A multi-vehicle system model for a non-signalized intersection

Abstract

This invention relates to the field of vehicle control technology, and more specifically to a multi-vehicle system model for non-signal-controlled intersections. Through third-order linear transformation, the nonlinear system model can be converted into a third-order linear state-space model. This simplifies the model while meeting the requirements of vehicle motion control. Considering parameter mismatch and bounded acceleration, it more realistically reflects the longitudinal dynamics data of vehicles during actual driving, making it suitable for more realistic vehicle and traffic conditions. This provides more accurate data for vehicle control systems to control vehicles. By analyzing the vehicle terminal dynamics data through a multi-vehicle control system, it is possible to better control the current vehicle to maintain a certain and appropriate distance from surrounding vehicles to ensure safe driving. Simultaneously, it can alleviate traffic congestion, reduce traffic accidents, and increase traffic capacity.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle control, more particularly to a multi-vehicle system model for non-signalized intersections. BACKGROUND

[0002] With the rapid development of today's social economy, the continuous expansion of urban population size, the increasing number of resident trips and motor vehicles, a series of traffic problems have emerged, among which traffic congestion and accidents are more obvious, which also cause serious economic losses. Especially at some non-signalized intersections, there are many vehicles and complex traffic conditions, and the road communication capacity is poor, which makes the above problems more prominent. The existing non-signalized vehicle control model is mostly a complex nonlinear model, and the bounded acceleration problem is not considered, so it cannot truly reflect the longitudinal dynamics data of the vehicle in the running process, resulting in inaccurate control of the vehicle driving. Therefore, a multi-vehicle system model for non-signalized intersections is proposed. The model uses wireless communication network technology to explicitly process the distributed cooperative control of the heterogeneous dynamics characteristics of the multi-vehicle system, and collects the information of the vehicles driving at continuous positions and the surrounding vehicles through a variety of vehicle-mounted sensors. The information provided by the multi-vehicle system model for non-signalized intersections enables the multi-vehicle control system to better control the vehicle, so that the current vehicle and the surrounding vehicles maintain a certain and appropriate vehicle spacing to maintain the safe driving of the vehicle queue, and at the same time, the traffic congestion is relieved, the traffic accidents are reduced, and the traffic capacity is improved. SUMMARY

[0003] In order to solve the above technical problems, the present application provides a multi-vehicle system model for non-signalized intersections, which is:

[0004]

[0005] Among them, represents a set of positive integers N is the number of vehicles, p i (t) and v i (t) are the displacement and speed of vehicle i, respectively, m i is the mass of the vehicle, C A,i is the lumped air resistance coefficient, g is the gravitational acceleration constant, f i is the rolling resistance coefficient, a r,i is the road slope, T i (t) is the actual driving or braking torque, T des,i (t) is the desired driving or braking torque, τ i is the time delay constant of the transmission system, r w,i is the wheel radius, and η T,imechanical efficiency of the driveline.

[0006] Further, for the convenience of expression, hereinafter, without ambiguity, "(t)" is omitted, and the simplified model of the multi-vehicle system model of the non-signalized intersection is:

[0007]

[0008] wherein a i is the acceleration of the vehicle.

[0009] Further, the multi-vehicle system model of the non-signalized intersection is a precise feedback linearization model T des,i (t) is:

[0010]

[0011] u i is the vehicle control input after feedback linearization, and is regarded as the desired acceleration of the vehicle. The desired acceleration to the actual acceleration is a first-order link, and the time constant is τ i ; generally, the greater the vehicle mass, the greater the time constant; at the same time, the time constant of the internal combustion engine vehicle is greater than that of the electric vehicle; therefore, the time constants of the vehicles are usually not equal, i.e. τ i ≠ τ j , which is the embodiment of the heterogeneity of the vehicle dynamics.

[0012] Further, the simplified model of the multi-vehicle system model of the non-signalized intersection is:

[0013]

[0014] Further, the multi-vehicle system model is a three-order linear state space model after three-order linearization:

[0015]

[0016]

[0017] wherein x i is the dynamics state of the vehicle.

[0018] Further, when τ i = 0, the dynamics model is:

[0019]

[0020] wherein, N represents a positive integer set N is the number of vehicles, p i and vi Let m be the displacement and velocity of vehicle i, respectively. i For the vehicle's mass, C A,i Let f be the lumped air drag coefficient, g be the gravitational acceleration constant, and f be the total air drag coefficient. i α is the rolling resistance coefficient. r,i For the road slope, T i The torque r represents the actual driving or braking force. w,i Let η be the radius of the wheel. T,i For the mechanical efficiency of the transmission system. Furthermore, considering the boundedness of vehicle acceleration, when the vehicle acceleration... When it is bounded, i.e., a m ≤a i = M ,

[0021] Among them, a m <0 and a M All variables >0 are known constants; to address the nonlinearity in the equation, the following variables are defined:

[0022]

[0023] The feedback linearization strategy model is as follows

[0024]

[0025] in, Let θji be an estimated value;

[0026] The longitudinal dynamic system model with bounded acceleration is as follows:

[0027]

[0028] Among them, w i The equivalent perturbation caused by parameter mismatch:

[0029]

[0030] → is a saturation function:

[0031]

[0032] Furthermore, it also includes at least one of communication between vehicle terminals and communication between vehicle terminals and roadside facilities.

[0033] Furthermore, the multi-vehicle system model for non-signal-controlled intersections also includes a sensor module. The sensor module can detect information including the location information of vehicles around the vehicle terminal, the distance and position of the vehicle and obstacles, the speed of the vehicle terminal, the vehicle's operating status information, and route information.

[0034] Furthermore, in the multi-vehicle system model, the communication distance between the vehicle terminals is set to be less than the shortest communication distance d. comm Shortest communication distance d comm It is the shortest distance at which both vehicles can obtain information about each other.

[0035] Beneficial effects

[0036] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0037] 1. The multi-vehicle system model at non-signal-controlled intersections can transform the longitudinal dynamics model of vehicles from a nonlinear to a linear spatial model. While satisfying vehicle motion control requirements, it simplifies the model and can reflect the heterogeneity of longitudinal dynamic characteristics of different types of vehicles. This allows the multi-vehicle control system to more accurately control vehicles based on their longitudinal dynamics data, improving traffic safety, ensuring safe and orderly vehicle movement, and effectively mitigating traffic flow. It also broadens the application scope of multi-vehicle control systems.

[0038] 2. The multi-vehicle system model at non-signalized intersections considers parameter mismatch and bounded acceleration, enabling a more realistic reflection of the longitudinal dynamics of vehicles during actual driving. Therefore, it is applicable to more realistic vehicle and traffic conditions, providing more accurate data for vehicle control systems.

[0039] 3. Non-signal-controlled intersection multi-vehicle system model, including communication between vehicle terminals or between vehicle terminals and roadside facilities, to realize information sharing between vehicle terminals and between vehicle terminals and roadside facilities, timely grasp information about surrounding vehicles and facilities, and reduce the occurrence of accidents. Attached Figure Description

[0040] Figure 1 This is a schematic diagram of a non-signal-controlled intersection. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0042] This invention provides a multi-vehicle system model for non-signaled intersections, wherein the multi-vehicle system model is as follows:

[0043]

[0044] in, Represents the set of positive integers N is the number of vehicles, p i (t) and v i (t) represents the displacement and velocity of vehicle i, respectively, m i For the vehicle's mass, C A,i Let f be the lumped air drag coefficient, g be the gravitational acceleration constant, and f be the total air drag coefficient. i α is the rolling resistance coefficient. r,i For the road slope, T i (t) represents the torque of the actual driving or braking force, T des,i (t) represents the torque of the desired driving or braking force, τ i Let r be the time delay constant of the transmission system. w,i Let η be the radius of the wheel. T,i The mechanical efficiency of the transmission system is considered. For a simplified approach to a non-signal-controlled intersection, it is assumed that each entrance contains only one straight lane, thus vehicles do not turn, change lanes, or make U-turns at the intersection. This simplification eliminates the discussion of complex conflict relationships between vehicles, allowing focus on designing conflict-free traffic strategies. The method proposed in this invention can also be extended to scenarios involving steerable vehicles. This model provides longitudinal dynamics information of the vehicle terminal for intelligent vehicle control, providing a basis for further multi-vehicle control.

[0045] Furthermore, for ease of expression, "(t)" is omitted in all cases where there is no ambiguity. The multi-vehicle system model is as follows:

[0046]

[0047] Among them, a i This refers to the vehicle's acceleration.

[0048] Furthermore, the multi-vehicle system model at a non-signal-controlled intersection is a precise feedback linear strategy model T. des,i (t) is:

[0049]

[0050] u i This is the vehicle control input after feedback linearization, which can be considered as the vehicle's desired acceleration. The process from desired acceleration to actual acceleration is a first-order element with a time constant τ. i Generally, the greater the vehicle's mass, the larger its time constant. Furthermore, the time constant of internal combustion engine vehicles is larger than that of electric vehicles. Therefore, the time constants of vehicles are usually not equal, i.e., τ i ≠τ j This is a manifestation of the heterogeneity of vehicle dynamics.

[0051] Furthermore, the simplified model of the multi-vehicle system at a non-signalized intersection is as follows:

[0052]

[0053] Furthermore, the multi-vehicle system model, after third-order linear rearrangement, becomes a third-order linear state-space model:

[0054]

[0055]

[0056] Where xi represents the vehicle's dynamic state. The linear model is simple in form and can meet the requirements of vehicle motion control. It can intuitively reflect the relationship between the vehicle's dynamic state and its control input, displacement, and acceleration. However, since the larger the vehicle's mass, the larger the time constant; and the time constant of an internal combustion engine vehicle is larger than that of an electric vehicle, the time constants of vehicles are usually not equal, i.e., τ... i ≠τ j This reflects the heterogeneity of vehicle dynamics. It provides precise data for multi-vehicle control systems to control vehicles with different longitudinal dynamic characteristics, thus expanding the application scope of multi-vehicle control systems.

[0057] Furthermore, when τ i When = 0, the dynamic model is:

[0058]

[0059] in, Represents the set of positive integers N is the number of vehicles, p i and v i Let m be the displacement and velocity of vehicle i, respectively. i For the vehicle's mass, C A,i Let f be the lumped air drag coefficient, g be the gravitational acceleration constant, and f be the total air drag coefficient. i α is the rolling resistance coefficient. r,i For road slope, T i The torque r represents the actual driving or braking force. w,i Let η be the radius of the wheel. T,i This refers to the mechanical efficiency of the transmission system.

[0060] Furthermore, when the vehicle accelerates... When it is bounded, that is, a m ≤a i = M , where a m <0 and a M All values ​​greater than 0 are known constants.

[0061]

[0062] The feedback linearization strategy model is as follows

[0063]

[0064] in Given an estimate of θji, the longitudinal dynamic system model with bounded acceleration is:

[0065]

[0066] Where w i The equivalent perturbation caused by parameter mismatch,

[0067]

[0068] → is a saturation function:

[0069]

[0070] Considering parameter mismatch and bounded acceleration, this approach more realistically reflects the longitudinal dynamics of vehicles during actual driving, making it suitable for more realistic vehicle and traffic conditions. It provides more precise data for vehicle control systems, and by analyzing the vehicle's terminal dynamics data through a multi-vehicle control system, it can better maintain a safe driving distance between the current vehicle and surrounding vehicles, while also alleviating traffic congestion, reducing traffic accidents, and increasing traffic capacity.

[0071] Furthermore, the multi-vehicle system model for non-signal-controlled intersections also includes at least one of the following: communication between vehicle terminals and communication between vehicle terminals and roadside facilities.

[0072] Furthermore, the multi-vehicle system model at a non-signalized intersection also includes a sensor module. This sensor module can detect information including the position information of vehicles surrounding the vehicle terminal, the distance and position of the vehicle to obstacles, the vehicle terminal's speed, vehicle operating status information, and route information. In addition to sensing the above information, the sensor module can also acquire rich vehicle information such as the speeds of vehicles ahead and around it.

[0073] Furthermore, in the multi-vehicle system model, the communication distance between the vehicle terminals is set to be less than the shortest communication distance d. comm Shortest communication distance d comm It is the distance if and only if both vehicles can obtain information about each other.

[0074] Furthermore, a multi-vehicle system model for a non-signal-controlled intersection is characterized by including at least one of communication between vehicle terminals and communication between vehicle terminals and roadside facilities. This system model, in addition to communication between vehicle terminals and communication between vehicle terminals and roadside facilities, enables information sharing between vehicle terminals and between vehicle terminals and roadside facilities, allowing for timely access to information about surrounding vehicles and facilities and reducing the occurrence of accidents.

[0075] Furthermore, in a multi-vehicle system model for a non-signal-controlled intersection, the vehicle terminal includes a sensor module. The vehicle terminal can acquire surrounding vehicle and obstacle information, as well as other sensory information, through the sensor module, providing rich vehicle information for the system model.

[0076] Furthermore, in a multi-vehicle system model at a non-signal-controlled intersection, the sensor module can detect information including the position information of vehicles around the vehicle terminal, the distance and position of the vehicle terminal to obstacles, the speed of the vehicle terminal, the operating status information of the vehicle terminal, and route information. In addition to sensing the above information, the sensor module can also acquire rich vehicle information such as the speeds of vehicles in front and around it.

[0077] Furthermore, a multi-vehicle system model for a non-signal-controlled intersection, such as Figure 1 As shown, d OBZ d is the width of the observation area. OPZ To optimize the region width, d CZ d is the width of the control area. MZ The width of the meeting area is given. Due to the large area of ​​the intersection, the impact of vehicle-to-vehicle communication distance needs to be considered. The communication distance between vehicle terminals is less than the shortest communication distance d. comm When they are neighbors, the shortest communication distance d is considered to be between them. comm The distance is defined as the distance at which both vehicles can obtain information from each other if and only if both vehicles can obtain information from the other. Regardless of the communication method used, the distance between the vehicles must be kept within the shortest communication distance range of the selected communication method; otherwise, data cannot be sent or received between the vehicles.

[0078] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0079] The above-described embodiments are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of this patent should be determined by the appended claims.

[0080] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A multi-vehicle system for a non-signal-controlled intersection, characterized in that, The system includes at least one of the following: communication between vehicle terminals and communication between vehicle terminals and roadside facilities. It also includes a multi-vehicle system model for non-signaled intersections, wherein the multi-vehicle system model for non-signaled intersections is as follows: ， in, , Represents the set of positive integers. ={1,2,...,N}, where N is the number of vehicles, p i (t) and v i (t) represents the displacement and velocity of vehicle i, respectively, m i For the vehicle's mass, C A,i Let f be the lumped air drag coefficient, g be the gravitational acceleration constant, and f be the total air drag coefficient. i α is the rolling resistance coefficient. r,i For the road slope, T i (t) represents the torque of the actual driving or braking force, T des,i (t) represents the torque of the desired driving or braking force, τ i Let r be the time delay constant of the transmission system. w,i Let η be the radius of the wheel. T,i For the mechanical efficiency of the transmission system; the multi-vehicle system model of the non-signal-controlled intersection also includes a sensor module, which can detect information including the position information of vehicles around the vehicle terminal, the distance and position of the vehicle to obstacles, the speed of the vehicle terminal, the vehicle's operating status information, and route information; in the multi-vehicle system model, the communication distance between the vehicle terminals is set to be less than the shortest communication distance d. comm Shortest communication distance d comm It is the shortest distance at which both vehicles can obtain information about each other.

2. The multi-vehicle system at a non-signalized intersection according to claim 1, characterized in that, The simplified model of the multi-vehicle system at the non-signalized intersection is as follows: ， Among them, a i This refers to the vehicle's acceleration.

3. The multi-vehicle system at a non-signalized intersection according to claim 2, characterized in that, The multi-vehicle system model at the non-signalized intersection is a precise feedback linear strategy model T. des,i (t) is: ， u i The vehicle control input after feedback linearization is considered as the desired acceleration of the vehicle. The process from desired acceleration to actual acceleration is a first-order process with a time constant of τ. i Generally, the greater the vehicle's mass, the larger its time constant; also, the time constant of internal combustion engine vehicles is larger than that of electric vehicles; therefore, the time constants of vehicles are usually not equal, i.e., τ i ≠τ j This is a manifestation of the heterogeneity of vehicle dynamics.

4. The multi-vehicle system at a non-signalized intersection according to claim 3, characterized in that, The simplified model of the multi-vehicle system at the non-signalized intersection is as follows: 。 5. The multi-vehicle system for non-signaled intersections according to any one of claims 3 or 4, characterized in that, The multi-vehicle system model at the non-signalized intersection, after third-order linear rearrangement, becomes a third-order linear state-space model: ，i∈ ， ， ， ， Where, x i This represents the dynamic state of the vehicle.

6. The multi-vehicle system at a non-signalized intersection according to claim 2, characterized in that, Neglecting time delay in the transmission system, when τ i When = 0, the dynamic model is: ， in, , Represents the set of positive integers. ={1,2,...,N}, where N is the number of vehicles, p i and v i Let m be the displacement and velocity of vehicle i, respectively. i For the vehicle's mass, C A,i Let f be the lumped air drag coefficient, g be the gravitational acceleration constant, and f be the total air drag coefficient. i α is the rolling resistance coefficient. r,i For the road slope, T i The torque r represents the actual driving or braking force. w,i Let η be the radius of the wheel. T,i This refers to the mechanical efficiency of the transmission system.

7. The multi-vehicle system at a non-signalized intersection according to claim 6, characterized in that, Considering that the vehicle's acceleration is bounded, when the vehicle's acceleration... When it is bounded, i.e., a m ≤a i =M, Among them, a m <0 and a M All values ​​greater than 0 are known constants; To address the nonlinearity in the equation, the following variables are defined: ， ， ； The feedback linearization strategy model is as follows ， in, For θ ji The estimated value; The longitudinal dynamic system model with bounded acceleration is as follows: ， Among them, w i The equivalent perturbation caused by parameter mismatch: ， For saturation functions: 。

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