智能网联汽车基于分组交替的协同合并策略

doi:10.3969/j.issn.1674-8484.2022.03.009

摘要/Abstract

摘要：

为了提高高速入口匝道车辆合并效率,减少油耗,提出基于分组交替的协同合并策略。协同合并的主要挑战是如何保证计算效率的同时提高交通性能,因此,通过设计通行顺序调整算法,优化车辆通行顺序,简化协同合并的复杂度;同时结合智能网联汽车和协同合并的特点,重新构建车辆运动规则,保证行车安全,避免走走停停。结果表明：与无控制和先进先出策略相比,新策略的吞吐量分别提升3.19%和27.34%,平均延迟分别下降18.60%和76.57%,总油耗分别减少35.48%和14.41%;新策略能够适用于不同的交通流场景,满足交通系统的实时性要求,提高高速入口匝道的通行效率并减少油耗。

关键词: 智能网联汽车, 协同合并, 分组交替, 高速入口匝道, 通行顺序

Abstract:

A grouping-alternation-based cooperative merging strategy was proposed to improve the efficiency of vehicle merging and reduce fuel consumption at highway on-ramps. The main challenge of cooperative merging is to improve traffic performance while ensuring that the computational load is small enough. Therefore, a passing order adjustment algorithm was designed to optimize the passing order of vehicles and simplify the complexity of cooperative merging. Combined with the characteristics of connected and automated vehicles and cooperative merging, the movement rules of vehicles were reconstructed to ensure driving safety and avoid stop-and-go. The results show that the throughput of the new strategy increases by 3.19% and 27.34%, the average delay decreases by 18.60% and 76.57%, and the total fuel consumption reduces by 35.48% and 14.41%, respectively, compared with the no-control and first-in-first-out strategies. The new strategy can be applied to different traffic flow scenarios to meet the real-time requirements of the traffic system and improve the traffic efficiency of highway on-ramps and reduce fuel consumption.

Key words: connected and automated vehicles, cooperative merging, grouping-alternation, highway on-ramp, passing order

中图分类号:

U495

关小魁, 胡茂彬. 智能网联汽车基于分组交替的协同合并策略[J]. 汽车安全与节能学报, 2022, 13(3): 482-488.

GUAN Xiaokui, HU Maobin. Grouping-alternation-based cooperative merging strategy for connected and automated vehicles[J]. Journal of Automotive Safety and Energy, 2022, 13(3): 482-488.

图/表 9

参考文献 21

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i	K_i,j
i	j = 0	j = 1	j = 2	j = 3
0	-7.735	0.229 5	-5.610×10^-3	9.773×10^-5
1	0.027 99	0.006 8	-7.722×10^-4	8.380×10^-6
2	-2.228×10^-4	-4.402×10^-5	7.900×10^-7	8.170×10^-7
3	1.09×10^-6	4.80×10^-8	3.27×10^-8	-7.79×10^-9
i	K’_i,j
i	j = 0	j = 1	j = 2	j = 3
0	-7.735	-0.017 99	-4.270×10^-3	1.882 9×10^-4
1	0.028 04	7.720×10^-3	8.375×10^-4	3.387×10^-5
2	-2.199×10^-4	-5.219×10^-5	-7.440×10^-6	2.770×10^-7
3	1.08×10^-6	2.47×10^-7	4.87×10^-8	3.79×10^-10

i	K_i,j
i	j = 0	j = 1	j = 2	j = 3
0	-7.735	0.229 5	-5.610×10^-3	9.773×10^-5
1	0.027 99	0.006 8	-7.722×10^-4	8.380×10^-6
2	-2.228×10^-4	-4.402×10^-5	7.900×10^-7	8.170×10^-7
3	1.09×10^-6	4.80×10^-8	3.27×10^-8	-7.79×10^-9
i	K’_i,j
i	j = 0	j = 1	j = 2	j = 3
0	-7.735	-0.017 99	-4.270×10^-3	1.882 9×10^-4
1	0.028 04	7.720×10^-3	8.375×10^-4	3.387×10^-5
2	-2.199×10^-4	-5.219×10^-5	-7.440×10^-6	2.770×10^-7
3	1.08×10^-6	2.47×10^-7	4.87×10^-8	3.79×10^-10

控制区长度,l_c	250 m
合并区长度,l_m	30 m
通行顺序调整最大阈值,d_opt	35 m
相同方向车辆间最小安全间隙,d_safe1	10 m
冲突方向车辆间最小安全间隙,d_safe2	30 m
最大速度,v_max	15 m/s
最小速度,v_min	5 m/s
最大加速度,a_max	3 m/s²
最大减速度,a_min	- 3 m/s²
平均车头时距,Δt	3 s

控制区长度,l_c	250 m
合并区长度,l_m	30 m
通行顺序调整最大阈值,d_opt	35 m
相同方向车辆间最小安全间隙,d_safe1	10 m
冲突方向车辆间最小安全间隙,d_safe2	30 m
最大速度,v_max	15 m/s
最小速度,v_min	5 m/s
最大加速度,a_max	3 m/s²
最大减速度,a_min	- 3 m/s²
平均车头时距,Δt	3 s

Δt / s	策略	吞吐量辆	平均延迟 s	总油耗 L	模拟时间 ms
Δt_m = 6 Δt_r = 6	无控制	178.96	20.81	21.73	24.87
	先进先出	145.02	72.29	16.38	46.41
	分组交替	184.67	16.94	14.02	78.92
Δt_m = 6 Δt_r = 12	无控制	144.60	1.79	10.95	14.91
	先进先出	144.43	2.17	9.93	25.82
	分组交替	144.49	1.80	9.91	47.92
Δt_m = 12 Δt_r = 6	无控制	144.34	2.50	11.69	16.56
	先进先出	144.42	2.03	9.91	25.50
	分组交替	144.53	1.75	9.90	47.56