Non-signalized intersection mixed vehicle group crossing passing cooperative control method

Abstract

The invention relates to a non-signalized intersection mixed vehicle group crossing passing cooperative control method, and belongs to the technical field of intelligent traffic. The method comprises the following steps: firstly, setting a non-signalized intersection mixed traffic scene containing networked automatic vehicles and networked person driving vehicles, and dividing an intersection area into a vehicle group priority judgment area, a vehicle speed planning area and a vehicle group interpenetration state judgment area; according to vehicle heterogeneous characteristics and region division, a sub-vehicle group division rule, a vehicle group conflict judgment rule and a vehicle group priority judgment rule are formulated; secondly, formulating a sub-vehicle group optimal interpenetration state judgment rule and a sub-vehicle group secondary division rule according to the sub-vehicle group priority; and finally, establishing a longitudinal dynamic model of heterogeneous vehicles in the sub-vehicle groups, and designing a cooperative control strategy for crossing and passing of the mixed vehicle groups for controlling vehicle states, so as to ensure that the mixed vehicle groups in different driving directions of the non-signalized intersection can smoothly pass through each other in a crossing manner. According to the invention, the traffic efficiency and safety of the mixed vehicle group in the non-signalized intersection scene can be effectively improved.

Description

Technical Field

[0001] This invention belongs to the field of intelligent transportation technology and relates to a method for coordinated control of mixed traffic vehicles weaving through unsignalized intersections. Background Technology

[0002] Intelligent driving technology is entering a new stage of development characterized by deep integration of intelligence and connectivity. Connected autonomous vehicles, with their high-precision environmental perception capabilities, low-latency information processing architecture, and robust control execution strategies, demonstrate irreplaceable technological advantages in the connected transportation ecosystem. However, constrained by both current technological maturity and economic costs, some vehicles with connected communication capabilities still rely on human drivers to complete driving control tasks; these vehicles are typically defined as connected-human-driven vehicles. Against this backdrop, traffic scenarios where connected autonomous vehicles and connected-human-driven vehicles coexist will constitute the long-term mainstream form of the future transportation environment.

[0003] In recent years, the collaborative decision-making and control of vehicles at unsignalized intersections has become a research focus in the field of intelligent transportation. However, most existing research results are limited to single traffic scenarios for purely connected autonomous vehicles, making it difficult to adapt to the collaborative decision-making and control needs of heterogeneous vehicles (connected autonomous vehicles and connected human-driven vehicles) in new mixed traffic environments. Furthermore, the entry and exit of mixed-traffic vehicles at intersections without roadside guidance can easily lead to significant delays and even severe congestion. Given the proactive leadership and collaborative interaction capabilities of connected autonomous vehicles and the connected communication capabilities of connected human-driven vehicles, a mixed-traffic group can be constructed, with connected autonomous vehicles as the lead vehicles and connected human-driven vehicles as followers. Roadside equipment can acquire road vehicle information and guide heterogeneous vehicles, enabling the mixed-traffic group to safely and quickly pass through unsignalized intersections by weaving in and out of traffic.

[0004] Currently, there is a lack of relevant technologies for researching the cooperative control of mixed traffic groups weaving through unsignalized intersections. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a method for coordinated control of mixed traffic groups at unsignalized intersections to solve the problem of low traffic efficiency of mixed traffic groups at unsignalized intersections.

[0006] To achieve the above objectives, the present invention provides the following technical solution: A method for coordinated control of mixed traffic vehicles weaving through unsignalized intersections, comprising the following steps: S1. Set up a mixed traffic scenario at an unsignalized intersection that includes connected autonomous vehicles and connected human-driven vehicles, and divide the intersection area into a vehicle priority determination area, a vehicle speed planning area, and a vehicle weaving status determination area. S2. Based on the heterogeneous characteristics of vehicles and the division of areas, formulate rules for sub-vehicle group division, vehicle group conflict determination, and vehicle group priority determination. S3. Based on the priority of the sub-vehicle group, formulate the rules for determining the optimal interleaving state of the sub-vehicle group and the rules for the secondary division of the sub-vehicle group; S4. Establish a longitudinal dynamics model of heterogeneous vehicles within the sub-vehicle group, and design a cooperative control strategy for the mixed-traffic group to control the vehicle state and realize the interleaving of mixed-traffic groups on different roads.

[0007] Furthermore, in step S1, the mixed traffic scenario setting at the unsignalized intersection includes lane settings, with each direction including a corresponding number of left-turn lanes, straight lanes, and opposite right-turn lanes; roadside equipment is installed on both sides of the road to collect the status information of all vehicles on the road, calculate and send the vehicle control information; the connected autonomous vehicle can receive and execute the control information from the roadside equipment, and the driver of the connected human vehicle can execute control by observing and obtaining the status information of the vehicles in front of them, or by referring to the control information sent by the roadside equipment. During the division of the unsignalized intersection area, the vehicle priority determination area, vehicle speed planning area, and vehicle weaving status determination area are all squares centered on the intersection. The side length of the vehicle priority determination area is... The vehicle group priority determination area is used for dividing and prioritizing mixed-traffic vehicle groups; the speed planning area has a side length of [missing information]. The speed planning area is used to adjust the driving status of mixed traffic groups; the vehicle group weaving status determination area is... The meter-level vehicle group weaving status determination area is used to determine the weaving status of the highest priority mixed traffic groups; among which... .

[0008] Furthermore, in step S2, a mixed-traffic sub-group division rule is set according to the characteristics of heterogeneous vehicles, dividing the mixed-traffic sub-group into four types: (1) Includes leading connected autonomous vehicles and Connected vehicles and human drivers; (2) Includes lead connected vehicle driving under the intervention control of roadside equipment and Connected vehicles and human drivers; (3) Only includes leading connected autonomous vehicles; (4) Only includes lead connected vehicles driven under the control of roadside equipment; When a group of vehicles enters the priority determination area, the existence of a collision conflict is determined based on the time it takes for the mixed-traffic subgroups from different entrances to pass the intersection conflict point. The rules are as follows:

[0009] In the formula, , They are sub-car groups , The time prediction interval based on the common conflict points, where... , For the group of vehicles , The predicted time for the lead vehicle to arrive at the conflict point. , For the group of vehicles , Predicted time for the last vehicle to pass the conflict point; The time interval between the two sub-vehicle groups passing through the conflict point when the time prediction intervals of the two sub-vehicle groups do not overlap; For safe time intervals; East, west, north, and south represent different directions of the intersection; "For logical relations "or", when When it is 1, the sub-car group and There is a collision / conflict situation; , , The expression is as follows:

[0010]

[0011]

[0012]

[0013] In the formula, Location of the conflict point; , for Time car group Positions of the lead car and the last car; , They are respectively Time car group Speed ​​of the lead vehicle and speed of the last vehicle; for Time car group length, For the group of vehicles The length of the last vehicle, " is the logical relation "AND"; The priority determination rule for mixed-vehicle groups only takes effect when there is a collision conflict within the group. The rule is as follows: the priority of several sub-groups with a collision conflict is determined by their respective priorities. Decide, The smaller the value, the higher the priority. This is the sequence number of the sub-vehicle group.

[0014] Furthermore, in step S3, the speed at which vehicles weave through each other within the subgroup is defined as the weaving speed. At the same time, the rear space of each vehicle is defined as the vehicle gap according to its serial number in the sub-group. Low-priority vehicles select the gap between high-priority sub-vehicles as their interleaving gap; the two are collectively referred to as the interleaving state of the sub-vehicle group. The optimal interleaving state determination rules for the sub-vehicle group include the rules for determining the interleaving state of the highest-priority sub-vehicle group and the rules for determining the optimal interleaving state of the low-priority sub-vehicle group. (The last sentence appears to be incomplete and possibly refers to a different context.) After the optimal weaving state of internal vehicles is determined by the roadside equipment, if there is a discontinuous gap selection among internal vehicles, it is necessary to perform secondary division of mixed-traffic subgroups, thereby establishing secondary division rules for mixed-traffic subgroups.

[0015] Furthermore, the rule for determining the weaving state of the highest priority sub-group is as follows: if the speed of the lead car of the highest priority sub-group has reached the expected value before passing through the weaving state determination area, then the weaving speed of the sub-group is the expected value. ,Right now If the train fails to pass, the speed at which the train weaves in will be the speed of the lead car when it reaches the speed limit zone. ,Right now The highest priority subgroup of vehicles does not include the interleaving gap.

[0016] Furthermore, the rule for determining the optimal interleaving state of low-priority sub-vehicle groups is as follows: Sub-cart group Optimal speed of internal vehicle insertion and sub-vehicle group The speed at which vehicles weave through the interior remains constant, that is... ; Optimal interleaving interval based on time and time The comparison determined that, among which, For the group of vehicles China Vehicle Achieving smooth passage for the group of vehicles Inner vehicle The time required for this interleaving state in the rear gap; It is a group of cars Inner vehicle Time of arrival at the point of conflict; like This indicates the sub-car group vehicle Able to be in a group of vehicles vehicle If the system is adjusted to an interleaving state before reaching the conflict point, the optimal interleaving gap is: ; like ,and At that time, the group of carts vehicle Select sub-car group The Middle The gap behind the car As the optimal interleaving gap; If the factor vehicle group The small number of vehicles leads to a sub-group of vehicles If a vehicle cannot select a gap, it simply needs to follow the vehicle in front. The expression is as follows:

[0017] In the formula, , These are all correlation coefficients in the high-power-order reaching law of sliding mode control. The equivalent coefficients for the vehicle response parameters are... The error convergence threshold, For the group of vehicles vehicle PID-type sliding surface function, For the group of vehicles vehicle The error function, , The expression for the power-law approach law of sliding mode control is as follows:

[0018]

[0019]

[0020] In the formula, , These are the weighting coefficients. A parameter of the order of magnitude. This is the safety clearance constant.

[0021] Furthermore, the secondary partitioning rule for mixed-traffic vehicle groups is as follows: low-priority vehicle groups After the optimal weaving pattern for internal vehicles is determined by the roadside equipment, if there is a discontinuous gap selection among internal vehicles, i.e., the first... Vehicle selection gap , No. Vehicle selection gap Or other gaps further back than At that time, the roadside equipment intervened to control the first Vehicles, to ensure precise weaving; when roadside equipment intervenes to control the first When the vehicle is in use, the first The vehicle and its following sub-vehicle group The vehicles will form a new subgroup. , No. The vehicles will be used as a sub-group The lead vehicle travels, and the sequence numbers of the remaining vehicles are updated sequentially.

[0022] Furthermore, in step S4, the sub-vehicle group The Middle The third-order linear longitudinal dynamics model of the vehicle is expressed as:

[0023] In the formula, , They are respectively Time car group The Middle The vehicle's acceleration and control input, For the group of vehicles The Middle The vehicle's inertial delay.

[0024] Furthermore, the process of the cooperative control strategy for mixed-traffic group interleaving based on the longitudinal dynamics model of heterogeneous vehicles within the sub-group is as follows: The lead vehicle in each sub-group receives and executes control information from the roadside equipment. The gap between the leading vehicles is Its control input is represented as:

[0025] When a connected car acts as a following vehicle, the roadside equipment does not intervene in control; the driver adjusts the status of their own vehicle based on the information obtained from the vehicle ahead, forming a group of sub-vehicles. The Middle The car-following model of a vehicle following another vehicle is represented as follows:

[0026] In the formula, , , For connected human drivers, this refers to position, speed, and acceleration control gains when following other vehicles. Desired vehicle spacing; In the event of a collision, the roadside equipment calculates the optimal weaving state based on the driving status information of each vehicle within the sub-group. Then, according to the sub-group secondary division rules, it determines whether the sub-group needs to be further divided and sends corresponding control information to the leading vehicle of each sub-group. After receiving the control information, the leading vehicle adjusts itself to the optimal weaving state and assists the following vehicles in adjusting their own states, thereby achieving efficient and safe weaving passage of mixed traffic groups at unsignalized intersections.

[0027] The beneficial effects of this invention are as follows: This invention proposes a cooperative control method for mixed vehicle groups weaving through unsignalized intersections. By taking a detailed perspective of the mixed vehicle groups, it designs conflict determination rules to accurately identify potential conflicts between vehicles and mitigate risks in advance. Priority determination rules rationally determine the passage order of each vehicle, ensuring traffic order. Optimal weaving state determination rules help vehicles select the best weaving time and method for smoother passage. Sub-vehicle group secondary division rules dynamically adjust vehicle groupings based on actual conditions, enhancing control flexibility. Using this method, mixed vehicle groups can be effectively and quickly weaved through unsignalized intersections. On the one hand, it significantly reduces vehicle waiting time and the probability of conflict at intersections, ensuring traffic safety; on the other hand, it optimizes traffic flow, enabling vehicles to pass through intersections more efficiently, significantly improving the traffic efficiency of unsignalized intersections and providing strong support for the smooth operation of urban traffic.

[0028] Other advantages, objectives, and features of the invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination, or may be learned from practice of the invention. The objectives and other advantages of the invention can be realized and obtained through the following description. Attached Figure Description

[0029] To make the objectives, technical solutions, and advantages of the present invention clearer, the preferred embodiments of the present invention will be described in detail below with reference to the accompanying drawings, wherein: Figure 1 This is a schematic diagram of the overall process of the coordinated control method for mixed traffic vehicles weaving through at unsignalized intersections according to an embodiment of the present invention; Figure 2 This is a schematic diagram of a traffic scenario at an unsignalized intersection according to an embodiment of the present invention; Figure 3 This is a schematic diagram illustrating the process of mixed traffic weaving through a signalless intersection according to an embodiment of the present invention. Detailed Implementation

[0030] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can be modified or changed 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 are only schematic representations of the basic concept of the present invention. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0031] The accompanying drawings are for illustrative purposes only and are schematic diagrams, not actual pictures. They should not be construed as limiting the invention. To better illustrate the embodiments of the invention, some parts in the drawings may be omitted, enlarged, or reduced, and do not represent the actual product dimensions. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0032] In the accompanying drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components. In the description of the present invention, it should be understood that if terms such as "upper," "lower," "left," "right," "front," and "rear" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the drawings are only for illustrative purposes and should not be construed as limiting the present invention. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0033] Please see Figures 1-3 This is a collaborative control method for mixed traffic groups to weave through unsignalized intersections.

[0034] Example This embodiment describes in detail a cooperative control method for mixed-traffic vehicles weaving through traffic at an unsignalized intersection, such as... Figure 1 As shown, the method includes the following steps: S1. Set up a mixed traffic scenario at an unsignalized intersection that includes connected autonomous vehicles and connected human-driven vehicles, and divide the intersection area into a vehicle priority determination area, a vehicle speed planning area, and a vehicle weaving status determination area. S2. Based on the heterogeneous characteristics of vehicles and the division of areas, formulate rules for sub-vehicle group division, vehicle group conflict determination, and vehicle group priority determination. S3. Based on the priority of the sub-vehicle group, formulate the rules for determining the optimal interleaving state of the sub-vehicle group and the rules for the secondary division of the sub-vehicle group; S4. Establish a longitudinal dynamics model of heterogeneous vehicles within the sub-vehicle group, and design a cooperative control strategy for the mixed-traffic group to control the vehicle state and ensure that mixed-traffic groups on different roads can smoothly intersect and pass each other.

[0035] Step S1 in this embodiment specifically includes the following steps: S11: Setting up mixed traffic scenarios at unsignalized intersections; such as... Figure 2 As shown, a scenario is set up at a signalless intersection where connected autonomous vehicles and connected human vehicles share the road (i.e., without traffic light control). Each direction has six lanes: two opposing left-turn lanes, two opposing straight-ahead lanes, and two opposing right-turn lanes. Roadside equipment is installed on both sides of the road to collect status information of all vehicles, calculate, and transmit vehicle control information. Connected autonomous vehicles can receive and execute control information from the roadside equipment, while connected human drivers can execute control either by observing the status information of vehicles ahead or by referring to the control information transmitted by the roadside equipment.

[0036] S12: Unsignalized Intersection Area Division; The area near the unsignalized intersection is divided into a vehicle priority determination area, a speed planning area, and a vehicle weaving status determination area. Mixed vehicles in the straight lane will enter at their initial speed. All three areas are squares centered on the intersection. The side length of the vehicle priority determination area is... Meters (used for dividing and prioritizing mixed traffic groups), the side length of the speed planning area is... Meters (used to adjust the driving status of mixed traffic groups), the area for determining the interweaving status of the traffic group is... Meters (used to determine the highest priority mixed traffic group's weaving driving status), and satisfying .

[0037] Step S2 in this embodiment specifically includes the following steps: S21: Mixed-traffic sub-group segmentation rules; Based on the characteristics of heterogeneous vehicles, there are four possible segmentation rules for a mixed-traffic sub-group: (1) Includes leading connected autonomous vehicles and Connected vehicles and human drivers; (2) Includes lead connected vehicle driving under the intervention control of roadside equipment and Connected vehicles and human drivers; (3) Only includes leading connected autonomous vehicles; (4) Only includes lead connected vehicles driven under the control of roadside equipment; S22: Rules for determining conflict and priority of mixed-traffic vehicle groups; When a vehicle group enters the priority determination area, it is necessary to determine whether a collision conflict exists based on the time it takes for mixed-traffic vehicle groups from different directions to pass through the intersection conflict point. The specific rules are as follows:

[0038] In the formula, , They are sub-car groups , The time prediction interval based on the common conflict points, where , For the group of vehicles , The predicted time for the lead vehicle to arrive at the conflict point. , For the group of vehicles , Predicted time for the last vehicle to pass the conflict point. The time interval between the two vehicle groups passing through the conflict point when their time prediction intervals do not overlap is the time interval between them. For a safe time interval, East, west, north, and south represent different directions of the intersection. "For logical relations "or", when When it is 1, the sub-car group and There was a collision / conflict situation. , , The expression is as follows:

[0039]

[0040]

[0041]

[0042] In the formula, The location of the conflict point (its value is related to the vehicle's direction of travel; for example, the horizontal coordinate value is used for east-west directions). , for Time car group The positions of the lead car and the tail car , They are respectively Time car group The speed of the lead car and the speed of the last car for Time car group length, For the group of vehicles The length of the last vehicle, "AND" is a logical relation.

[0043] The priority determination rule for mixed-vehicle groups only takes effect when there is a collision conflict within the group. Specifically, the priority of several sub-vehicle groups with a collision conflict is determined by their respective priorities. Decide, The smaller the value, the higher the priority. This is the sequence number of the sub-vehicle group.

[0044] In step S3 of this embodiment, the speed at which vehicles weave through the sub-group is defined as the weaving speed. At the same time, the rear space of each vehicle is defined as the vehicle gap according to its serial number in the sub-group. Low-priority vehicles must select appropriate gaps between high-priority sub-groups as their weaving gaps; these two factors together constitute the weaving state of the sub-group vehicles. Rules for determining the optimal weaving state of the sub-group under conflict conditions are established to ensure that the sub-group can weave through unsignalized intersections. Specifically, this includes the following steps: S31: Rules for determining the overtaking state of the highest priority sub-vehicle group; Under conflict conditions, each sub-vehicle group needs a suitable overtaking state to ensure smooth passage through the intersection. This state is determined by the highest priority sub-vehicle group, and its overtaking state determination rules are as follows: If the lead car of the highest priority sub-group has reached the expected speed before passing through the inter-group weaving state determination area, then the inter-group weaving speed is the expected value. ,Right now If the train fails to pass, the speed at which the train weaves in will be the speed of the lead car when it reaches the speed limit zone. ,Right now The highest priority subgroup of vehicles does not include the interleaving gap.

[0045] S32: Optimal interleaving state determination rule for low-priority sub-vehicle groups; low-priority sub-vehicle groups under conflict conditions. It needs to be based on its higher-level sub-group The vehicle adjusts its own interleaving state to the optimal state, and the specific rules for determining the optimal interleaving state of its internal vehicles are as follows: Sub-cart group The optimal speed for internal vehicles to weave in needs to match the speed of the sub-vehicle group. The speed at which vehicles weave through the interior remains constant, that is... The optimal interleaving gap is to... and After comparison, it was determined that, For the group of vehicles China Vehicle Achieving smooth passage for the group of vehicles Inner vehicle The time required for this interleaving state in the rear gap; It is a group of cars Inner vehicle Time of arrival at the point of conflict. If This indicates the sub-car group vehicle Able to be in a group of vehicles vehicle Before reaching the conflict point, adjust to a crossover state to smoothly cross over; the optimal crossover gap is... ;when ,and At that time, the group of carts vehicle Select sub-car group The Middle The gap behind the car As the optimal interleaving gap. If the sub-vehicle group The small number of vehicles led to the formation of sub-vehicle groups. If a vehicle cannot select a gap, it simply needs to follow the vehicle in front. The expression is as follows:

[0046] In the formula, , These are all correlation coefficients in the high-power-order reaching law of sliding mode control. The equivalent coefficients for the vehicle response parameters are... The error convergence threshold, For the group of vehicles vehicle PID-type sliding surface function, For the group of vehicles vehicle The error function, , The expression for the power-law approach law of sliding mode control is as follows:

[0047]

[0048]

[0049] In the formula, , These are the weighting coefficients. A parameter of the order of magnitude. This is the safety clearance constant.

[0050] S33: Secondary partitioning rules for mixed-vehicle subgroups; The secondary partitioning rules for mixed-vehicle subgroups correspond to subgroup partitioning rules (3) and (4) in step S21, and the specific contents are as follows: like Figure 3 As shown, low-priority sub-vehicle group After the optimal weaving pattern for internal vehicles is determined by the roadside equipment, if there is a discontinuous gap selection among internal vehicles, i.e., the first... Vehicle selection gap , No. Vehicle selection gap Or other gaps further back than At this time, roadside equipment needs to intervene to control the first... The vehicle is positioned to ensure precise weaving and smooth passage with other vehicles. Therefore, when the roadside equipment intervenes to control the first... When a vehicle is involved, the vehicle and the group of vehicles following it are included. The vehicles will form a new subgroup. , No. The vehicles will be used as a sub-group The lead vehicle travels, and the sequence numbers of the remaining vehicles are updated sequentially.

[0051] In step S4 of this embodiment, the sub-vehicle group The Middle The third-order linear longitudinal dynamics model of the vehicle can be represented as follows:

[0052] In the formula, , They are respectively Time car group The Middle The vehicle's acceleration and control input, For the group of vehicles The Middle The vehicle's inertial delay.

[0053] Specifically, the following steps are included: S41: The lead vehicle of each sub-group obtains control information from the roadside equipment and executes it. The gap between the leading vehicles is Its control input is represented as:

[0054] S42: When a connected driver acts as a following vehicle, the roadside equipment does not intervene in control; the driver adjusts the status of their own vehicle based on the information obtained from the vehicle ahead, forming a sub-vehicle group. The Middle The car-following model of a vehicle following another vehicle is represented as follows:

[0055] In the formula, , , For connected human drivers, this refers to position, speed, and acceleration control gains when following other vehicles. The desired vehicle spacing.

[0056] S43: In the event of a collision, the roadside equipment calculates the optimal weaving state for each vehicle within the sub-group based on its driving status information. Then, according to the sub-group secondary segmentation rules, it determines whether the sub-group needs to be further divided and sends corresponding control information to the leading vehicle of each sub-group. Upon receiving the control information, the leading vehicle adjusts itself to the optimal weaving state and simultaneously assists and guides following vehicles in adjusting their own states, thereby achieving efficient and safe weaving passage for mixed traffic groups at unsignalized intersections.

[0057] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A method for coordinated control of mixed traffic vehicles weaving through unsignalized intersections, characterized in that: The method includes the following steps: S1. Set up a mixed traffic scenario at an unsignalized intersection that includes connected autonomous vehicles and connected human-driven vehicles, and divide the intersection area into a vehicle priority determination area, a vehicle speed planning area, and a vehicle weaving status determination area. S2. Based on the heterogeneous characteristics of vehicles and the division of areas, formulate rules for sub-vehicle group division, vehicle group conflict determination, and vehicle group priority determination. S3. Based on the priority of the sub-vehicle group, formulate the rules for determining the optimal interleaving state of the sub-vehicle group and the rules for the secondary division of the sub-vehicle group; S4. Establish a longitudinal dynamics model of heterogeneous vehicles within the sub-vehicle group, and design a cooperative control strategy for the mixed-traffic group to control the vehicle state and realize the interleaving of mixed-traffic groups on different roads.

2. The method for coordinated control of mixed traffic flow at an unsignalized intersection according to claim 1, characterized in that: In step S1, the mixed traffic scenario setting at the unsignalized intersection includes lane settings, with each direction including a corresponding number of left-turn lanes, straight lanes, and opposite right-turn lanes; roadside equipment is installed on both sides of the road to collect the status information of all vehicles on the road, calculate and send the vehicle control information; the connected autonomous vehicle can receive and execute the control information from the roadside equipment, and the driver of the connected human vehicle can execute control by observing the status information of the vehicles in front of him or by referring to the control information sent by the roadside equipment. During the area delineation process at unsignalized intersections, the vehicle priority determination area, vehicle speed planning area, and vehicle weaving status determination area are all squares centered on the intersection. The side length of the vehicle priority determination area is... The vehicle group priority determination area is used for dividing and prioritizing mixed-traffic vehicle groups; the speed planning area has a side length of [missing information]. The speed planning area is used to adjust the driving status of mixed traffic groups; the vehicle group weaving status determination area is... The meter-level vehicle group weaving status determination area is used to determine the weaving status of the highest priority mixed traffic groups; among which... .

3. The method for coordinated control of mixed traffic flow at an unsignalized intersection according to claim 1, characterized in that: In step S2, the mixed-vehicle subgroup division rules are set according to the characteristics of heterogeneous vehicles, and the mixed-vehicle subgroups are divided into four types: (1) Includes leading connected autonomous vehicles and Connected vehicles and human drivers; (2) Includes lead connected vehicle driving under the intervention control of roadside equipment and Connected vehicles and human drivers; (3) Only includes leading connected autonomous vehicles; (4) Only includes lead connected vehicles driven under the control of roadside equipment; When a group of vehicles enters the priority determination area, the existence of a collision conflict is determined based on the time it takes for the mixed-traffic subgroups from different entrances to pass the intersection conflict point. The rules are as follows: In the formula, , They are sub-car groups , The time prediction interval based on the common conflict points, where... , For the group of vehicles , The predicted time for the lead vehicle to arrive at the conflict point. , For the group of vehicles , Predicted time for the last vehicle to pass the conflict point; The time interval between the two sub-vehicle groups passing through the conflict point when the time prediction intervals of the two sub-vehicle groups do not overlap; For safe time intervals; The terms east, west, north, and south represent different directions of the intersection. "For logical relations" or, when When it is 1, the sub-car group and There is a collision / conflict situation; , , The expression is as follows: In the formula, Location of the conflict point; , for Time car group Positions of the lead car and the last car; , They are respectively Time car group Speed ​​of the lead vehicle and speed of the last vehicle; for Time car group length, For the group of vehicles The length of the last car, "is a logical relation" and "; The priority determination rule for mixed-vehicle groups only takes effect when there is a collision conflict within the group. The rule is as follows: the priority of several sub-groups with a collision conflict is determined by their respective priorities. Decide, The smaller the value, the higher the priority. This is the sequence number of the sub-vehicle group.

4. The method for coordinated control of mixed traffic flow at an unsignalized intersection according to claim 3, characterized in that: In step S3, the speed at which vehicles weave through each other within the subgroup is defined as the weaving speed. At the same time, the rear space of each vehicle is defined as the vehicle gap according to its serial number in the sub-group. Low-priority vehicles select the gap between high-priority sub-vehicles as their interleaving gap; the two are collectively referred to as the interleaving state of the sub-vehicle group. The optimal interleaving state determination rules for the sub-vehicle group include the rules for determining the interleaving state of the highest-priority sub-vehicle group and the rules for determining the optimal interleaving state of the low-priority sub-vehicle group. (The last sentence appears to be incomplete and possibly refers to a different context.) After the optimal weaving state of internal vehicles is determined by the roadside equipment, if there is a discontinuous gap selection among internal vehicles, it is necessary to perform secondary division of mixed-traffic subgroups, thereby establishing secondary division rules for mixed-traffic subgroups.

5. The method for coordinated control of mixed traffic flow at an unsignalized intersection according to claim 4, characterized in that: The rule for determining the weaving state of the highest priority sub-group is as follows: if the speed of the lead car of the highest priority sub-group has reached the expected value before passing through the weaving state determination area, then the weaving speed of the sub-group is the expected value. ,Right now ; If the vehicle fails to pass, the speed at which the group of vehicles weaves in is the speed of the lead vehicle when it reaches the speed planning cutoff area. ,Right now The highest priority subgroup of vehicles does not include the interleaving gap.

6. The method for coordinated control of mixed traffic flow at an unsignalized intersection according to claim 4, characterized in that: The optimal interleaving state determination rule for low-priority sub-vehicle groups is as follows: Sub-cart group Optimal speed of internal vehicle insertion and sub-vehicle group The speed at which vehicles weave through the interior remains constant, that is... ; Optimal interleaving interval based on time and time The comparison determined that, among which, For the group of vehicles China Vehicle Achieving smooth passage for the group of vehicles Inner vehicle The time required for this interleaving state in the rear gap; It is a group of cars Inner vehicle Time of arrival at the point of conflict; like This indicates the sub-car group vehicle Able to be in a group of vehicles vehicle If the system is adjusted to an interleaving state before reaching the conflict point, the optimal interleaving gap is: ; like ,and At that time, the group of carts vehicle Select sub-car group The Middle The gap behind the car As the optimal interleaving gap; If the factor vehicle group The small number of vehicles leads to a sub-group of vehicles If a vehicle cannot select a gap, it simply needs to follow the vehicle in front. The expression is as follows: In the formula, , These are all correlation coefficients in the high-power-order reaching law of sliding mode control. The equivalent coefficients for the vehicle response parameters are... The error convergence threshold, For the group of vehicles vehicle PID-type sliding surface function, For the group of vehicles vehicle The error function, , The expression for the power-law approach law of sliding mode control is as follows: In the formula, , These are the weighting coefficients. A parameter of the order of magnitude, This is the safety clearance constant.

7. A method for coordinated control of mixed traffic flow at an unsignalized intersection according to claim 4, characterized in that: The secondary partitioning rule for mixed-traffic vehicle groups is: low-priority vehicle groups After the optimal weaving pattern for internal vehicles is determined by the roadside equipment, if there is a discontinuous gap selection among internal vehicles, i.e., the first... Vehicle selection gap , No. Vehicle selection gap Or other gaps further back than At that time, the roadside equipment intervened to control the first Vehicles, to ensure precise insertion; When roadside equipment intervenes in control When the vehicle is in use, the first The vehicle and its following sub-vehicle group The vehicles will form a new subgroup. , No. The vehicles will be used as a sub-group The lead vehicle travels, and the sequence numbers of the remaining vehicles are updated sequentially.

8. The method for coordinated control of mixed traffic flow at an unsignalized intersection according to claim 4, characterized in that: In step S4, the sub-vehicle group The Middle The third-order linear longitudinal dynamics model of the vehicle is expressed as: In the formula, , They are respectively Time car group The Middle The vehicle's acceleration and control input, For the group of vehicles The Middle The vehicle's inertial delay.

9. A method for coordinated control of mixed traffic flow at an unsignalized intersection according to claim 8, characterized in that: The process of the cooperative control strategy for mixed-traffic group interleaving based on the longitudinal dynamics model of heterogeneous vehicles within the sub-group is as follows: The lead vehicle in each sub-group receives and executes control information from the roadside equipment. The gap between the leading vehicles is Its control input is represented as: When a connected car acts as a following vehicle, the roadside equipment does not intervene in control; the driver adjusts the status of their own vehicle based on the information obtained from the vehicle ahead, forming a group of sub-vehicles. The Middle The car-following model of a vehicle following another vehicle is represented as follows: In the formula, , , For connected human-driven vehicles, this provides position, speed, and acceleration control gains when following other vehicles. Desired vehicle spacing; In the event of a collision, the roadside equipment calculates the optimal weaving state based on the driving status information of each vehicle within the sub-group. Then, according to the sub-group secondary division rules, it determines whether the sub-group needs to be further divided and sends corresponding control information to the leading vehicle of each sub-group. After receiving the control information, the leading vehicle adjusts itself to the optimal weaving state and assists the following vehicles in adjusting their own states, thereby achieving efficient and safe weaving passage of mixed traffic groups at unsignalized intersections.

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