A priority control method for special vehicles based on heterogeneous vehicle group cooperation
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摘要: 在网联自动驾驶车辆和人类驾驶车辆混行的异质车辆群体环境中，为应对现有特殊车辆优先运行易受干扰以及对系统扰动严重的问题，在特殊车辆优先控制中加入了个体优先效益和系统运行效益的多目标考量；构建了通行需求差异化分级响应机制，确定了不同车辆对路权资源需求的优先响应等级；设计了集中式路权分配与分布式车辆轨迹规划的分层框架，上层以不同通行需求优先响应等级为依据进行路权分配决策，下层以路权分配结果为目标对自车进行分布式轨迹规划，对特殊车辆进行优先路权的需求响应式供给；为验证控制方法的有效性和先进性，选取了不同饱和度(0.8~1.4)和不同渗透率(0.3~0.8)条件，对比了不同特殊车辆优先控制方法。仿真结果表明：在优先水平方面，所提出方法中的特殊车辆的通行延误在0.1 s以下，有效地保障了特殊车辆在异质车辆群体环境下的绝对优先；在交叉口运行效率方面，当交通需求饱和度小于1.0时，所提出方法可保证较高的交叉口运行效率，当交通需求饱和度大于1.0时，所提出方法受网联自动驾驶车辆渗透率影响显著，且渗透率越大，所提出方法则能更好地保证交叉口运行效率。Abstract: In a heterogeneous vehicle group environment, there is a coexistence between connected and automated vehicles (CAVs) and human-driven vehicles. To address the problems that the priority operation of existing special vehicles was vulnerable to interference and causes severe disturbances to the system, multi-objective considerations of individual priority benefits and system operation benefits were incorporated into the priority control of special vehicles. A differentiated hierarchical response mechanism for various traffic demands was developed, and the priority response levels of different vehicles' demand for right-of-way resources were determined. A hierarchical framework of centralized right-of-way allocation and distributed vehicle trajectory planning was designed. In the upper layer, right-of-way allocation decision-making was implemented based on different priority response levels of traffic demand. In the lower layer, distributed vehicle trajectory planning was achieved with the allocated right-of-way as the goal to provide the demand-responsive supply of priority right-of-way for special vehicles. To validate the effectiveness and advancement of the control method, different saturation (0.8-1.4) and different penetration rates (0.3-0.8) conditions were selected, and different priority control methods for special vehicles were compared. Simulation results show that, as for the priority level, the proposed method can guarantee the special vehicles with delays of less than 0.1 seconds, ensuring absolute priority of special vehicles in a heterogeneous vehicle swarm environment. As for the traffic efficiency at the intersection, the proposed method maintains high efficiency when the traffic demand saturation rate is below 1.0. When traffic demand saturation rate is above 1.0, the efficiency of the proposed method is significantly affected by the CAV penetration rates, and with the increment in the penetration rates, the intersection efficiency can be ensured by the proposed method in a better way.
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图 4 饱和度为1.2且渗透率为0.7条件下空白组中普通车道上车辆轨迹运行结果
Figure 4. Vehicle trajectory results on GL in blank group when saturation is 1.2 and CPR is 0.7
图 5 饱和度为1.2且渗透率为0.7条件下空白组中动态优先车道上车辆轨迹运行结果
Figure 5. Vehicle trajectory results on DPL in blank group when saturation is 1.2 and CPR is 0.7
图 6 饱和度为1.2且渗透率为0.7条件下对照组中普通车道上车辆轨迹运行结果
Figure 6. Vehicle trajectory results on GL in control group when saturation is 1.2 and CPR is 0.7
图 7 饱和度为1.2且渗透率为0.7条件下对照组中动态优先车道上车辆轨迹运行结果
Figure 7. Vehicle trajectory results on DPL in control group when saturation is 1.2 and CPR is 0.7
图 8 饱和度为1.2且渗透率为0.7条件下试验组中普通车道上车辆轨迹运行结果
Figure 8. Vehicle trajectory results on GL in experimental group when saturation is 1.2 and CPR is 0.7
图 9 饱和度为1.2且渗透率为0.7条件下试验组中动态优先车道上车辆轨迹运行结果
Figure 9. Vehicle trajectory results on DPL in experimental group when saturation is 1.2 and CPR is 0.7
图 10 饱和度为0.8的交叉口通过量对比结果
Figure 10. Throughput comparison results when saturation is 0.8
图 11 饱和度为1.0的交叉口通过量对比结果
Figure 11. Throughput comparison results when saturation is 1.0
图 12 饱和度为1.2的交叉口通过量对比结果
Figure 12. Throughput comparison results when saturation is 1.2
图 13 饱和度为1.4的交叉口通过量对比结果
Figure 13. Throughput comparison results when saturation is 1.4
表 1 仿真参数设置
Table 1. Simulation parameter setting
主要参数 量值 控制区域长度/m 400 仿真总时长/s 4 100 仿真预热时长/s 600 优化时间步间隔/s 1 红灯时长/s 36 绿灯时长/s 50 饱和流率/(veh·h-1) 1 308 路段最高限速/(km·h-1) 60 最大加速度/(m·s-2) 3.5 最小加速度/(m·s-2) -2.8 普通车辆平均长度/m 4 特殊车辆平均长度/m 6 安全车头时距/s 2 行程时间目标权重 0.33 车辆油耗目标权重 0.25 交叉口效率目标权重 0.42 
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表 2 渗透率为0.3下特殊车辆延误对比结果
Table 2. Delay comparison results of special vehicles when CPR is 0.3
s·veh-1 饱和度 空白组 对照组 试验组 0.6 1.978 0 0.018 0.8 5.012 0 0.031 1.0 7.977 0 0.039 1.2 10.823 0 0.045 1.4 18.752 0 0.066
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表 3 渗透率为0.4下特殊车辆延误对比结果
Table 3. Delay comparison results of special vehicles when CPR is 0.4
s·veh-1 饱和度 空白组 对照组 试验组 0.6 1.829 0 0.014 0.8 4.647 0 0.032 1.0 7.942 0 0.054 1.2 10.730 0 0.076 1.4 16.552 0 0.086
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表 4 渗透率为0.5下特殊车辆延误对比结果
Table 4. Delay comparison results of special vehicles when CPR is 0.5
s·veh-1 饱和度 空白组 对照组 试验组 0.6 1.778 0 0.016 0.8 4.350 0 0.032 1.0 7.954 0 0.044 1.2 10.777 0 0.053 1.4 16.546 0 0.075
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表 5 渗透率为0.6下特殊车辆延误对比结果
Table 5. Delay comparison results of special vehicleswhen CPR is 0.6
s·veh-1 饱和度 空白组 对照组 试验组 0.6 1.771 0 0.020 0.8 4.164 0 0.028 1.0 7.640 0 0.045 1.2 10.679 0 0.055 1.4 17.035 0 0.076
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表 6 渗透率为0.7下特殊车辆延误对比结果
Table 6. Delay comparison results of special vehicles when CPR is 0.7
s·veh-1 饱和度 空白组 对照组 试验组 0.6 1.975 0 0.015 0.8 4.368 0 0.034 1.0 7.918 0 0.043 1.2 10.704 0 0.059 1.4 17.109 0 0.082
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表 7 渗透率为0.8下特殊车辆延误对比结果
Table 7. Delay comparison results of special vehicles when CPR is 0.8
s·veh-1 饱和度 空白组 对照组 试验组 0.6 1.923 0 0.011 0.8 4.386 0 0.032 1.0 7.889 0 0.047 1.2 10.238 0 0.049 1.4 16.994 0 0.077
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