技术领域technical field
本发明属于智能交通运输系统通信技术领域，特别涉及一种车-车信息交互通信的碰撞预警可靠性测试方法。The invention belongs to the technical field of intelligent transportation system communication, in particular to a collision warning reliability testing method for vehicle-vehicle information interactive communication.
背景技术Background technique
V2X(Vehicle-to-Everything)是指车辆对外界的信息交换，包括V2V(Vehicle-to-Vehicle，车车通讯)、V2I(Vehicle-to-Instruction，车路通讯)、V2P(Vehicle-to-Pedestrian，车行人通讯)等方式的网联汽车技术的统称。进入21世纪，智能交通领域的学术界、企业界和交通管理者，特别是汽车制造商逐渐将关注焦点集中在V2X通信上，V2X技术是未来智能交通系统的重要发展方向。V2X (Vehicle-to-Everything) refers to the exchange of information between vehicles and the outside world, including V2V (Vehicle-to-Vehicle, vehicle-to-vehicle communication), V2I (Vehicle-to-Instruction, vehicle-to-road communication), V2P (Vehicle-to- Pedestrian, vehicle-pedestrian communication) and other methods of networked vehicle technology collectively. In the 21st century, the academic circles, business circles and traffic managers in the field of intelligent transportation, especially automobile manufacturers, gradually focus on V2X communication. V2X technology is an important development direction of future intelligent transportation systems.
对于传统的交通模式，周围环境的感知是通过驾驶员的感官来完成的，或者是通过在车辆上安装传感器，进行周围环境的感知，但无论是哪种方式，车辆间的信息都是相互独立的，车辆间无法进行有效的信息沟通和信息共享，而这种信息的封闭性在很大程度上造成了交通效率的低下甚至引起交通事故的发生。V2X技术的兴起改变了原有车辆间相互独立的交通模式。使得车辆间可以进行有效的信息交互，及时的获得路况信息，从而可以避免很多交通事故的发生，有效的提高交通效率。V2X技术融合了先进的传感器技术、无线通信技术和新一代互联网等技术，全方位实现人-车-环境动态实时信息交互，并在全时空动态信息采集与融合的基础上开展车辆主动安全控制和道路协同管理，充分实现人-车-环境的有效协同，保障交通安全，提高通行效率，从而形成安全、高效和环保的道路安全运行环境。For the traditional traffic mode, the perception of the surrounding environment is done through the driver's senses, or by installing sensors on the vehicle, but either way, the information between vehicles is independent of each other Therefore, effective information communication and information sharing cannot be carried out between vehicles, and the closedness of this information has caused the low traffic efficiency and even the occurrence of traffic accidents to a large extent. The rise of V2X technology has changed the independent traffic mode between the original vehicles. It enables effective information interaction between vehicles and timely access to road condition information, thereby avoiding many traffic accidents and effectively improving traffic efficiency. V2X technology integrates advanced sensor technology, wireless communication technology, and new-generation Internet technologies to realize dynamic and real-time information interaction between people, vehicles, and the environment in an all-round way, and carry out vehicle active safety control and Road collaborative management fully realizes the effective coordination of people-vehicle-environment, ensures traffic safety, improves traffic efficiency, and thus forms a safe, efficient and environmentally friendly road safety operating environment.
V2X技术的各项应用的实现都基于车-车、车-路的信息交互，对于每个信息交互节点均部署由通信设备、上层计算机、GPS模块硬件设备组成的V2X系统，其信息交互功能的可靠、有效、稳定运行对V2X系统的成功部署至关重要。由于车-车、车-路信息交互环境复杂多变，网络拓扑随着车辆的运动快速变化，城市道路环境下的车辆和建筑物遮挡会给信息交互带来极大的不确定性，这些都给V2X通信的可靠性带来了挑战。因此，V2X通信可靠性的分析和研究是一个非常复杂的问题，提高其可靠性与安全性对实际的车路协同技术研发及应用至关重要。尤其是关于碰撞预警可靠性的研究，对交通安全的评估是至关重要的。目前，尚没有一种有效的模型对V2X系统的通信性能在实际交通中不同场景下车辆间的通信碰撞预警可靠性进行有效的分析及定量的衡量。The realization of various applications of V2X technology is based on vehicle-vehicle and vehicle-road information interaction. For each information interaction node, a V2X system composed of communication equipment, upper-level computer, and GPS module hardware equipment is deployed. Reliable, efficient, and stable operation are critical to the successful deployment of a V2X system. Due to the complex and changeable environment of vehicle-vehicle and vehicle-road information interaction, the network topology changes rapidly with the movement of vehicles, and the occlusion of vehicles and buildings in the urban road environment will bring great uncertainty to information interaction. It brings challenges to the reliability of V2X communication. Therefore, the analysis and research on the reliability of V2X communication is a very complicated issue, and improving its reliability and safety is crucial to the actual research and development and application of vehicle-road collaboration technology. Especially the research on the reliability of collision warning is crucial to the evaluation of traffic safety. At present, there is no effective model to effectively analyze and quantitatively measure the communication performance of the V2X system in different scenarios in actual traffic, and the reliability of communication collision warning between vehicles.
V2X系统的通信功能包括车-车交互通信、车-路交互通信、车-人交互通信，本发明方法涉及到V2X通信中的车-车交互通信功能的测试。常规的车辆与车辆信息交互通信流程如图1所示。上层计算机采集从GPS模块中得到的车辆的位置信息(经度、纬度)，速度信息(速度大小、速度方向)，根据上层计算机内的系统时钟得到时间信息。同时上层计算机还控制着通信信息转发的策略，以及数据包的存储工作。通讯设备负责发送和接收带有上述信息的数据包。The communication functions of the V2X system include vehicle-vehicle interactive communication, vehicle-road interactive communication, and vehicle-human interactive communication. The method of the present invention relates to the test of the vehicle-vehicle interactive communication function in V2X communication. The conventional vehicle-to-vehicle information interaction communication process is shown in Figure 1. The upper-level computer collects the position information (longitude, latitude) and speed information (speed magnitude, speed direction) of the vehicle obtained from the GPS module, and obtains the time information according to the system clock in the upper-level computer. At the same time, the upper computer also controls the communication information forwarding strategy and the storage of data packets. Communication devices are responsible for sending and receiving data packets with the above information.
发明内容Contents of the invention
本发明的目的是为了填补实际交通中车-车信息交互通信性能可靠性的空白，提出一种车-车信息交互通信的碰撞预警可靠性测试方法。本发明通过构建测试场景，在实际环境下对车-车信息交互的V2X通信设备的通信性能可靠性和安全性进行更有效的测试。对实际交通中的3种可能发生碰撞场景进行碰撞预警可靠性的定量衡量，从而对提高V2X通信设备的通信性能可靠性具有实际应用的意义。The purpose of the present invention is to provide a reliability test method for collision warning of vehicle-vehicle information interactive communication in order to fill the gap in the performance reliability of vehicle-vehicle information interactive communication in actual traffic. The present invention tests the reliability and safety of the communication performance of the V2X communication device for vehicle-vehicle information interaction in an actual environment more effectively by constructing a test scene. Quantitatively measure the reliability of collision warning for three possible collision scenarios in actual traffic, which has practical significance for improving the reliability of communication performance of V2X communication equipment.
本发明提出一种车-车信息交互通信的碰撞预警可靠性测试方法，其特征在于，包括以下步骤：The present invention proposes a collision warning reliability testing method for vehicle-vehicle information interactive communication, which is characterized in that it includes the following steps:
1)设置3种碰撞预警测试场景；1) Set up 3 collision warning test scenarios;
将两辆测试车辆A、B行驶的运动模式和相对运动状态进行分类，得到以下3种可能发生碰撞的场景：同向跟驰行驶场景、相向行驶场景和交叉行驶场景；Classify the motion patterns and relative motion states of the two test vehicles A and B, and obtain the following three possible collision scenarios: car-following in the same direction, opposite direction and crossing;
2)搭建测试平台；2) Build a test platform;
分别在两辆测试车辆上安装通信设备、CWAVE-Original上层计算机、GPS模块作为测试平台；所述GPS模块用于采集车辆的位置信息、速度信息，并根据上层计算机系统内的时钟得到时间信息，CWAVE-Original上层计算机用于控制通信信息转发及存储采集的车-车信息交互数据包，通讯设备用于发送和接收带有上述信息的数据包；Install communication equipment, CWAVE-Original upper-level computer, and GPS module on two test vehicles respectively as the test platform; the GPS module is used to collect the position information and speed information of the vehicle, and obtain time information according to the clock in the upper-level computer system, The CWAVE-Original upper computer is used to control communication information forwarding and store and collect vehicle-to-vehicle information interaction data packets, and the communication equipment is used to send and receive data packets with the above information;
3)采集车-车信息交互数据；3) Collect vehicle-vehicle information interaction data;
两辆测试车辆分别按照步骤1)中设置的3种可能发生碰撞的场景进行驾驶实验，分别采集同向跟驰行驶场景、相向行驶场景和交叉行驶场景下的车-车信息交互数据的数据包；数据包内带有的信息包括：进行通信的两辆车的ID、每辆车的GPS位置坐标、两辆车的速度、两辆车的速度方向、数据包序列号以及每一跳数据包的收发时间；测试车辆周期性的发送数据包，频率为5～50Hz；具体步骤如下：The two test vehicles were carried out driving experiments according to the three possible collision scenarios set in step 1), and the data packets of vehicle-vehicle information interaction data in the same direction car-following driving scene, opposite driving scene and cross driving scene were respectively collected ;The information contained in the data packet includes: the IDs of the two vehicles communicating, the GPS position coordinates of each vehicle, the speed of the two vehicles, the speed direction of the two vehicles, the serial number of the data packet, and the data packet of each hop The sending and receiving time; the test vehicle periodically sends data packets at a frequency of 5-50Hz; the specific steps are as follows:
3-1)车辆A通过装载在车辆上的CWAVE-Original上层计算机生成原始数据包，原始数据包信息包括：采集到的车辆A的位置、速度信息、时间信息、通信设备ID、数据包序列号，并设置转发总跳数TotalHops和已转发跳数HopsDone；3-1) Vehicle A generates original data packets through the CWAVE-Original upper-level computer loaded on the vehicle. The original data packet information includes: the collected position, speed information, time information, communication device ID, and data packet serial number of vehicle A , and set the total forwarding hops TotalHops and the forwarded hops HopsDone;
3-2)通过装载在车辆A中的通信设备将CWAVE-Original上层计算机生成原始数据包发送给车辆B，并将发送的数据包存储在车辆A的车载CWAVE-Original上层计算机中；3-2) Send the original data packet generated by the CWAVE-Original upper-level computer to the vehicle B through the communication equipment loaded in the vehicle A, and store the sent data packet in the vehicle-mounted CWAVE-Original upper-level computer of the vehicle A;
3-3)车辆B接收到来自于车辆A的原始数据包后，首先将原始数据包进行存储；然后通过解析原始数据包得到已转发跳数HopsDone和总转发跳数TotalHops之间的关系来判断该数据包是否需要继续转发：3-3) After vehicle B receives the original data packet from vehicle A, it first stores the original data packet; and then judges by analyzing the original data packet to obtain the relationship between the number of forwarded hops HopsDone and the total number of forwarded hops TotalHops Whether the packet needs to be forwarded further:
当Hops-Done<TotalHops时，数据包的转发并未结束，车辆B向原始数据包内添加车辆B的位置、速度信息、时间信息，并将数据包内的已转发跳数HopsDone加1，得到新的数据包；通过车辆B上搭载的通信设备将新的数据包进行转发，并同时存储该将新的数据包；When Hops-Done<TotalHops, the forwarding of the data packet has not ended, vehicle B adds the position, speed information and time information of vehicle B to the original data packet, and adds 1 to the forwarded hop count HopsDone in the data packet to obtain A new data packet; the new data packet is forwarded through the communication device carried on the vehicle B, and the new data packet is stored at the same time;
当HopsDone＝TotalHops时，数据包转发已结束，车辆B将收到的原始数据包进行存储，不再进行转发；When HopsDone=TotalHops, the data packet forwarding has ended, and the vehicle B stores the received original data packet and does not forward it any more;
4)处理车-车信息交互数据得到通信参数；4) Process vehicle-vehicle information interaction data to obtain communication parameters;
通过收集步骤3)中采集到数据包，处理得到所需的通信参数，所述通信参数包括：收包率和时延；分别计算3种场景下的信息交互数据的收包率和时延，具体计算公式如下：By collecting the data packets collected in step 3), the required communication parameters are obtained by processing, and the communication parameters include: packet reception rate and time delay; respectively calculate the package reception rate and time delay of the information interaction data in the 3 scenarios, The specific calculation formula is as follows:
收包率PDR计算公式如式(1)所示：The formula for calculating the packet reception rate PDR is shown in formula (1):
其中nreceived表示在某个场景中收到的数据包数量，ntransmitted表示在某个场景中发出的数据包数量；Among them, nreceived represents the number of data packets received in a certain scene, and ntransmitted represents the number of data packets sent in a certain scene;
时延Latency的计算公式如式(2)所示：The calculation formula of the delay Latency is shown in formula (2):
其中treceived表示数据包接收的时间，tsend表示数据包发送的时间；Among them, treceived represents the time when the data packet is received, and tsend represents the time when the data packet is sent;
5)确定驾驶参数；5) Determine driving parameters;
驾驶参数包括驾驶员平均反应时间tr和道路摩擦系数μ；Driving parameters include driver average reaction time tr and road friction coefficient μ;
6)建立每种场景下的车-车信息交互通信的碰撞预警可靠性测试模型并求解得到不同速度下避免追尾碰撞的概率；6) Establish a collision warning reliability test model for vehicle-vehicle information interactive communication in each scenario and solve the probability of avoiding rear-end collisions at different speeds;
6-1)同向跟驰行驶追尾碰撞预警可靠性测试模型：6-1) Reliability test model of rear-end collision warning for car-following in the same direction:
6-1-1)建立模型的目标函数，如公式(3)所示：6-1-1) Establish the objective function of the model, as shown in formula (3):
P(d＞ds)＝f(d,v,Pd,tl) (3)P(d>ds )=f(d,v,Pd ,tl ) (3)
其中P(d＞ds)是车辆收到一个与其距离d大于安全距离ds的另一辆车发来的数据包的概率，ds表示两车的安全距离，通过(5)式得到；d是两车间的距离，通过(7)式得到；v是两车的速度，包括A车速度vA和B车速度vB；tl是通信数据包传输时延，即通过公式(2)得到的Latency；Pd代表收包率PDR，通过公式(1)得到；Among them, P(d>ds ) is the probability that the vehicle receives a data packet from another vehicle whose distance d is greater than the safety distance ds , and ds represents the safety distance between the two vehicles, which can be obtained through formula (5); d is the distance between the two workshops, obtained by formula (7); v is the speed of the two cars, including the speed v A of the carA and the speed v B of the carB ; tl is the transmission delay of the communication data packet, that is, through the formula (2) The obtained Latency; Pd represents the packet reception rate PDR, which is obtained by formula (1);
6-1-2)确定该模型的约束条件：6-1-2) Determine the constraints of the model:
收包率约束，如式(4)所示：Packet collection rate constraints, as shown in formula (4):
Pd＝f(d) (4)Pd =f(d) (4)
安全距离约束，如式(5)所示：Safety distance constraints, as shown in formula (5):
其中，a是车辆A的加速度；where a is the acceleration of vehicle A;
将公式(5)进行简化如式(6)：Simplify formula (5) as formula (6):
6-1-3)根据安全距离定义安全时间：6-1-3) Define the safety time according to the safety distance:
如果第i个数据包被成功接收到，那么两辆车间的距离为：If the i-th data packet is successfully received, the distance between the two vehicles is:
d＝d0-(vA-vB)(ti+tl) (7)d＝d0 -(vA -vB )(ti +tl ) (7)
其中，ti代表第i个数据包发送的时间，fs是发送数据包的频率，Ts＝1/fs为连续两个数据包发送的时间间隔；Wherein, ti represents the time when the i-th data packet is sent, fs is the frequency of sending data packets, and Ts =1/fs is the time interval between two consecutive data packets being sent;
根据安全距离ds，定义安全时间ts：According to the safety distance ds , define the safety time ts :
(vA-vB)(ts+tl)＜d0-ds＜(vA-vB)(ts+1+tl) (8)(vA -vB )(ts +tl )＜d0 -ds ＜(vA -vB )(ts+1 +tl ) (8)
6-1-4)对模型求解；6-1-4) Solve the model;
利用约束条件式(4)、(6)与(7)将目标函数(3)转化为式(9)：Using the constraints (4), (6) and (7) to transform the objective function (3) into formula (9):
将式(9)转化为式(13)，令vA＝v0：Transform formula (9) into formula (13), let vA =v0 :
式(10)为跟驰行驶下有效避撞的概率模型，将实车测试得到的跟驰状态下下不同距离的收包率及整体平均时延参数带入式(10)即得到不同速度下避免追尾碰撞的概率；Equation (10) is the probability model of effective collision avoidance under car-following driving. Putting the packet collection rate and the overall average delay parameters at different distances under the car-following state obtained from the real vehicle test into Equation (10), we can obtain Probability of avoiding a rear-end collision;
6-2)相向行驶碰撞预警可靠性测试模型；6-2) Reliability test model of oncoming collision warning;
6-2-1)建立模型的目标函数，如公式(11)所示：6-2-1) Establish the objective function of the model, as shown in formula (11):
P(d＞ds)＝f(d,v,Pd,tl) (11)P(d>ds )=f(d,v,Pd ,tl ) (11)
其中，ds表示两车的安全距离，通过(13)式得到；d是两车间的距离，通过(14)式得到；Among them, ds represents the safe distance between two vehicles, which can be obtained by formula (13); d is the distance between two cars, which can be obtained by formula (14);
6-2-2)确定模型的约束条件：6-2-2) Determine the constraints of the model:
收包率约束条件，如式(12)所示：The packet receiving rate constraints are shown in formula (12):
Pd＝f(d) (12)Pd = f(d) (12)
安全距离约束，如式(13)所示：Safety distance constraints, as shown in formula (13):
6-2-3)根据安全距离定义安全时间：6-2-3) Define the safety time according to the safety distance:
如果第i个数据包被成功接收到，那么两辆车间的距离为：If the i-th data packet is successfully received, the distance between the two vehicles is:
d＝d0-(vA+vB)(ti+tl) (14)d＝d0 -(vA +vB )(ti +tl ) (14)
根据安全距离ds，定义安全时间ts：According to the safety distance ds , define the safety time ts :
(vA+vB)(ts+tl)＜d0-ds＜(vA+vB)(ts+1+tl) (15)(vA +vB )(ts +tl )<d0 -ds <(vA +vB )(ts+1 +tl ) (15)
6-2-4)对模型求解；6-2-4) Solve the model;
P(d＞ds)＝PA(d＞ds)PB(d＞ds) (16)P(d>ds )=PA (d>ds )PB (d>ds ) (16)
假设车辆A与车辆B处在相同的环境中，PA(d＞ds)＝PB(d＞ds)，并且两车速度均为v0，即vA＝vB＝v0；Assume that vehicle A and vehicle B are in the same environment, PA (d>ds )=PB (d>ds ), and the speed of both vehicles is v0 , that is, vA =vB =v0 ;
利用约束条件式(12)、(13)与(15)将目标函数式(11)转化为式(17)：The objective function formula (11) is transformed into formula (17) by using the constraints formulas (12), (13) and (15):
式(17)为面对面行驶下有效避撞的概率模型，将实车测试得到的面对面行驶下不同距离的收包率及整体平均时延参数带入式(17)即得到不同速度下避免追尾碰撞的概率；Equation (17) is the probability model of effective collision avoidance under face-to-face driving, and the packet collection rate and overall average delay parameters obtained from the real vehicle test under different distances under face-to-face driving are brought into Equation (17) to obtain the avoidance of rear-end collisions under different speeds The probability;
6-3)交叉口碰撞预警可靠性测试模型；6-3) Intersection collision early warning reliability test model;
6-3-1)建立模型的目标函数，如公式(18)所示：6-3-1) Establish the objective function of the model, as shown in formula (18):
P(d＞ds)＝f(d,v,Pd,tl) (18)P(d>ds )=f(d,v,Pd ,tl ) (18)
其中，ds表示两车的安全距离，通过(21)式得到；d是两车间的距离，通过(22)式得到；Among them, ds represents the safe distance between two vehicles, which can be obtained by formula (21); d is the distance between two cars, which can be obtained by formula (22);
6-3-2)确定模型的约束条件：6-3-2) Determine the constraints of the model:
收包率约束：Receiving rate constraints:
Pd＝f(d) (19)Pd =f(d) (19)
安全距离约束：Safety distance constraints:
将式(20)进行简化：Simplify formula (20):
6-3-3)根据安全距离定义安全时间；6-3-3) Define the safety time according to the safety distance;
如果第i个数据包被成功接收到，那么两辆车间的距离为：If the i-th data packet is successfully received, the distance between the two vehicles is:
根据安全距离ds，定义安全时间ts：According to the safety distance ds , define the safety time ts :
6-3-4)对模型求解；6-3-4) Solve the model;
P(d＞ds)＝PA(d＞ds)PB(d＞ds) (24)P(d>ds )=PA (d>ds )PB (d>ds ) (24)
利用约束条件(19)(21)与(23)将目标函数(24)转化为式(25)：Using constraints (19), (21) and (23) to transform the objective function (24) into formula (25):
式(25)为交叉行驶下有效避撞的概率模型，将实车测试得到的交叉行驶下不同距离的收包率及整体平均时延参数带入式(25)即得到不同速度下避免追尾碰撞的概率。Equation (25) is the probability model of effective collision avoidance under crossing driving, and the packet collection rate and overall average delay parameters obtained from the real vehicle test under different distances under crossing driving are brought into Equation (25) to obtain the avoidance of rear-end collisions under different speeds The probability.
本发明的特点及有益效果：Features and beneficial effects of the present invention:
本方法数据获取简单，仅需要在车辆上安装常规的V2X系统的硬件设备，包括：通信设备、上层计算机、GPS模块，即可得到建模所需的数据。通过带入构建的简单模型求解，可以得到3种可能发生碰撞的实际交通场景下的车辆碰撞预警可靠性概率，用以对3种场景下的车-车信息交互通信设备碰撞预警可靠性进行定量的测试，从而为V2X通信系统的改进提供依据，进一步为V2X通信技术应用到车辆网、无人驾驶等领域提供一个切实的安全考量。This method is simple to obtain data, and only needs to install conventional V2X system hardware equipment on the vehicle, including: communication equipment, upper-level computer, and GPS module, to obtain the data required for modeling. By importing and solving the simple model constructed, the reliability probability of vehicle collision warning in three actual traffic scenarios where collisions may occur can be obtained, which is used to quantify the reliability of collision warning of vehicle-vehicle information interactive communication equipment in three scenarios The test will provide a basis for the improvement of the V2X communication system, and further provide a practical safety consideration for the application of V2X communication technology to the fields of vehicle network and driverless driving.
附图说明Description of drawings
图1为常规的车辆与车辆信息交互通信硬件设备及通信流程示意图。FIG. 1 is a schematic diagram of conventional vehicle-to-vehicle information interactive communication hardware equipment and communication flow.
图2为本发明方法的整体流程框图。Fig. 2 is the overall flowchart of the method of the present invention.
图3为本发明实施例中在交叉行驶条件下的丢包率和时延示意图。Fig. 3 is a schematic diagram of the packet loss rate and time delay under the cross driving condition in the embodiment of the present invention.
图4为本发明实施例中交叉行驶场景下得到的避撞概率曲线图。Fig. 4 is a curve diagram of collision avoidance probability obtained in a cross driving scene in an embodiment of the present invention.
具体实施方式Detailed ways
本发明提出一种车-车信息交互通信的碰撞预警可靠性测试方法，下面结合附图及实施例详细说明如下。The present invention proposes a collision warning reliability testing method for vehicle-vehicle information interactive communication, which will be described in detail below in conjunction with the accompanying drawings and embodiments.
本发明提出的一种车-车信息交互通信的碰撞预警可靠性测试方法，整体流程如图2所示，包括以下步骤：A collision warning reliability test method for vehicle-vehicle information interactive communication proposed by the present invention, the overall process is shown in Figure 2, including the following steps:
1)设置3种碰撞预警测试场景；1) Set up 3 collision warning test scenarios;
为规范国内车路协同系统的应用场景和相关数据集，中国汽车工程学会制定的《合作式智能运输系统车用通信系统应用层及应用数据交互标准》中给出17个典型应用场景：1、交叉路口碰撞预警；2、左转辅助；3、前向碰撞预警；4、紧急制动预警；5、变道辅助预警；6、逆向超车预警；7、异常车辆告警；8、车辆失控预警；9、道路危险状况提示；10、限速预警；11、闯红灯预警；12、行人碰撞预警；13、车速引导；14、车内标牌；15、紧急车辆避让；16、前方拥堵提醒；17、汽车近场支付。In order to standardize the application scenarios and related data sets of the domestic vehicle-road coordination system, 17 typical application scenarios are given in the "Cooperative Intelligent Transportation System Vehicle Communication System Application Layer and Application Data Interaction Standard" formulated by the Society of Automotive Engineers of China: 1. Intersection collision warning; 2. Left turn assist; 3. Forward collision warning; 4. Emergency braking warning; 5. Lane change assist warning; 6. Reverse overtaking warning; 7. Abnormal vehicle warning; 9. Road danger warning; 10. Speed limit warning; 11. Red light warning; 12. Pedestrian collision warning; 13. Speed guidance; 14. In-vehicle signs; 15. Emergency vehicle avoidance; Near field payment.
根据以上17个场景，本发明是将两辆测试车辆A、B行驶的运动模式和相对运动状态进行分类，得到以下3种可能发生碰撞的场景：According to the above 17 scenarios, the present invention classifies the motion patterns and relative motion states of the two test vehicles A and B to obtain the following three possible collision scenarios:
a.同向跟驰行驶场景：此场景中，A车沿测试道路以几种不同道路规定的限速值行驶(本实施例为20公里每小时、40公里每小时、60公里每小时和80公里每小时的速度行驶)，B车以同样的速度在A车后跟驰，跟车距离在50到100米之间。每个速度均重复实验5～20次(本实施例重复实验5次)，记录下完整的测试数据。a. Car-following driving scenario in the same direction: In this scenario, car A travels along the test road with the speed limit values stipulated by several different roads (in this embodiment, 20 kilometers per hour, 40 kilometers per hour, 60 kilometers per hour and 80 kilometers per hour. Kilometers per hour), car B follows car A at the same speed, and the following distance is between 50 and 100 meters. The experiment was repeated 5 to 20 times for each speed (the experiment was repeated 5 times in this embodiment), and the complete test data was recorded.
b.相向行驶场景：此场景中，A车沿测试道路往返行驶，速度分别为几种不同道路规定的限速值行驶(本实施例为20公里每小时、40公里每小时、60公里每小时、80公里每小时)，车以同样的速度沿与A车相反的方向行驶。每个速度均重复实验5次，记录下完整的测试数据。b. Opposite driving scene: in this scene, car A travels back and forth along the test road, and the speed is respectively the speed limit value of several different road regulations (this embodiment is 20 kilometers per hour, 40 kilometers per hour, 60 kilometers per hour , 80 kilometers per hour), the car travels in the opposite direction to that of car A at the same speed. The experiment was repeated 5 times for each speed, and the complete test data was recorded.
c.交叉行驶场景：此场景中，A车沿测试道路在交叉口往返行驶，速度分别为几种不同道路规定的限速值行驶(本实施例为20公里每小时和40公里每小时)，B车沿与A车行驶道路垂直的道路在交叉口往返行驶，与A车速度相同。在行驶的过程中，要保证两车同时到达交叉口。每个速度均重复实验5～20次(本实施例重复实验5次)，记录下完整的测试数据。c. Intersection driving scene: in this scene, car A travels back and forth at the intersection along the test road, and the speed is respectively the speed limit value of several different road regulations (this embodiment is 20 kilometers per hour and 40 kilometers per hour), Car B travels to and from the intersection along the road perpendicular to the road on which car A is traveling, at the same speed as car A. In the process of driving, it is necessary to ensure that two vehicles arrive at the intersection at the same time. The experiment was repeated 5 to 20 times for each speed (the experiment was repeated 5 times in this embodiment), and the complete test data was recorded.
2)搭建测试平台；2) Build a test platform;
分别在两辆测试车辆上安装通信设备、CWAVE-Original上层计算机、GPS模块作为测试平台。通过GPS模块采集车辆的位置信息(经度、纬度)，速度信息(速度大小、速度方向)，根据上层计算机系统内的时钟得到时间信息。同时CWAVE-Original上层计算机还用于控制通信信息转发的策略及存储采集的车-车信息交互数据包。通讯设备负责发送和接收带有上述信息的数据包。Install communication equipment, CWAVE-Original upper computer, and GPS module on two test vehicles as test platforms. The vehicle's position information (longitude, latitude) and speed information (speed magnitude, speed direction) are collected through the GPS module, and the time information is obtained according to the clock in the upper computer system. At the same time, the CWAVE-Original upper computer is also used to control the communication information forwarding strategy and store the collected vehicle-vehicle information interaction data packets. Communication devices are responsible for sending and receiving data packets with the above information.
3)采集车-车信息交互数据；3) Collect vehicle-vehicle information interaction data;
两辆测试车辆分别按照步骤1)中设置的3种可能发生碰撞的场景进行驾驶实验，分别采集a.同向跟驰行驶场景、b.相向行驶场景、c.交叉行驶场景下的车-车信息交互数据数据包。数据包内带有的信息包括：进行通信的两辆车的ID(车辆上安装的通信设备ID)，每辆车的GPS位置坐标(由GPS信号得到)，两辆车的速度大小(由GPS信号得到)，两辆车的速度方向(由GPS信号得到，正北为0°)，数据包序列号(用于计算发送数据包数量，每发送一次数据包，数据包序号加1)，以及每一跳数据包的收发时间(对于每种场景，至少要采集上万条的数据，消除通信的随机带来的影响，使得分析结果更据可靠性。实验数据的采集使用的CWAVE-Original上层计算机上安装有Linux操作系统)，测试车辆周期性的发送数据包，其发送数据包的频率为5～50Hz(本实施例采用10Hz)。具体车-车信息交互数据采集过程如下：The two test vehicles were respectively carried out driving experiments according to the three possible collision scenarios set in step 1), and respectively collected a. car-following scene in the same direction, b. opposite direction driving scene, c. Information exchange data packets. The information contained in the data packet includes: the IDs (communication device IDs installed on the vehicles) of the two vehicles communicating, the GPS position coordinates of each vehicle (obtained by GPS signals), the speed of the two vehicles (obtained by GPS signals) signal), the speed direction of the two vehicles (obtained from the GPS signal, true north is 0°), the serial number of the data packet (used to calculate the number of data packets sent, each time a data packet is sent, the data packet serial number is increased by 1), and The sending and receiving time of each hop data packet (for each scenario, at least tens of thousands of pieces of data must be collected to eliminate the impact of random communication and make the analysis results more reliable. The experimental data collection uses the upper layer of CWAVE-Original Linux operating system is installed on the computer), and the test vehicle periodically sends data packets, and the frequency of sending data packets is 5-50 Hz (this embodiment adopts 10 Hz). The specific vehicle-to-vehicle information interaction data collection process is as follows:
3-1)数据包的生成：车辆A通过装载在车辆上的CWAVE-Original上层计算机生成原始数据包，原始数据包信息包括：采集到的车辆A的位置(从车辆A上搭载的GPS模块中获得)、速度(从车辆A上搭载的GPS模块中获得)信息、时间信息(从车辆A上搭载的CWAVE-Original上层计算机系统内时间获得)、通信设备ID(预先设定)、数据包序列号(给定序列号，每发送一次数据包，数据包序号加1)，并设置转发总跳数(TotalHops，数据包的生存跳数，即当该数据包转发次数达到TotalHops后停止转发)和已转发跳数(HopsDone，数据包已经被转发的次数，原始数据包HopsDone设置为0)。3-1) Generation of data packets: Vehicle A generates original data packets through the CWAVE-Original upper-level computer loaded on the vehicle, and the original data packet information includes: the collected position of vehicle A (from the GPS module carried on vehicle A) Obtained), speed (obtained from the GPS module mounted on vehicle A) information, time information (obtained from the time in the CWAVE-Original upper computer system mounted on vehicle A), communication device ID (preset), data packet sequence number (given the serial number, every time a data packet is sent, the data packet serial number is increased by 1), and the total number of forwarding hops is set (TotalHops, the number of survival hops of the data packet, that is, when the data packet forwarding times reaches TotalHops, stop forwarding) and The number of forwarded hops (HopsDone, the number of times the data packet has been forwarded, the original data packet HopsDone is set to 0).
3-2)数据包的发送：通过装载在车辆A中的通信设备将CWAVE-Original上层计算机生成原始数据包发送给车辆B，并将发送的数据包存储在车辆A的车载CWAVE-Original上层计算机中。3-2) Sending of data packets: Send the original data packets generated by the CWAVE-Original upper-level computer to vehicle B through the communication equipment loaded in vehicle A, and store the sent data packets in the on-board CWAVE-Original upper-level computer of vehicle A middle.
3-3)车辆B接收到来自于车辆A的原始数据包后，首先将原始数据包进行存储；然后通过解析原始数据包得到已转发跳数(HopsDone)和总转发跳数(TotalHops)之间的关系来判断该数据包是否需要继续转发：3-3) After vehicle B receives the original data packet from vehicle A, it first stores the original data packet; then by parsing the original data packet, it obtains the difference between the number of forwarded hops (HopsDone) and the total number of forwarded hops (TotalHops). The relationship to determine whether the data packet needs to continue to be forwarded:
当Hops-Done<TotalHops时，数据包的转发并未结束，车辆B向原始数据包中添加车辆B的位置(从车辆B上搭载的GPS模块中获得)、速度(从车辆B上搭载的GPS模块中获得)信息、时间信息(从车辆B上搭载的CWAVE-Original上层计算机系统内时间获得)，并将数据包内的已转发跳数(HopsDone)加1，通过车辆B上搭载的通信设备将新的数据包进行转发，并同时存储该将新生成的数据包。When Hops-Done<TotalHops, the forwarding of the data packet is not over, and vehicle B adds the position of vehicle B (obtained from the GPS module mounted on vehicle B), speed (obtained from the GPS module mounted on vehicle B) to the original data packet Obtained in the module) information, time information (obtained from the time in the CWAVE-Original upper computer system carried on vehicle B), and add 1 to the number of forwarded hops (HopsDone) in the data packet, and pass the communication equipment carried on vehicle B The new data packet is forwarded, and the newly generated data packet is stored at the same time.
当HopsDone＝TotalHops时，表明数据包转发已结束，车辆B将收到的原始数据包进行存储，不再进行转发。在本实施例的测试实验中将数据包总转发跳数(TotalHops)设置为2。When HopsDone=TotalHops, it indicates that the forwarding of the data packet has ended, and the vehicle B stores the received original data packet and does not forward it any more. In the test experiment of this embodiment, the total number of forwarding hops (TotalHops) of the data packet is set to 2.
4)处理车-车信息交互数据得到通信参数；4) Process vehicle-vehicle information interaction data to obtain communication parameters;
通过收集步骤3)中采集到数据包，处理得到所需的通信参数，所述通信参数包括：收包率和时延。由于步骤3)中可能发生碰撞的场景建立的模型不同，因此需要分别计算3种场景下的信息交互数据的收包率和时延。具体计算公式如下：By collecting the data packets collected in step 3), the required communication parameters are obtained through processing, and the communication parameters include: packet receiving rate and time delay. Since the models established for the scenarios where collisions may occur in step 3) are different, it is necessary to calculate the packet reception rate and time delay of the information interaction data in the three scenarios respectively. The specific calculation formula is as follows:
收包率(PDR)计算公式如式(1)所示：The formula for calculating the packet reception rate (PDR) is shown in formula (1):
其中nreceived表示在某个场景中收到的数据包数量(即CWAVE-Original上层计算机存储的来自另一辆测试车辆的数据包个数)，ntransmitted表示在某个场景中发出的数据包数量(可通过收集到的数据包序列号得到，详见步骤3))。Among them, nreceived represents the number of data packets received in a certain scene (that is, the number of data packets from another test vehicle stored by the CWAVE-Original upper computer), and ntransmitted represents the number of data packets sent in a certain scene (It can be obtained through the serial number of the collected data packet, see step 3 for details)).
时延(Latency)的计算公式如式(2)所示：The calculation formula of the delay (Latency) is shown in formula (2):
其中treceived表示数据包接收的时间，tsend表示数据包发送的时间，由于实验所使用的两辆车上搭载的CWAVE-Original上层计算机系统时间很难做到同步，因此本方法采用计算数据包发送一周的时间得到2倍的时延，一半既为通信时延。Among them, treceived indicates the time when the data packet is received, and tsend indicates the time when the data packet is sent. Since the time of the CWAVE-Original upper computer system on the two vehicles used in the experiment is difficult to synchronize, this method uses the method of calculating the data packet Sending for one week results in twice the delay, half of which is the communication delay.
5)确定驾驶参数；5) Determine driving parameters;
得到车-车信息交互通信设备碰撞预警可靠性测试方法所需的驾驶参数。驾驶参数包括驾驶员平均反应时间tr和道路摩擦系数μ。驾驶员平均的反应时间，大致范围为0.75s到1s之间(本实施例设置为1s)；道路摩擦系数由实际路面材质、道路湿滑程度等因素决定(本实施例根据测试条件、测试场地等因素将摩擦系数设置为0.6)。The driving parameters required by the vehicle-vehicle information interactive communication equipment collision warning reliability test method are obtained. Driving parameters include driver average reaction time tr and road friction coefficient μ. The average reaction time of the driver is roughly in the range of 0.75s to 1s (this embodiment is set to 1s); road friction coefficient is determined by factors such as actual road surface material, road slippery degree (this embodiment is based on test conditions, test site etc. set the coefficient of friction to 0.6).
6)建立每种场景下车-车信息交互通信的碰撞预警可靠性测试模型并求解得到不同速度下能够有效避免追尾碰撞的概率：6) Establish a collision warning reliability test model for vehicle-to-vehicle information interactive communication in each scenario and solve the probability of effectively avoiding rear-end collisions at different speeds:
由于数据处理呈现的结果无法直观的判断该通信技术在此种交通场景中应用的安全性，因此在数据处理完毕后要进行建模分析。为了更好描述应用的可靠性，本发明采用一种概率模型。该模型由目标函数和约束条件构成，并针对a.同向跟驰行驶追尾碰撞预警场景、b.相向行驶碰撞预警场景、c.交叉行驶碰撞预警场景，分别构建相应的三种概率模型，具体描述如下：Since the results presented by the data processing cannot intuitively judge the safety of the application of the communication technology in such traffic scenarios, modeling and analysis should be carried out after the data processing is completed. In order to better describe the reliability of the application, the present invention adopts a probability model. The model is composed of objective functions and constraints, and three corresponding probability models are respectively constructed for a. car-following rear-end collision warning scenarios, b. opposite driving collision warning scenarios, and cross-traveling collision warning scenarios. Described as follows:
6-1)同向跟驰行驶追尾碰撞预警可靠性测试模型：6-1) Reliability test model of rear-end collision warning for car-following in the same direction:
同向跟驰行驶追尾碰撞预警场景：车辆A在车辆B后方以vA的速度行驶(A车和B车在同一车道并且之间没有其他车辆)，此时B车的速度为vB，当vA＞vB时，可能会发生追尾事故。Car-following in the same direction and rear-end collision warning scenario: vehicle A is driving behind vehicle B at a speed of vA (car A and car B are in the same lane and there are no other vehicles in between), and the speed of car B is vB , when When vA > vB , a rear-end collision may occur.
6-1-1)建立模型的目标函数，如公式(3)所示：6-1-1) Establish the objective function of the model, as shown in formula (3):
P(d＞ds)＝f(d,v,Pd,tl) (3)P(d>ds )=f(d,v,Pd ,tl ) (3)
其中P(d＞ds)是车辆能够顺利收到一个与其距离d大于安全距离ds的另一辆车发来的数据包的概率。ds表示两车的安全距离，可通过(5)式得到；d是两车间的距离，可通过(7)式得到；v是两车的速度，包括A车速度vA和B车速度vB；tl是通信数据包传输时延，即通过公式(2)得到的Latency；Pd代表收包率PDR，可通过公式(1)得到；Among them, P(d>ds ) is the probability that the vehicle can successfully receive a data packet from another vehicle whose distance d is greater than the safety distance ds . ds represents the safe distance between the two vehicles, which can be obtained by formula (5); d is the distance between the two cars, which can be obtained by formula (7); v is the speed of the two vehicles, including the speed ofA car v and the speed of B car vB ; t1 is the communication data packet transmission delay, namely the Latency obtained by formula (2); Pd represents the packet receiving rate PDR, which can be obtained by formula (1);
6-1-2)确定该模型的约束条件：6-1-2) Determine the constraints of the model:
收包率约束，如式(4)所示：Packet collection rate constraints, as shown in formula (4):
Pd＝f(d) (4)Pd =f(d) (4)
其中，Pd代表着收包率PDR，由实车采集到的数据处理得到，即(1)式得到。(虽然PDR受到很多因素的影响，但是经过对采集到的大量通信数据的分析发现，Pd仅仅与距离有关。因此本方法对PDR进行简化的处理，即PDR是仅与车辆间距离有关的量)Among them, Pd represents the packet receiving rate PDR, which is obtained by processing the data collected by the real vehicle, that is, obtained by formula (1). (Although PDR is affected by many factors, it is found through the analysis of a large amount of communication data collected that Pd is only related to distance. Therefore, this method simplifies the processing of PDR, that is, PDR is only related to the distance between vehicles )
安全距离约束；safety distance constraints;
当两辆车处于跟驰状态时，可能会发生追尾碰撞。本方法用ds代表安全距离，如式(5)所示：A rear-end collision can occur when two vehicles are following each other. This method uses ds to represent the safety distance, as shown in formula (5):
其中，vA为车辆A的速度，vB为车辆B的速度，tr为驾驶员的反应时间，范围为0.75s到1s之间(本实施例设置为1s)。a是车辆A的加速度。本方法简化减速过程，将车辆减速到安全速度的过程看做是匀减速过程。Wherein, vA is the speed of vehicle A, vB is the speed of vehicle B, and tr is the reaction time of the driver, ranging from 0.75s to 1s (this embodiment is set to 1s). a is the acceleration of vehicle A. This method simplifies the deceleration process, and the process of decelerating the vehicle to a safe speed is regarded as a uniform deceleration process.
将公式(5)进行简化如式(6)：Simplify formula (5) as formula (6):
(虽然，实际情况中a与风速，道路摩擦系数等因素均有关系，但在此处忽略掉除道路摩擦系数之外的所有因素，)令a＝μg，其中μ为摩擦系数(本实施例根据测试条件、测试场地等因素将摩擦系数设置为0.6)，g为重力加速度。(Though, in the actual situation, a is related to factors such as wind speed and road friction coefficient, all factors except the road friction coefficient are ignored here,) make a=μg, where μ is the friction coefficient (the present embodiment According to the test conditions, test site and other factors, the coefficient of friction is set to 0.6), and g is the acceleration due to gravity.
6-1-3)根据安全距离(式6)定义安全时间(式8)：6-1-3) Define the safety time (formula 8) according to the safety distance (formula 6):
开始时，两辆车相距d0，d0超出了两辆车的通信范围。在两辆从d0到ds接近的过程中，第i个数据包到达的时间为ti+tl。如果第i个数据包被成功接收到，那么两辆车间的距离为：At the beginning, the two vehicles are separated by d0 , and d0 is beyond the communication range of the two vehicles. During the approach of two vehicles from d0 to ds , the arrival time of the i-th data packet is ti +tl . If the i-th data packet is successfully received, the distance between the two vehicles is:
d＝d0-(vA-vB)(ti+tl) (7)d＝d0 -(vA -vB )(ti +tl ) (7)
其中，ti代表第i个数据包发送的时间。tl为数据包的传播时延。fs是发送数据包的频率(本实施例采用10Hz)，Ts＝1/fs为连续两个数据包发送的时间间隔(本实施例Ts＝0.1s)Among them, ti represents the time when the i-th data packet is sent. tl is the propagation delay of the data packet. fs is the frequency of sending data packets (this embodiment adopts 10Hz), and Ts =1/fs is the time interval between two consecutive data packets sending (this embodiment Ts =0.1s)
根据安全距离ds，定义安全时间ts：According to the safety distance ds , define the safety time ts :
(vA-vB)(ts+tl)＜d0-ds＜(vA-vB)(ts+1+tl) (8)(vA -vB )(ts +tl )＜d0 -ds ＜(vA -vB )(ts+1 +tl ) (8)
(安全时间的含义为，在安全时间ts前的数据包被有效接收到可以成功避撞，否则若数据包在下一时刻ts+1后才被接收到则不能有效进行避撞)(The meaning of safe time is that the data packets received before the safe time ts can successfully avoid collision, otherwise, if the data packets are received after the next time ts+1 , the collision avoidance cannot be effectively performed)
6-1-4)对模型求解；6-1-4) Solve the model;
考虑上述约束条件(4)(6)与(7)将目标函数(3)转化为式(9)：Consider the above constraints (4), (6) and (7) to transform the objective function (3) into formula (9):
进一步考虑发送数据包的离散性，将式(9)转化为式(13)，为了与另外两种场景符号的统一，令vA＝v0。Further considering the discreteness of the sent data packets, the formula (9) is transformed into formula (13). In order to unify with the symbols of the other two scenarios, set vA =v0 .
式(10)为本方法得到的跟驰行驶下有效避撞的概率模型，将实车测试得到的跟驰状态下下不同距离的收包率及整体平均时延参数带入式(10)即可得到不同速度下能够有效避免追尾碰撞的概率。Equation (10) is the probability model of effective collision avoidance under car-following obtained by this method, and the packet collection rate and the overall average delay parameters at different distances under the car-following state obtained from the actual vehicle test are brought into Equation (10) as The probability of effectively avoiding rear-end collisions at different speeds can be obtained.
6-2)相向行驶碰撞预警可靠性测试模型6-2) Reliability test model of oncoming collision warning
相向行驶碰撞预警场景：当两辆车相向行驶时，在无信号灯路口或者直行左转同相位通过的路口可能会发生直行和左转的冲突，在标有可跨越对向车流分割线的路段超车时同样可能和相对行驶的车辆发生碰撞，并且后者发生的时候往往车速较快。Opposite-way collision warning scene: When two vehicles are driving in the opposite direction, there may be conflicts between straight-going and left-turn at intersections without signal lights or intersections that go straight and turn left in the same phase, and overtake on road sections marked with dividing lines that can cross the opposite traffic flow It is also possible to collide with the opposite vehicle, and when the latter occurs, the speed of the vehicle is often faster.
6-2-1)建立模型的目标函数：6-2-1) Establish the objective function of the model:
建立V2X通信性能可靠性分析模型的目标函数，如公式(11)所示：Establish the objective function of the V2X communication performance reliability analysis model, as shown in formula (11):
P(d＞ds)＝f(d,v,Pd,tl) (11)P(d>ds )=f(d,v,Pd ,tl ) (11)
其中P(d＞ds)是车辆能够顺利收到一个与其距离d大于安全距离ds的另一辆车发来的数据包的概率。ds表示两车的安全距离，可通过(13)式得到；d是两车间的距离，可通过(14)式得到；v是两车的速度，包括A车速度vA和B车速度vB；tl通信数据包传输时延，即通过公式(2)得到的Latency；Pd代表收包率PDR，可通过公式(1)得到；Among them, P(d>ds ) is the probability that the vehicle can successfully receive a data packet from another vehicle whose distance d is greater than the safety distance ds . ds represents the safe distance between the two vehicles, which can be obtained by formula (13); d is the distance between the two cars, which can be obtained by formula (14); v is the speed of the two vehicles, including the speed ofA car v and the speed of B car vB ; t1 communication data packet transmission delay, that is, the Latency obtained by formula (2); Pd represents the packet reception rate PDR, which can be obtained by formula (1);
6-2-2)确定模型的约束条件：6-2-2) Determine the constraints of the model:
收包率约束条件：Receiving rate constraints:
Pd＝f(d) (12)Pd = f(d) (12)
(Pd代表着收包率PDR，由实车采集到的数据处理得到的。虽然PDR受到很多因素的影响，但是经过对采集到的大量通信数据的分析发现，Pd仅仅与距离有关。因此本方法对PDR进行简化的处理，即PDR是仅与车辆间距离有关的量)(Pd represents the packet receiving rate PDR, which is obtained by processing the data collected by the real vehicle. Although PDR is affected by many factors, after analyzing a large amount of communication data collected, it is found that Pd is only related to distance. Therefore This method simplifies the processing of PDR, that is, PDR is only related to the distance between vehicles)
安全距离约束：Safety distance constraints:
当两辆车处于面对面行驶状态时，可能会发生前向碰撞。本方法用用ds代表安全距离，如下式：A forward collision can occur when two vehicles are traveling head-to-head. This method uses ds to represent the safety distance, as follows:
其中，vA为车辆A的速度，vB为车辆B的速度，tr为驾驶员的反应时间，大致范围为0.75s到1s之间(本实施例设置为1s)。a是车辆A的加速度。本方法简化减速过程，将车辆减速到安全速度的过程看做是匀减速过程。μ为摩擦系数(本实施例设置为0.6)，g为重力加速度Wherein, vA is the speed of vehicle A, vB is the speed of vehicle B, and tr is the reaction time of the driver, which roughly ranges from 0.75s to 1s (this embodiment is set to 1s). a is the acceleration of vehicle A. This method simplifies the deceleration process, and the process of decelerating the vehicle to a safe speed is regarded as a uniform deceleration process. μ is the coefficient of friction (set to 0.6 in this embodiment), and g is the acceleration of gravity
6-2-3)根据安全距离(式13)定义安全时间(式15)：6-2-3) Define the safety time (formula 15) according to the safety distance (formula 13):
开始时，两辆车相距d0，d0超出了两辆车的通信范围。在两辆从d0到ds接近的过程中，第i个数据包到达的时间为ti+tl。如果第i个数据包被成功接收到，那么两辆车间的距离为：At the beginning, the two vehicles are separated by d0 , and d0 is beyond the communication range of the two vehicles. During the approach of two vehicles from d0 to ds , the arrival time of the i-th data packet is ti +tl . If the i-th data packet is successfully received, the distance between the two vehicles is:
d＝d0-(vA+vB)(ti+tl) (14)d＝d0 -(vA +vB )(ti +tl ) (14)
ti代表第i个数据包发送的时间。tl为数据包的传播时延。fs是发送数据包的频率(本实施例设置为10Hz)，Ts＝1/fs连续两个数据包发送的时间间隔ti represents the time when the i-th data packet is sent. tl is the propagation delay of the data packet. fs is the frequency of sending data packets (this embodiment is set to 10Hz), Ts =1/fs is the time interval between two consecutive data packets sending
根据安全距离ds，定义安全时间ts：According to the safety distance ds , define the safety time ts :
(vA+vB)(ts+tl)＜d0-ds＜(vA+vB)(ts+1+tl) (15)(vA +vB )(ts +tl )<d0 -ds <(vA +vB )(ts+1 +tl ) (15)
(安全时间的含义为，在安全时间ts前的数据包被有效接收到可以成功避撞，否则若数据包在下一时刻ts+1后才被接收到则不能有效进行避撞)(The meaning of safe time is that the data packets received before the safe time ts can successfully avoid collision, otherwise, if the data packets are received after the next time ts+1 , the collision avoidance cannot be effectively performed)
6-2-4)对模型求解；6-2-4) Solve the model;
P(d＞ds)＝PA(d＞ds)PB(d＞ds) (16)P(d>ds )=PA (d>ds )PB (d>ds ) (16)
(在最糟糕的情况，两辆车必须都要收到对方的信息才会开始制动，避免事故的发生车辆A和车辆B都必须在相距ds之前成功的都到来自对方的数据包)(In the worst case, both vehicles must receive information from each other before starting to brake. To avoid accidents, both vehicle A and vehicle B must successfully receive data packets from each other before the distance ds )
假设车辆A与车辆B处在相同的环境中，也就是说PA(d＞ds)＝PB(d＞ds)。并且两车速度均为v0，即vA＝vB＝v0。则有：Assume that vehicle A is in the same environment as vehicle B, that is to say PA (d>ds )=PB (d>ds ). And the speed of both vehicles is v0 , that is, vA =vB =v0 . Then there are:
考虑上述约束条件(12)(13)与(15)将目标函数式(11)转化为式(17)：Consider the above constraints (12), (13) and (15) to transform the objective function formula (11) into formula (17):
式(17)为本方法得到的面对面行驶下有效避撞的概率模型，将实车测试得到的面对面行驶下不同距离的收包率及整体平均时延参数带入式(17)即可得到不同速度下能够有效避免追尾碰撞的概率。Equation (17) is the probability model of effective collision avoidance under face-to-face driving obtained by this method, and the packet collection rate and the overall average delay parameters obtained from the real vehicle test under different distances under face-to-face driving are brought into Equation (17) to obtain different The probability of effectively avoiding a rear-end collision at a certain speed.
6-3)交叉口碰撞预警可靠性测试模型；6-3) Intersection collision early warning reliability test model;
交叉行驶碰撞预警场景：交叉口碰撞是交通事故中常见的一种，尤其是在无信号灯路口，在交叉口有建筑物遮挡视线时事故更容易发生。假设A、B两车从交叉口互相垂直的方向向路口行驶，A、B两车分别要通过路口，或者A车通过路口，B车在路口右转，这两种情况下两车均有可能发生碰撞。Intersection collision warning scene: intersection collision is a common type of traffic accident, especially at intersections without signal lights, accidents are more likely to occur when there are buildings blocking the line of sight at the intersection. Assume that two cars A and B are traveling from the intersection perpendicular to each other, and the two cars A and B will pass through the intersection respectively, or that the car A will pass the intersection, and the car B will turn right at the intersection. In both cases, the two vehicles are possible Collision.
6-3-1)建立模型的目标函数：6-3-1) Establish the objective function of the model:
建立V2X通信性能可靠性分析模型的目标函数，如公式(18)所示：Establish the objective function of the V2X communication performance reliability analysis model, as shown in formula (18):
P(d＞ds)＝f(d,v,Pd,tl) (18)P(d>ds )=f(d,v,Pd ,tl ) (18)
其中P(d＞ds)是车辆能够顺利收到一个与其距离d大于安全距离ds的另一辆车发来的数据包的概率。ds表示两车的安全距离，可通过(21)式得到；d是两车间的距离，可通过(22)式得到；v是两车的速度，包括A车速度vA和B车速度vB；tl通信数据包传输时延，即通过公式(2)得到的Latency；Pd代表收包率PDR，可通过公式(1)得到；Among them, P(d>ds ) is the probability that the vehicle can successfully receive a data packet from another vehicle whose distance d is greater than the safety distance ds . ds represents the safe distance between the two vehicles, which can be obtained by formula (21); d is the distance between the two cars, which can be obtained by formula (22); v is the speed of the two vehicles, including the speed ofA car v and the speed of B car vB ; t1 communication data packet transmission delay, that is, the Latency obtained by formula (2); Pd represents the packet reception rate PDR, which can be obtained by formula (1);
6-3-2)确定模型的约束条件：6-3-2) Determine the constraints of the model:
收包率Pd约束：Packet collection rate Pd constraints:
Pd＝f(d) (19)Pd =f(d) (19)
(Pd代表着收包率PDR，由实车采集到的数据处理得到的。虽然PDR受到很多因素的影响，但是经过对采集到的大量通信数据的分析发现，Pd仅仅与距离有关。因此本方法对PDR进行简化的处理，即PDR是仅与车辆间距离有关的量)(Pd represents the packet receiving rate PDR, which is obtained by processing the data collected by the real vehicle. Although PDR is affected by many factors, after analyzing a large amount of communication data collected, it is found that Pd is only related to distance. Therefore This method simplifies the processing of PDR, that is, PDR is only related to the distance between vehicles)
安全距离约束：Safety distance constraints:
当两辆车处于面对面行驶状态时，可能会发生前向碰撞。本方法用用ds代表安全距离，如下式：A forward collision can occur when two vehicles are traveling head-to-head. This method uses ds to represent the safety distance, as follows:
将上式进行简化：Simplify the above formula:
(假设车辆A和车辆B以相同的速度v0行驶，即vA＝vB＝v0)(Assume that vehicle A and vehicle B travel at the same speed v0 , ie vA =vB =v0 )
其中，vA为车辆A的速度，vB为车辆B的速度，vA、vB看作是变量，tr为驾驶员的反应时间，大致范围为0.75s到1s之间(本实施例设置为1s)。a是车辆A的加速度。本方法简化减速过程，将车辆减速到安全速度的过程看做是匀减速过程。μ为摩擦系数(本实施例设置为0.6)，g为重力加速度Wherein, vA is the speed of vehicle A, vB is the speed of vehicle B, vA and vB are regarded as variables, tr is the reaction time of the driver, and the approximate range is between 0.75s and 1s (this embodiment set to 1s). a is the acceleration of vehicle A. This method simplifies the deceleration process, and the process of decelerating the vehicle to a safe speed is regarded as a uniform deceleration process. μ is the coefficient of friction (set to 0.6 in this embodiment), and g is the acceleration of gravity
6-3-3)根据安全距离(式21)定义安全时间(式23)；6-3-3) Define the safety time (formula 23) according to the safety distance (formula 21);
开始时，两辆车相距d0，d0超出了两辆车的通信范围。在两辆从d0到ds接近的过程中，第i个数据包到达的时间为ti+tl。如果第i个数据包被成功接收到，那么两辆车间的距离为(本场景假设两辆车速度相同均为v0，且两辆车到路口的距离相同)：At the beginning, the two vehicles are separated by d0 , and d0 is beyond the communication range of the two vehicles. During the approach of two vehicles from d0 to ds , the arrival time of the i-th data packet is ti +tl . If the i-th data packet is successfully received, then the distance between the two vehicles is (this scenario assumes that the speed of the two vehicles is the same as v0 , and the distance between the two vehicles and the intersection is the same):
其中，ti代表第i个数据包发送的时间。tl为数据包的传播时延。fs是发送数据包的频率(本实施例设置为10Hz)，Ts＝1/fs连续两个数据包发送的时间间隔Among them, ti represents the time when the i-th data packet is sent. tl is the propagation delay of the data packet. fs is the frequency of sending data packets (this embodiment is set to 10Hz), Ts =1/fs is the time interval between two consecutive data packets sending
根据安全距离ds，定义安全时间ts：According to the safety distance ds , define the safety time ts :
(安全时间的含义为，在安全时间ts前的数据包被有效接收到可以成功避撞，否则若数据包在下一时刻ts+1后才被接收到则不能有效进行避撞)(The meaning of safe time is that the data packets received before the safe time ts can successfully avoid collision, otherwise, if the data packets are received after the next time ts+1 , the collision avoidance cannot be effectively performed)
6-3-4)对模型求解；6-3-4) Solve the model;
P(d＞ds)＝PA(d＞ds)PB(d＞ds) (24)P(d>ds )=PA (d>ds )PB (d>ds ) (24)
(为了避免碰撞的发生，两辆车都需要成功的接受到来自对方车辆的信息。)(In order to avoid a collision, both vehicles need to successfully receive information from the other vehicle.)
考虑上述约束条件(19)(21)与(23)将目标函数(24)转化为式(25)：Considering the above constraints (19), (21) and (23), the objective function (24) is transformed into formula (25):
式(25)为本方法得到的交叉行驶下有效避撞的概率模型，将实车测试得到的交叉行驶下不同距离的收包率及整体平均时延参数带入式(25)即可得到不同速度下能够有效避免追尾碰撞的概率。Equation (25) is the probability model of effective collision avoidance under crossing driving obtained by this method, and the packet collection rate and the overall average delay parameters of different distances under crossing driving obtained from the real vehicle test are brought into Equation (25) to obtain different The probability of effectively avoiding a rear-end collision at a certain speed.
根据公式(10)、(17)、(25)得到了跟驰场景、面对面行驶场景、交叉行驶场景下，在安全距离之前成功通信的概率，该概率可视为在这种通信方式下成功避撞的概率。成功避撞的概率越大，说明通信的可靠性越高。通过这种方法计算得到的成功避撞概率，作为车辆对外界的信息交换通信设备碰撞预警可靠性的衡量指标。当成功避撞的概率接近1时，说明该通信设备具有很高的可靠性，基本可以实现对车辆可能碰撞预警；当成功避撞概率很低(例如：0.1)则说明该通信设备在实际交通应用中存在危险，无法及时对可能发生的碰撞进行预警。成功避撞概率作为车辆对外界的信息交换通信设备通信性能可靠性的衡量指标，对际交通场景中的通信安全性进行了定量的分析，填补了实际交通中通信可靠性的定量判断的空白。According to the formulas (10), (17), and (25), the probability of successful communication before the safe distance is obtained in car-following scenarios, face-to-face driving scenarios, and crossing driving scenarios. probability of collision. The greater the probability of successful collision avoidance, the higher the reliability of communication. The successful collision avoidance probability calculated by this method is used as a measure index for the reliability of the vehicle's information exchange and communication equipment collision warning with the outside world. When the probability of successful collision avoidance is close to 1, it means that the communication device has high reliability and can basically realize the early warning of possible collision of vehicles; There are dangers in the application, and it is impossible to give early warning of possible collisions in time. The successful collision avoidance probability is used as a measure of the reliability of the communication performance of the vehicle's information exchange communication equipment to the outside world. It quantitatively analyzes the communication security in the inter-traffic scene and fills the gap in the quantitative judgment of the communication reliability in the actual traffic.
下面结合一个具体实施例对本发明进一步详细说明如下：Below in conjunction with a specific embodiment the present invention is described in further detail as follows:
采集实际交通中通信数据信息及行驶数据信息，包括：通信过程中的收包率、时延，数据发送频率，驾驶员平均反应时间(通常设为1s)，刹车时摩擦系数(有道路情况决定，通常设为0.6)。Collect communication data information and driving data information in actual traffic, including: packet receiving rate, delay, data transmission frequency, average driver reaction time (usually set to 1s), friction coefficient during braking (determined by road conditions) , usually set to 0.6).
下面通过一个实际跟驰行驶的例子，进一步阐述模型的用法。The usage of the model is further explained through an example of actual car-following driving.
图3(a)为在交叉口行驶场景下车-车信息交互通信在不同速度、距离下的丢包率曲线，横坐标代表两车之间的距离，实线代表速度为20km/h下的收包率曲线，虚线代表速度为40km/h下的收包率曲线；图3(b)为在交叉口行驶场景下车-车信息交互通信在不同速度、距离下的时延曲线，横坐标代表两车之间的距离，实线代表速度为20km/h下的时延曲线，虚线代表速度为40km/h下的时延曲线。在该场景下，数据包的发送频率为1Hz，因此Ts是0.1s。摩擦系数μ设置为0.6。驾驶员反映时间tr为1s。将得到的数据带入(21)式及(25)式模型中得到图5的输出结果：Figure 3(a) is the packet loss rate curve of vehicle-to-vehicle information interaction communication at different speeds and distances in the intersection driving scene. Packet collection rate curve, the dotted line represents the packet collection rate curve at a speed of 40km/h; Figure 3(b) is the time delay curve of vehicle-to-vehicle information interaction communication at different speeds and distances in the intersection driving scene, the abscissa Represents the distance between two vehicles, the solid line represents the delay curve at a speed of 20km/h, and the dotted line represents the delay curve at a speed of 40km/h. In this scenario, the sending frequency of data packets is 1Hz, so Ts is 0.1s. The coefficient of friction μ is set to 0.6. The driver's response time tr is 1s. Put the obtained data into the models of formula (21) and formula (25) to get the output result of Figure 5:
图4为交叉行驶场景下得到的有效避撞概率曲线和安全距离曲线(上方曲线为P(d)曲线，下方曲线为安全距离曲线)。从图4中可以看出，两车相对速度从10公里每小时到100公里每小时，应用有效的概率为100％，超过100公里每小时，应用的有效性急剧下降，在超过109公里每小时以后应用有效性为0，即碰撞不可避免。因为此处的速度为两车的相对速度，针对一辆车来说，应用有效性急剧下降发生在车速为71公里每小时处，而车速超过77公里每小时以后，应用有效性为0。从而有效的判断该交通场景下，此种通信技术能否有效的用于避撞应用。同时本发明还对限速的设定，安全跟车距离的设定有着一定的指导意义。Fig. 4 shows the effective collision avoidance probability curve and safety distance curve obtained in the intersection driving scene (the upper curve is the P(d) curve, and the lower curve is the safety distance curve). It can be seen from Figure 4 that the relative speed of the two vehicles ranges from 10 km/h to 100 km/h, and the probability of the application being effective is 100%, exceeding 100 km/h, the effectiveness of the application drops sharply, and exceeding 109 km/h In the future, the validity of the application is 0, that is, collisions are inevitable. Because the speed here is the relative speed of the two vehicles, for a vehicle, the application effectiveness drops sharply when the vehicle speed is 71 kilometers per hour, and the application effectiveness is 0 after the vehicle speed exceeds 77 kilometers per hour. In this way, it can be effectively judged whether this communication technology can be effectively used in collision avoidance applications in this traffic scene. Simultaneously, the present invention also has certain guiding significance to the setting of the speed limit and the setting of the safe following distance.
| Application Number | Priority Date | Filing Date | Title |
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| CN201810194467.2ACN108495330B (en) | 2018-03-09 | 2018-03-09 | A collision warning reliability testing method for vehicle-vehicle information interactive communication |
| Application Number | Priority Date | Filing Date | Title |
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| CN201810194467.2ACN108495330B (en) | 2018-03-09 | 2018-03-09 | A collision warning reliability testing method for vehicle-vehicle information interactive communication |
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| CN108495330Atrue CN108495330A (en) | 2018-09-04 |
| CN108495330B CN108495330B (en) | 2019-11-08 |
| Application Number | Title | Priority Date | Filing Date |
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| CN201810194467.2AActiveCN108495330B (en) | 2018-03-09 | 2018-03-09 | A collision warning reliability testing method for vehicle-vehicle information interactive communication |
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