Hybrid vehicle group switching cooperative control method based on event triggering under communication interruption condition

Abstract

The invention relates to a hybrid vehicle group switching cooperative control method based on event triggering under a communication interruption condition, and belongs to the field of intelligent vehicles and intelligent traffic. According to the method, firstly, a mixed traffic scene including a networked automatic vehicle, an automatic driving vehicle and a traditional person driving vehicle is designed, and four sub-vehicle group division rules are formulated; then, establishing a longitudinal dynamic model of heterogeneous vehicles in the hybrid vehicle group considering communication interruption, including dynamic models of a networked automatic vehicle, an automatic driving vehicle and a traditional person driving vehicle; and when the communication of the leading networked automatic vehicle of the sub-vehicle group is interrupted, the vehicle degenerates into an automatic driving vehicle and is combined with the previous sub-vehicle group to form a new sub-vehicle group. In order to guarantee the stability of the switching process, a cooperative control strategy based on event triggering is established. According to the method, the vehicle state is controlled through the event trigger function, the consistency and stability of mixed vehicle group cooperative driving are ensured, and the influence of communication interruption on mixed vehicle group cooperative control is solved.

Description

Technical Field

[0001] The present invention belongs to the field of intelligent vehicles and intelligent transportation, and relates to a method for coordinated switching control of a mixed vehicle group based on event triggering under communication interruption conditions. Background Art

[0002] In the intelligent transportation system, the coordinated control of mixed vehicle groups is of great significance for improving road traffic efficiency, reducing traffic congestion, and reducing energy consumption and emissions. Through coordinated control, vehicles can maintain an appropriate distance and speed, thereby optimizing traffic flow and improving road use efficiency.

[0003] In the process of coordinated control of mixed vehicle groups, communication between vehicles is crucial. However, in actual traffic environments, due to various reasons (such as signal interference, equipment failure, etc.), communication between vehicles is often interrupted, which results in the vehicle being unable to obtain status information of other vehicles in a timely manner, thus affecting the effect of coordinated control. In addition, communication interruption often affects the continuous switching of mixed vehicle groups (such as the switching of small vehicle groups to large vehicle groups). In such a situation, the stability of the coordinated driving of mixed vehicle groups is even more difficult to ensure.

[0004] In order to solve the impact of communication interruption on the coordinated control of mixed vehicle groups, the present invention proposes a method for switching coordinated control of mixed vehicle groups based on event triggering. This method triggers control actions according to the relative distance, speed and other status information between vehicles to adjust the position, speed and acceleration of heterogeneous vehicles to ensure the consistency of the coordinated driving of mixed vehicle groups under communication interruption conditions. By consulting relevant literature, few literatures have studied the problem of switching coordinated control of mixed vehicle groups based on event triggering under communication interruption conditions. Therefore, how to more effectively improve the stability of coordinated driving of mixed vehicle groups under communication interruption conditions is a problem that needs to be studied. Summary of the invention

[0005] In view of this, the purpose of the present invention is to provide an event-triggered coordinated control method for switching of mixed vehicle groups under communication interruption conditions. The method can effectively ensure the consistent stability of coordinated driving during the switching of mixed vehicle groups under communication interruption conditions, thereby helping to improve the traffic efficiency of the road.

[0006] In order to achieve the above object, the present invention provides the following technical solutions:

[0007] A method for coordinated control of switching of a mixed vehicle group based on event triggering under a communication interruption condition, the method comprising the following steps:

[0008] S1: Design a mixed traffic scenario including connected autonomous vehicles (CAVs), autonomous driving vehicles (AVs), and traditional human-driven vehicles (HVs);

[0009] S2: Formulate sub-group division rules based on vehicle model characteristics and describe the changes in sub-groups caused by communication interruption;

[0010] S3: Establish a longitudinal dynamics model of heterogeneous vehicles in a mixed vehicle group considering communication interruption, including dynamics models of connected automated vehicles, autonomous vehicles and traditional human drivers;

[0011] S4: Establish an event-triggered collaborative control strategy to control vehicle status and ensure the consistency and stability of the collaborative driving of mixed vehicle groups.

[0012] Furthermore, in S1, a single lane includes M connected automatic vehicles, K autonomous driving vehicles and Q traditional human-driven vehicles, and M+K+Q=N, where N represents the total number of vehicles; the autonomous driving vehicle is equipped with sensors, including lidar, millimeter-wave radar and high-definition camera; the status information of the adjacent vehicle in front is obtained, including position, speed and acceleration information; the autonomous driving vehicle makes decisions autonomously and accurately controls its own driving status through the obtained status information; the connected automatic vehicle perceives the status information of the adjacent vehicle in front through sensors, and obtains the status information of other connected automatic vehicles through vehicle-to-vehicle communication technology, including position, speed and acceleration information; based on this information, the connected automatic vehicle controls its own vehicle status in real time.

[0013] Further, the S2 includes:

[0014] S21: Logical sub-car group division rules;

[0015] S22: Logical sub-vehicle group changes under communication interruption conditions;

[0016] S23: Kinematic description of mixed vehicle subgroups;

[0017] In S21, according to the characteristics of connected automatic vehicles, automatic driving vehicles and traditional human driving, there are four sub-vehicle group division rules, namely:

[0018] (1) A sub-group consists of a leading connected autonomous vehicle, k autonomous vehicles, and q traditional human-driven vehicles;

[0019] (2) A sub-group consists of a leading connected autonomous vehicle and k autonomous vehicles;

[0020] (3) A sub-group consists of a leading connected autonomous vehicle and q traditional human-driven vehicles;

[0021] (4) A sub-group contains only one leading connected automated vehicle;

[0022] In S22, the connected automatic vehicle is affected by communication failure while driving on the road and cannot obtain status information of other connected automatic vehicles. At this time, the connected automatic vehicle degenerates into an automatic driving vehicle, and the sub-vehicle group is reorganized with the previous sub-vehicle group to form a new sub-vehicle group;

[0023] In S23, the state of each sub-vehicle group approaches the state of the connected automatic vehicle, and the longitudinal kinematic model of each sub-vehicle group is defined as:

[0024]

[0025] Where P sub,l , V sub,l , A sub,l and L sub,l represents the position, velocity, acceleration and length of the lth sub-group at time t; and len represent the position, velocity, acceleration, and length of the leading connected automated vehicle in the lth sub-group at time t; represents the position of the last vehicle in the lth sub-group, * Indicates self-driving car or traditional human driving.

[0026] Further, in S3, the first vehicle in the first sub-group i The longitudinal driving behavior of the vehicle is expressed by a third-order linear model:

[0027]

[0028] In the formula, where p l,i ,v l,i and a l,i represents the first vehicle in the lth sub-group i The longitudinal position, velocity and acceleration of the vehicle; T l,i >0 represents the time constant of the power transmission system; u l,i (t-Ω l,i ) represents the first vehicle in the lth sub-group i The control input of the vehicle, Ω l,i represents the different delays of heterogeneous vehicles, and

[0029]

[0030] The S3 specifically includes the following steps:

[0031] S31: In the absence of communication failure, the leading connected automated vehicle of each sub-group obtains the status information of the leading connected automated vehicles of other sub-groups through vehicle-to-vehicle communication, and obtains the status information of the rear human-driven vehicle of the preceding adjacent sub-group through on-board sensors. The control input of the leading connected automated vehicle in the lth sub-group is expressed as:

[0032]

[0033] In the formula, and represents the position, velocity and acceleration of the leading connected automated vehicle in the lth sub-group, and represents the position, velocity and acceleration of the leading connected automated vehicle in the jth sub-group, represents the expected inter-vehicle distance between the leading connected automated vehicle in the l-th sub-group and the last vehicle in the l-1-th sub-group, represents the expected distance between the leading connected autonomous vehicle in the lth sub-group and the leading connected autonomous vehicle in the jth sub-group; and represents the position, velocity and acceleration control gains of the leading connected automated vehicle in the lth sub-group, τ l,0 and θ l,0 Indicates communication delay and perception delay;

[0034] In a mixed vehicle group, when one or several connected autonomous vehicles cannot obtain the status information of other connected autonomous vehicles due to communication interruption, the connected autonomous vehicle relies on the on-board sensors to measure the status information of the adjacent vehicles in front to control its own behavior. The connected autonomous vehicle degenerates into an autonomous vehicle, the communication topology of the mixed vehicle group changes, and the dynamic model of the connected autonomous vehicle is switched to the dynamic model of the autonomous vehicle.

[0035] S32: The autonomous driving vehicle has no communication function. The autonomous driving vehicle in the lth sub-vehicle group obtains the status information of the adjacent vehicle in front according to the on-board sensor, and adjusts the status of its own vehicle according to this information. The longitudinal dynamics model of the autonomous driving vehicle in the lth sub-vehicle group is expressed as:

[0036]

[0037] In the formula, and Indicates the lth sub-group i The position, velocity and acceleration of the autonomous vehicle, and represents the position, velocity and acceleration of the i-1th autonomous driving vehicle in the lth sub-group, and represents the position, velocity and acceleration control gain of the autonomous driving vehicle in the lth sub-group; Indicates the lth sub-group i The expected distance between two autonomous vehicles;

[0038] When the leading connected autonomous vehicle in the lth sub-group has a communication interruption, the connected autonomous vehicle degenerates into an autonomous vehicle, and the longitudinal dynamics model of the connected autonomous vehicle with the communication interruption is switched to the longitudinal dynamics model of the autonomous vehicle; at the same time, the lth sub-group is reorganized with the previous sub-group to form a new sub-group;

[0039] S33: An improved IDM model considering the driver's randomness and reaction delay is proposed. The dynamic model of the i-th traditional human-driven vehicle in the l-th sub-vehicle group is expressed as:

[0040]

[0041] In the formula, represents the first vehicle in the lth sub-group i The speed of a traditional human car, a, b and c represent the maximum acceleration, comfortable deceleration and acceleration index respectively; and represents the expected and actual distance between the i-th traditional human-driven vehicle and the vehicle in front in the l-th sub-vehicle group; represents the reaction delay of the i-th traditional human driver in the l-th sub-group, v des represents the expected speed of the vehicle; δ a represents the acceleration noise generated by the driver's random operation, d0 and T represent the minimum distance and expected time interval between vehicles; It represents the speed difference between the i-th traditional human-driven vehicle and its adjacent vehicle in front of the l-th sub-vehicle group.

[0042] Furthermore, in S4, when the leading connected automatic vehicle in the sub-vehicle group has a communication interruption, the connected automatic vehicle degenerates into an automatic driving vehicle, and the current sub-vehicle group is merged with the previous adjacent sub-vehicle group to switch into a new sub-vehicle group; a mixed vehicle group switching collaborative control strategy based on event triggering is established;

[0043] The S4 specifically includes the following steps:

[0044] S41: Set the event triggering time of the i-th vehicle in the l-th vehicle group to t l,i,k , k = 0, 1, ..., and define the event trigger function of the i-th vehicle in the l-th sub-group as:

[0045]

[0046] In the formula, is the state measurement error, and xl,i =[p l,i ,v l,i ,a l,i ] T , that is, the i-th vehicle in the l-th sub-group is at t l,i,k The difference between the state at time t and the current state at time t, * represents the vehicle type, including CAV, AV or HV; Used to quantify the state measurement error of the i-th vehicle in the l-th sub-group, represents the upper threshold of the state measurement error of the i-th vehicle in the l-th sub-vehicle group, represents the position difference Δp between the i-th vehicle in the l-th sub-group and the adjacent vehicle in front l,i , speed difference Δv l,i and acceleration difference Δa l,i The matrix of λ and δ is κ ∞ Class function, ρ * is the scaling factor of the trigger condition of heterogeneous vehicle events, and 0<ρ * <1;

[0047] S42: When the i-th vehicle in the l-th vehicle group can quickly track the state of the adjacent vehicle in front, become very small When the distance between the i-th vehicle in the l-th sub-group and the adjacent vehicle in front is much greater than the expected distance, Become very big It indicates that the state of the i-th vehicle in the l-th sub-group cannot be consistent with the state of the preceding vehicle, that is, the event is triggered. The event triggering time of the i-th vehicle in the l-th sub-group is t l,i,k pass Solve and get the control input of the i-th vehicle in the l-th sub-vehicle group: And the triggering time status Update once, Then the next trigger time is obtained through the event trigger function, and the trigger time t is obtained accordingly. l,i,k+1 , t l,i,k+2 , ...; Between the two triggering moments, the control input of the i-th vehicle in the l-th vehicle group remains constant, that is, for t∈[t l,i,k+n ,t l,i,k+n+1 ),have

[0048] The beneficial effects of the present invention are as follows: the present invention utilizes intelligent network connection technology and automatic driving technology to obtain status information of heterogeneous vehicles, and designs a mixed vehicle group switching collaborative control method based on event triggering under communication interruption conditions. This method can improve the traffic efficiency and safety of road traffic, and provide a new idea for solving new mixed traffic congestion.

[0049] Other advantages, objectives and features of the present invention will be described in the following description to some extent, and to some extent, will be obvious to those skilled in the art based on the following examination and study, or can be taught from the practice of the present invention. The objectives and other advantages of the present invention can be realized and obtained through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be described in detail below in conjunction with the accompanying drawings, wherein:

[0051] Figure 1 This is a schematic diagram of a new hybrid traffic scenario of the present invention;

[0052] Figure 2 This is a schematic diagram of the logical vehicle group division rules of the present invention:

[0053] Figure 3 This is a schematic diagram of the logical vehicle group switching under the communication interruption condition of the present invention. DETAILED DESCRIPTION

[0054] The following describes the embodiments of the present invention by specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments only illustrate the basic concept of the present invention in a schematic manner, and the following embodiments and features in the embodiments can be combined with each other without conflict.

[0055] Among them, the drawings are only used for illustrative explanations, and they only represent schematic diagrams rather than actual pictures, and should not be understood as limitations on the present invention. In order to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of actual products. For those skilled in the art, it is understandable that some well-known structures and their descriptions in the drawings may be omitted.

[0056] The same or similar numbers in the drawings of the embodiments of the present invention correspond to the same or similar parts; in the description of the present invention, it should be understood that if the terms "upper", "lower", "left", "right", "front", "rear", etc. indicate the orientation or position relationship, they are based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation. Therefore, the terms describing the position relationship in the drawings are only used for illustrative purposes and cannot be understood as limiting the present invention. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0057] See also Figure 1 to Figure 3 , which is an event-triggered coordinated control method for mixed vehicle group switching under communication interruption conditions.

[0058] The method for coordinated control of switching of mixed traffic vehicle groups based on event triggering under communication interruption conditions of the present invention comprises the following steps:

[0059] S1. Design a mixed traffic scenario that is suitable for future roads;

[0060] S2. Give the logical sub-group division rules and kinematic description considering communication interruption;

[0061] S3, constructing a longitudinal dynamics model of heterogeneous vehicles in a mixed vehicle group under communication interruption conditions;

[0062] S4. Establish a coordinated control strategy for switching of mixed traffic groups based on event triggering.

[0063] Furthermore, in S1, a single lane contains M connected autonomous vehicles, K autonomous vehicles, and Q traditional human-driven vehicles, and M+K+Q=N, where N represents the total number of vehicles. Figure 1 As shown. Self-driving cars are equipped with advanced sensors (such as laser radar, millimeter wave radar, high-definition camera, etc.), which can accurately obtain the status information of the adjacent vehicles in front (such as position, speed and acceleration information, etc.). Through the obtained status information, the self-driving car can make decisions independently and accurately control its own driving status; the networked automatic car can not only perceive the status information of the adjacent front vehicle through sensors, but also obtain the status information of other networked automatic cars (such as position, speed and acceleration information, etc.) through vehicle-to-vehicle communication technology. Based on this information, the networked automatic car can control its own vehicle status in real time. In contrast, traditional human driving only relies on the driver's eyes to obtain the status information of the vehicle in front, and cannot directly control the vehicle. In other words, the driving status of traditional human driving needs to closely follow the driving status of the adjacent vehicles in front of them.

[0064] Further, S2 includes the following steps:

[0065] S21, logical sub-vehicle group division rules;

[0066] S22, logical sub-vehicle group changes under communication interruption conditions;

[0067] S23, kinematic description of mixed vehicle subgroups;

[0068] Furthermore, in S21, according to the characteristics of connected automatic vehicles, self-driving vehicles and traditional human driving, there are four sub-vehicle group division rules, such as Figure 2 As shown, they are:

[0069] (1) A sub-group consists of a leading connected autonomous vehicle, k autonomous vehicles, and q traditional human-driven vehicles;

[0070] (2) A sub-group consists of a leading connected autonomous vehicle and k autonomous vehicles;

[0071] (3) A sub-group consists of a leading connected autonomous vehicle and q traditional human-driven vehicles;

[0072] (4) A sub-group contains only one leading connected automated vehicle.

[0073] Furthermore, in S22, the connected automatic vehicle is susceptible to communication failure while driving on the road, resulting in the inability to obtain status information of other connected automatic vehicles. At this time, the connected automatic vehicle degenerates into an autonomous driving vehicle, and the sub-group will be reorganized with the previous sub-group to form a new sub-group, that is, a small sub-group is switched to a large sub-group, such as Figure 3 shown.

[0074] from Figure 2 It can be seen from the figure that when the communication of the connected automatic vehicle in the second sub-group is interrupted, the connected automatic vehicle at this time cannot obtain the status information of other connected automatic vehicles, so the second sub-group and the first sub-group form a new sub-group, such as Figure 3 As shown in the sub-car group 1 in .

[0075] Furthermore, in S23, in order to ensure the stability of the mixed vehicle group, the state of each sub-vehicle group approaches the state of the connected automatic vehicle, and the longitudinal kinematic model of each sub-vehicle group can be defined as:

[0076]

[0077] Where P sub,l , V sub,l , A sub,l and L sub,l Represents the position, velocity, acceleration and length of the lth sub-group at time t. and len represent the position, velocity, acceleration, and length of the leading connected automated vehicle in the lth sub-group at time t. represents the position of the last vehicle in the lth sub-group, * Indicates self-driving car or traditional human driving.

[0078] Furthermore, in S3, the first vehicle in the lth sub-group i The longitudinal driving behavior of the vehicle can be expressed by a third-order linear model:

[0079]

[0080] In the formula, where p l,i ,v l,i and a l,i represents the first vehicle in the lth sub-group i The longitudinal position, velocity and acceleration of the vehicle; T l,i >0 represents the time constant of the power transmission system; u l,i (t-Ω l,i ) represents the first vehicle in the lth sub-group i The control input of the vehicle, Ω l,i represents the different delays of heterogeneous vehicles, and

[0081]

[0082] Furthermore, in S3, the following steps are specifically included:

[0083] S31: In the absence of communication failure, the leading connected automated vehicle of each sub-group obtains the status information of the leading connected automated vehicles of other sub-groups through vehicle-to-vehicle communication, and obtains the status information of the rear human-driven vehicles of the preceding adjacent sub-group through on-board sensors. Then, the control input of the leading connected automated vehicle in the lth sub-group can be expressed as:

[0084]

[0085] In the formula, and represents the position, velocity and acceleration of the leading connected automated vehicle in the lth sub-group, and represents the position, velocity and acceleration of the leading connected automated vehicle in the jth sub-group, represents the expected inter-vehicle distance between the leading connected automated vehicle in the l-th sub-group and the last vehicle in the l-1-th sub-group, represents the expected distance between the leading connected automated vehicle in the lth sub-group and the leading connected automated vehicle in the jth sub-group. and represents the position, velocity and acceleration control gains of the leading connected automated vehicle in the lth sub-group, τ l,0 and θ l,0 Represents communication delay and perception delay.

[0086] In a mixed vehicle group, when one or several connected automated vehicles are unable to obtain status information of other connected automated vehicles due to communication interruption, the connected automated vehicles can only rely on on-board sensors to measure the status information of the adjacent vehicles in front to control their own behavior. In other words, the connected automated vehicle degenerates into an autonomous driving vehicle, and the communication topology of the mixed vehicle group will also change. Then the dynamic model of the connected automated vehicle will be switched to the dynamic model of the autonomous driving vehicle.

[0087] S32: Since the autonomous driving vehicle has no communication function, the autonomous driving vehicle in the lth sub-group can only obtain the status information of the adjacent vehicle in front according to the on-board sensor, and adjust the status of its own vehicle according to this information. Then the longitudinal dynamic model of the autonomous driving vehicle in the lth sub-group can be expressed as:

[0088]

[0089] In the formula, and Indicates the lth sub-group i The position, velocity and acceleration of the autonomous vehicle, and represents the position, velocity and acceleration of the i-1th autonomous driving vehicle in the lth sub-group, and represents the position, velocity and acceleration control gain of the autonomous driving vehicle in the lth sub-group; Indicates the lth sub-group i The expected inter-vehicle distance between two autonomous vehicles.

[0090] When the leading connected vehicle in the lth sub-group suddenly loses communication, the connected vehicle degenerates into an autonomous vehicle, that is, the longitudinal dynamics model of the connected vehicle with communication loss switches to the longitudinal dynamics model of the autonomous vehicle. At the same time, the lth sub-group needs to be reorganized with the previous sub-group to form a new sub-group.

[0091] S33: In order to more realistically describe the driving behavior of traditional people, an improved IDM model considering the driver's randomness and reaction delay is proposed. i The dynamic model of a traditional human-driven vehicle can be expressed as:

[0092]

[0093] In the formula, represents the first vehicle in the lth sub-group i The speed of a traditional human car, a, b and c represent the maximum acceleration, comfortable deceleration and acceleration index respectively; and represents the first vehicle in the lth sub-group i The expected and actual distance between a traditional human driver and the vehicle in front; represents the first vehicle in the lth sub-group i The reaction time of a traditional human driver is v des represents the expected speed of the vehicle; δ a represents the acceleration noise generated by the driver's random operation, d0 and T represent the minimum distance and expected time interval between vehicles; represents the first vehicle in the lth sub-group i The speed difference between a traditional human-driven vehicle and the vehicle in front of it.

[0094] Furthermore, in S4, when the leading connected automatic vehicle in the sub-group has a communication interruption, the connected automatic vehicle degenerates into an automatic driving vehicle, and the current sub-group is merged with the previous adjacent sub-group to switch into a new sub-group. In order to ensure the stability of the mixed vehicle group switching under the condition of communication interruption, a mixed vehicle group switching cooperative control strategy based on event triggering is established.

[0095] Furthermore, in S4, the following steps are specifically included:

[0096] S41: Set the event triggering time of the i-th vehicle in the l-th vehicle group to t l,i,k , k = 0, 1, ..., and define the event trigger function of the i-th vehicle in the l-th sub-group as:

[0097]

[0098] In the formula, is the state measurement error, and x l,i =[p l,i ,v l,i ,a l,i ] T , that is, the i-th vehicle in the l-th sub-group is at t l,i,k The difference between the state at time t and the current state at time t, where * represents the vehicle type (CAV, AV, or HV); Used to quantify the state measurement error of the i-th vehicle in the l-th sub-group, represents the upper threshold of the state measurement error of the i-th vehicle in the l-th sub-vehicle group, represents the position difference Δp between the i-th vehicle in the l-th sub-group and the adjacent vehicle in front l,i , speed difference Δv l,i and acceleration difference Δal,i The matrix of λ and δ is κ ∞ Class function, ρ * is the scaling factor of the trigger condition of heterogeneous vehicle events, and 0<ρ * <1.

[0099] S42: When the i-th vehicle in the l-th sub-vehicle group can quickly track the state of the adjacent vehicle in front, then will become very small, making When the distance between the i-th vehicle in the l-th sub-group and the adjacent vehicle in front is much greater than the expected distance, will become so large that therefore, It indicates that the state of the i-th vehicle in the l-th sub-group cannot be consistent with the state of the preceding vehicle, that is, the event is triggered. The event triggering time of the i-th vehicle in the l-th sub-group is t l,i,k Can be Solve and get the control input of the i-th vehicle in the l-th sub-vehicle group: And the triggering time status Update once, this time Then the next trigger time is obtained through the event trigger function, and the trigger time t is obtained accordingly. l,i,k+1 , t l,i,k+2 , .... Between the two triggering moments, the control input of the i-th vehicle in the l-th vehicle group remains constant, that is, for t∈[t l,i,k+n ,t l,i,k+n+1 ),have

[0100] 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, which should be included in the scope of the claims of the present invention.

Claims

1. A method for coordinated control of switching of mixed-vehicle groups under communication interruption conditions based on event triggering, characterized in that: The method comprises the following steps: S1: Design a mixed traffic scenario including connected autonomous vehicles (CAVs), autonomous driving vehicles (AVs), and traditional human-driven vehicles (HVs); S2: Formulate sub-group division rules based on vehicle model characteristics and describe the changes in sub-groups caused by communication interruption; S3: Establish a longitudinal dynamics model of heterogeneous vehicles in a mixed vehicle group considering communication interruption, including dynamics models of connected automated vehicles, autonomous vehicles and traditional human drivers; S4: Establish an event-triggered collaborative control strategy to control vehicle status and ensure the consistency and stability of the collaborative driving of mixed vehicle groups.

2. The method for coordinated control of switching of mixed-vehicle groups based on event triggering under communication interruption conditions according to claim 1 is characterized in that: In S1, a single lane includes M connected automatic vehicles, K self-driving vehicles and Q traditional human-driven vehicles, and M+K+Q=N, where N represents the total number of vehicles; the self-driving vehicle is equipped with sensors, including lidar, millimeter-wave radar and high-definition camera; the status information of the adjacent vehicle in front is obtained, including position, speed and acceleration information; the self-driving vehicle makes decisions independently and accurately controls its own driving status through the obtained status information; the connected automatic vehicle perceives the status information of the adjacent vehicle in front through sensors, and obtains the status information of other connected automatic vehicles through vehicle-to-vehicle communication technology, including position, speed and acceleration information; based on this information, the connected automatic vehicle controls its own vehicle status in real time.

3. The method for coordinated control of switching of mixed-vehicle groups based on event triggering under communication interruption conditions according to claim 1 is characterized in that: The S2 includes: S21: Logical sub-car group division rules; S22: Logical sub-vehicle group changes under communication interruption conditions; S23: Kinematic description of mixed vehicle subgroups; In S21, according to the characteristics of connected automatic vehicles, automatic driving vehicles and traditional human driving, there are four sub-vehicle group division rules, namely: (1) A sub-group consists of a leading connected autonomous vehicle, k autonomous vehicles, and q traditional human-driven vehicles; (2) A sub-group consists of a leading connected autonomous vehicle and k autonomous vehicles; (3) A sub-group consists of a leading connected autonomous vehicle and q traditional human-driven vehicles; (4) A sub-group contains only one leading connected automated vehicle; In S22, the connected automatic vehicle is affected by communication failure while driving on the road and cannot obtain status information of other connected automatic vehicles. At this time, the connected automatic vehicle degenerates into an automatic driving vehicle, and the sub-vehicle group is reorganized with the previous sub-vehicle group to form a new sub-vehicle group; In S23, the state of each sub-vehicle group approaches the state of the connected automatic vehicle, and the longitudinal kinematic model of each sub-vehicle group is defined as: Where P sub,l , V sub,l , A sub,l and L sub,l represents the position, velocity, acceleration and length of the lth sub-group at time t; and len represent the position, velocity, acceleration, and length of the leading connected automated vehicle in the lth sub-group at time t; represents the position of the last vehicle in the lth sub-group, * Indicates self-driving car or traditional human driving.

4. The method for coordinated control of switching of mixed-vehicle groups based on event triggering under communication interruption conditions according to claim 3 is characterized in that: In S3, the first vehicle in the lth sub-group i The longitudinal driving behavior of the vehicle is expressed by a third-order linear model: In the formula, where p l,i ,v l,i and a l,i represents the first vehicle in the lth sub-group i The longitudinal position, velocity and acceleration of the vehicle; T l,i >0 represents the time constant of the power transmission system; u l,i (t-Ω l,i ) represents the first vehicle in the lth sub-group i The control input of the vehicle, Ω l,i represents the different delays of heterogeneous vehicles, and The S3 specifically includes the following steps: S31: In the absence of communication failure, the leading connected automated vehicle of each sub-group obtains the status information of the leading connected automated vehicles of other sub-groups through vehicle-to-vehicle communication, and obtains the status information of the rear human-driven vehicle of the preceding adjacent sub-group through on-board sensors. The control input of the leading connected automated vehicle in the lth sub-group is expressed as: In the formula, and represents the position, velocity and acceleration of the leading connected automated vehicle in the lth sub-group, and represents the position, velocity and acceleration of the leading connected automated vehicle in the jth sub-group, represents the expected inter-vehicle distance between the leading connected automated vehicle in the l-th sub-group and the last vehicle in the l-1-th sub-group, represents the expected distance between the leading connected autonomous vehicle in the lth sub-group and the leading connected autonomous vehicle in the jth sub-group; and represents the position, velocity and acceleration control gains of the leading connected automated vehicle in the lth sub-group, τ l,0 and θ l,0 Indicates communication delay and perception delay; In a mixed vehicle group, when one or several connected autonomous vehicles cannot obtain the status information of other connected autonomous vehicles due to communication interruption, the connected autonomous vehicle relies on the on-board sensors to measure the status information of the adjacent vehicles in front to control its own behavior. The connected autonomous vehicle degenerates into an autonomous vehicle, the communication topology of the mixed vehicle group changes, and the dynamic model of the connected autonomous vehicle is switched to the dynamic model of the autonomous vehicle. S32: The autonomous driving vehicle has no communication function. The autonomous driving vehicle in the lth sub-vehicle group obtains the status information of the adjacent vehicle in front according to the on-board sensor, and adjusts the status of its own vehicle according to this information. The longitudinal dynamics model of the autonomous driving vehicle in the lth sub-vehicle group is expressed as: In the formula, and Indicates the lth sub-group i The position, velocity and acceleration of the autonomous vehicle, and represents the position, velocity and acceleration of the i-1th autonomous driving vehicle in the lth sub-group, and represents the position, velocity and acceleration control gain of the autonomous driving vehicle in the lth sub-group; Indicates the lth sub-group i The expected distance between two autonomous vehicles; When the leading connected autonomous vehicle in the lth sub-group has a communication interruption, the connected autonomous vehicle degenerates into an autonomous vehicle, and the longitudinal dynamics model of the connected autonomous vehicle with the communication interruption is switched to the longitudinal dynamics model of the autonomous vehicle; at the same time, the lth sub-group is reorganized with the previous sub-group to form a new sub-group; S33: An improved IDM model considering the driver's randomness and reaction delay is proposed. The dynamic model of the i-th traditional human-driven vehicle in the l-th sub-vehicle group is expressed as: In the formula, represents the first vehicle in the lth sub-group i The speed of a traditional human car, a, b and c represent the maximum acceleration, comfortable deceleration and acceleration index respectively; and represents the expected and actual distance between the i-th traditional human-driven vehicle and the vehicle in front in the l-th sub-vehicle group; represents the reaction delay of the i-th traditional human driver in the l-th sub-group, v des represents the expected speed of the vehicle; δ a represents the acceleration noise generated by the driver's random operation, d0 and T represent the minimum distance and expected time interval between vehicles; It represents the speed difference between the i-th traditional human-driven vehicle and its adjacent vehicle in front of the l-th sub-vehicle group.

5. The method for coordinated control of switching of mixed-vehicle groups based on event triggering under communication interruption conditions according to claim 4 is characterized in that: In S4, when the leading connected automatic vehicle in the sub-vehicle group has a communication interruption, the connected automatic vehicle degenerates into an automatic driving vehicle, and the current sub-vehicle group is merged with the previous adjacent sub-vehicle group to switch to a new sub-vehicle group; a mixed vehicle group switching collaborative control strategy based on event triggering is established; The S4 specifically includes the following steps: S41: Set the event triggering time of the i-th vehicle in the l-th vehicle group to t l,i,k , k = 0, 1, ..., and define the event trigger function of the i-th vehicle in the l-th sub-group as: In the formula, is the state measurement error, and x l,i =[p l,i ,v l,i ,a l,i ] T , that is, the i-th vehicle in the l-th sub-group is at t l,i,k The difference between the state at time t and the current state at time t, * represents the vehicle type, including CAV, AV or HV; Used to quantify the state measurement error of the i-th vehicle in the l-th sub-group, represents the upper threshold of the state measurement error of the i-th vehicle in the l-th sub-vehicle group, It represents the position difference Δp between the i-th vehicle in the l-th sub-group and the adjacent vehicle in front l,i , speed difference Δv l,i and acceleration difference Δa l,i The matrix of λ and δ is κ ∞ Class function, ρ * is the scaling factor of the trigger condition of heterogeneous vehicle events, and 0<ρ * <1; S42: When the i-th vehicle in the l-th vehicle group can quickly track the state of the adjacent vehicle in front, become very small When the distance between the i-th vehicle in the l-th sub-group and the adjacent vehicle in front is much greater than the expected distance, Become very big It indicates that the state of the i-th vehicle in the l-th sub-group cannot be consistent with the state of the preceding vehicle, that is, the event is triggered. The event triggering time of the i-th vehicle in the l-th sub-group is t l,i,k pass Solve and get the control input of the i-th vehicle in the l-th vehicle group And the triggering time status Update once, Then the next trigger time is obtained through the event trigger function, and the trigger time t is obtained accordingly. l,i,k+1 , t l,i,k+2 ,......; Between the two triggering moments, the control input of the i-th vehicle in the l-th vehicle group remains constant, that is, for t∈[t l,i,k+n ,t l,i,k+n+1 ),have

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