A Method for Determining the Communication Node of a Bus Lane-changing Exit Coordination and Control Vehicular Ad Hoc Network

Abstract

The present invention relates to the field of intelligent connected technologies, and particularly to a method for determining a communication node of a bus lane-changing and leaving-station cooperative control vehicle network, including: Step 1: The bus is connected to the intelligent roadside unit through a sensor and obtains the driving state of social vehicles in the target lane at a moment; Step 2: The bus judges the lane-changing conditions; Step 3: The intelligent roadside unit calculates the time difference between the bus and the social vehicle behind in the lane-changing target lane passing through the potential conflict point and compares it with a threshold value; Step 4: The social vehicle makes a lane-changing decision; Step 5: The intelligent roadside unit communicates with the social vehicle and collects the preference strategies and trajectory data; Steps 6 and 7: Judge when the feedback strategy is to change lanes or not; Step 8: Update the social vehicle sample set affected by the bus leaving the station; Step 9: Establish a bus lane-changing and leaving-station cooperative control vehicle network; Through the established vehicle network, the functions of maximizing the saving of regional communication resources and assisting the bus to leave the station smoothly can be realized.

Description

Technical Field

[0001] The present invention relates to the technical field of intelligent connected (V2X), and particularly relates to a method for determining a communication node of a bus lane-changing and exiting coordinated vehicle network. Background Art

[0002] Currently, with the development of intelligent connected technology, the focus of existing forced lane-changing conflict research has shifted to the cooperative lane-changing between lane-changing vehicles and vehicles in adjacent lanes. Therefore, determining the number of cooperative vehicles and the identity information of cooperative vehicles has practical significance and can effectively reduce regional vehicle driving conflicts. At the same time, the accurate determination of each communication node in the vehicle network can also reduce the generation of communication redundancy, communication delay, and packet loss phenomena, and can effectively improve the overall performance of the communication network. The establishment of a bus lane-changing and exiting coordinated vehicle network helps lane-changing vehicles evaluate lane-changing risks, assist in vehicle driving decision-making, and provide a basis for dynamic traffic control for traffic management departments.

[0003] Regarding the research on the influence range of lane-changing vehicles on road traffic flow, existing research has mostly focused on the measurement of section traffic passing indicators. For example, the article "Real-time Evaluation Method for Lane-changing Risk of Intelligent Connected Vehicles in the Merging Area of Urban Expressways" proposed the Lane-changing Collision Time (LCTTC) and the Collision Loss Energy Index (LEI), and obtained the REL and RSL to describe the lane-changing risk characteristics through mapping; the patent "A Method and Related Equipment for Real-time Prediction of Lane-changing Risk of Connected Autonomous Vehicles", Chinese Patent Application No.: CN202410781978.X uses the method of mining historical lane-changing trajectory data to evaluate lane-changing risk, trains a lane-changing risk prediction model using a data training set, obtains the lane-changing risk prediction model, and uses the lane-changing risk prediction model to predict the lane-changing risk of connected autonomous vehicles at a preset future moment. Existing research evaluates the impact on traffic flow from a macroscopic perspective, lacks the impact assessment from the perspective of microscopic vehicle individuals, cannot determine the vehicle IDs that generate conflict relationships, and is even more difficult to construct a vehicle network that coordinates conflict relationships to achieve precise traffic control and guidance. The patent "A Control Method and System for Improving the Traffic Efficiency of Narrowing Road Sections", Chinese Patent Application No.: CN202010118824.4 takes lane-changing vehicles as the control objects for narrowing road sections and verifies that reasonable lane-changing behavior helps improve the traffic efficiency of the road. However, currently, there is insufficient research on the problem of reducing the traffic efficiency of urban roads caused by forced bus lane-changing and exiting, and it is necessary to conduct lane-changing research on the scenario of a bay-type bus stop.

[0004] At present, the outbound of bus lane-changing is a bottleneck problem affecting the normal operation of urban road traffic. The cooperative behavior between vehicles can assist buses to safely and efficiently leave the station, which is conducive to alleviating the congestion of urban roads during peak hours. Some existing research on bus lane-changing collaborative schemes only consider the participation of the vehicle behind in the target lane in the collaboration, thus ignoring the participation of other surrounding social vehicles; or all CAVs around the bus stop are included in the bus lane-changing collaborative scheme, resulting in some vehicles not affected by the bus lane-changing also performing communication interaction and data sharing, which cannot reasonably allocate communication and computing resources and will cause a great waste of communication resources. Summary of the Invention

[0005] In view of the above problems, the purpose of the present invention is to provide a method for determining the communication nodes of a bus lane-changing outbound cooperative vehicle networking, which is used to establish a bus lane-changing cooperative vehicle networking and play a role in optimizing the lane-changing behavior and improving the traffic efficiency of the road section, so as to overcome the deficiencies of the above-mentioned prior art.

[0006] A method for determining the communication nodes of a bus lane-changing outbound cooperative vehicle networking provided by the present invention specifically includes the following steps:

[0007] Step 1: The bus is connected to the intelligent roadside unit through a sensor and obtains the driving state of the social vehicle in the target lane at time, and the driving state includes: 、 、 、 、 ;

[0008] Among them, represents the driving speed of the social vehicle at time, represents the driving acceleration of the social vehicle at time, represents the abscissa position of the social vehicle at time, represents the ordinate position of the social vehicle at time, represents the heading angle of the social vehicle at time;

[0009] Step 2: The bus judges the lane-changing condition,

[0010] When the front spacing between the bus and the vehicle in front in the lane-changing target lane is greater than the safe pre-lane-changing gap , and the bus and the vehicle behind in the lane-changing target lane Rear spacing is greater than the braking distance of the vehicle behind on the lane to be changed , then it is determined that the current lane gap on the target lane meets the requirements for the bus to change lanes, and the bus selects to leave the station by changing lanes at the moment. Otherwise, the bus selects not to leave the station by changing lanes at the

[0011] moment and sends a lane change request and a pre-lane change trajectory to the roadside intelligent unit RSU; Step Three: The roadside intelligent unit RSU calculates the time difference between the bus and the following social vehicle on the lane to be changed passing through the potential conflict point and compares it with the threshold . If , it is determined that when the bus leaves the station according to the pre-lane change trajectory, the following social vehicle on the lane to be changed will be affected by the bus lane change. The roadside intelligent unit RSU communicates with the social vehicle

[0012] and collects the preference strategy and trajectory data of the social vehicle . Otherwise, it does not continue to execute;

[0013] Step Four: The social vehicle K makes a lane change decision K . If >1, it is determined that the lane change requirement is met and it continues to determine whether the lane change condition is met: and . When both the lane change requirement and the lane change condition are met , it selects to change lanes. Otherwise, it does not change lanes and generates an avoidance speed

[0014] and continues to drive; Step Five: The roadside intelligent unit RSU communicates with the social vehicle and collects the preference strategy and trajectory data of . The preference strategy and trajectory data of are obtained by the on-vehicle computing unit of

[0015] Step Six: When the feedback strategy is to change lanes, the roadside intelligent unit RSU calculates the time difference Δ between the social vehicle affected by the bus leaving the station and the following social vehicle on the lane to be changed t 2 passing through the potential conflict point Compare, if Δ t 2 < , then it is determined that the social vehicle behind the lane-changing target lane is affected by the lane change. The intelligent road test unit RSU communicates with the social vehicle and collects its preference strategy and trajectory data; The preference strategy and trajectory data of are obtained by the in-vehicle computing unit of

[0016] Step Seven: When the feedback strategy is not to change lanes, the intelligent road test unit RSU calculates the social vehicle affected by the bus leaving the station and the social vehicle behind the current lane to obtain the inter-vehicle distance d , and determines the relationship between the inter-vehicle distance d and the minimum safety distance . If d< , then it is determined that the normal driving of the social vehicle behind the current lane is affected by the vehicle in front . The intelligent road test unit RSU communicates with the social vehicle and collects its preference strategy and trajectory data, The preference strategy and trajectory data of are obtained by the in-vehicle computing unit of

[0017] Step Eight: Update the social vehicle sample set affected by the bus leaving the station to , and determine whether it satisfies , where is the time from when the bus is expected to start changing lanes to the end of changing lanes. If it satisfies , execute Step Four; otherwise, output the final social vehicle sample set

[0018] affected by the bus leaving the station; .

[0019] As an optimization of the present invention, Step Two further includes:

[0020] Step Two One: Calculate ,

[0021] ;

[0022] Among them, is the distance between the vehicle in front of the target lane for lane change and the front of the bus;

[0023] Step Two: Calculate ,

[0024] ;

[0025] Among them, is the distance between the vehicle behind the target lane for lane change and the front of the bus, is the length of the bus body;

[0026] Step Two Three: Calculate ,

[0027] ;

[0028] In the formula represents the safe gap before lane change that the bus needs to maintain with the vehicle in front of the target lane for lane change, and respectively represent the vehicle speeds of the bus and the vehicle in front of the target lane for lane change at moment, represents the estimated lane change time of the bus, represents the steady-state time headway between the bus and the vehicle in front of the target lane for lane change after lane change;

[0029] Step Two Four: Calculate ,

[0030] ;

[0031] In the formula, represents the braking distance of the vehicle behind the target lane for lane change , and respectively represent the speed and braking acceleration of the vehicle behind the target lane for lane change at moment, r represents reaction time.

[0032] As a preference of the present invention, in Step Three, it further includes:

[0033] Step Three One: The RSU establishes a coordinate system , with the origin at the left end of the front bumper of the bus, and calculates the coordinates of the potential conflict point The end coordinates of the bus lane change curve are , the width of the social vehicle is , The calculation formula of

[0034] ;

[0035] The bus pre-lane-changing trajectory curve can be represented by a cubic polynomial:

[0036] ;

[0037] Among them, and represent the lateral and longitudinal positions of the left side of the bus front bumper, 、 、 、 are the parameters to be calibrated, and the adopted bus pre-lane-changing trajectory equation is:

[0038] ;

[0039] According to the given value, the value can be calculated, and thus the coordinates of the potential conflict point ;

[0040] Step 3-2: Calculate the trajectory length of the bus from the lane-changing point to the potential conflict point ,

[0041] ;

[0042] In the formula, is the first derivative of the ordinate of the bus lane-changing trajectory;

[0043] Step 3-3: Calculate the distance from the following social vehicle in the target lane to the potential conflict point, where d 1 represents the longitudinal headway between the bus and the following social vehicle in the target lane;

[0044] ;

[0045] Step 3-4: Calculate the time difference between the bus and the following social vehicle in the target lane passing through the potential conflict point ;

[0046] ;

[0047] In the formula, represents the average speed of the bus lane change.

[0048] As a preference of the present invention, step 4 further includes:

[0049] Step Four One: Calculate the lane-changing demand of social vehicles and K ,

[0050] ;

[0051] represents the vehicle speed of the bus at moment, represents the vehicle speed of the vehicle in front on the lane-changing target lane at moment;

[0052] Step Four Two: Social vehicles judge the lane-changing conditions,

[0053] calculate and :

[0054] ;

[0055] Among them, is the distance between the vehicle in front on the lane-changing target lane and the front of the social vehicle ,

[0056] ;

[0057] Among them, is the distance between the vehicle behind on the target lane and the front of the social vehicle ,

[0058] is body length;

[0059] Calculate and :

[0060] ;

[0061] In the formula, represents the minimum safe pre-lane-changing gap that needs to be maintained with the vehicle in front on the lane-changing target lane , and respectively represent and the vehicle in front on the lane-changing target lane at moment, represents the social vehicle estimated lane-changing time, represents after the lane-changing ends and the vehicle in front on the lane-changing target lane The steady-state workshop headway;

[0062] ;

[0063] In the formula, represents the braking distance of the vehicle behind in the target lane ; and respectively represent the speed and braking acceleration of the vehicle behind in the lane-changing target lane at moment; represents 's reaction time;

[0064] Step Four Three: Calculate the avoidance speed of the social vehicle ,

[0065] ;

[0066] Among them, represents the avoidance speed of the social vehicle at moment; represents the distance traveled from the current position to the potential conflict point; represents the time for the bus to reach the potential conflict point; represents the collision time threshold.

[0067] As a preference of the present invention, step six also includes:

[0068] Step Six One: The intelligent roadside unit RSU establishes a coordinate system , with the origin being the left end of the front bumper of the social vehicle , calculate the coordinates of the potential conflict point , the end point coordinates of the lane-changing curve of the social vehicle are ( ), the width of the social vehicle is , 's calculation formula is as follows:

[0069] ;

[0070] The lane-changing trajectory curve of the social vehicle can be represented by a cubic polynomial:

[0071] ;

[0072] Among them, and represent the lateral and longitudinal positions of the left side of the bumper of the social vehicle ; , , , is the parameter to be calibrated. The given pre-switching lane trajectory equation is:

[0073] ;

[0074] According to the given value, the value can be calculated, and thus the coordinates of the potential conflict point ;

[0075] Step 6-2: The intelligent road test unit RSU calculates the distance from the social vehicle to the potential conflict point ,

[0076] ;

[0077] In the formula, is the first derivative of the ordinate of the vehicle switching lane trajectory;

[0078] Step 6-3: The intelligent road test unit RSU calculates the distance from the social vehicle in the target lane of the social vehicle's lane change to the potential conflict point , where represents the longitudinal headway between the social vehicle and the social vehicle behind the target lane of the lane change;

[0079] ;

[0080] Step 6-4: The intelligent road test unit RSU calculates the time difference between the social vehicle and the social vehicle behind the target lane of the lane change passing through the potential conflict point

[0081] .

[0082] As a preference of the present invention, step 7 further includes:

[0083] Step 7-1: Calculate the workshop distance between the social vehicle affected by the bus leaving the station and the social vehicle behind the current lane d ,

[0084] ;

[0085] Step 7-2: Calculate the social vehicle affected by the bus leaving the station The minimum safe distance from the vehicle behind in the current lane ; ,

[0086] ;

[0087] Among them, represents the position of the social vehicle at moment, represents the position of the social vehicle at moment, represents the body length of the social vehicle ; represents the maximum deceleration of the social vehicle ; represents the maximum deceleration of the social vehicle ; represents the reaction time of the social vehicle ; represents the speed of the social vehicle at moment.

[0088] The beneficial effects of the present invention are as follows: By considering different driving decisions of social vehicles directly affected by bus lane changes, the judgment criteria for social vehicles indirectly affected by bus lane changes are classified and given. During the bus lane change, the sample set of affected social vehicles is iteratively expanded in sequence, and finally the vehicle cluster affected in the bus departure scenario is output, determining a more accurate range of influence of the bus lane change. Based on the vehicle ID information affected by the bus departure, the intelligent roadside unit RSU establishes a bus lane change departure cooperative control vehicle network for coordinating the bus departure. Therefore, through the established vehicle network, the functions of maximizing the saving of regional communication resources and assisting the bus to depart smoothly can be realized. BRIEF DESCRIPTION OF THE DRAWINGS

[0089] By referring to the following description in conjunction with the drawings, and with a more comprehensive understanding of the present invention, other objects and results of the present invention will become more apparent and easier to understand. In the drawings:

[0090] Figure 1 is a schematic diagram of the applicable scenario in this embodiment.

[0091] Figure 2 is a schematic diagram of the vehicle position relationship in the research scenario in this embodiment.

[0092] Figure 3 is a schematic diagram of the potential conflict of the bus lane change in this embodiment.

[0093] Figure 4 is a schematic diagram of the potential conflict of the lane change of the social vehicle in this embodiment.

[0094] Figure 5 This is the operation flowchart in this embodiment.

[0095] Figure 6 This is the schematic diagram of the vehicle position in the case scenario in this embodiment.

[0096] Figure 7 This is the schematic diagram of the bus co - control vehicle networking in the case scenario in this embodiment.

[0097] Figure 8 This is the schematic diagram of the preset parameters in this embodiment. Detailed implementation manners

[0098] Refer to Figure 1-8 As shown, in the case scenario of this embodiment, the positions of the bus and the social vehicles are Figure 6 described as follows: The bus is located at the center of the bay. The following - distance of the social vehicles in the first lane is 50 m, and the following - distance of the social vehicles in the second lane is 40 m. The social vehicles in the two lanes are evenly arranged and travel at a constant speed along the direction of the traffic flow.

[0099] The values of the preset parameters involved in this embodiment are as shown in the parameter table in Figure 8 .

[0100] The calculation steps are as follows:

[0101] Step 1: The bus is connected to the intelligent roadside unit through a sensor and obtains the driving state of the social vehicles in the target lane at the moment. The driving state includes: 、 、 、 、 ;

[0102] Among them, represents the driving speed of the social vehicle at the moment, represents the driving acceleration of the social vehicle at the moment, represents the abscissa position of the social vehicle at the moment, represents the ordinate position of the social vehicle at the moment, represents the heading angle of the social vehicle at the moment;

[0103] Step 2: The bus judges the lane - changing conditions. From the set scenario position information, it is known that: = = 20.75 m. Also = 0 km / h, = 50 km / h , Therefore , = 0 m. , and substituting = 50 km / h, = 1 s into it, we can get: = 23.09 m. Since , it is determined that the bus cannot achieve lane-changing and exiting the station at moment, and sends a bus lane-changing request and a pre-lane-changing trajectory to the intelligent roadside unit RSU through the intelligent networked environment.

[0104] Step 3: After receiving the bus lane-changing information, the intelligent roadside unit RSU calculates the time difference between the social vehicle in the target lane and the bus passing through the potential conflict point and compares it with the threshold In this embodiment, it is assumed that after the bus finishes lane-changing, it maintains the same speed and a stable following distance (i.e., the minimum safety distance) with the social vehicle , and the stable following distance = = 27.78 m. Thus, the coordinate of the bus lane-changing end point is obtained as: (34.64, 3.25); According to the formula: , substituting = 3.25 m, = 1.7 m into it, we can get: = 1.55 m. Substituting = 1.55 m into the bus lane-changing trajectory formula: , we can get = 16.79 m. By performing a definite integral on the lane-changing curve of the bus from the lane-changing point to the potential conflict point, the trajectory length from the lane-changing point to the potential conflict point can be obtained as: = 20.49 m.

[0105] The distance from the social vehicle to the potential conflict point = 46.04 m, and the distance from the social vehicle to the potential conflict point = 95.99 m. The time differences from = 3.31 s, . And the travel time of the bus from the lane-changing point to the potential conflict point is: .because ,and , so we can judge whether the bus lane change behavior is The normal driving of The normal driving of other vehicles behind it will not be affected. Communication and interconnection, The preferred strategy trajectory information is transmitted to the intelligent drive test unit RSU.

[0106] Step 4: Calculate the preferred strategy trajectory information. Determine the social vehicle Lane changing conditions. , so A lane change requirement is generated. From the setting scene position information, we know: = =17.85m. =60km / h, =50km / h , so , = 0m. ,Will =60km / h, = 0.5s, =-10m / s^ 2 Substituting in, we get: =17.59m. and , so judging social vehicles Satisfy lane change conditions.

[0107] Step 5: Intelligent road test unit RSU and social vehicles Communicate and collect preference strategies and trajectory data, social vehicles The preferred strategy is lane changing and the lane changing trajectory is sent to the intelligent road test unit RSU through V2X technology.

[0108] Step 6: Calculation With the rear social vehicle of the target lane Time difference in passing potential conflict points With threshold In this embodiment, it is assumed that After the lane change is completed, Maintain the same speed and stable following distance (i.e. minimum safe distance), stable following distance = =33.33m, so we get The coordinates of the lane change end point are: (22.15, 3.5); according to the formula: ,Will =3.5m, =1.7m Substituting into the equation: =1.8m. =1.8m Bring in social vehicles Lane changing trajectory formula: , we can get =11.29m. By taking a definite integral of the lane-changing curve from the lane-changing point to the potential conflict point, we can get the trajectory length from the lane-changing point to the potential conflict point as: =14.06m.

[0109] Social Vehicles Distance to potential conflict points =33.44m, social vehicles Distance to potential conflict points =76.84m, which can be calculated respectively and from The time difference from the moment to the potential conflict point: =2.00s, =4.61s. The travel time from the lane change point to the potential conflict point is: .because ,and , so judge The lane-changing behavior of Normal driving will be affected. The normal driving of other vehicles behind it will not be affected. Communication and interconnection, The preferred strategy trajectory information is transmitted to the intelligent drive test unit RSU.

[0110] Calculate the preferred strategy trajectory information. Determine the social vehicle Since the scenario is a one-way two-lane urban road and private vehicles can only change lanes to the left, private vehicles in the second lane There is no left lane and the lane change conditions are not met.

[0111] Step 7: Calculation Social Vehicles With the car behind The workshop distance d Minimum safety distance Compare. Social Vehicles face The avoidance speed during lane change can be expressed as It is obtained that by substituting = 33.44 m, = 2 s, = 0.92 s, we can get: = 11.45 m / s. From the formula , we get d = 44.3 m. According to the formula = 13.22 m. Since d > , it is determined that at the moment, the avoidance behavior of the social vehicle facing lane change will not affect the normal driving of the following vehicle .

[0112] Step Eight: Iterate the position information at different moments, and calculate the distance between the social vehicle and the following vehicle and compare it with the minimum safety distance d . At the moment, d = 39.08 m, = 13.22 m. So d > , it is determined that at the moment, the avoidance behavior of the social vehicle towards lane change will not affect the normal driving of the following vehicle in the current lane. Similarly, it is obtained that , , , t + 5 moments, d are 33.86 m, 28.64 m, 23.42 m, and 18.20 m respectively, satisfying d > It is determined that the normal driving of the following vehicle is not affected. At moment, d = 12.98 m, = 13.22 m. At this time, d < It is determined that the normal driving of the following vehicle is affected and the number of the social vehicle is output: . Iterating moment, since = 7 s > , is the expected lane change time of the bus, so the iteration process is ended and the sample set of social vehicles affected by the bus lane change is output: + + .

[0113] Step Nine: Based on the vehicle ID information affected by the bus leaving the station, the RSU establishes a bus lane-changing and leaving-station cooperative control vehicle network. The communication nodes in the vehicle network are as follows: .

[0114] In the scenario applicable to this embodiment, the bus stop is a bay-type stop, located in the middle of the road section. The bus's lane-changing and leaving-station behavior is not affected by the traffic lights at the upstream and downstream intersections. Taking a one-way two-lane urban road as an example, the lanes are named Lane One and Lane Two from the outside to the inside in sequence. The social vehicles traveling within the road section are equipped with intelligent perception devices such as sensors and lidar and are traveling in an intelligent connected environment. The transmission of vehicle status information and the path decision-making and planning are both realized in real time, and communication delay and packet loss are not considered. The drivers of both social vehicles and bus vehicles are rational participants. When freely changing lanes, social vehicles all implement leftward lane changes in order to seek a higher driving speed.

[0115] The above is only the specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention can easily think of changes or substitutions, which should all be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A method for determining a communication node of a bus interchange exit cooperative control vehicle network, characterized in that: The following steps are involved: Step 1: The bus connects to the intelligent roadside unit through the sensor and obtains the driving status of the social vehicles in the target lane at time t. The driving status includes: v c (t), a c (t), x c (t), y c (t),θ c (t); Among them, v c (t) represents the speed of social vehicles at time t, a c (t) represents the driving acceleration of the social vehicle at time t, x c (t) represents the horizontal coordinate position of the social vehicle at time t, y c (t) represents the ordinate position of the social vehicle at time t, θ c (t) represents the heading angle of the social vehicle at time t; Step 2: The bus determines the lane-changing conditions. When the bus and the front vehicle C in the target lane are 1lc1 The front spacing Δy1 is greater than the front clearance for safe lane change The bus and the vehicle C behind in the lane change target lane 1rc1 The distance Δy2 behind the target lane is greater than the distance C behind the target lane. 1rc1 Braking distance If the gap between vehicles in the target lane at the current moment meets the lane-changing requirements of the bus, the bus chooses to change lanes and leave the station at time t. Otherwise, the bus chooses not to change lanes and leaves the station at time t and sends a lane-changing request and a pre-lane-changing trajectory to the roadside intelligent unit RSU; Step 3: The intelligent roadside unit RSU calculates the number of social vehicles C behind the bus and the target lane for lane change 1rci The time difference Δt1 passing the potential conflict point is equal to the threshold T M Compare, if Δt1 <T M It is determined that when the bus leaves the station according to the pre-lane-changing trajectory, the rear social vehicle C in the lane changing target lane 1rci Will be affected by the bus lane change, intelligent roadside unit RSU and social vehicle C 1rci Communicate and collect social vehicles C 1rci The preferred strategy and trajectory data, otherwise, will not be executed; Step 4: Social Vehicle C 1rci Lane change decision, C 1rci Calculate the lane changing demand K. If K>1, determine that the lane changing demand is met and continue to determine whether the lane changing conditions are met: and When C 1rci When both the lane changing demand and lane changing conditions are met, C 1rci Choose to change lanes, otherwise, C 1rci No lane change and avoidance speed Keep driving; Step 42: Social Vehicle C 1rci Determine lane-changing conditions. Calculate Δy3 and Δy4: in, The front vehicle C in the target lane for lane change 2lc1 With social vehicles C 1rci The distance between the front of the car, in, The target lane is the rear vehicle C. 2rc1 With social vehicles C 1rci The distance between the front of the car, C 1rci Body length; calculate and Represents C 1rci Need to change lanes with the front vehicle C in the target lane 2lc1 The minimum safe clearance before changing lanes, Indicates the target lane rear vehicle C 2rc1 The braking distance, Step 5: Intelligent roadside unit RSU and social vehicle C 1rci Communicate and collect C 1rci Preference strategies and trajectory data, C 1rci The preference strategy and trajectory data are provided by C 1rci The vehicle-mounted computing unit obtains the result, and the calculation steps are given in step 4; Step 6: When C 1rci When the feedback strategy is lane change, the intelligent roadside unit RSU calculates the social vehicles C affected by the bus leaving the station 1rci The vehicle C behind the lane change target lane 2rcj The time difference Δt2 passing the potential conflict point is equal to the threshold T M Compare, if Δt2 <T M , then it is determined that the social vehicle C behind the lane change target lane 2rcj C 1rci Lane changing impact, intelligent roadside unit RSU and social vehicles C 2rcj Communicate and collect C 2rcj Preference strategies and trajectory data; C 2rcj The preference strategy and trajectory data are provided by C 2rcj The on-board computing unit obtains the result, and the calculation steps are the same as step 4; Step 7: When C 1rci When the feedback strategy is no lane change, the intelligent roadside unit RSU calculates the social vehicles C affected by the bus leaving the station 1rci The social vehicle C behind the current lane 1fck The workshop distance d is determined by the workshop distance d and the minimum safety distance If the relationship between Then judge that the social vehicle C behind the current lane 1fck The normal driving of the vehicle is affected by the front vehicle C 1rci The impact of intelligent roadside unit RSU and social vehicle C 1fck Communicate and collect C 1fck Preference strategies and trajectory data, C 1fck The preference strategy and trajectory data are provided by C 1fck The on-board computing unit obtains the result, and the calculation steps are the same as step 4; Step Eight: Update the social vehicle sample set C affected by the bus leaving the station 1rci to C 1rci + C 2rcj + C 1fck , and determine whether t < T1 is satisfied, where T1 is the time expected for the bus to execute lane change until the end of lane change. If t < T1 is satisfied, execute Step Four; otherwise, output the final social vehicle sample set C affected by the bus leaving the station 1rci + C 2rcj + C 1fck (i = 1, 2, …, n; j = 1, 2, …, n; k = 1, 2, …, n;); Step 9: Based on the ID information of the vehicle that affects the bus exit, the intelligent roadside unit RSU establishes a bus interchange exit cooperative control vehicle network. The communication nodes in the vehicle network are: C 1rci +C 2rcj +C 1fck +Bus+RSU.

2. A method for determining a communication node of a bus interchange exit cooperative control vehicle network according to claim 1, characterized in that: Step 2 also includes: Step 21: Calculate Δy1, in, The distance between the front vehicle in the target lane and the front of the bus; Step 22: Calculate Δy2, in, is the distance between the rear vehicle in the target lane and the front of the bus, l b is the length of the bus body; Step 23: Calculation In the formula, represents the safe lane-changing gap that the bus needs to maintain with the vehicle in front of the target lane, v b (t) and They represent the speed of the bus and the vehicle in front of the target lane at time t, T1 represents the estimated lane-changing time of the bus, and τ represents the steady-state headway between the bus and the vehicle in front of the target lane after the lane change is completed; Step 24: Calculation In the formula, Indicates the vehicle C behind the target lane for lane change 1rc1 The braking distance, and They represent the speed and braking acceleration of the vehicle in the target lane at time t, Represents C 1rc1 reaction time.

3. The method for determining the communication node of the bus interchange exit cooperative control vehicle network according to claim 1, characterized in that: Step three also includes: Step 31: RSU establishes the coordinate system xOy, with the origin being the left end of the front bumper of the bus, and calculates the coordinates of the potential conflict point (x co ,y co ), the end point coordinate of the bus lane change curve is (x be ,y be ), the social vehicle width is w c ,y co The calculation formula is as follows: y co =y be -w c ; The bus pre-lane change trajectory curve is expressed by a cubic polynomial: Among them, x b and b represents the lateral and longitudinal positions of the left side of the bus front bumper, a0, a1, a2, a3 are the parameters to be calibrated, and the bus pre-lane change trajectory equation used is: According to the given y co The value is calculated to get x co value, thus obtaining the coordinates of the potential conflict point (x co ,y co ); Step 32: Calculate the bus's trajectory length L from the lane change point to the potential conflict point b , In the formula, It is the first derivative of the ordinate of the orbital trajectory; Step 33: Calculate the number of vehicles C behind the target lane 1rci Distance to potential conflict points Among them, d1 represents the bus and the social vehicle C behind the target lane 1rci The longitudinal headway between the Step 34: Calculate the time difference Δt1 between the bus and the rear social vehicle in the target lane passing the potential conflict point; In the formula, represents the average lane-changing speed of buses, Represents the rear social vehicle C in the target lane 1rci The speed at time t.

4. The method for determining the communication node of the bus interchange exit cooperative control vehicle network according to claim 1, characterized in that: Step 4 also includes: Step 41: Calculate social vehicles C 1rci The lane change demand K, v b (t) represents the speed of the bus at time t, Indicates the vehicle C in the target lane for lane change 2lc1 The vehicle speed at time t; Step 42 also includes: In the formula, and Respectively represent C 1rci The vehicle in front of the target lane C 2lc1 The speed of the vehicle at time t, T2 represents the speed of the social vehicle C 1rci The estimated lane change time, τ, is the time after the lane change is completed. 1rci The vehicle in front of the target lane C 2lc1 The steady-state workshop time interval; In the formula, and They represent the speed and braking acceleration of the vehicle in the target lane at time t, Represents C 2rc1 Response time; Step 43: Calculate social vehicles C 1rci The avoidance speed in, Represents social vehicle C 1rci The avoidance speed at time t; Represents C 1rci The distance from the current position to the potential conflict point; T b Indicates the time when the bus reaches the potential conflict point; T M Indicates the collision time threshold.

5. The method for determining the communication node of the bus interchange exit cooperative control vehicle network according to claim 1, characterized in that: Step six also includes: Step 61: The intelligent roadside unit RSU establishes a coordinate system x′Oy′, with the origin being the social vehicle C 1rci The left end of the front bumper calculates the coordinates of the potential conflict point (x′ co ,y′ co ), social vehicle C 1rci The coordinates of the end point of the lane-changing curve are The social vehicle width is w C , y′ co The calculation formula is as follows: Social Vehicle C 1rci The lane-changing trajectory curve is expressed by a cubic polynomial: in, and Represents social vehicle C 1rci The lateral and longitudinal positions of the left side of the bumper, a0, a1, a2, a3 are the parameters to be calibrated, and the given C 1rci The pre-lane-changing trajectory equation is: According to the given y′ co The value x′ is calculated co value, and thus obtain the coordinates of the potential conflict point (x′ co ,y′ co ); Step 62: Intelligent roadside unit RSU calculates social vehicle C 1rci Distance to potential conflict points In the formula, For vehicle C 1rci The first derivative of the ordinate of the lane-changing trajectory; Step 63: Intelligent roadside unit RSU calculates social vehicles C 1rci The rear social vehicle C in the lane change target lane 2rcj The distance from the current location to the potential conflict point Among them, d2 represents social vehicle C 1rci and the social vehicle C behind the lane change target lane 2rcj The longitudinal headway between the Step 64: Intelligent roadside unit RSU calculates social vehicle C 1rci The vehicle C behind the lane change target lane 2rcj The time difference Δt2 passing the potential conflict point, 6. The method for determining the communication node of the bus interchange exit cooperative control vehicle network according to claim 1, characterized in that: Step seven also includes: Step 71: Calculate the number of social vehicles C affected by the bus leaving the station 1rci The social vehicle C behind the current lane 1fck The workshop distance d, Step 72: Calculate the number of social vehicles C affected by the bus leaving the station 1rci The vehicle C behind the current lane 1fck Minimum safety distance in, Represents social vehicle C 1fck At the time t, Represents social vehicle C 1rci At the position at time t, Represents social vehicle C 1rci The length of the body, Represents social vehicle C 1fck The maximum deceleration rate, Represents social vehicle C 1rci The maximum deceleration rate, Represents social vehicle C 1fck The reaction time, Represents social vehicle C 1fck The speed at time t, Represents the rear social vehicle C in the target lane 1rci The speed at time t.

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