A tunnel entrance area network-connected driver-vehicle cooperative driving modeling method

Abstract

The application discloses a tunnel entrance area network connection person and vehicle cooperative driving modeling method, which comprises the following steps: S1, determining a social force model between vehicles in a tunnel entrance area; S2, establishing an artificial potential field model of the tunnel entrance area; S3, based on the social force model of step S1 and the artificial potential field model of step S2, establishing a dynamics model of vehicles in the tunnel entrance area; S4, based on the vehicle dynamics model established in step S3, adding a network connection cooperative term; and S5, based on the vehicle dynamics model with the network connection cooperative term added in step S4, adding the negative influence of the tunnel entrance on drivers again, and finally establishing a tunnel entrance area network connection person and vehicle cooperative driving model. The tunnel entrance area network connection person and vehicle cooperative driving modeling method can simultaneously consider the influence of the action between vehicles and the speed limit difference between inside and outside of the tunnel, and also considers vehicle-to-vehicle communication, thereby providing theoretical guidance for improving the tunnel entrance area traffic in a V2V environment in the future.

Description

Technical Field

[0001] This invention belongs to the field of human-vehicle modeling technology, specifically relating to a modeling method for networked human-vehicle cooperative driving in tunnel entrance areas. Background Technology

[0002] A tunnel can be spatially divided into four sections: the entrance section, the transition section, the intermediate section, and the exit section. The tunnel entrance area includes the entrance section, the transition section, and the lead-in section before the tunnel entrance. At the entrance area of ​​a highway tunnel, the abrupt change in the driving environment and conditions significantly increases the driver's visual, psychological, and physiological load, easily inducing poor driving behavior. This leads to prominent issues with tunnel traffic safety and efficiency, becoming a typical bottleneck. Tunnel traffic accident data shows that the tunnel entrance area is a high-incidence area for accidents, with a significantly higher accident frequency than other road sections. Therefore, the tunnel entrance area is the "throat" of the tunnel, and its traffic efficiency directly affects the overall traffic efficiency of the tunnel section. Therefore, studying the vehicle driving patterns in the tunnel entrance area is helpful in understanding this area. Determining a vehicle cooperative driving model for the tunnel entrance area is beneficial for understanding the driving patterns of drivers in the tunnel entrance area, providing theoretical guidance for improving traffic safety and efficiency in the tunnel entrance area.

[0003] A review of relevant patents and papers revealed that few patents currently model the driving of connected vehicles in tunnel entrance areas. Patent CN116150550A discloses a multi-vehicle cooperative modeling method for tunnel entrance areas based on a car-following model. Although existing patents have established a vehicle-to-vehicle cooperative driving model for connected vehicles in tunnel entrance areas, they struggle to accurately depict the deceleration process of vehicles in these areas. Summary of the Invention

[0004] In view of this, the purpose of this invention is to provide a modeling method for connected human-vehicle cooperative driving in tunnel entrance areas. This invention aims to solve the problem that existing methods have limitations and are difficult to accurately depict the vehicle deceleration process in tunnel entrance areas.

[0005] To achieve the above objectives, this invention provides a method for modeling connected human-vehicle cooperative driving in tunnel entrance areas, comprising the following steps:

[0006] S1. Determine the social force model among vehicles in the tunnel entrance area;

[0007] S2. Establish an artificial potential field model for the tunnel entrance region;

[0008] S3. Based on the social force model in step S1 and the artificial potential field model in step S2, establish a dynamic model of vehicles in the tunnel entrance area.

[0009] S4. Based on the vehicle dynamics model established in step S3, add a network connectivity cooperation term;

[0010] S5. Based on the vehicle dynamics model with networked collaborative terms added in step S4, the negative impact of the tunnel entrance on the driver is added again, and finally a networked human-vehicle collaborative driving model is established in the tunnel entrance area.

[0011] Furthermore, in step S1, the calculation expression for the social force model among vehicles is as follows:

[0012]

[0013]

[0014]

[0015] In the formula, It is the social force that the vehicle is subjected to; It is the vehicle's self-driving force; It is the repulsive force from the vehicle in front; m is the mass of the vehicle; a is the maximum acceleration of the vehicle; v n (t) is the velocity of vehicle n at time t; v f This is the speed limit for that section of road; A and B are constants; s n It is the distance between the vehicle and the vehicle in front; It is the desired distance between the vehicle and the vehicle in front.

[0016] Furthermore, the aforementioned The calculation expression is as follows:

[0017]

[0018] s n (t)=x n-1 (t)-x n (t)-l

[0019] Δv n (t)=v n (t)-v n-1 (t)

[0020] In the formula, l is the vehicle length; x n (t) represents the position of vehicle n at time t; x n-1 (t) represents the position of vehicle n-1 at time t; v n (t) The velocity of vehicle n at time t; v n-1 (t) is the velocity of vehicle n-1 at time t; b is the absolute value of the maximum deceleration of the vehicle; τ is the time interval; s0 is the expected distance between the front of the vehicle and the rear of the vehicle in front when both the vehicle and the vehicle in front are stationary.

[0021] Furthermore, in step S2, the calculation expression for the artificial potential field model in the tunnel entrance region is as follows:

[0022]

[0023] In the formula, k represents the potential field generated by the tunnel experienced by vehicle n at time t. tun σ is the potential field coefficient of the tunnel; d is the distance from the vehicle to the tunnel entrance; σ is a distance-related coefficient; α is the deceleration coefficient, indicating the degree to which the speed of the vehicle entering the tunnel is lower than the speed limit inside the tunnel; v limit It's the speed limit inside the tunnel.

[0024] Furthermore, in step S4, the calculation expression for the network-connected collaborative term is as follows:

[0025] u(t)=mγ(v n-1 (t)-v n (t))

[0026] In the formula: γ represents the network connectivity gain between vehicles; m is the mass of the vehicle; v n (t) and v n-1 (t) represents the velocities of vehicle n and vehicle n-1 at time t, respectively.

[0027] Furthermore, in step S5, the negative impact of the tunnel entrance on the driver is added, i.e., the probability p is introduced;

[0028] The probability p refers to the probability that when a vehicle is about to enter the tunnel, it will decelerate to r times its previous speed within time Δt, where 0 ≤ r < 1.

[0029] Beneficial effects:

[0030] One beneficial effect of this invention is that, based on the characteristics of the tunnel entrance area, the social force model and the artificial potential field model are combined to jointly determine the dynamic model of vehicles in the tunnel entrance area, so that the proposed model can simultaneously consider the interaction between vehicles and the impact of the speed limit difference between inside and outside the tunnel.

[0031] Another beneficial effect of this invention is that, taking into account the development of vehicle-to-vehicle communication, a vehicle-to-vehicle network cooperative driving model for the tunnel entrance area has been further established, providing theoretical guidance for improving traffic in the tunnel entrance area in the future under a V2V environment.

[0032] Other advantages, objectives, and features of the invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination, or may be learned from practice of the invention. The objectives and other advantages of the invention can be realized and obtained through the following description. Attached Figure Description

[0033] Figure 1 This is a flowchart of a modeling method for networked human-vehicle cooperative driving in a tunnel entrance area according to the present invention;

[0034] Figure 2 A schematic diagram showing the division of highway tunnel sections and tunnel entrance areas;

[0035] Figure 3 It is a curve showing the change in the repulsive force exerted on a vehicle by the vehicle in front in the tunnel entrance area;

[0036] Figure 4 The position-velocity curve of the vehicle in the tunnel entrance area;

[0037] Figure 5 This is a spatiotemporal diagram of the tunnel entrance region when γ = 0;

[0038] Figure 6 This is a spatiotemporal diagram of the tunnel entrance region when γ = 0.2. Detailed Implementation

[0039] To make the technical solutions, advantages, and objectives of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the described embodiments of the present invention without creative effort are within the protection scope of this application.

[0040] like Figure 2 As shown, the tunnel can be spatially divided into four parts: the entrance section, the transition section, the intermediate section, and the exit section. The tunnel entrance area includes the entrance section, the transition section, and the lead-in section in front of the tunnel entrance.

[0041] like Figure 1 As shown, this invention provides a modeling method for connected human-vehicle cooperative driving in tunnel entrance areas, including the following steps:

[0042] S1. Determine the social force model among vehicles in the tunnel entrance area;

[0043] In the tunnel entrance area, the movement of vehicles is affected by the vehicle in front. Specifically, when the distance between the vehicle and the vehicle in front is less than the expected distance, the vehicle will slow down; when the distance between the vehicle and the vehicle in front is greater than the expected distance, the vehicle will gradually accelerate to the expected speed, which is the speed limit of this section of the road; when the distance between the vehicle and the vehicle in front is equal to the expected distance, the vehicle will maintain a constant speed.

[0044] Based on the above analysis, the interactions between the vehicles are characterized using a social force model. Social force consists of self-driving force and repulsive force from the vehicle in front. The calculation expression for the social force model between vehicles is as follows:

[0045]

[0046]

[0047]

[0048] In the formula, It is the social force that the vehicle is subjected to; It is the vehicle's self-driving force; It is the repulsive force from the vehicle in front; m is the mass of the vehicle; a is the maximum acceleration of the vehicle; v n (t) is the velocity of vehicle n at time t; v f This is the speed limit for that section of road; A and B are constants; s n It is the distance between the vehicle and the vehicle in front; It is the expected distance between the vehicle and the vehicle in front;

[0049] The calculation expression is as follows:

[0050]

[0051] s n (t)=x n-1 (t)-x n (t)-l

[0052] Δv n (t)=v n (t)-v n-1 (t)

[0053] In the formula, l is the vehicle length; x n (t) represents the position of vehicle n at time t; x n-1 (t) represents the position of vehicle n-1 at time t; v n (t) The velocity of vehicle n at time t; v n-1 (t) is the velocity of vehicle n-1 at time t; b is the absolute value of the maximum deceleration of the vehicle; τ is the time interval; s0 is the expected distance between the front of the vehicle and the rear of the vehicle in front when both the vehicle and the vehicle in front are stationary.

[0054] In this embodiment, the parameter settings for the social force model are shown in Table 1.

[0055] Table 1. Parameters related to the social force model

[0056]

[0057]

[0058] Figure 3 Based on the formula for repulsive force and the parameters in Table 1, this is the curve showing the change in the repulsive force exerted on a vehicle by the vehicle in front in the tunnel entrance area. Figure 3 In the figure, the horizontal axis represents the ratio of the distance between the vehicles in front to the expected distance between the vehicles, and the vertical axis represents the repulsive force. As can be seen from the figure, the repulsive force increases exponentially as the ratio of the distance between the vehicles in front to the expected distance between the vehicles increases.

[0059] S2. Establish an artificial potential field model for the tunnel entrance region;

[0060] Speed ​​limits inside and outside tunnels often differ, with the speed limit inside generally lower than the speed limit outside. Literature indicates that as a vehicle enters a tunnel from outside, it gradually decelerates to a speed slightly below the tunnel's speed limit. Clearly, the closer a vehicle gets to the tunnel entrance and the faster its speed, the greater the impact of the tunnel's influence on the vehicle.

[0061] Therefore, the artificial potential field is used to characterize the impact of the speed limit difference between the inside and outside of the tunnel on vehicles. The calculation expression of the artificial potential field model in the tunnel entrance area is as follows:

[0062]

[0063] In the formula, k represents the potential field generated by the tunnel experienced by vehicle n at time t. tun σ is the potential field coefficient of the tunnel; d is the distance from the vehicle to the tunnel entrance; σ is a distance-related coefficient; α is the deceleration coefficient, indicating the degree to which the speed of the vehicle entering the tunnel is lower than the speed limit inside the tunnel; v limit This is the speed limit inside the tunnel;

[0064] Therefore, the potential force on the vehicle before the tunnel entrance is:

[0065]

[0066] In this embodiment, the relevant parameters are set as follows: the speed limit value v inside the tunnel. limit =20m / s, σ=25m, α=0.9.

[0067] Figure 4 This is a position-velocity curve of a vehicle affected by the tunnel's potential field; position 0 represents the tunnel entrance. From... Figure 4 As can be seen, when a vehicle is far from the tunnel entrance, it travels at the speed limit outside the tunnel. As the vehicle gradually approaches the tunnel entrance, it gradually decelerates to a speed slightly lower than the speed limit inside the tunnel. When the vehicle enters the tunnel, it slowly accelerates to the speed limit inside the tunnel.

[0068] S3. Based on the social force model in step S1 and the artificial potential field model in step S2, establish a dynamic model of vehicles in the tunnel entrance area.

[0069] S4. Based on the vehicle dynamics model established in step S3, add a network connectivity cooperation term;

[0070] With the development of information technology, more and more vehicles are equipped with connected communication capabilities, allowing them to obtain information from vehicles ahead and make better driving decisions. Specifically, due to connected communication capabilities, vehicles can better follow the speed of the vehicle in front. Based on the above analysis, the following connected cooperative terms for the tunnel entrance area are proposed:

[0071] u(t)=mγ(v n-1 (t)-v n (t))

[0072] In the formula: γ represents the network connectivity gain between vehicles; m is the mass of the vehicle; v n (t) and v n-1 (t) represents the velocities of vehicle n and vehicle n-1 at time t, respectively.

[0073] Figure 5 This is a spacetime diagram of the tunnel entrance region when γ = 0, with position 0 representing the location of the tunnel entrance. From Figure 5 As can be seen, when the negative impacts at the tunnel entrance are taken into account, congestion occurs at the tunnel entrance and spreads backward, which is consistent with the actual phenomenon observed in the tunnel entrance area.

[0074] Figure 6 This is a spatiotemporal diagram of the tunnel entrance region when γ = 0.2, with position 0 representing the location of the tunnel entrance. From... Figure 6 As can be seen, vehicle-to-vehicle connectivity can alleviate traffic congestion at tunnel entrances and improve traffic efficiency in those areas.

[0075] S5. Based on the vehicle dynamics model with networked collaborative terms added in step S4, the negative impact of the tunnel entrance on the driver is added again, and finally a networked human-vehicle collaborative driving model is established in the tunnel entrance area.

[0076] Sudden changes in the environment and conditions inside and outside the tunnel entrance, such as the black hole effect, greatly increase the psychological and physiological burden on drivers, easily inducing poor driving behavior. This negative impact is characterized by the probability of the vehicle slowing down.

[0077] In step S5, the negative impact of the tunnel entrance on the driver is added, i.e., the probability p is introduced;

[0078] The probability p refers to the probability that when a vehicle is about to enter the tunnel, it will decelerate to r times its previous speed within time Δt, where 0 ≤ r < 1.

[0079] In this embodiment, the parameters are set as follows: p = 0.17, Δt = 3s, r = 0.3.

[0080] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the present invention, and all such modifications or substitutions should be covered within the protection scope of the present invention.

Claims

1. A method for modeling networked human-vehicle cooperative driving in a tunnel entrance area, characterized in that, Includes the following steps: S1. Determine the social force model among vehicles in the tunnel entrance area; In S1, the calculation expression for the social force model among vehicles is as follows: In the formula, It is the social force that the vehicle is subjected to; It is the vehicle's self-driving force; It is the repulsive force from the vehicle in front; It's about the quality of the vehicle; It is the vehicle's maximum acceleration; It is the speed of vehicle n at time t; This is the speed limit for the section of road near the tunnel entrance; and It is a constant; It is the distance between the vehicle and the vehicle in front; It is the expected distance between the vehicle and the vehicle in front; S2. Establish an artificial potential field model for the tunnel entrance region; In S2, the calculation expression for the artificial potential field model in the tunnel entrance region is as follows: In the formula, This represents the potential field generated by the tunnel that affects vehicle n at time t; It is the potential field coefficient of the tunnel; It is the distance from the vehicle to the tunnel entrance; It is a coefficient related to distance; It is the deceleration coefficient, which indicates the degree to which the speed of a vehicle entering the tunnel is lower than the speed limit inside the tunnel; This is the speed limit inside the tunnel; S3. Based on the social force model in step S1 and the artificial potential field model in step S2, establish a dynamic model of vehicles in the tunnel entrance area. S4. Based on the vehicle dynamics model established in step S3, add a network connectivity cooperation term; In step S4, the calculation expression for the network-connected cooperative term is as follows: In the formula: Represents the network connectivity and collaboration gain between vehicles; It's about the quality of the vehicle; and Representing time respectively vehicle and vehicles speed; S5. Based on the vehicle dynamics model with networked collaborative items added in step S4, the negative impact of the tunnel entrance on the driver is added again, and finally a networked human-vehicle collaborative driving model is established in the tunnel entrance area. Adding a negative impact means introducing probability. probability This refers to the time when a vehicle is about to enter a tunnel. Internal deceleration to the previous A multiple of the probability, .

2. The method for modeling networked human-vehicle cooperative driving in a tunnel entrance area according to claim 1, characterized in that: The The calculation expression is as follows: In the formula, It refers to the length of the vehicle body; It is a vehicle At any moment Location; It is a vehicle At any moment Location; vehicle At any moment speed; It is a vehicle At any moment speed; It is the absolute value of the vehicle's maximum deceleration; It is a time interval; It is the desired distance between the front of this vehicle and the rear of the vehicle in front when both are stationary.

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