Eco-driving strategy for mixed traffic flow of connected automated vehicles considering intersection start-stop wave

doi:10.3969/j.issn.1674-8484.2024.06.011

Abstract

Abstract:

An ecological driving strategy for connected automated vehicles based on intersection start-stop wave analysis was proposed to avoid frequent stop-start of vehicles at intersections and reduce the fuel consumption and pollution emission of vehicles. Firstly, the intersection start-stop wave influence range was analyzed, and the passage mode of vehicles through the intersection was classified; then, the saturation speed was calculated with the basic graph model of mixed traffic flow, and the vehicle passing time point was created and selected according to the saturation speed, and the end moment and location of the intelligent networked vehicle trajectory optimization were calculated in combination with the intersection start-stop wave; finally, the intelligent networked vehicle trajectory was optimized according to the three-stage speed planning curve model. The results show that the average fuel consumption, pollutant emissions and delays incurred by vehicles with eco-driving strategies gradually decrease with penetration increasing; and the magnitude of fuel consumption gain for low traffic flow is always greater than that for high traffic flow under the same penetration. In the case of 600 pcu/h traffic flow and 100% penetration, the eco-driving strategy reduces fuel consumption by 15.57% and delays by 23.57%.

Key words: traffic engineering, mixed traffic, eco-driving, intersection start-stop wave, trajectory optimization, energy saving and emission reduction

CLC Number:

U491.2+3

LI Xinguang, SUN Chongxiao, QU Dayi, YU Wenchang, HU Han. Eco-driving strategy for mixed traffic flow of connected automated vehicles considering intersection start-stop wave[J]. Journal of Automotive Safety and Energy, 2024, 15(6): 895-904.

Figures/Tables 12

References 19

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v_f	50 km / h	z₀	0.45
a_max	2.5 m / s²	z₁	0.25
b	-2.5 m / s²	t_c	1 s
T	1.5 s	τ	1 s
l	4.5 m	Δt	0.1 s
s₀	1.5 m

v_f	50 km / h	z₀	0.45
a_max	2.5 m / s²	z₁	0.25
b	-2.5 m / s²	t_c	1 s
T	1.5 s	τ	1 s
l	4.5 m	Δt	0.1 s
s₀	1.5 m

仿真时间	1 200 s	路侧设备通信范围	300 m
驾驶人反应时间，τ	1 s	道路最高限速，v_max	50 km / h
信号周期，S	90 s	车辆最大加速度，a_max	2.5 m / s²
红灯时间，T_r	42 s	车辆最大减速度，a_mim	-2.5 m / s²
绿灯时间，T_g	42 s	车身长度，l	4.5 m
黄灯时间，T_y	3 s	最小车间距，S₀	1.5 m

仿真时间	1 200 s	路侧设备通信范围	300 m
驾驶人反应时间，τ	1 s	道路最高限速，v_max	50 km / h
信号周期，S	90 s	车辆最大加速度，a_max	2.5 m / s²
红灯时间，T_r	42 s	车辆最大减速度，a_mim	-2.5 m / s²
绿灯时间，T_g	42 s	车身长度，l	4.5 m
黄灯时间，T_y	3 s	最小车间距，S₀	1.5 m

交通流 (pcu·h^-1)	网联车渗透率 %	平均燃油消耗量 (g·s^-1)	CO₂排放量 (g·s^-1)	CO排放量 (g·s^-1)	HC排放量 (g·s^-1)	NO_x排放量 (g·s^-1)
300	0	0.465 3	8.127 9	0.041 6	0.004 7	0.004 8
	50	0.433 7	7.577 7	0.037 1	0.004 6	0.004 1
	100	0.392 1	6.853 2	0.031 9	0.004 5	0.003 3
600	0	0.494 2	8.764 5	0.044 2	0.005 0	0.005 2
	50	0.457 7	8.119 2	0.038 8	0.005 1	0.004 2
	100	0.433 7	7.695 0	0.035 8	0.005 0	0.003 7
900	0	0.535 6	9.431 6	0.047 5	0.005 5	0.005 4
	50	0.505 0	8.540 1	0.040 0	0.005 5	0.004 2
	100	0.474 5	8.359 9	0.038 6	0.005 5	0.004 0