Multi-vehicle collaborative road changing right negotiation method in intelligent network connection mixed traffic scene

Abstract

The invention discloses a multi-vehicle cooperative road changing right negotiation method in an intelligent network connection mixed traffic scene. The method comprises the following steps: if a main vehicle meets a lane changing condition; if yes, judging whether the adjacent lane right is sufficient; if not, the road right negotiation belongs to the current lane vehicle; if yes, whether multi-vehicle cooperative lane changing exists or not is judged; if not, the road right negotiation belongs to a lane changing vehicle; if yes, judging whether the time difference is smaller than a threshold value, and if yes, determining that the vehicle belongs to the current lane through right-of-way negotiation; if not, whether the time difference is within a certain range is judged, and if not, the road right negotiation vehicle belongs to a lane changing vehicle; if yes, whether the collision time and the time headway are both larger than a threshold value or not is judged, and if yes, the road right negotiation vehicle belongs to a lane changing vehicle; if not, judging whether the lane change risk is high or not, and if yes, determining that the vehicle belongs to the current lane through right-of-way negotiation; and if not, the road right negotiation belongs to the lane changing vehicle. According to the invention, negotiation judgment can be carried out on the right of road of multi-vehicle cooperative lane changing, traffic congestion is reduced, and the overall traffic capacity of the road is improved.

Description

Technical Field

[0001] The present invention relates to the field of intelligent transportation, and in particular to a multi-vehicle collaborative right-of-way negotiation method in an intelligent networked hybrid traffic scenario. Background Art

[0002] In intelligent connected mixed traffic scenarios, traffic conflicts are complex and lane changing risks are prominent. It is possible to consider conducting right-of-way negotiations for multi-vehicle coordinated lane changing from a roadside perspective, and help connected autonomous driving vehicles (CAVs) and manually driven vehicles (HDVs) make safe decisions at the driving safety level.

[0003] For heterogeneous traffic flow scenarios, driver behavior is an unstable factor in traffic flow. At the same time, different smart car penetration rates will interfere with driver behavior and thus affect lane changing decisions. At present, the existing technical solutions mainly focus on the impact of different penetration rates on traffic capacity, speed, flow and other factors. The research only focuses on the vehicle following behavior for a single lane. The analysis of vehicle lane changing behavior is not comprehensive, and there is a problem of difficulty in determining the right of way for multiple vehicles to coordinate changing lanes in mixed traffic scenarios.

[0004] Therefore, in order to solve the above problems, a multi-vehicle collaborative lane-changing right-of-way negotiation method in an intelligent connected mixed traffic scenario is needed, which can negotiate and determine the right of way for multi-vehicle collaborative lane-changing, reduce traffic congestion, and improve the overall traffic capacity of the road. Summary of the invention

[0005] In view of this, the purpose of the present invention is to overcome the defects in the prior art and provide a method for negotiating the right of way for multiple vehicles to coordinate lane changing in an intelligent connected mixed traffic scenario, which can negotiate and determine the right of way for multiple vehicles to coordinate lane changing, reduce traffic congestion, and improve the overall traffic capacity of the road.

[0006] The multi-vehicle coordinated right-of-way negotiation method for intelligent networked hybrid traffic scenarios of the present invention comprises:

[0007] S1. Determine whether the host vehicle meets the lane change conditions; if so, proceed to step S2; if not, continue to step S1;

[0008] S2. Determine whether the adjacent lane has sufficient right of way; if so, proceed to step S3; if not, the right of way is negotiated to the vehicle in the current lane, the vehicle takes the following action, and returns to step S1;

[0009] S3. Determine whether there are multiple vehicles coordinating lane changes; if so, proceed to step S4; if not, the right of way is negotiated to be assigned to the lane-changing vehicle, and the lane change is performed. If the lane change is completed, the lateral right of way decision of the current lane is cleared, otherwise, return to step S2;

[0010] S4. Determine whether the time difference TD is less than the threshold TD0. If so, the right of way negotiation is assigned to the vehicle in the current lane, and the following behavior is adopted, and the process returns to step S1. If not, the process proceeds to step S5; wherein TD is the time difference between the main vehicle and the target vehicle when they reach the possible conflict area.

[0011] S5. Determine whether TD0≤TD≤TD1 holds. If so, proceed to step S6; if not, the right of way is negotiated to be assigned to the lane-changing vehicle, and the lane change is performed. If the lane change is completed, the lateral right of way decision of the current lane is cleared. Otherwise, return to step S2;

[0012] S6. Determine whether the collision time TTC is greater than the first threshold and the headway time THW is greater than the second threshold. If so, the right of way negotiation is assigned to the lane-changing vehicle, and the lane change is performed. If the lane change behavior is completed, the current lane lateral right of way decision is cleared, otherwise, return to step S2; if not, proceed to step S7;

[0013] S7. Determine whether the lane change risk is high. If so, the right of way is negotiated to the vehicle in the current lane, and the vehicle takes the following action, and the process returns to step S1. If not, the right of way is negotiated to the vehicle changing lanes, and the lane change is performed. If the lane change is completed, the lateral right of way decision of the current lane is cleared, otherwise, the process returns to step S2.

[0014] Further, judging whether the host vehicle meets the lane change conditions includes:

[0015] Calculate the lane change expectation λ of the main vehicle hv :

[0016] λ hv =U hv pq+U hv (1-p)q+U hv p(1-q)+U hv (1-p)(1-q);

[0017] Among them, U hv is the comprehensive lane-changing intention determination index of the main vehicle; q is the probability of the main vehicle changing lanes, 1-q is the probability of the main vehicle not changing lanes, p is the probability of the vehicles affected by the lane change accepting the lane change of the main vehicle, and 1-p is the probability of the vehicles affected by the lane change not accepting the lane change of the main vehicle;

[0018] Using the lane change expectation λ of the host vehicle hv Derivative the probability q, set its derivative to 0, and obtain the value of the probability q. If the value of the probability q is greater than the threshold q0, the host vehicle meets the lane changing condition; otherwise, the host vehicle meets the lane changing condition.

[0019] Further, the comprehensive lane-changing intention determination index U of the host vehicle is determined according to the following formula: hv :

[0020]

[0021] in, fp is the penalty function; It is a safety distance indicator; is the vehicle speed indicator; is the comfort index; ω1 and ω2 are penalty parameters; a0 is the initial acceleration of the vehicle; t1 is the lane change time; a is the current acceleration of the vehicle; t is the current time; v is the lane change target speed; v i,j (t) is the speed of vehicle j in lane i at time t, and the host vehicle is vehicle j in lane i;

[0022]

[0023] S i,j is the required safety distance of vehicle j in lane i; S i,j+1 is the required safety distance of vehicle j+1 in lane i; α is the vehicle reaction time; β is 1 / 2 of the inverse of the vehicle's maximum deceleration; l is the vehicle length; d i,j+1 is the distance between vehicles j and j+1 on lane i;

[0024]

[0025] v i,j (t+t1) is the speed of vehicle j after changing lanes to the target lane; v i,j (t+t1)=(v i,j (t)+a s t1)cosθ, θ is the maximum rotation angle, a s is the acceleration of the vehicle;

[0026]

[0027] is the vehicle space occupancy rate of lane i; L is the total length of the observation section; l j is the length of the jth vehicle; n is the number of vehicles in the observation section.

[0028] Further, determine whether the adjacent lane has sufficient right of way, including:

[0029] Calculate the inherent right of way of the lane; the inherent right of way of the lane includes the inherent right of way of the vehicle in front of the main vehicle, the inherent right of way of the vehicle behind the adjacent lane, and the inherent right of way of the vehicle in front of the adjacent lane;

[0030] If the actual right of way of the lane environment where the host vehicle is located is greater than the inherent right of way of the lane, the right of way of the adjacent lane is sufficient; otherwise, the right of way of the adjacent lane is insufficient.

[0031] Furthermore, the inherent right of way of the vehicle ahead of the main vehicle is determined according to the following formula:

[0032]

[0033] in, v hv is the speed of the main vehicle; ρ is the reaction lag time of the autonomous driving vehicle; a hv,brake is the deceleration of the main vehicle; a max,brake is the maximum deceleration of the vehicle; a min,brake is the minimum deceleration of the vehicle; v max is the maximum speed limit of the lane, v l1 is the speed of the vehicle in front of the main vehicle;

[0034] The inherent right of way of the vehicle behind in the adjacent lane is determined according to the following formula:

[0035]

[0036] in, v f2 is the speed of the vehicle behind in the adjacent lane; ρ human The reaction lag time of human drivers;

[0037] The inherent right of way of the vehicle ahead in the adjacent lane is determined according to the following formula

[0038]

[0039] in,

[0040] Further, whether the lane change risk is high is determined according to the following method:

[0041] Determine the lane change risk index value

[0042] Among them, REL is the risk exposure level, ULCD stands for the duration of lane change with collision risk, TLCD stands for the total lane change duration; RSL stands for the risk severity level, is observed when there is a risk of vehicle collision (ssd L -ssd F ), ΔSSD cri is the lane change impact range, SSD L and SSD F Respectively represent the safe stopping distances of the front and rear vehicles;

[0043] like The value range is the threshold range Then the lane change risk is high, otherwise, the lane change risk is low.

[0044] The beneficial effects of the present invention are as follows: a method for negotiating right of way for multi-vehicle collaborative lane change in an intelligent connected mixed traffic scenario disclosed in the present invention can be applied to relatively complex intersections, highway ramps and other sections with frequent weaving conflicts, make behavioral decisions for dispatchable connected vehicles, and conduct right of way negotiation for multi-vehicle collaborative lane change based on the results of the behavioral decisions, and establish a multi-vehicle dynamic right of way negotiation method, which can improve the traffic efficiency and safety of sections in weaving areas, thereby improving the overall traffic capacity of roads, reducing traffic congestion, and the effect is more significant when the penetration rate of intelligent connected vehicles increases. In the context of the continuous development of vehicle-road collaboration, it has a very broad application prospect. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The present invention will be further described below in conjunction with the accompanying drawings and embodiments:

[0046] Figure 1 A schematic diagram of a three-lane multi-vehicle coordinated lane-changing scenario of the present invention;

[0047] Figure 2 A schematic diagram of the lane-changing safety distance of the present invention;

[0048] Figure 3 A vehicle right-of-way distribution diagram for a lane-changing scenario of the present invention;

[0049] Figure 4 It is a schematic diagram of the time difference TD analysis between the host vehicle and the target vehicle of the present invention;

[0050] Figure 5 A schematic diagram of the vehicle interaction composition of a multi-vehicle lane-changing scenario of the present invention;

[0051] Figure 6 It is a schematic diagram of the overall process of multi-vehicle cooperative right-of-way negotiation of the present invention. DETAILED DESCRIPTION

[0052] The present invention is further described below in conjunction with the accompanying drawings, as shown in the drawings:

[0053] This embodiment discloses a multi-vehicle coordinated right-of-way negotiation method in an intelligent connected hybrid traffic scenario, including the following steps:

[0054] S1. Determine whether the host vehicle meets the lane change conditions; if so, proceed to step S2; if not, continue to step S1;

[0055] S2. Determine whether the adjacent lane has sufficient right of way; if so, proceed to step S3; if not, the right of way is negotiated to the vehicle in the current lane, the vehicle takes the following action, and returns to step S1;

[0056] S3. Determine whether there are multiple vehicles coordinating lane changes; if so, proceed to step S4; if not, the right of way is negotiated to be assigned to the lane-changing vehicle, and the lane change is performed. If the lane change is completed, the lateral right of way decision of the current lane is cleared, otherwise, return to step S2;

[0057] S4. Determine whether the time difference TD is less than the threshold TD0. If so, the right of way negotiation is assigned to the vehicle in the current lane, and the following behavior is adopted, and the process returns to step S1. If not, the process proceeds to step S5; wherein TD is the time difference between the main vehicle and the target vehicle when they reach the possible conflict area.

[0058] S5. Determine whether TD0≤TD≤TD1 holds. If so, proceed to step S6; if not, the right of way is negotiated to be assigned to the lane-changing vehicle, and the lane change is performed. If the lane change is completed, the lateral right of way decision of the current lane is cleared. Otherwise, return to step S2;

[0059] S6. Determine whether the collision time TTC is greater than the first threshold and the headway time THW is greater than the second threshold. If so, the right of way negotiation is assigned to the lane-changing vehicle, and the lane change is performed. If the lane change behavior is completed, the current lane lateral right of way decision is cleared, otherwise, return to step S2; if not, proceed to step S7;

[0060] S7. Determine whether the lane change risk is high. If so, the right of way is negotiated to the vehicle in the current lane, and the vehicle takes the following action, and the process returns to step S1. If not, the right of way is negotiated to the vehicle changing lanes, and the lane change is performed. If the lane change is completed, the lateral right of way decision of the current lane is cleared, otherwise, the process returns to step S2.

[0061] Among them, if multiple controllable connected vehicles initiate lane change requests in the same area at the same time, then there is a multi-vehicle coordinated lane change. For the judgment of whether the lane change behavior is completed, when the lateral acceleration remains unchanged or changes very little when driving from one lane to another, the lane change behavior is completed. The current lane lateral right of way decision is cleared, which means that the lateral decision of the main vehicle's lane change has been completed or cancelled, so the lateral right of way decision is cleared.

[0062] In this embodiment, the present invention takes a three-lane three-vehicle coordinated lane change scenario as an example. Figure 1As shown. The scenario involved in the present invention is a one-way three-lane basic road section, where the lane lines are all dotted lines, and there are no restrictions on lane changing between vehicles, and vehicles can change lanes freely. Vehicle types are divided into: connected autonomous driving vehicles CAV (vehicles with arrows) and manually driven vehicles HDV (vehicles without arrows). Intelligent connected vehicles can report their own operating status information in real time and receive guidance and control information issued by the roadside collaborative control unit to assist the vehicle in making lateral lane change decisions. Among them, the roadside collaborative control unit adopts the existing roadside vehicle and traffic monitoring system, which will not be repeated here.

[0063] On the one hand, the driver's lane-changing decision enables the driver to gain an advantage in speed or following distance at a higher proportion; on the other hand, when the driving conditions do not allow the driver to maintain or increase the speed, the driver will make a lane-changing decision in most cases. Therefore, the decision on lane-changing intention in this method is analyzed using three indicators: safety distance index, speed index and comfort index.

[0064] (1) Safety distance indicator

[0065]

[0066]

[0067] In the formula, Figure 2 As shown, i and j are lane and vehicle numbers respectively; S i,j is the required safety distance of vehicle j in lane i, m; α is the vehicle reaction time, s; β is 1 / 2 of the inverse of the vehicle's maximum deceleration, m / s 2 ; l is the length of the vehicle, m; v i,j (t) is the speed of vehicle j in lane i at time t, m / s; d i,j+1 is the distance between vehicles j and j+1 on lane i, m.

[0068] (2) Speed ​​index

[0069] ①.Host Vehicle (HV) speed index

[0070]

[0071] In the formula, v i,j (t+t1) is the speed of vehicle j after changing lanes to the target lane, m / s; t1 is the lane changing time, s.

[0072] v i,j (t+t1)=(v i,j (t)+a s t1)cosθ (1-4)

[0073] In the formula, θ is the maximum rotation angle, a s is the acceleration of the vehicle;

[0074] ②. Putative Following Vehicle (PFV) speed indicator of the target lane

[0075] Where: d i+1,j+1 represents the distance between vehicles j and j+1 in lane i+1; T is the safe headway, s; b is the braking deceleration of the lane-changing vehicle at time t, m / s 2 ; b p is the maximum braking deceleration of the vehicle behind the target lane, m / s 2 ;v p (t) is the safe lane-changing speed of the vehicle behind the target lane, m / s. Wherein, headway = distance between two vehicles / vehicle speed;

[0076] That is, the PFV speed index of the vehicle behind the target lane is obtained

[0077]

[0078] Where: v i+1,j+1 (t) represents the speed of vehicle j+1 in lane i+1 at time t;

[0079] (3) Comfort index

[0080]

[0081] Where: is the vehicle space occupancy rate of lane i.

[0082]

[0083] Where L is the total length of the observation section, m; l j is the length of the jth vehicle, m; n is the number of vehicles in the observation section.

[0084] Finally, the comprehensive lane-changing intention judgment index U is obtained

[0085]

[0086] Where: fp is the penalty function; v * is the expected speed of the vehicle, m / s; ω1 and ω2 are penalty parameters, both of which have a default value of 0.5; a0 is the initial acceleration of the vehicle, m / s 2 t1 is the lane change time, s; a is the current acceleration of the vehicle, m / s2 , t is the current time, s; v is the lane change target speed m / s. For the main vehicle HV, v in formula (1-9) * for U for U hv ; For the PFV of the vehicle behind the target lane, v in equation (1-9) * for U for U PFv .

[0087] Taking the real-time operating status data of the vehicle as input, by calculating the safety distance index, speed index and comfort index between the vehicle and surrounding vehicles, and then calculating the comprehensive lane change intention judgment index, the optimal driving lane and lane change intention of the intelligent connected vehicle are comprehensively decided.

[0088] Specifically, for the participant HV in the game, there are two strategies: {change lanes, do not change lanes}. The probability of choosing a lane change is q, and the probability of staying in the current lane without changing lanes is 1-q. Similarly, when the participant PFV encounters a lane change decision of HV, there are two strategies: {accept, do not accept}. The vehicle PFV affected by the lane change accepts the lane change of the main vehicle p, and 1-p is the probability that the vehicle PFV affected by the lane change does not accept the lane change of the main vehicle. If the HV chooses not to change lanes, the PFV can choose to maintain its current operating state or change lanes. The expectations of the main vehicle and the vehicle behind the target lane are obtained as λ respectively. hv With λ PFv :

[0089]

[0090] In the formula, in the case of acceptance or not and lane change or not, U hv and U PFv The corresponding parameter values ​​in the same formula (1-9) will be different (such as lane change time, current vehicle acceleration, etc.), making U hv and U PFv The calculation results are different and will not be repeated here.

[0091] The expected pair q or p of the host vehicle and the target lane rear vehicle in equation (11) and equation (12) are derived respectively, and their derivatives are set to 0, and the lane change probability q or p is obtained respectively. The lane change principle of the target vehicle and other adjacent lane vehicles is similar. Therefore, when the lane change probability q is greater than 0.5 or the probability of accepting lane change p is greater than 0.5, the vehicle lane change behavior can be executed.

[0092] In this embodiment, determining whether the adjacent lane has sufficient right of way specifically includes:

[0093] Calculate the inherent right of way of the lane; the inherent right of way of the lane includes the inherent right of way of the vehicle in front of the main vehicle, the inherent right of way of the vehicle behind the adjacent lane, and the inherent right of way of the vehicle in front of the adjacent lane;

[0094] If the actual right of way of the lane environment where the host vehicle is located is greater than the inherent right of way of the lane, the right of way of the adjacent lane is sufficient; otherwise, the right of way of the adjacent lane is insufficient.

[0095] Specifically, each vehicle on the road has its inherent safety space, which is called inherent right of way. During the lane change process of the host vehicle (hv), the vehicles in front of the host lane, the vehicles in front of the target lane, and the vehicles behind the target lane are mainly affected. Therefore, in the single-vehicle lane change scenario, the inherent right of way of the vehicle can be seen in Figure 3 , where the adjacent lane is the left lane.

[0096] (1) The vehicle ahead of the main vehicle has the inherent right of way

[0097]

[0098] Where: v hv is the speed of the host vehicle (hv) (m / s), ρ is the reaction lag time of the autonomous driving vehicle (s), and the reaction time of the autonomous driving vehicle can generally be 0s; a hv,brake The deceleration of the main vehicle (m / s 2 );a max,brake is the maximum deceleration of the vehicle (m / s 2 ),a min,brake is the minimum deceleration of the vehicle (m / s 2 ), v max is the maximum speed limit of the lane (m / s), v l1 The speed of the vehicle in front of the main vehicle (m / s).

[0099] (2) The vehicle behind you has the right of way

[0100]

[0101] Where: v f2 is the speed of the left rear vehicle (m / s), ρ human is the reaction lag time of human drivers (s), usually 2s. Other parameters are the same as above.

[0102] (3) The vehicle behind you has the right of way and negotiable right of way

[0103]

[0104] In the formula, a max,accel is the maximum acceleration of the vehicle (m / s 2 );

[0105] (4) The vehicle in front of you has the inherent right of way

[0106]

[0107] When the actual right of way of the vehicle in front of the main vehicle is greater than the inherent right of way of the vehicle in front of the main vehicle, the actual right of way of the vehicle behind the adjacent lane is greater than the inherent right of way of the vehicle behind the adjacent lane, and the actual right of way of the vehicle in front of the adjacent lane is greater than the inherent right of way of the vehicle in front of the adjacent lane, then the adjacent lane has sufficient right of way; otherwise, the adjacent lane has insufficient right of way.

[0108] In this embodiment, based on the vehicle lane change intention decision and the calculation result of the inherent right of way of a single vehicle, the roadside cooperative control unit is used as the calculation carrier to analyze the dynamic distribution of the real-time right of way of multiple vehicles in real time, and conduct the time-space right of way negotiation of the multi-vehicle cooperative lane change. Among them, the roadside cooperative control unit adopts the existing roadside vehicle and traffic monitoring system, which will not be repeated here.

[0109] According to the trajectory planning information of the ego vehicle and the target vehicle, the time difference between the two trajectories in the spatial overlapping area is calculated. Intelligent connected vehicles need to ensure that the value of the above time difference is within a reasonable range to avoid the risk of collision caused by following the vehicle too close or the inefficiency and safety risks caused by following the vehicle too far. Therefore, this method uses time difference (TD) as the main indicator, and according to the classification of TD, combined with collision time (TTC), headway (THW), risk exposure level (risk exposure level, REL) and risk severity level (risk severity level, RSL), the vehicle operation risk is simulated under different interactive combinations, the minimum risk strategy for multi-vehicle lane change is decided, and the right of way negotiation is carried out.

[0110] (1) TD

[0111] TD is the time difference between the main vehicle and the target vehicle when they arrive at the possible conflict area, which can very accurately describe the time characteristics of intelligent connected vehicles in the spatial overlapping area, such as Figure 4 shown.

[0112] The calculation method is:

[0113] TD = t ego -t obj (1-18)

[0114] f ego (t ego )=ωf obj (t obj )=ωω∈Ωoverlap

[0115] Among them, f ego (t ego ),f obj (tobj ) is the trajectory function of the ego vehicle and the target vehicle, the trajectory function maps from time (t) to spatial position (ω), and Ωoverlap is the spatial overlap area of ​​the ego vehicle and target vehicle trajectories. ego represents the time when the ego vehicle arrives at the conflict area, t obj Indicates the time when the target vehicle arrives at the conflict area.

[0116] (2)TTC

[0117] The prerequisite for using TTC as a measurement indicator is that traffic participants have a predetermined collision trajectory, that is, at the current speed (the speed of the rear vehicle is faster than the front vehicle) and direction, a collision is bound to occur according to geometric calculations.

[0118] The calculation formula is:

[0119] TTC = distance between two vehicles / relative speed of two vehicles (1-19)

[0120] The conflict risk index defines the risk at the micro level, that is, the lane change conflict risk between the main vehicle and a side vehicle at a certain moment. In order to characterize the conflict risk between the main vehicle and a side vehicle in the entire lane change time domain from a macro level, two statistical features are further extracted from the conflict risk index data, called risk exposure level (REL) and risk severity level (RSL), for further macro quantification.

[0121] (3)REL

[0122] The risk exposure level REL is used to measure the possibility of a collision between the main vehicle and a side vehicle during the entire lane change process. In order to fully consider the traffic conflict of non-predetermined collision trajectories during the lane change process, the stop distance index (SDI) that is not based on the assumption of a predetermined collision trajectory is used as a criterion for determining whether there is a lane change conflict between the main vehicle and a side vehicle; at the same time, considering the different consequences of different side collision angles, the RSL based on the conflict energy is used to measure the severity of damage that the conflict may cause to the vehicle.

[0123] ①Stop distance index

[0124] The stopping distance index is an indicator that determines the risk of vehicle collision based on the stopping sight distance (SSD).

[0125]

[0126] SSD L and SSD F They represent the safe stopping distances of the front and rear vehicles respectively. L represents the initial distance interval between the front and rear vehicles; v L and vF Represents the speed of the front and rear vehicles respectively; PRT is the perception reaction time of the rear vehicle, which is set to 1.5 seconds based on relevant research on autonomous driving; a L and a F Represents the deceleration of the front vehicle and the rear vehicle respectively. The deceleration of this method is uniformly set to 3.4m / s 2 .

[0127] ②SDI

[0128] Formula (1-22) is used to calculate the SDI of the following vehicle. In a multi-vehicle coordinated lane-changing scenario, three SDIs are generally calculated for three pairs of leading and trailing vehicles. Figure 5 As shown, SDI1 corresponds to CLV as the front vehicle and SV as the rear vehicle; SDI2 corresponds to TLV as the front vehicle and SV as the rear vehicle; SDI3 corresponds to SV as the front vehicle and TFV as the rear vehicle.

[0129]

[0130] ③REL

[0131] The risk exposure level (REL) is then calculated, which indicates the risk of a collision. The REL is calculated using formula (1-23).

[0132]

[0133] Among them, ULCD represents the duration of lane change with collision risk (SDI=1), TLCD represents the total lane change duration, and the lane change duration can be determined from the starting and ending points of trajectory planning. REL ranges from 0 to 1. The lane change duration can be determined from trajectory planning. The starting and ending points of lane change trajectory planning are the total lane change duration. The lane change duration with collision risk is the time occupied by SDI=1 calculated according to formula 1-22. Based on the operating mechanism of autonomous driving vehicles, whether it is going straight or changing lanes, the driving trajectory for a period of time in the future will be dynamically planned.

[0134] (4)RSL

[0135] The Risk Severity Level (RSL) is then calculated, reflecting the severity of the crash based on the higher crash speed. The RSL is calculated using formula (1-24).

[0136]

[0137] in, is observed when SDI is equal to 1 (ssd L -ssd F ) is the absolute maximum value. ΔSSD cri is the lane change impact range, which is set to 500m.

[0138] Lane change risk index LCRI value Calculate according to formula (1-25):

[0139]

[0140] LCRI is used as a metric to assess the risk in lane-changing scenarios, which takes into account both the potential risk collision time and the expected collision severity. Generally in the range of [0,0.3], considering The value of conforms to the normal distribution, for example, it conforms to the normal distribution with an expected value of 0.15 and a standard deviation of 1, then it can be considered that if If the value of falls within the 85% range of the normal distribution, the corresponding horizontal axis value range can be obtained as That is, if The value range is the threshold range Then the lane change risk is high, otherwise, the lane change risk is low.

[0141] In this embodiment, the method of multi-vehicle coordinated right-of-way negotiation is determined according to different levels of time difference TD. TD is generally divided into three situations: ① TD < 1s; ② 1s ≤ TD < 3s; ③ TD ≥ 3s.

[0142] (1)TD<1s

[0143] In this case, the vehicle in the current lane has the inherent right of way ahead, and the vehicle changing lanes has no conditions to complete the lane change. Therefore, through comprehensive evaluation by the roadside collaborative control unit, it is negotiated and determined that the right of way belongs to the current vehicle.

[0144] (2) 1s≤TD<3s

[0145] In this case, the time difference is between dangerous and safe, and there is still a risk of collision. The risk level needs to be further determined based on TTC and THW. THW = distance between two vehicles / speed of the vehicle; TTC = distance between two vehicles / relative speed of the two vehicles;

[0146] When TTC is greater than the first collision risk threshold of 3s and THW is greater than the second collision risk threshold of 1.5s, there are safe conditions for lane change. Therefore, through comprehensive evaluation by the roadside cooperative control unit, it is determined through negotiation that the right of way belongs to the lane-changing vehicle.

[0147] When TTC and THW are less than the collision risk threshold, the probability of collision risk is high, and further comprehensive judgment is required through the risk exposure level (REL) and risk severity level (RSL) during the lane change process. When the risk is high, it is judged that sufficient right of way cannot be negotiated for the lane-changing vehicle. Therefore, through the comprehensive evaluation of the roadside cooperative control unit, the right of way is negotiated to belong to the current vehicle. When the risk is low, the right of way is negotiated to belong to the lane-changing vehicle.

[0148] (3)TD≥3s

[0149] In such situations, there is sufficient time difference between vehicles in the conflicting area, and there will be no safety impact on the vehicles. Therefore, through comprehensive evaluation by the roadside collaborative control unit, it is negotiated and determined that the right of way belongs to the lane-changing vehicle.

[0150] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution of the present invention, which should be included in the scope of the claims of the present invention.

Claims

1. A multi-vehicle cooperative right-of-way negotiation method in an intelligent connected hybrid traffic scenario, characterized by: include: S1. Determine whether the host vehicle meets the lane change conditions; If yes, proceed to step S2; if no, continue to step S1; S2. Determine whether the adjacent lane has sufficient right of way; if so, proceed to step S3; if not, the right of way is negotiated to the vehicle in the current lane, the vehicle takes the following action, and returns to step S1; S3. Determine whether there are multiple vehicles coordinating lane changes; if so, proceed to step S4; if not, the right of way is negotiated to be assigned to the lane-changing vehicle, and the lane change is performed. If the lane change is completed, the lateral right of way decision of the current lane is cleared, otherwise, return to step S2; S4. Determine whether the time difference TD is less than the threshold TD0. If so, the right of way negotiation is assigned to the vehicle in the current lane, and the following behavior is adopted, and the process returns to step S1. If not, the process proceeds to step S5; wherein TD is the time difference between the main vehicle and the target vehicle when they reach the possible conflict area. S5. Determine whether TD0≤TD≤TD1 holds. If so, proceed to step S6; if not, the right of way is negotiated to be assigned to the lane-changing vehicle, and the lane change is performed. If the lane change is completed, the lateral right of way decision of the current lane is cleared. Otherwise, return to step S2; S6. Determine whether the collision time TTC is greater than the first threshold and the headway time THW is greater than the second threshold. If so, the right of way negotiation is assigned to the lane-changing vehicle, and the lane change is performed. If the lane change behavior is completed, the current lane lateral right of way decision is cleared, otherwise, return to step S2; if not, proceed to step S7; S7. Determine whether the lane change risk is high. If so, the right of way is negotiated to the vehicle in the current lane, and the vehicle takes the following action, and the process returns to step S1. If not, the right of way is negotiated to the vehicle changing lanes, and the lane change is performed. If the lane change is completed, the lateral right of way decision of the current lane is cleared, otherwise, the process returns to step S2.

2. The method for negotiating the right of way of multiple vehicles in a coordinated intelligent networked hybrid traffic scenario according to claim 1 is characterized by: Determine whether the host vehicle meets the lane change conditions, including: Calculate the lane change expectation λ of the main vehicle hv : λ hv =U hv pq+U hv (1-p)q+U hv p(1-q)+U hv (1-p)(1-q); Among them, U hv is the comprehensive lane-changing intention determination index of the main vehicle; q is the probability of the main vehicle changing lanes, 1-q is the probability of the main vehicle not changing lanes, p is the probability of the vehicles affected by the lane change accepting the lane change of the main vehicle, and 1-p is the probability of the vehicles affected by the lane change not accepting the lane change of the main vehicle; Using the lane change expectation λ of the host vehicle hv Derivative the probability q, set its derivative to 0, and obtain the value of the probability q. If the value of the probability q is greater than the threshold q0, the host vehicle meets the lane changing condition; otherwise, the host vehicle meets the lane changing condition.

3. The method for negotiating the right of way of multiple vehicles in a coordinated intelligent networked mixed traffic scenario according to claim 2 is characterized by: The comprehensive lane-changing intention determination index U of the host vehicle is determined according to the following formula: hv : in, fp is the penalty function; It is a safety distance indicator; is the vehicle speed indicator; is the comfort index; ω1, (2 are penalty parameters; a0 is the initial acceleration of the vehicle; t1 is the lane change time; a is the current acceleration of the vehicle; t is the current time; v is the lane change target speed; v i,j (t) is the speed of vehicle j in lane i at time t, and the host vehicle is vehicle j in lane i; S i,j is the required safety distance of vehicle j in lane i; S i,j+1 is the required safety distance of vehicle j+1 in lane i; α is the vehicle reaction time; β is 1 / 2 of the inverse of the vehicle's maximum deceleration; l is the vehicle length; d i,j+1 is the distance between vehicles j and j+1 on lane i; v i,j (t+t1) is the speed of vehicle j after changing lanes to the target lane; v i,j (t+t1)=(v i,j (t)+a s t1)cosθ, θ is the maximum rotation angle, a s is the acceleration of the vehicle; is the vehicle space occupancy rate of lane i; L is the total length of the observation section; l j is the length of the jth vehicle; n is the number of vehicles in the observation section.

4. The method for negotiating right of way among multiple vehicles in a coordinated intelligent networked hybrid traffic scenario according to claim 1 is characterized by: Determine whether the adjacent lane has sufficient right of way, including: Calculate the inherent right of way of the lane; the inherent right of way of the lane includes the inherent right of way of the vehicle in front of the main vehicle, the inherent right of way of the vehicle behind the adjacent lane, and the inherent right of way of the vehicle in front of the adjacent lane; If the actual right of way of the lane environment where the host vehicle is located is greater than the inherent right of way of the lane, the right of way of the adjacent lane is sufficient; otherwise, the right of way of the adjacent lane is insufficient.

5. The method for negotiating right of way for multiple vehicles in a coordinated intelligent networked hybrid traffic scenario according to claim 4 is characterized by: The inherent right of way of the vehicle ahead of the host vehicle is determined according to the following formula in, v hv is the speed of the main vehicle; ρ is the reaction lag time of the autonomous driving vehicle; a hv,brake is the deceleration of the main vehicle; a max,brake is the maximum deceleration of the vehicle; a min,brake is the minimum deceleration of the vehicle; v max is the maximum speed limit of the lane, v l1 is the speed of the vehicle in front of the main vehicle; The inherent right of way of the vehicle behind in the adjacent lane is determined according to the following formula: in, v f2 is the speed of the vehicle behind in the adjacent lane; ρ human The reaction lag time of human drivers; The inherent right of way of the vehicle ahead in the adjacent lane is determined according to the following formula in, 6. The method for negotiating right of way among multiple vehicles in a smart connected hybrid traffic scenario according to claim 1 is characterized by: Determine whether the lane change risk is high based on the following method: Determine the lane change risk index value Among them, REL is the risk exposure level, ULCD stands for the duration of lane change with collision risk, TLCD stands for the total lane change duration; RSL stands for the risk severity level, is observed when there is a risk of vehicle collision (ssd L -ssd F ), ΔSSD cri is the lane change impact range, SSD L and SSD F Respectively represent the safe stopping distances of the front and rear vehicles; like The value range is the threshold range Then the lane change risk is high, otherwise, the lane change risk is low.

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