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CN111710176B - Intersection signal-vehicle track cooperative control method under cooperative vehicle and road environment - Google Patents

Intersection signal-vehicle track cooperative control method under cooperative vehicle and road environment Download PDF

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CN111710176B
CN111710176B CN202010513586.7A CN202010513586A CN111710176B CN 111710176 B CN111710176 B CN 111710176B CN 202010513586 A CN202010513586 A CN 202010513586A CN 111710176 B CN111710176 B CN 111710176B
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stop line
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CN111710176A (en
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杨晓光
龙可可
马成元
赖金涛
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Tongji University
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Abstract

The invention relates to an intersection signal-vehicle track cooperative control method under a vehicle-road cooperative environment, which comprises the following steps: constructing an intersection signal optimization model; constructing a vehicle track optimization model; respectively solving an intersection signal optimization model and a vehicle track optimization model to obtain a signal timing scheme and a vehicle running track, wherein the vehicle running track comprises the positions and speeds of vehicles in an entrance way and an intersection; the intersection annunciator correspondingly executes a signal timing scheme; the vehicle moves according to the vehicle running track. Compared with the prior art, the invention can dynamically design reasonable green light intervals according to the size characteristics of different intersections, thereby avoiding vehicle collision caused by the fact that the green light interval time is broken and waste of effective green light time caused by overlong green light interval time; meanwhile, the driving tracks of the vehicles in the entrance road and the intersection are optimized, so that the safety during signal switching is guaranteed, and the traffic efficiency and the safety of the intersection are effectively improved.

Description

Intersection signal-vehicle track cooperative control method under cooperative vehicle and road environment
Technical Field
The invention relates to the technical field of intelligent traffic control, in particular to a cooperative control method of intersection signals and vehicle tracks under a cooperative vehicle-road environment.
Background
In a networked environment, a V2I (vehicle-to-infrastructure) communication system may provide more detailed data for intersection control: including vehicle position, speed, etc., which can be used to optimize intersection signal timing. The green light interval is an important parameter in the intersection signal control process. The green light interval is the time interval between the end of the green light of the previous traffic flow without the right of way and the start of the green light of the next traffic flow with the right of way in the signal control intersection, wherein two traffic flows conflict with each other.
The purpose of setting the green light interval is to avoid the collision between the vehicle entering the intersection at the end of the yellow light of the previous phase and the vehicle entering the intersection when the green light of the next phase is turned on. The green light interval has a decisive influence on the safety of the intersection. Statistics shows that 90% of accidents in the range of urban road plane intersections in China occur in the green light interval period. Meanwhile, the green light interval also influences the efficiency of the intersection, and the overlong green light interval can cause the waste of time for invalid green lights, so that the intersection efficiency is reduced. At present, researchers at home and abroad propose a lot of solutions for intersection control under the cooperative environment of the vehicle and the road, but most of the researches adopt a mode of simplifying green light interval setting, for example, the green light interval is set to be 3s or 4s, although the mode can improve the traffic efficiency of the intersection to a certain extent, vehicle conflict is easily caused, and particularly, vehicle safety accidents are more easily caused during the signal switching period of the intersection.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide an intersection signal-vehicle track cooperative control method in a vehicle-road cooperative environment so as to improve the intersection passing efficiency and ensure the safety of vehicle passing at the intersection.
The purpose of the invention can be realized by the following technical scheme: an intersection signal-vehicle track cooperative control method under a vehicle-road cooperative environment comprises the following steps:
s1, constructing an intersection signal optimization model, wherein an objective function of the intersection signal optimization model is the minimum of vehicle average delay, and constraint conditions comprise: green light duration constraint, green light interval constraint, vehicle stop line arrival state constraint and vehicle crossing constraint;
s2, constructing a vehicle track optimization model, wherein an objective function of the vehicle track optimization model is the minimum of vehicle oil consumption, and constraint conditions comprise: vehicle dynamics constraints, vehicle speed constraints, vehicle acceleration constraints, vehicle distance constraints, and vehicle passing stop line state constraints;
s3, respectively solving an intersection signal optimization model and a vehicle track optimization model to obtain a signal timing scheme and a vehicle running track, wherein the vehicle running track comprises the positions and speeds of vehicles in an entrance way and an intersection;
s4, sending the signal timing scheme to an intersection annunciator, and correspondingly executing the signal timing scheme by the intersection annunciator;
and sending the vehicle running track to the vehicle, and moving the vehicle according to the vehicle running track.
Further, the step S1 specifically includes the following steps:
s11, acquiring current state data of the vehicle in the approach lane, and calculating the earliest time of the vehicle reaching the stop line and the predicted speed of the vehicle passing the stop line;
s12, calculating the corresponding green light interval according to the size characteristics of different intersections;
and S13, combining the data obtained by calculation in the steps S11 and S12, respectively setting an objective function, a green light duration constraint, a green light interval constraint, a vehicle stop line reaching state constraint and a vehicle crossing passing constraint which take the average delay of the vehicle as an optimization target, and completing the construction of an intersection signal optimization model.
Further, the data of the current state of the vehicle at the approach lane in step S11 includes the current speed of the vehicle and the distance the vehicle is currently traveling within the communication area.
Further, the earliest time when the vehicle reaches the stop line in step S11 is specifically:
Figure BDA0002529319140000021
wherein,
Figure BDA0002529319140000031
t is the time at which the vehicle w reaches the stop line at the earliest without regard to the signal light and the preceding vehicle0As the current time of day, the time of day,
Figure BDA0002529319140000032
as the speed of the vehicle w at the present time,
Figure BDA0002529319140000033
for the distance traveled by the vehicle w in the communication zone at the present moment, VmaxFor the maximum speed limit of the vehicle in the approach lane,
Figure BDA0002529319140000034
speed limit of vehicles in crossing for entrance lane k, amaxAnd aminUpper and lower limits of acceleration, lcFor the length of the communication area of the entrance lane, V1The maximum speed to which the vehicle can accelerate halfway;
the predicted speed of the vehicle passing through the stop line is specifically:
Figure BDA0002529319140000035
wherein,
Figure BDA0002529319140000036
is the speed of the vehicle w through the stop line.
Further, the step S12 specifically includes the following steps:
s121, determining mutually conflicting entrance lanes according to the number of the entrance lanes at the intersection;
s122, calculating the positions of conflict points between the mutually conflicting entrance roads, and then combining the size data of the intersections to calculate the distance between the entrance roads and the conflict points from the stop line;
and S123, calculating the time required for the vehicle to reach the conflict point from the stop line in the entrance lane based on the distance between the entrance lane and the conflict point, so as to calculate the green light interval.
Further, the calculation formula of the green light interval in step S123 is specifically:
Figure BDA0002529319140000037
Figure BDA0002529319140000038
Figure BDA0002529319140000039
wherein,
Figure BDA00025293191400000310
is an inlet passage k2Green light next to entrance lane k1The green light interval, t, required after the green lightxThe safe time for the vehicle passing is required when the vehicle tracks are crossed,
Figure BDA00025293191400000311
is an inlet passage k1The time required for the vehicle to travel from the stop line to the conflict point,
Figure BDA00025293191400000312
is an inlet passage k1The speed limit of the vehicle in the intersection,
Figure BDA00025293191400000313
is an inlet passage k1The distance from the stop line to the conflict point,
Figure BDA00025293191400000314
is an inlet passage k2The time required for the vehicle to travel from the stop line to the conflict point,
Figure BDA00025293191400000315
is an inlet passage k2The speed limit of the vehicle in the intersection,
Figure BDA00025293191400000316
is an inlet passage k2The distance from the stop line to the conflict point.
Further, the objective function in step S13 is specifically:
Figure BDA00025293191400000317
Figure BDA00025293191400000318
wherein w is the vehicle number, omega is the set of all vehicles in the communication range at present, DwIn order to delay the passage of the vehicle w,
Figure BDA0002529319140000041
is the time when the vehicle w actually reaches the stop line;
the green light duration constraint specifically comprises:
Figure BDA0002529319140000042
wherein,
Figure BDA0002529319140000043
the ith green time of entry lane k, GminAnd GmaxRespectively the minimum green light time and the maximum green light time, and K is an intersection entrance lane set;
the green light interval constraint is specifically as follows:
Figure BDA0002529319140000044
Figure BDA0002529319140000045
wherein,
Figure BDA0002529319140000046
m is a large constant, which is the time at which the ith green light of the entrance lane k starts,
Figure BDA0002529319140000047
for conflicting variables of vehicles in different entry lanes, when entry lane k1Vehicle and entrance way k2When there is a conflict with the vehicle(s),
Figure BDA0002529319140000048
otherwise
Figure BDA0002529319140000049
Is an inlet passage k1And the inlet passage k2Green light relation variable between, when entering lane k1Green light next to entrance lane k2When the light is in the green state, then,
Figure BDA00025293191400000410
otherwise
Figure BDA00025293191400000411
The vehicle reaching the stop line state constraint specifically comprises:
time when vehicle actually reaches stop line
Figure BDA00025293191400000412
Must not be earlier than its earliest arrival time
Figure BDA00025293191400000413
Figure BDA00025293191400000414
The current vehicle must actually arrive at the stop line later than the previous vehicle and separated by a saturated headway:
Figure BDA00025293191400000415
wherein,
Figure BDA00025293191400000416
the time at which the preceding vehicle w' actually reaches the stop line, hcThe time interval is saturated;
the vehicle passing intersection constraint is specifically as follows:
the vehicle must pass through the intersection during the green light:
Figure BDA00025293191400000417
Figure BDA00025293191400000418
wherein,
Figure BDA00025293191400000419
is a variable from 0 to 1, and is,
Figure BDA00025293191400000420
indicating that vehicle w has passed the intersection during the ith green light, otherwise
Figure BDA00025293191400000421
SpThe intersection traffic vehicle set is obtained.
Further, the objective function of the vehicle trajectory optimization model in step S2 is specifically:
Figure BDA00025293191400000422
wherein omegapFor all vehicles that need to be optimized,
Figure BDA00025293191400000423
is the acceleration of the vehicle w at time t,
Figure BDA00025293191400000424
for the time at which the trajectory experienced by the vehicle w is optimized this time,
Figure BDA00025293191400000425
is the time at which the vehicle w leaves the intersection.
Further, the vehicle dynamics constraint in step S2 is specifically:
Figure BDA0002529319140000051
Figure BDA0002529319140000052
wherein,
Figure BDA0002529319140000053
is the position of the vehicle w at the time t,
Figure BDA0002529319140000054
is the speed of the vehicle w at the time t,
Figure BDA0002529319140000055
acceleration of the vehicle w at time t;
the vehicle speed constraint is specifically:
Figure BDA0002529319140000056
Figure BDA0002529319140000057
the vehicle acceleration constraint is specifically as follows:
Figure BDA0002529319140000058
the vehicle distance constraint is specifically:
Figure BDA0002529319140000059
wherein d and tau are respectively the following distance and time distance parameters in the Newell model,
Figure BDA00025293191400000510
is the position of the preceding vehicle w' at time (t- τ);
the vehicle passing stop line state constraint specifically comprises the following steps:
vehicle is at
Figure BDA00025293191400000511
The moment should pass the stop line:
Figure BDA00025293191400000512
wherein,
Figure BDA00025293191400000513
for a vehicle w at
Figure BDA00025293191400000514
The location of the time of day;
vehicle is at
Figure BDA00025293191400000515
The speed at the moment should coincide with the predicted speed of the vehicle through the stop line:
Figure BDA00025293191400000516
wherein,
Figure BDA00025293191400000517
for a vehicle w
Figure BDA00025293191400000518
The speed of the moment.
Further, in the step S3, specifically, the signal optimization model and the vehicle trajectory optimization model are solved respectively by a Gurobi solver.
Compared with the prior art, the intersection signal optimization model and the vehicle track optimization model are respectively constructed under the vehicle-road cooperative environment, so that an intersection annunciator and a passing vehicle can be cooperatively matched with each other, and when the intersection signal optimization model is constructed, the green light interval can be dynamically calculated by acquiring the current state data of the vehicle at an entrance road and combining different size characteristics of the intersection, so that vehicle collision caused by too short green light interval time and waste of effective green light time caused by too long green light interval time are avoided, the passing efficiency of the intersection is improved on the premise of ensuring the safety of the intersection, and the passing efficiency and the safety of the intersection are effectively balanced;
when a vehicle track optimization model is constructed, the minimum vehicle running oil consumption is taken as a target, the relation between the oil consumption and the acceleration is considered, a corresponding objective function is set, and meanwhile, the vehicle dynamics constraint, the vehicle speed constraint, the vehicle acceleration constraint, the vehicle distance constraint and the vehicle stop line passing state constraint are combined, so that the output result of the vehicle track optimization model can comprise the speed and position information of the vehicle in an entrance lane and the intersection, the running track of the vehicle in the intersection is planned, and the traffic safety of the vehicle in the intersection can be further guaranteed during the intersection signal switching period.
Drawings
FIG. 1 is a schematic flow diagram of the process of the present invention;
FIG. 2 is a schematic diagram of an intersection conflict point in an embodiment;
fig. 3 is a schematic diagram of a corresponding scenario of green light interval calculation in the embodiment.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments.
Examples
As shown in fig. 1, an intersection signal-vehicle track cooperative control method in a vehicle cooperative environment includes the following steps:
s1, constructing an intersection signal optimization model, wherein an objective function of the intersection signal optimization model is the minimum of vehicle average delay, and constraint conditions comprise: green light duration constraint, green light interval constraint, vehicle stop line arrival state constraint and vehicle crossing constraint;
s2, constructing a vehicle track optimization model, wherein an objective function of the vehicle track optimization model is the minimum of vehicle oil consumption, and constraint conditions comprise: vehicle dynamics constraints, vehicle speed constraints, vehicle acceleration constraints, vehicle distance constraints, and vehicle passing stop line state constraints;
s3, respectively solving an intersection signal optimization model and a vehicle track optimization model to obtain a signal timing scheme and a vehicle running track, wherein the vehicle running track comprises the positions and speeds of vehicles in an entrance way and an intersection;
s4, sending the signal timing scheme to an intersection annunciator, and correspondingly executing the signal timing scheme by the intersection annunciator;
and sending the vehicle running track to the vehicle, and moving the vehicle according to the vehicle running track.
The method is applied to practice, and the specific process is as follows:
step 1, establishing an intersection signal optimization model
(1.1) setting an objective function of an optimization model: shortest average delay of vehicle
Figure BDA0002529319140000071
In the formula, w is a vehicle number; omega is the set of all vehicles in the communication range at present; dwIn order to delay each vehicle,
Figure BDA0002529319140000072
Figure BDA0002529319140000073
for the time each vehicle actually reaches the stop line,
Figure BDA0002529319140000074
the earliest arrival time at the stop line in the case of the signal light and the preceding vehicle is not considered for each vehicle.
(1.2) adding constraint 1 of the optimization model: the green light duration has an upper limit and a lower limit,
Figure BDA0002529319140000075
in the formula,
Figure BDA0002529319140000076
the ith green time period for entrance lane k; gminAnd GmaxThe minimum green time and the maximum green time, respectively.
(1.3) Add constraints of the optimization model 2: with green light spacing between conflicting vehicles
Figure BDA0002529319140000077
Figure BDA0002529319140000078
In the formula,
Figure BDA0002529319140000079
the time when the ith green light of the entrance lane k starts;
Figure BDA00025293191400000710
is an inlet passage k1Green light next to entrance lane k2Green light interval in the case after green light; m is a large constant;
Figure BDA00025293191400000711
representing a conflict situation for vehicles in different entry lanes when entry lane k is1Vehicle and entrance way k2When there is a collision of the vehicles (2),
Figure BDA00025293191400000712
otherwise
Figure BDA00025293191400000713
Indicating a green light relationship between the entry lanes when entry lane k is1Green light next to entrance lane k2When the light is in the green state, then,
Figure BDA00025293191400000714
otherwise
Figure BDA00025293191400000715
Step 2, predicting the time and speed when the vehicle passes through the stop line
(2.1) calculating the earliest time for the vehicle to reach the stop line
Figure BDA00025293191400000716
Two cases are distinguished:
the first condition is as follows: the vehicle may accelerate to the entrance lane maximum limit speed V before reaching the stop linemaxAt this time
Figure BDA00025293191400000717
The calculation method comprises the following steps:
Figure BDA00025293191400000718
in the formula, t0Is the current time;
Figure BDA00025293191400000719
the speed of the vehicle at the current moment;
Figure BDA00025293191400000720
is t0At the moment of time the vehicle travels within the communication zoneSeparating; vmaxThe maximum speed limit of the vehicle in the entrance lane;
Figure BDA00025293191400000721
speed limit (related to steering) for vehicles entering lane k within the intersection; a ismaxAnd aminUpper and lower limits of acceleration, respectively; l iscThe length of the communication area of the entrance way.
Case two: the vehicle cannot accelerate to the maximum restricted speed V of the approach lane before reaching the stop linemaxAt this time
Figure BDA00025293191400000722
The calculation method comprises the following steps:
Figure BDA0002529319140000081
wherein V1The maximum speed that the vehicle can accelerate to in the midway is calculated by the following steps:
Figure BDA0002529319140000082
(2.2) arrival time of each vehicle
Figure BDA0002529319140000083
Must not be earlier than its earliest arrival time
Figure BDA0002529319140000084
Therefore, the limiting conditions are increased:
Figure BDA0002529319140000085
(2.3) the arrival time of each vehicle must be later than that of the front vehicle, and the vehicle is separated by a saturated headway hcTherefore, the limiting conditions are increased:
Figure BDA0002529319140000086
(2.4) each vehicle must pass through the intersection during the green light, thus adding the limiting condition:
Figure BDA0002529319140000087
Figure BDA0002529319140000088
in the formula,
Figure BDA0002529319140000089
is a variable from 0 to 1, and is,
Figure BDA00025293191400000810
indicating that vehicle w has passed the intersection during the ith green light, otherwise
Figure BDA00025293191400000811
(2.5) predicting the speed of the vehicle passing the stop line
Figure BDA00025293191400000812
Figure BDA00025293191400000813
Step 3, calculating the green light interval
Figure BDA00025293191400000814
(3.1) recording the number of entrance lanes at the intersection to determine the entrance lanes where there is a conflict, and then obtaining the location of the conflict point between the conflicting entrance lanes and the distance from the stop line to the conflict point for each entrance lane (as shown in fig. 2).
(3.2) calculating the time Deltat required by each vehicle from the stop line to the conflict pointk(as shown in FIG. 3, comprising
Figure BDA00025293191400000815
And
Figure BDA00025293191400000816
)：
Figure BDA00025293191400000817
Figure BDA00025293191400000818
in the formula,
Figure BDA00025293191400000819
is an inlet passage k1The time required for the vehicle to travel from the stop line to the conflict point,
Figure BDA00025293191400000820
is an inlet passage k1The speed limit of the vehicle in the intersection,
Figure BDA00025293191400000821
is an inlet passage k1The distance from the stop line to the conflict point,
Figure BDA0002529319140000091
is an inlet passage k2The time required for the vehicle to travel from the stop line to the conflict point,
Figure BDA0002529319140000092
is an inlet passage k2The speed limit of the vehicle in the intersection,
Figure BDA0002529319140000093
is an inlet passage k2The distance from the stop line to the conflict point.
(3.3) calculating the Green light Interval
Figure BDA0002529319140000094
(as shown in FIG. 3):
Figure BDA0002529319140000095
in the formula,
Figure BDA0002529319140000096
is when k is2Entrance lane green light immediately adjacent to k1The green light interval needed when the green light of the entrance way is behind; t is txThe safe time for the vehicle passing is required when the CAV vehicle tracks cross.
And (3.4) solving the intersection signal optimization model by using a Gurobi solver to obtain a signal timing scheme in a future period of time, and sending the result to an intersection annunciator, wherein the intersection annunciator correspondingly executes the signal timing scheme.
Step 4, optimizing the track of the vehicle in the entrance road and the intersection
(4.1) establishing a track optimization model, wherein the optimization goal is to minimize the oil consumption of the vehicle in the driving process, and the oil consumption is closely related to the acceleration of the vehicle, so that the objective function is as follows:
Figure BDA0002529319140000097
in the formula, omegapFor all vehicles that need to be optimized;
Figure BDA0002529319140000098
is the acceleration of the vehicle w at time t,
Figure BDA0002529319140000099
for the time at which the trajectory experienced by the vehicle w is optimized this time,
Figure BDA00025293191400000910
is the time at which the vehicle w leaves the intersection.
(4.2) adding constraint conditions for vehicle track optimization: vehicle dynamics constraints:
Figure BDA00025293191400000911
Figure BDA00025293191400000912
in the formula,
Figure BDA00025293191400000913
is the position of the vehicle w at the time t,
Figure BDA00025293191400000914
is the speed of the vehicle w at the time t,
Figure BDA00025293191400000915
is the acceleration of the vehicle w at time t.
(4.3) adding constraint conditions for vehicle track optimization: restraint of vehicle speed:
Figure BDA00025293191400000916
Figure BDA00025293191400000917
(4.4) adding constraint conditions for vehicle track optimization: restraint of vehicle acceleration:
Figure BDA00025293191400000918
(4.5) adding constraint conditions for vehicle track optimization: distance constraint from the front vehicle
Figure BDA00025293191400000919
In the formula, d and τ are following distance and time distance parameters in the Newell model.
(4.6) adding constraint conditions for vehicle track optimization: vehicle is at
Figure BDA00025293191400000920
Should pass the stop line at the moment and the vehicle is at
Figure BDA0002529319140000101
The speed at the moment should coincide with a predetermined speed
Figure BDA0002529319140000102
Figure BDA0002529319140000103
And (4.7) solving the vehicle track optimization model by using a Gurobi solver to obtain the driving tracks (positions and speeds) of the vehicles in the entrance road and the intersection, sending the result to the vehicles, and planning the driving of the vehicles according to the tracks.
It should be noted that when solving the intersection signal optimization model and the vehicle trajectory optimization model, a solver including, but not limited to, Gurobi may be used for the solution.
In summary, the invention fully utilizes the vehicle state information (the current speed and the running distance of the vehicle) obtained by vehicle-to-vehicle communication in the vehicle-to-vehicle cooperative environment, provides a signal-track cooperative optimization method in the vehicle-to-vehicle cooperative environment considering the safety during signal switching, can design reasonable green light intervals according to different intersection characteristics, simultaneously optimizes the track of the vehicle in the intersection, ensures the vehicle traffic safety and traffic efficiency during signal switching, and expands the application of the vehicle running state data in the intersection safety aspect.

Claims (4)

1. An intersection signal-vehicle track cooperative control method under a vehicle-road cooperative environment is characterized by comprising the following steps:
s1, constructing an intersection signal optimization model, wherein an objective function of the intersection signal optimization model is the minimum of vehicle average delay, and constraint conditions comprise: green light duration constraint, green light interval constraint, vehicle stop line arrival state constraint and vehicle crossing constraint;
s2, constructing a vehicle track optimization model, wherein an objective function of the vehicle track optimization model is the minimum of vehicle oil consumption, and constraint conditions comprise: vehicle dynamics constraints, vehicle speed constraints, vehicle acceleration constraints, vehicle distance constraints, and vehicle passing stop line state constraints;
s3, respectively solving an intersection signal optimization model and a vehicle track optimization model to obtain a signal timing scheme and a vehicle running track, wherein the vehicle running track comprises the positions and speeds of vehicles in an entrance way and an intersection;
s4, sending the signal timing scheme to an intersection annunciator, and correspondingly executing the signal timing scheme by the intersection annunciator;
the vehicle running track is sent to the vehicle, and the vehicle moves according to the vehicle running track;
the step S1 specifically includes the following steps:
s11, acquiring current state data of the vehicle in the approach lane, and calculating the earliest time of the vehicle reaching the stop line and the predicted speed of the vehicle passing the stop line;
s12, calculating the corresponding green light interval according to the size characteristics of different intersections;
s13, combining the data obtained by calculation in the steps S11 and S12, respectively setting an objective function, a green light duration constraint, a green light interval constraint, a vehicle stop line reaching state constraint and a vehicle crossing passing constraint which take the average delay minimization of the vehicle as an optimization target, and completing the construction of an intersection signal optimization model;
the current state data of the vehicle entering the entrance lane in step S11 includes the current speed of the vehicle and the current distance traveled by the vehicle in the communication area, and the earliest time when the vehicle reaches the stop line in step S11 is specifically:
Figure FDA0003215475670000021
wherein,
Figure FDA0003215475670000022
t is the time at which the vehicle w reaches the stop line at the earliest without regard to the signal light and the preceding vehicle0As the current time of day, the time of day,
Figure FDA0003215475670000023
as the speed of the vehicle w at the present time,
Figure FDA0003215475670000024
for the distance traveled by the vehicle w in the communication zone at the present moment, VmaxFor the maximum speed limit of the vehicle in the approach lane,
Figure FDA0003215475670000025
speed limit of vehicles in crossing for entrance lane k, amaxAnd aminUpper and lower limits of acceleration, LcFor the length of the communication area of the entrance lane, V1The maximum speed to which the vehicle can accelerate halfway;
the predicted speed of the vehicle passing through the stop line is specifically:
Figure FDA0003215475670000026
wherein,
Figure FDA0003215475670000027
is the speed of the vehicle w through the stop line;
the step S12 specifically includes the following steps:
s121, determining mutually conflicting entrance lanes according to the number of the entrance lanes at the intersection;
s122, calculating the positions of conflict points between the mutually conflicting entrance roads, and then combining the size data of the intersections to calculate the distance between the entrance roads and the conflict points from the stop line;
s123, calculating the time required for the vehicle to reach the conflict point from the stop line on the entrance lane based on the distance between the entrance lane and the conflict point, so as to calculate the green light interval;
the calculation formula of the green light interval in step S123 is specifically:
Figure FDA0003215475670000028
Figure FDA0003215475670000029
Figure FDA00032154756700000210
wherein,
Figure FDA00032154756700000211
is an inlet passage k2Green light next to entrance lane k1The green light interval, t, required after the green lightxThe safe time for the vehicle passing is required when the vehicle tracks are crossed,
Figure FDA00032154756700000212
is an inlet passage k1The time required for the vehicle to travel from the stop line to the conflict point,
Figure FDA00032154756700000213
is an inlet passage k1The speed limit of the vehicle in the intersection,
Figure FDA00032154756700000214
is an inlet passage k1From stop line to conflict pointThe distance between the first and second electrodes,
Figure FDA0003215475670000031
is an inlet passage k2The time required for the vehicle to travel from the stop line to the conflict point,
Figure FDA0003215475670000032
is an inlet passage k2The speed limit of the vehicle in the intersection,
Figure FDA0003215475670000033
is an inlet passage k2The distance from the stop line to the conflict point;
the objective function in step S13 is specifically:
Figure FDA0003215475670000034
Figure FDA0003215475670000035
wherein w is the vehicle number, omega is the set of all vehicles in the communication range at present, DwIn order to delay the passage of the vehicle w,
Figure FDA0003215475670000036
is the time when the vehicle w actually reaches the stop line;
the green light duration constraint specifically comprises:
Figure FDA0003215475670000037
wherein,
Figure FDA0003215475670000038
the ith green time of entry lane k, GminAnd GmaxRespectively, the minimum green light duration andthe maximum green light duration is K, and K is an intersection entrance lane set;
the green light interval constraint is specifically as follows:
Figure FDA0003215475670000039
Figure FDA00032154756700000310
wherein,
Figure FDA00032154756700000311
m is a large constant, which is the time at which the ith green light of the entrance lane k starts,
Figure FDA00032154756700000312
for conflicting variables of vehicles in different entry lanes, when entry lane k1Vehicle and entrance way k2When there is a conflict with the vehicle(s),
Figure FDA00032154756700000313
otherwise
Figure FDA00032154756700000314
Figure FDA00032154756700000315
Is an inlet passage k1And the inlet passage k2Green light relation variable between, when entering lane k1Green light next to entrance lane k2When the light is in the green state, then,
Figure FDA00032154756700000316
otherwise
Figure FDA00032154756700000317
The vehicle reaching the stop line state constraint specifically comprises:
time when vehicle actually reaches stop line
Figure FDA00032154756700000318
Must not be earlier than its earliest arrival time
Figure FDA00032154756700000319
Figure FDA00032154756700000320
The current vehicle must actually arrive at the stop line later than the previous vehicle and separated by a saturated headway:
Figure FDA00032154756700000321
wherein,
Figure FDA00032154756700000322
the time at which the preceding vehicle w' actually reaches the stop line, hcThe time interval is saturated;
the vehicle passing intersection constraint is specifically as follows:
the vehicle must pass through the intersection during the green light:
Figure FDA00032154756700000323
Figure FDA0003215475670000041
wherein,
Figure FDA0003215475670000042
is a variable from 0 to 1, and is,
Figure FDA0003215475670000043
indicating that vehicle w has passed the intersection during the ith green light, otherwise
Figure FDA0003215475670000044
SpThe intersection traffic vehicle set is obtained.
2. The intersection signal-vehicle track cooperative control method under the vehicle-road cooperative environment according to claim 1, wherein an objective function of the vehicle track optimization model in the step S2 is specifically:
Figure FDA0003215475670000045
wherein omegapFor all vehicles that need to be optimized,
Figure FDA0003215475670000046
is the acceleration of the vehicle w at time t,
Figure FDA0003215475670000047
for the time at which the trajectory experienced by the vehicle w is optimized this time,
Figure FDA0003215475670000048
is the time at which the vehicle w leaves the intersection.
3. The intersection signal-vehicle track cooperative control method under the vehicle-road cooperative environment according to claim 2, wherein the vehicle dynamics constraint in step S2 is specifically:
Figure FDA0003215475670000049
Figure FDA00032154756700000410
wherein,
Figure FDA00032154756700000411
is the position of the vehicle w at the time t,
Figure FDA00032154756700000412
is the speed of the vehicle w at the time t,
Figure FDA00032154756700000413
acceleration of the vehicle w at time t;
the vehicle speed constraint is specifically:
Figure FDA00032154756700000414
Figure FDA00032154756700000415
the vehicle acceleration constraint is specifically as follows:
Figure FDA00032154756700000416
the vehicle distance constraint is specifically:
Figure FDA00032154756700000417
wherein d and tau are respectively the following distance and time distance parameters in the Newell model,
Figure FDA00032154756700000418
is the preceding vehicle w′Position at time (t-tau)；
The vehicle passing stop line state constraint specifically comprises the following steps:
vehicle is at
Figure FDA00032154756700000419
The moment should pass the stop line:
Figure FDA00032154756700000420
wherein,
Figure FDA00032154756700000421
for a vehicle w at
Figure FDA00032154756700000422
The location of the time of day;
vehicle is at
Figure FDA00032154756700000423
The speed at the moment should coincide with the predicted speed of the vehicle through the stop line:
Figure FDA0003215475670000051
wherein,
Figure FDA0003215475670000052
for a vehicle w
Figure FDA0003215475670000053
The speed of the moment.
4. The cooperative intersection signal-vehicle track control method under the cooperative vehicle and road environment according to claim 1, wherein the step S3 is to solve the signal optimization model and the vehicle track optimization model respectively by a Gurobi solver.
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