口后达到主干道限速v des。
电动汽车优化方法：
电动汽车由于电动机转速区间大，恒扭矩输出范围广的特点，可不配置变速箱采取直接驱动的方式。因此，电动机扭矩经过最终固定传动齿轮后可直接驱动车轮。动力模型结构较汽油车更加简单。电动车相比混合动力车同样拥有制动馈能装置，且拥有更大的电池容量和电机功率，因此馈能效率也可融入到能耗优化中。所以，对于电动汽车，云端需获取的车辆动力学信息有电机效率图(电机、发电机双模式)、可工作工况点(驱动、制动双模式)、传动比。由于车辆汇入的运动场景相同，故车辆同样需进行相同的三种策略。
v 0≤v des(工况1)
当车辆进入汇入口的速度低于v des，根据车辆汇入最大时间t max以及汇入后最终速度v des，车辆需执行策略1或策略2。在策略1中，仍可使用机器人的S型速度曲线规划算法。其中包含7种常用方法(梯形、余弦、多项式、7段S型、7段修正S型、15段S型、31段S型)。输入参数为汇入距离d、起始速度v0、结束速度v des、最大速度v max、最大加速度a max、最大减速度a min、最大加速度一阶导数j max、最大加速度二阶导数s max、最大加速度三阶导数c max。各方法要求输入轨迹特定参数相同。云端在电动机效率图中选取电机效率较高的区域作为目标的电机工作区域。在区域中，根据可工作工况点信息确定经济电机工况点。云端同时在电机发电模式效率图中选取发电效率较高的区域作为目标发电工作区域。在区域中，根据制动馈能发电工况点信息确定高效发电工况点。在经济电机工况点中，选取最大电机扭矩T max和车轮传动比计算车辆加速度上限a max。通过最大经济电机扭矩所对应的最高转速和车轮传动比计算车辆最大速度v max。基于经济发电工况点，选取最大制动扭矩T min和车轮传动比计算车辆减速度上限a min。由于车辆汇入场景急刹车的现象会严重影响舒适性且造成后续加速能 耗增加，故速度曲线规划尽可能避免机械制动介入，因此对最大减速度进行基于馈能制动装置效率的限制。其余参数确定和汽油车、混合动力车相同。S型速度规划方法已经根据电机的经济工作区间可工作工况点进行参数选取，云端通过上述提供的车辆信息进行七种方法的路径规划并确定行进时间，同时进行预模拟预测各路径规划方法的净能耗(电机驱动耗能与电机发电馈能的差值)。通过比对七种方法的全过程路径行走时间，将用时大于t max的路径去掉。最后，计算各方法路径的净能耗，并选取最小净能耗的方案作为工况1的待进行策略。
在策略2中，由于考虑工况为正加速或匀速混合方案，再次使用S型速度曲线规划方法。但参数v max＝v des，a min＝0。根据以上参数设定，云端计算7种方法的速度曲线。通过比对七种方法的全过程路径行走时间，将用时大于t max的去掉。最后，计算各方法路径的净能耗选取最小净能耗的方案作为工况1的待进行策略。
比对两种策略的过程能耗，决定工况1的汇入策略。
v 0>v des(工况2)
当v 0>v des，由于车辆初速度大于主干道限速，故只采取策略3的减速措施，并不消耗电能，在刹车情况下还可进行馈能。因此，车辆可直接控制为匀减速运动直至通过汇入口后达到主干道限速v des。
对于多车编队汇入的工况，为降低控制复杂度，暂只将车队作为长度加长的单车考虑，只对头车速度曲线进行规划。云端需收集车队各辆车的运行能耗信息(车辆驱动模式、能耗优化控制逻辑、引擎BSFC图、电机效率图等)，以便进行能耗计算。由于车队可在云端的控制下同时动作，因此不存在跟随延迟的情况。跟随车辆可直接按照头车速度曲线跟随，以保持间距不变。因此车队可看为长度加长的单车考虑，但汇入距离需设定为头车车头开始进入汇入区到尾车车尾通过汇入口期间头车行驶的距离(若车队较长，其本身长度h会对汇入距离产生较大影响)。根据等间距原则和相同的速度曲线，云端将进行车队汇入预模拟，将t max时间内编队车辆无法汇入的策略去掉，并同时计算车队总能耗。比对各方法速度规划下车队的总能耗，选取总能耗最小的策略执行。
上述支路车辆汇入后，均立刻保持v des进入匀速行驶模式，以确保主路的交通流顺畅运行。
基于同一发明构思，本申请实施例还提供了一种支路车辆汇入主路装置500，如图5所示，该装置可以包括：
获取模块510，用于获取支路待汇入主路车辆信息；
获取模块510，还用于获取汇入口预设范围内主路外侧车道车流信息；
控制模块520，用于基于主路外侧车道车流信息和待汇入主路车辆信息，控制待汇入主路车辆汇入主路。
上述实施例装置通过获取模块510获取支路待汇入主路车辆的车辆信息；并利用 获取模块510获取汇入口预设范围内主路外侧车道的车流信息；利用控制模块520基于主路外侧车道车流信息和待汇入主路车辆信息，按照预设规则控制待汇入主路车辆汇入主路。防止了人为误操作导致的车辆不合理汇入行为，避免了汇入***通事故的发生，并且有效解决了汇入***通拥堵的问题。
可选的，如图6所示，本申请实施例还提供一种电子设备600，包括处理器601，存储器602，存储在存储器602上并可在所述处理器601上运行的程序或指令，该程序或指令被处理器601执行时实现上述支路车辆汇入主路方法实施例的各个过程，且能达到相同的技术效果，为避免重复，这里不再赘述。
需要说明的是，本申请实施例中的电子设备包括上述所述的移动电子设备和非移动电子设备。
图7为实现本申请实施例的一种电子设备的硬件结构示意图。
该电子设备700包括但不限于：射频单元701、网络模块702、音频输出单元703、输入单元704、传感器705、显示单元706、用户输入单元707、接口单元708、存储器709、以及处理器710等部件。
本领域技术人员可以理解，电子设备700还可以包括给各个部件供电的电源(比如电池)，电源可以通过电源管理***与处理器710逻辑相连，从而通过电源管理***实现管理充电、放电、以及功耗管理等功能。图7中示出的电子设备结构并不构成对电子设备的限定，电子设备可以包括比图示更多或更少的部件，或者组合某些部件，或者不同的部件布置，在此不再赘述。
应理解的是，本申请实施例中，输入单元704可以包括图形处理器(Graphics Processing Unit，GPU)7041和麦克风7042，图形处理器7041对在视频捕获模式或图像捕获模式中由图像捕获装置(如摄像头)获得的静态图片或视频的图像数据进行处理。显示单元706可包括显示面板7061，可以采用液晶显示器、有机发光二极管等形式来配置显示面板7061。用户输入单元707包括触控面板7071以及其他输入设备7072。触控面板7071，也称为触摸屏。触控面板7071可包括触摸检测装置和触摸控制器两个部分。其他输入设备7072可以包括但不限于物理键盘、功能键(比如音量控制按键、开关按键等)、轨迹球、鼠标、操作杆，在此不再赘述。存储器709可用于存储软件程序以及各种数据，包括但不限于应用程序和操作***。处理器710可集成应用处理器和调制解调处理器，其中，应用处理器主要处理操作***、用户界面和应用程序等，调制解调处理器主要处理无线通信。可以理解的是，上述调制解调处理器也可以不集成到处理器710中。
本申请实施例还提供一种可读存储介质，所述可读存储介质上存储有程序或指令，该程序或指令被处理器执行时实现上述支路车辆汇入主路方法实施例的各个过程，且能达到相同的技术效果，为避免重复，这里不再赘述。
其中，所述处理器为上述实施例中所述的电子设备中的处理器。所述可读存储介 质包括计算机可读存储介质，如计算机只读存储器(Read-Only Memory，ROM)、随机存取存储器(Random Access Memory，RAM)、磁碟或者光盘等。
本申请实施例另提供了一种芯片，所述芯片包括处理器和通信接口，所述通信接口和所述处理器耦合，所述处理器用于运行程序或指令，实现上述支路车辆汇入主路方法实施例的各个过程，且能达到相同的技术效果，为避免重复，这里不再赘述。
应理解，本申请实施例提到的芯片还可以称为***级芯片、***芯片、芯片***或片上***芯片等。
需要说明的是，在本文中，术语“包括”、“包含”或者其任何其他变体意在涵盖非排他性的包含，从而使得包括一系列要素的过程、方法、物品或者装置不仅包括那些要素，而且还包括没有明确列出的其他要素，或者是还包括为这种过程、方法、物品或者装置所固有的要素。在没有更多限制的情况下，由语句“包括一个……”限定的要素，并不排除在包括该要素的过程、方法、物品或者装置中还存在另外的相同要素。此外，需要指出的是，本申请实施方式中的方法和装置的范围不限按示出或讨论的顺序来执行功能，还可包括根据所涉及的功能按基本同时的方式或按相反的顺序来执行功能，例如，可以按不同于所描述的次序来执行所描述的方法，并且还可以添加、省去、或组合各种步骤。另外，参照某些示例所描述的特征可在其他示例中被组合。
通过以上的实施方式的描述，本领域的技术人员可以清楚地了解到上述实施例方法可借助软件加必需的通用硬件平台的方式来实现，当然也可以通过硬件，但很多情况下前者是更佳的实施方式。基于这样的理解，本申请的技术方案本质上或者说对现有技术做出贡献的部分可以以软件产品的形式体现出来，该计算机软件产品存储在一个存储介质(如ROM/RAM、磁碟、光盘)中，包括若干指令用以使得一台终端(可以是手机，计算机，服务器，空调器，或者网络设备等)执行本申请各个实施例所述的方法。
上面结合附图对本申请的实施例进行了描述，但是本申请并不局限于上述的具体实施方式，上述的具体实施方式仅仅是示意性的，而不是限制性的，本领域的普通技术人员在本申请的启示下，在不脱离本申请宗旨和权利要求所保护的范围情况下，还可做出很多形式，均属于本申请的保护之内。

Claims (11)

  1. 一种支路车辆汇入主路的方法，包括：
    获取支路待汇入主路车辆的车辆信息；
    获取汇入口预设范围内主路外侧车道的车流信息；
    基于所述主路外侧车道的车流信息和所述待汇入主路的车辆信息，控制待汇入主路的车辆汇入主路。
  2. 根据权利要求1所述的一种支路车辆汇入主路的方法，其中，所述主路外侧车道的车流信息包括：主路外侧车道车辆间距信息和主路外侧车道车辆车速信息。
  3. 根据权利要求2所述的一种支路车辆汇入主路的方法，其中，所述基于所述主路外侧车道的车流信息和所述待汇入主路的车辆信息，控制待汇入主路的车辆汇入主路，包括：
    获取主路外侧车道车辆的间距信息；
    基于所述主路外侧车道车辆的间距信息对所述待汇入主路车辆进行控制，以使待汇入主路车辆汇入主路。
  4. 根据权利要求3所述的一种支路车辆汇入主路的方法，其中，所述基于所述主路外侧车道车辆的间距信息对所述待汇入主路车辆进行控制，以使待汇入主路车辆汇入主路，包括：
    当主路外侧车道车辆间距信息大于等于预设安全汇入车距时，控制所述主路外侧车道车辆保持匀速行驶，并控制待汇入主路车辆以主路外侧车道车辆车速汇入主路。
  5. 根据权利要求3所述的一种支路车辆汇入主路的方法，其中，所述基于所述主路外侧车道车辆的间距信息对所述待汇入主路车辆进行控制，以使待汇入主路车辆汇入主路，还包括：
    当主路外侧车道车辆间距信息小于预设安全汇入车距时，获取主路内侧车道车辆间距信息；
    当主路内侧车道车辆间距大于等于预设安全并线车距时，控制主路外侧车道车辆并线进入主路内侧车道，并控制待汇入主路车辆以主路外侧车道车辆车速汇入主路。
  6. 根据权利要求3所述的一种支路车辆汇入主路的方法，其中，所述基于所述主路外侧车道车辆的间距信息对所述待汇入主路车辆进行控制，以使待汇入主路车辆汇入主路，还包括：
    当主路外侧车道车辆间距信息大于等于预设安全汇入车距的N整数(N>1)倍时，控制所述主路外侧车道车辆保持匀速行驶，并控制N辆待汇入主路车辆以主路外侧车道车辆车速以编队的形式汇入主路。
  7. 根据权利要求2至6中任一项所述的一种支路车辆汇入主路的方法，其中，所述待汇入主路车辆信息还包括：待汇入主路车辆速度信息、待汇入主路车辆驱动类型 和待汇入主路车辆与汇入口之间的距离；
    所述主路外侧车道车流信息还包括：主路外侧车道车辆驱动类型；
    所述方法还包括：
    根据所述待汇入主路车辆速度信息，以及待汇入主路车辆与汇入口之间的距离计算待汇入主路车辆的到达汇入口时间；
    根据所述到达汇入口时间、待汇入主路车辆速度信息、待汇入主路车辆驱动类型、主路外侧车道车辆驱动类型和主路外侧车道车辆车速计算能源消耗最少的支路车辆汇入主路方案。
  8. 一种支路车辆汇入主路装置，包括：
    获取模块，用于获取支路待汇入主路车辆的车辆信息；
    所述获取模块，还用于获取汇入口预设范围内主路外侧车道的车流信息；
    控制模块，用于基于所述主路外侧车道的车流信息和所述待汇入主路的车辆信息，控制待汇入主路的车辆汇入主路。
  9. 一种电子设备，包括：
    处理器；
    用于存储所述处理器可执行指令的存储器，
    其中，所述处理器被配置为执行所述指令，以实现如权利要求1-7中任一项所述的一种支路车辆汇入主路的方法的步骤。
  10. 一种存储介质，当所述存储介质中的指令由信息处理装置或者服务器的处理器执行时，使得所述信息处理装置或者所述服务器实现如权利要求1-7中任一项所述的一种支路车辆汇入主路的方法的步骤。
  11. 一种芯片，包括处理器和通信接口，所述通信接口和所述处理器耦合，所述处理器用于运行程序或指令，实现如权利要求1-7中任一项所述的一种支路车辆汇入主路的方法的步骤。
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