Vehicle cooperative control method and device in confluence area, electronic equipment and storage medium

Abstract

The present application relates to a kind of confluence area vehicle cooperative control method, device, electronic equipment and storage medium, its method includes: based on the preset distance demarcation confluence area from confluence point to intersection;According to the headway of adjacent vehicle, the vehicle in confluence area is grouped, and multiple passing sequences are set in group unit;Based on the time that vehicle reaches confluence point, construct cost function, and utilize the cost function to obtain the passing time cost of each passing sequence, to determine optimal passing sequence.The present application is by the vehicle queue that the vehicle with headway less than set threshold is formed, reduces vehicle passing sequence decision algorithm calculation time, improves confluence area passing efficiency.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent traffic safety, and in particular to a merging area vehicle cooperative control method and device, an electronic device and a storage medium. BACKGROUND

[0002] With the continuous improvement of China's economic level and the number of cars owned, the level of urbanization is accelerating, and the problem of urban road traffic congestion has become a common concern. In order to alleviate the problem of urban traffic congestion, many cities have built a large number of expressways, and as a result, there are many merging areas where general road traffic flows into expressways through ramps.

[0003] With the continuous increase of urban motor vehicles, some merging areas have experienced serious traffic congestion problems. Among the many control strategies to alleviate traffic congestion in merging areas, the control of the entrance ramp is the most widely used. The core of this method is to give a ramp traffic volume control index that ensures that the merging area does not appear traffic congestion according to the main line traffic flow of the merging area. In the intelligent network environment, the same idea can be used to solve the problem of traffic congestion in the merging area. The vehicles on the main line and the ramp of the high-speed merging area are cooperatively decided. First, the passing order of the vehicles in the merging area is decided, and then the cooperative control is performed.

[0004] However, when the traffic flow density is large, the calculation time of the vehicle passing order decision algorithm will also increase sharply, and in many cases, the optimal solution or good enough suboptimal solution cannot be obtained. Therefore, how to cooperatively control the vehicles in the merging area so that they can cope with the situation of large traffic flow density and improve the safety and efficiency of the merging area traffic flow is a problem that needs to be solved. SUMMARY

[0005] Therefore, it is necessary to provide a merging area vehicle cooperative control method, device, electronic device and storage medium to solve the problem of low efficiency of the merging area when the traffic flow density is large.

[0006] To solve the above problems, in a first aspect, the present application provides a merging area vehicle cooperative control method, comprising:

[0007] Dividing the merging area based on a preset distance from the merging point to the intersection;

[0008] Grouping the vehicles in the merging area according to the headway of adjacent vehicles, and setting multiple passing orders in groups;

[0009] Constructing a cost function based on the time of the vehicles reaching the merging point, and using the cost function to calculate the passing time cost of each passing order to determine the optimal passing order,

[0010] Wherein, the time of vehicle reaching the merging point constructs the cost function, including:

[0011]

[0012] Wherein, t seq(i) Indicates the time of the last vehicle reaching the merging point in the passing order i, t seq(i),j Indicates the passing time allocated to the jth vehicle in the passing order i, t min,j Indicates the shortest time required for the jth vehicle to reach the merging point, w1 and w2 are weight coefficients, and M is the total number of passing orders;

[0013] The shortest time required for the vehicle to reach the merging point is:

[0014]

[0015] Wherein, V0 is the initial speed of the vehicle, t0 is the time of the vehicle reaching the merging area, L is the length of the merging area lane, v lim Is the lane speed limit, a max Is the maximum acceleration of the vehicle.

[0016] Further, the grouping of vehicles in the merging area according to the headway of adjacent vehicles comprises:

[0017] Calculate the headway of adjacent vehicles, and form a vehicle queue for vehicles with a headway less than a first preset threshold.

[0018] Further, after determining the optimal passing order, the method further comprises:

[0019] Sending a consistency control instruction to each vehicle to make the speed of each vehicle in each group reach a preset speed value, and the headway of adjacent vehicles in each group is greater than a second preset threshold, wherein the second preset threshold is greater than the first preset threshold.

[0020] Further, the consistency control instruction generation process comprises:

[0021] Obtaining the motion state information of each vehicle, wherein the motion state information includes the absolute position, speed and acceleration of the vehicle;

[0022] Building a vehicle longitudinal dynamics model based on the motion state information of the vehicle, and solving the consistency control instruction based on a distributed consistency control algorithm.

[0023] Further, the method further comprises:

[0024] The distributed consistency control algorithm comprises a distributed consistency control protocol, and the distributed consistency control protocol is constructed according to the communication delay between vehicles.

[0025] Secondly, the present invention also provides a vehicle cooperative control device for merging areas, comprising:

[0026] The area delineation module is used to delineate merging areas based on a preset distance from the merging point to the intersection;

[0027] The vehicle grouping module is used to group vehicles in the merging area according to the headway between adjacent vehicles, and to set multiple passage orders for each group.

[0028] The optimal traffic order determination module is used to construct a cost function based on the arrival time of vehicles at the merging point, and use the cost function to calculate the travel time cost of each traffic order in order to determine the optimal traffic order.

[0029] The cost function is constructed based on the time it takes for vehicles to arrive at the merging point, including:

[0030]

[0031] Among them, t seq(i) t represents the time when the last vehicle in the merging zone in the traffic sequence i arrives at the merging point. seq(i),j t represents the passage time allocated to the j-th vehicle in passage order i. min,j Let w1 and w2 represent the shortest time required for the j-th vehicle to reach the merging point, where w1 and w2 are weighting coefficients and M is the total number of passing orders.

[0032] The shortest time required for a vehicle to reach the merging point is:

[0033]

[0034] Where V0 is the initial speed of the vehicle, t0 is the time it takes for the vehicle to arrive at the merging zone, L is the length of the merging zone lane, and v lim For lane speed limits, a max This is the vehicle's maximum acceleration.

[0035] Thirdly, the present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps in the above-described merging zone vehicle cooperative control method.

[0036] Fourthly, the present invention also provides a computer storage medium storing a computer program, which, when executed by a processor, implements the steps in the above-described merging zone vehicle cooperative control method.

[0037] The beneficial effects of using the above embodiments are:

[0038] This invention groups vehicles with a headway less than a set threshold into a vehicle queue, which reduces the computation time of the vehicle passage order decision algorithm and improves the passage efficiency of the merging area when the traffic flow density is high. Then, a cost function is constructed based on the time of vehicle arrival at the merging point, and the passage time cost of each passage order is calculated using the cost function. The passage order with the lowest passage time cost is determined as the optimal passage order, thereby improving traffic efficiency and ensuring traffic safety. Attached Figure Description

[0039] Figure 1 A flowchart illustrating an embodiment of the vehicle cooperative control method in the merging zone provided by the present invention;

[0040] Figure 2 This is a schematic diagram of a vehicle platooning scenario provided in an embodiment of the present invention;

[0041] Figure 3 This is a schematic diagram of another vehicle platooning scenario provided in an embodiment of the present invention;

[0042] Figure 4 This is a scenario diagram of vehicle cooperative control in a merging area provided by an embodiment of the present invention;

[0043] Figure 5 A schematic diagram of a structure of an embodiment of the vehicle cooperative control device in the merging zone provided by the present invention;

[0044] Figure 6 This is a schematic diagram of the structure of an electronic device provided by the present invention. Detailed Implementation

[0045] Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which form part of this application and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.

[0046] In the description of this invention, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. Furthermore, "a plurality of" means two or more, unless otherwise explicitly specified. References to "embodiment" herein mean that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of the invention. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0047] This invention provides a method, device, electronic device, and storage medium for cooperative vehicle control in merging areas, based on an optimization-based vehicle traffic order decision-making method. First, to reduce the feasible solution space for vehicle traffic order and thus shorten planning time, while ensuring the discovery of a sufficiently good suboptimal solution, a group-based traffic order decision-making algorithm is adopted. Vehicles with a headway less than a given threshold are grouped into vehicle queues, with each queue treated as a special intelligent connected vehicle, and then traffic order planning is performed. Then, based on physical constraints, a feasible solution space for the grouped merging area vehicle traffic order is constructed, and the optimal traffic order is obtained using an optimization method.

[0048] The specific embodiments are described in detail below:

[0049] Please see Figure 1 , Figure 1 This is a flowchart illustrating an embodiment of the vehicle cooperative control method for merging areas provided by the present invention. A specific embodiment of the present invention discloses a vehicle cooperative control method for merging areas, comprising:

[0050] Step S101: Delineate the merging area based on the preset distance from the merging point to the intersection;

[0051] Step S102: Group the vehicles in the merging area according to the headway of adjacent vehicles, and set multiple passage sequences for each group.

[0052] Step S103: Construct a cost function based on the time it takes for vehicles to arrive at the merging point, and use the cost function to calculate the travel time cost for each travel order in order to determine the optimal travel order.

[0053] First, it should be noted that the application scenario of this invention is an intelligent connected vehicle environment. By delineating merging zones and controlling vehicles within these zones, the traffic efficiency of the merging zones can be improved. Specifically, the merging zone includes a preset distance range along the centerline of the main road and along the centerline of the ramp to the merging point at the ramp entrance. It is understood that when traffic flow density is high, the vehicle passage order decision algorithm is time-consuming, resulting in low traffic efficiency in the merging zone. Therefore, a group-based passage order decision algorithm can be adopted. Vehicles with a headway less than a first preset threshold are grouped into vehicle queues, and each queue is considered a special intelligent connected vehicle. Furthermore, to avoid collisions, appropriate headway spacing between adjacent vehicles must be maintained, and the time between vehicles within a group must be greater than a second preset threshold. Finally, a cost function is constructed based on the time it takes for vehicles to reach the merging point, and the travel time cost for each passage order is calculated using this cost function. The passage order with the lowest travel time cost is determined as the optimal passage order, further improving traffic efficiency.

[0054] This invention groups vehicles with a headway less than a set threshold into a vehicle queue, which reduces the computation time of the vehicle passage order decision algorithm and improves the passage efficiency in merging areas when traffic flow density is high. Then, a cost function is constructed based on the time it takes for vehicles to arrive at the merging point, and the passage time cost of each passage order is calculated using the cost function. The passage order with the lowest passage time cost is determined as the optimal passage order, thereby improving traffic efficiency and ensuring traffic safety.

[0055] In one embodiment of the present invention, grouping vehicles within the merging area according to the headway between adjacent vehicles includes:

[0056] Calculate the headway between adjacent vehicles and form a vehicle queue with the headway between vehicles that is less than a first preset threshold.

[0057] Understandably, compared to setting the passage order on a per-vehicle basis, this invention sets the passage order on a per-vehicle-group basis, which reduces the amount of computation. Furthermore, when grouping vehicles, the distance between their heads is less than a first preset threshold, such as 10 meters, which makes it easier to ensure that vehicles that are close to each other are grouped into queues.

[0058] In one embodiment of the present invention, a cost function is constructed based on the time it takes for a vehicle to arrive at the merging point, including:

[0059]

[0060] Among them, t seq(i) t represents the time when the last vehicle in the merging zone in the traffic sequence i arrives at the merging point. seq(i),j t represents the passage time allocated to the j-th vehicle in passage order i. min,j Let w1 and w2 represent the shortest time required for the j-th vehicle to reach the merging point, and N represent the total number of passage orders.

[0061] The shortest time required for a vehicle to reach the merging point is:

[0062]

[0063] Where V0 is the initial speed of the vehicle, t0 is the time it takes for the vehicle to arrive at the merging zone, L is the length of the merging zone lane, and v lim For lane speed limits, a max The sum represents the vehicle's maximum acceleration.

[0064] It should be noted that the merging zone includes the mainline area and the ramp area. Vehicles on ramps typically travel at lower speeds than those on the mainline. Therefore, vehicles on ramps need to accelerate before merging into the mainline lanes to improve merging safety. Alternatively, before reaching the merging point, vehicles in both the mainline and ramp lanes need to accelerate to enhance merging safety. Based on highway speed limits, the shortest time for vehicles to accelerate to the speed limit can be obtained: This allows us to obtain the distance the vehicle travels from its initial state to its acceleration limit. Among them, v lim v0 a max and S acc , , respectively represent the highway speed limit, the vehicle's initial speed, the vehicle's maximum acceleration, and the shortest distance the vehicle travels from its initial speed to the speed limit.

[0065] Understandably, due to lane length limitations in the merging control zone, there are two scenarios when vehicles reach the merging point: one is that the vehicle's speed is lower than the highway speed limit when it arrives at the merging point, meaning it cannot accelerate to the highway speed limit; the other is that the vehicle has already accelerated to the highway speed limit before reaching the merging point.

[0066] When the distance from the acceleration start point to the merging point is shorter than the acceleration distance, vehicles on the ramp cannot accelerate to the speed limit on the main line. Therefore, the time for vehicles on the ramp to reach the merging point is: V0, t0, and L represent the vehicle's initial speed, the time it takes for the vehicle to arrive at the merging zone, and the length of the merging lane, respectively. When the distance from the acceleration start point to the merging point is longer than the acceleration distance, the vehicle on the ramp first accelerates to the speed limit and then arrives at the merging point at a constant speed. Therefore, the time to arrive at the merging point is:

[0067] The method for calculating the shortest time for mainline vehicles to reach the merging point is similar to that for ramp vehicles. Therefore, the shortest time for a vehicle to travel from the starting point of the merging area to the merging point is:

[0068]

[0069] Understandably, the decision-making process for vehicle passage order in merging zones needs to minimize total travel time and delays while ensuring vehicle safety. Therefore, this can be achieved by defining a cost function. Specifically, the cost function is defined as follows: Among them, t seq(i) t represents the time when the last vehicle in the merging zone in the traffic sequence i arrives at the merging point. seq(i),j t represents the passage time allocated to the j-th vehicle in passage order i. min,j This represents the shortest time required for the j-th vehicle to reach the merging point, where w1 and w2 are weighting coefficients. The two terms in the cost function are the total passage time of vehicles in the merging zone under a given passage order and the total delay time under that passage order, respectively.

[0070] To avoid collisions, the distance between adjacent vehicles within each group needs to be greater than a second preset distance, such as 3 meters. Therefore, it is necessary to ensure an appropriate headway between adjacent vehicles: t seq,i -t seq,i+1 ≥Δt, therefore, the objective function and constraints for the vehicle passage order decision in the merging zone are established:

[0071] Considering the need to constrain acceleration due to vehicle dynamics, maximum and minimum accelerations can be set. Based on grouping rules, vehicles in the ramp merging area are divided into several groups, with vehicles in the same group forming a queue and assigned a passage order.

[0072] For example, please see Figure 2 , Figure 2 This is a schematic diagram of a vehicle platooning scenario provided by an embodiment of the present invention. Based on grouping rules, 7 vehicles in the merging zone are divided into 4 groups. Based on physical constraints, a state space of feasible solutions for the merging order can be constructed. After the 7 vehicles in the merging zone are grouped, there are 6 feasible solutions for the merging order, namely 1234, 1342, 1324, 3412, 3124, and 3142. Based on the merging order, the arrival time of each vehicle at the merging point under that merging order can be calculated. Combining the shortest arrival time of the vehicles at the merging point, the cost function J of each merging order can be calculated. seq Thus, the optimal passage order can be determined.

[0073] It should be noted that, in order to verify the advancement of the merging traffic optimization method based on grouping strategies, this invention compares two traffic order decision-making methods: the merging traffic optimization method based on grouping strategies and the single-vehicle traffic strategy method. For example, please refer to... Figure 3 , Figure 3 This is a schematic diagram of another vehicle platooning scenario provided by an embodiment of the present invention. There are three autonomous vehicles in the merging zone. The headway between vehicles 1 and 2 is less than a first threshold. Based on the platooning rules, these two vehicles are grouped together, thus dividing the vehicles in the merging zone into two groups. There are two possible platooning sequences based on the platooning strategy: 123 and 312. When vehicles travel individually, there are three possible platooning sequences: 123, 312, and 132. The platooning sequence 132 is a sequence that cannot be derived from the grouping strategy. The probability that the optimal platooning sequence is 132 is now calculated.

[0074] When the passage order is 132, based on the passage time planning algorithm, the arrival time of each vehicle at the merging point can be obtained, thus yielding the passage time:

[0075] t 132 =max{max{t min,1 +Δt,t min,3}+Δt,t min,2}

[0076] =max{t min,1 +2Δt,t min,3 +Δt,t min,2}

[0077] =max{tmin,1 +2Δt,t min,3 +Δt},

[0078] Among them, t min,1 t min,2 and t min,3 These are the minimum passage times for vehicle passage orders 1, 2, and 3, respectively.

[0079] If the optimal passage order is 123 in this scenario, then t m32 ≤t c23 ,t 132 ≤t 312 We will now discuss the two cases where the passage order is 123 and 312 respectively. Based on the passage time planning algorithm, the total passage time for vehicles with the passage order 123 is:

[0080] t 123 =max{max{t min,1 +Δt,t min,2}+Δt,t min,3}

[0081] =max{t min,1 +2Δt,t min,2 +Δt,t min,3},

[0082] The total travel time of vehicles 132 and 123 according to their passage order is if and only if t 132 =t min,1 At +2Δt, t 132 ≤t 123 To ensure that the total travel time for vehicles with a travel order of 213 is greater than that with a travel order of 123, the travel time of the three vehicles in this scenario must satisfy: t min,1 +Δt≥t min,3 .

[0083] Similarly, the total travel time for vehicles with a passage order of 312 is:

[0084] t 312 =max{max{t min,3 +Δt,t min,1}+Δt,t min,2}

[0085] =max{t min,3 +2Δt,t min,1 +Δt,t min,2}

[0086] =t min,3 +2Δt,

[0087] Obviously t 132 ≤t312 This holds true. Therefore, to ensure that the passage order 132 is the optimal solution, the passage time of the three vehicles must satisfy t. min,1 +Δt≥t min,3 , equivalent to:

[0088] Since the distance between the front and rear of the vehicles follows an offset normal distribution, then:

[0089]

[0090] When Δt≤1s:

[0091] When Δt = 1.5s:

[0092] It is evident that in this scenario, the probability that the optimal traffic strategy obtained based on the group strategy is worse than the optimal traffic strategy obtained based on individual vehicle traffic approaches 0.

[0093] In one embodiment of the present invention, after determining the optimal passage order, the above method further includes:

[0094] A consistency control command is sent to each vehicle to ensure that the speed of each vehicle in each group reaches a preset speed value and the headway between adjacent vehicles in each group is greater than a second preset threshold, wherein the second preset threshold is greater than a first preset threshold.

[0095] The consistency control instruction generation process includes:

[0096] Acquire motion state information for each vehicle, including the vehicle's absolute position, velocity, and acceleration;

[0097] A longitudinal dynamics model of the vehicle is constructed based on the vehicle's motion state information, and a consensus control command is obtained based on a distributed consensus control algorithm.

[0098] Distributed consensus control algorithms include distributed consensus control protocols, which are constructed based on the communication latency between vehicles.

[0099] Understandably, after determining the optimal passage order, it is necessary to control the speed and relative position of vehicles within each platoon to ensure safe passage through the merging zone. From a control perspective, the purpose of vehicle platoon control is to ensure that the relative position and speed of vehicles in the platoon approach the desired values ​​in the presence of disturbances, noise, and communication delays. Therefore, the speed and relative position of vehicles within each platoon have the following relationship:

[0100]

[0101] Where, xj (t), v k (t) represents the position and speed of vehicle j in the queue at time t, respectively, where j = 0, 1, ..., N, and j = 0 indicates that the vehicle in the queue is the lead vehicle. This invention adopts a distributed consensus control algorithm to obtain the control input of the queue vehicles, so that the vehicle position and speed reach the desired values, thereby achieving the consensus goal of the vehicle queue system and ensuring the smooth and safe merging of vehicles in the merging area.

[0102] Furthermore, to achieve the goal of consistent control of vehicle platoons in the merging zone, the vehicle platooning system can be treated as a multi-agent system, thus transforming the control problem of the vehicle platooning system into a consistency problem of a multi-agent dynamic system. For example, please refer to [link to example]. Figure 4 , Figure 4 This is a scenario diagram of vehicle cooperative control in a merging zone provided by an embodiment of the present invention.

[0103] like Figure 4 As shown, there are N vehicles in the merging zone of a highway. Based on the relative distances between adjacent vehicles, these N vehicles can be considered as a queue. Under the lead-follower (PFL) communication topology, combined with V2V communication technology, vehicles can receive motion status information from the preceding and lead vehicles, including absolute position, velocity, and acceleration. Then, a third-order linear model is used to characterize the longitudinal dynamics of the vehicles:

[0104]

[0105] Among them, a j (t) represents the acceleration of vehicle j in the convoy at time t, j = 0, 1, ..., N, where j = 0 indicates the lead vehicle. j (t) represents the control input of vehicle j at time t, where T is the control input of vehicle j at time t. j The time constant (T) of the transmission system j >0).

[0106] Understandably, in a vehicle platooning and merging control system, the lead car is the first vehicle to pass through the merging point in the optimal passage order determined by the decision. Typically, the lead car travels at a constant speed, as desired. Without loss of generality, when the initial speed of the lead car is not equal to the desired speed, a virtual lead car can be added with the initial speed of the desired speed and the initial position of the lead car. To ensure smooth and safe merging, it is necessary to ensure that the vehicle platoon achieves a consistency goal, namely:

[0107]

[0108] However, communication delays exist in the information exchange between vehicles in the queue. Therefore, this invention proposes a distributed consensus control protocol that considers communication delays. This protocol can obtain the control input of the vehicles in the queue, thereby achieving the goal of vehicle queue consistency. The control protocol is as follows:

[0109]

[0110] Among them, a ij G represents N+1 Adjacency matrix element, k ij b ij Indicates the adjustment parameter. τ represents the degree of vehicle j. jn (t) and τ j0 τ(t) represents the communication delay between vehicle n and the lead vehicle 0 sending information to vehicle j, respectively. Since the vehicles in the queue are usually close to each other, the communication delay can be assumed to be bounded, i.e., 0 ≤ τ(t) ≤ τ. max .

[0111] In summary, combining the platooning cooperative control algorithm can shorten the merging time of ramp vehicles. Compared to manually driven vehicles, ramp vehicles using the platooning cooperative control algorithm reach the merging point with zero speed difference between themselves and the vehicles in front and behind them on the main line. This reduces the driving risks when ramp vehicles merge.

[0112] This invention proposes an optimization-based method for determining vehicle traffic order in merging areas. A group-based traffic order decision algorithm is adopted. Vehicles with a headway less than a given threshold are grouped into vehicle queues, and each queue is treated as a special intelligent connected vehicle before traffic order planning. Based on physical constraints, a feasible solution space for the traffic order of grouped merging area vehicles is constructed, and the optimal traffic order is obtained using optimization methods. A group-based cooperative merging strategy is also proposed. Merging area vehicles are treated as a special vehicle queue system, and combined with a vehicle queue control algorithm, cooperative control of merging area vehicles can be achieved. By grouping vehicles with a headway less than a set threshold into vehicle queues, each queue is treated as a special autonomous vehicle before optimal traffic order is determined. This method, used for cooperative control of merging area vehicles, improves traffic flow safety and efficiency.

[0113] To better implement the merging zone vehicle cooperative control method in this embodiment of the invention, based on the merging zone vehicle cooperative control method, please refer to the corresponding... Figure 5 , Figure 5 This is a schematic diagram of a structural embodiment of the merging area vehicle cooperative control device provided by the present invention. The embodiment of the present invention provides a merging area vehicle cooperative control device 500, comprising:

[0114] The area delineation module 501 is used to delineate merging areas based on a preset distance from the merging point to the intersection.

[0115] The vehicle grouping module 502 is used to group vehicles in the merging area according to the headway between adjacent vehicles, and to set multiple passage orders for each group.

[0116] The optimal passage order determination module 503 is used to construct a cost function based on the time it takes for vehicles to arrive at the merging point, and to use the cost function to calculate the passage time cost of each passage order in order to determine the optimal passage order.

[0117] It should be noted that the device 500 provided in the above embodiments can implement the technical solutions described in the above method embodiments. The specific implementation principles of the above modules or units can be found in the corresponding content in the above method embodiments, and will not be repeated here.

[0118] Based on the above-described merging zone vehicle cooperative control method, this embodiment of the invention also provides an electronic device, including: a processor and a memory, and a computer program stored in the memory and executable on the processor; when the processor executes the computer program, it implements the steps in the merging zone vehicle cooperative control method of the above embodiments.

[0119] Figure 6 The diagram shows a structural schematic of an electronic device 600 suitable for implementing embodiments of the present invention. The electronic device in the embodiments of the present invention may include, but is not limited to, mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), in-vehicle terminals (e.g., in-vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 6 The electronic device shown is merely an example and should not be construed as limiting the functionality and scope of the embodiments of the present invention.

[0120] The electronic device includes a memory and a processor, wherein the processor may be referred to as processing device 601 below, and the memory may include at least one of read-only memory (ROM) 602, random access memory (RAM) 603 and storage device 608 below, as detailed below:

[0121] like Figure 6 As shown, electronic device 600 may include a processing device (e.g., a central processing unit, a graphics processor, etc.) 601, which can perform various appropriate actions and processes according to a program stored in read-only memory (ROM) 602 or a program loaded from storage device 608 into random access memory (RAM) 603. RAM 603 also stores various programs and data required for the operation of electronic device 600. Processing device 601, ROM 602, and RAM 603 are interconnected via bus 604. Input / output (I / O) interface 605 is also connected to bus 604.

[0122] Typically, the following devices can be connected to I / O interface 605: input devices 606 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 607 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; storage devices 608 including, for example, magnetic tapes, hard disks, etc.; and communication devices 609. Communication device 609 allows electronic device 600 to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 6 An electronic device 600 with various devices is shown; however, it should be understood that it is not required to implement or possess all of the devices shown. More or fewer devices may be implemented or possessed alternatively.

[0123] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 609, or installed from a storage device 608, or installed from a ROM 602. When the computer program is executed by the processing device 601, it performs the functions defined in the methods of the embodiments of the present invention.

[0124] Based on the above-described vehicle cooperative control method in the merging zone, this embodiment of the invention also provides a computer-readable storage medium storing one or more programs, which can be executed by one or more processors to implement the steps in the vehicle cooperative control method in the merging zone as described in the above embodiments.

[0125] Those skilled in the art will understand that all or part of the processes of the methods described in the above embodiments can be implemented by a computer program instructing related hardware, and the program can be stored in a computer-readable storage medium. The computer-readable storage medium may be a disk, optical disk, read-only memory, or random access memory, etc.

[0126] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for coordinated vehicle control in a merging zone, characterized in that, include: The merging zone is defined based on a preset distance from the merging point to the intersection. Vehicles in the merging area are grouped according to the headway between adjacent vehicles, and multiple passage orders are set for each group. A cost function is constructed based on the time it takes for vehicles to arrive at the merging point, and the time cost of each passage order is calculated using the cost function to determine the optimal passage order. A consistency control command is sent to each vehicle to ensure that the speed of each vehicle in each group reaches a preset speed value and the head-to-head distance between adjacent vehicles in each group is greater than a second preset threshold, wherein the second preset threshold is greater than a first preset threshold. The cost function is constructed based on the time it takes for vehicles to arrive at the merging point, including: ， in, Indicates the order of passage The time when vehicles in the merging zone finally arrive at the merging point. Indicates the order of passage The Middle The passage time allocated to each vehicle. Indicates the first The shortest time required for a vehicle to reach the merging point. and These are the weighting coefficients. This represents the total number of passage orders. The shortest time required for a vehicle to reach the merging point is: ， in, The initial speed of the vehicle. The time when the vehicle arrives at the merging area. The length of the merging lane. Speed ​​limits for lanes, This is the vehicle's maximum acceleration.

2. The vehicle cooperative control method in the merging zone according to claim 1, characterized in that, The method of grouping vehicles within the merging area based on the headway between adjacent vehicles includes: Calculate the headway between adjacent vehicles and form a vehicle queue with the headway between vehicles that is less than a first preset threshold.

3. The vehicle cooperative control method in the merging zone according to claim 1, characterized in that, The consistency control instruction generation process includes: Acquire motion state information for each vehicle, wherein the motion state information includes the vehicle's absolute position, velocity, and acceleration; A longitudinal dynamics model of the vehicle is constructed based on the vehicle's motion state information, and the consensus control command is solved based on a distributed consensus control algorithm.

4. The vehicle cooperative control method in the merging zone according to claim 3, characterized in that, The method further includes: the distributed consensus control algorithm includes a distributed consensus control protocol, which is constructed based on the communication latency between vehicles.

5. A vehicle cooperative control device for merging areas, characterized in that, include: The area delineation module is used to delineate merging areas based on a preset distance from the merging point to the intersection; The vehicle grouping module is used to group vehicles in the merging area according to the headway between adjacent vehicles, and to set multiple passage orders for each group. The optimal passage order determination module is used to construct a cost function based on the time it takes for vehicles to arrive at the merging point, and to use the cost function to calculate the passage time cost of each passage order in order to determine the optimal passage order. A consistency control command is sent to each vehicle to ensure that the speed of each vehicle in each group reaches a preset speed value and the head-to-head distance between adjacent vehicles in each group is greater than a second preset threshold, wherein the second preset threshold is greater than a first preset threshold. The cost function is constructed based on the time it takes for vehicles to arrive at the merging point, including: ， in, Indicates the order of passage The time when vehicles in the merging zone finally arrive at the merging point. Indicates the order of passage The Middle The passage time allocated to each vehicle. Indicates the first The shortest time required for a vehicle to reach the merging point. and These are the weighting coefficients. This represents the total number of passage orders. The shortest time required for a vehicle to reach the merging point is: ， in, The initial speed of the vehicle. The time when the vehicle arrives at the merging area. The length of the merging lane. Speed ​​limits for lanes, This is the vehicle's maximum acceleration.

6. An electronic device, characterized in that, The method includes a memory and a processor, wherein the memory is used to store a program; and the processor is coupled to the memory and is used to execute the program stored in the memory to implement the steps in the merging zone vehicle cooperative control method according to any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that, Used to store computer-readable programs or instructions, which, when executed by a processor, are capable of implementing the steps in the merging zone vehicle cooperative control method according to any one of claims 1 to 4.

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