网联混合环境快速路交织区自动驾驶车辆换道模型

doi:10.13229/j.cnki.jdxbgxb.20220990

摘要/Abstract

摘要：

在网联自动驾驶车辆（CAV）与常规人驾车辆（HV）组成的混合交通环境，为改善快速路交织区运行状况，提出了一种CAV自由型换道动态控制模型。首先，通过引入驾驶风格参数，优化HV多级换道策略，构建快速路交织区HV数值仿真模型，并根据不同换道比例和换道位置分布对所构建模型进行了验证。进一步结合CAV渗透率与其换道模型参数，提出了CAV自由型换道动态控制模型。最后，在CAV渗透率随机服从正态分布条件下，分析了CAV动态控制模型对交通效率与安全性的影响。结果表明：在低CAV渗透率条件下，动态控制模型可以进一步改善交织区内的交通效率与安全性，并且随着渗透率的提升，动态控制模型的改善效果变化幅度逐渐减弱。

关键词: 交通工程, 快速路交织区, 混合交通流, 换道模型, 数值仿真

Abstract:

In a mixed traffic environment composed of connected and autonomous vehicles （CAV） and human-driven vehicles （HV）， a CAV free lane change dynamic control model is proposed to improve the running state of the expressway weaving area. Firstly， by introducing driving style parameters and optimizing HV multi-level lane changing strategy， the HV numerical simulation model of expressway weaving area is constructed， and the constructed model is verified according to different lane changing ratios and lane changing position distribution. Combined with CAV permeability and parameters of lane changing， a CAV dynamic control model of free lane change is proposed. Finally， the influence of CAV dynamic control model on traffic efficiency and safety is analyzed under the condition of CAV permeability random distribution. The results show that the dynamic control model can further improve the traffic efficiency and safety in the weaving area under the condition of low CAV permeability， and the improvement effect of the dynamic control model gradually decreases with the increase of permeability.

Key words: traffic engineering, weaving area of expressway, mixed traffic flow, lane change model, numerical simulation

中图分类号:

U491.2

张卫华,刘嘉茗,解立鹏,丁恒. 网联混合环境快速路交织区自动驾驶车辆换道模型[J]. 吉林大学学报(工学版), 2024, 54(2): 469-477.

Wei-hua ZHANG,Jia-ming LIU,Li-peng XIE,Heng DING. Lane⁃changing model of autonomous vehicle in weaving area of expressway in intelligent and connected mixed environment[J]. Journal of Jilin University(Engineering and Technology Edition), 2024, 54(2): 469-477.

图/表 14

表1

IDM模型参数的取值"

参数	取值
$δ$	4
L/m	5
$s 0$ /m	2
T/s	1.5
$a m a x$ /（m·s^-2）	1
$b m a x$ /（m·s^-2）	2
$v r e f, i (t)$ /（km·h）	120

表1

表2

CACC模型参数取值"

参数	取值
$k 1$	1.0
$k 2$	0.2
$k 3$	3.0
$t g$	0.6

表2

图1

表3

表4

图2

图3

图4

图5

图6

表5

动态控制模型对交通效率的改善情况"

$μ$	效率改善/%
0.1	3.03
0.2	2.01
0.3	1.26
0.4	0.64
0.5	0.22

表5

表6

ATT指标中最高点与最低点的差值"

$μ$	动态控制	无控制
0.1	1.70	2.23
0.2	0.87	1.18
0.3	0.75	0.87
0.4	0.71	0.83
0.5	0.62	0.60

表6

图7

表7

动态控制的安全改善失效的位置"

$μ$	失效位置/m
0.1	320
0.2	315
0.3	295
0.4	290
0.5	200

表7

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驾驶风格	可能采取的换道类型
谨慎型	自由型
稳健型	自由型、风险Ⅰ型
激进Ⅰ型	自由型、风险Ⅰ型、风险Ⅱ型
激进Ⅱ型	自由型、风险Ⅰ型、风险Ⅱ型、强制型

换道类型	换道次数	比例/%	误差/%
自由型	1963	65.13	0.37
风险Ⅰ型	811	26.90	1.43
风险Ⅱ型	185	6.14	2.00
强制型	55	1.80	2.26