CN116343523B - Expressway short-distance inter-ramp vehicle collaborative lane change control method in networking environment - Google Patents

Expressway short-distance inter-ramp vehicle collaborative lane change control method in networking environment Download PDF

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CN116343523B
CN116343523B CN202211694550.9A CN202211694550A CN116343523B CN 116343523 B CN116343523 B CN 116343523B CN 202211694550 A CN202211694550 A CN 202211694550A CN 116343523 B CN116343523 B CN 116343523B
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ramp
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CN116343523A (en
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张卫华
熊立军
程泽阳
张小旗
李志斌
汪春
董婉丽
邸允冉
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Hefei University of Technology
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0116—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from roadside infrastructure, e.g. beacons
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/065—Traffic control systems for road vehicles by counting the vehicles in a section of the road or in a parking area, i.e. comparing incoming count with outgoing count
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
    • Y02A30/00—Adapting or protecting infrastructure or their operation
    • Y02A30/60—Planning or developing urban green infrastructure

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Abstract

The invention discloses a vehicle collaborative lane change control method between short-distance ramps of a expressway in a network environment, which is applicable to a first-out-then-in road section of the expressway and comprises the following steps: 1. acquiring the number of vehicles in each lane, running information and road characteristics of a road section in each region at the moment t; 2. calculating the output capacity of an upstream exit ramp region and a main line region between ramps to each downstream lane, and determining the number and average speed of vehicles in each lane in each region at the time t+1; 3. constructing an optimal change number model with minimum total time spent on the main line and the ramp vehicles and minimum sum of the vehicle change-in and change-out times of the main line area lanes between the ramps; 4. and obtaining the optimal lane change times, selecting lane change vehicles and carrying out cooperative lane change. The invention obtains traffic flow information of the upstream and downstream of the close-range ramps, provides an optimal lane changing strategy between the main lines according to the released main line driving space of the exit ramps and the vehicle information of the downstream entrance ramps, avoids the waste of the driving space and frequent lane changing, and ensures the high-efficiency operation of the expressway.

Description

Expressway short-distance inter-ramp vehicle collaborative lane change control method in networking environment
Technical Field
The invention belongs to the field of intelligent network driving application, and particularly relates to a method for controlling cooperative lane changing of vehicles between short-distance ramps of a expressway in a network environment;
background
With the realization of 5G technology and the rapid development of intelligent network-connected vehicle road cooperative system, intelligent network-connected automatic driving technology has become a widely studied hot spot, and vehicles can acquire surrounding speed, position information and current traffic running conditions through V2V and V2I technologies in the process of traveling on roads so as to realize cooperative driving between vehicles or between vehicles and roads. Between the expressway exit ramp and the entrance ramp, the main line running space released by the exit ramp enables the vehicle to be freely changed in, but the main line running space possibly collides with the vehicle entering the downstream entrance ramp, so that the vehicle is frequently changed in and out, and the traffic flow is negatively influenced.
Most of researches at present focus on personalized guidance of vehicles and remittance problems of vehicles on entrance ramps, and do not consider efficient utilization of traffic space of a main line between first-out and then-in ramps, so that frequent in-out and out-out of the vehicles are caused to neglect overall traffic efficiency evaluation of the system, and meanwhile, traffic order disorder near the entrance ramps is possibly caused, so that traffic hidden danger is caused.
Disclosure of Invention
The invention provides a method for controlling the cooperative track change of vehicles between short-distance ramps of a expressway in a networked environment, so as to fully utilize the released main line driving space between an exit ramp and an entrance ramp, consider the influence of the merging of vehicles of the main line and a downstream entrance ramp, determine the optimal track change number between the main lines based on the optimal overall traffic efficiency, reduce unnecessary continuous track change and exit of the vehicles and improve the traffic flow running efficiency;
in order to achieve the aim of the invention, the invention adopts the following technical scheme:
the invention relates to a vehicle collaborative lane change control method between expressway short-distance ramps in a network environment, which is characterized in that the method is applied to a vehicle collaborative lane change control scene between an expressway exit ramp and a downstream entrance ramp main line in the network environment, the expressway exit ramp is divided into six areas from the entrance ramp to the downstream of the entrance ramp by taking the running direction of the vehicle as the positive direction, the six areas are respectively an upstream exit ramp area, an inter-main line area, a downstream entrance ramp area, a downstream common main line area, an exit ramp area and an entrance ramp area, and the serial numbers are sequentially carried out, wherein the serial number of any area is i, i=1, 2,3,4,5,6, the serial number of lanes on each area is sequentially carried out from inside to outside, the serial number of lanes on any area is j, and the number of lanes on other areas is 2 except that the entrance ramp area and the exit ramp area are single lanes;
let the maximum number of vehicles which each lane in the ith area can accommodate be N i,max The critical speed of the ith zone is v i,b The optimal density of the ith region is k i,b The blocking density of the ith zone is k i,jam The road length of the ith area is L i The congestion propagation speed of each zone is w, the free flow speed of each zone is v f The time interval of each control is T; the vehicle collaborative lane change control method comprises the following steps of;
step 1, acquiring the number N of vehicles on a jth lane in an ith area at t moment by using a road side intelligent device i,j (t), number of incoming vehicles d in entrance ramp region at time t on (t) the number of vehicles driving off the main line in each lane in the upstream exit ramp region, the number of vehicles driving on the main line in the entrance ramp region; thereby determining the number N of vehicles in the jth lane in the inter-ramp main line region at the time t+1 2,j (t+1)；
Step 1.1, calculating the output capacity sigma of the jth lane in the upstream exit ramp region at the t moment according to the step (1) 1,j (t)；
σ 1,j (t)＝min[N 1,j (t),v 1,b ·k 1,b ·T,(N 2,max -N 2,j (t))/(1-p j,off (t)),(N 5,max -N 5,1 (t))/p j,off (t)](1)
In the formula (1), N 1,j (t) represents the first exit ramp region upstream of the time tNumber of vehicles on lane j, v 1,b Represents critical velocity, k, of the upstream exit ramp region 1,b Indicating the optimum density of the upstream exit ramp region, N 2,max Representing the maximum number of vehicles that can be accommodated per lane in the inter-ramp main line region, N 2,j (t) represents the number of vehicles on the jth lane in the inter-ramp main line region at the time t, p j,off (t) is the proportion of the jth lane to leave the main line vehicle in the upstream exit ramp region at the moment of t, N 5,max For maximum number of vehicles that can be accommodated in the exit ramp region, N 5,1 (t) represents the number of vehicles in the exit ramp region at time t;
step 1.2, calculating the flow Q transmitted from the jth lane in the upstream exit ramp area to the jth lane in the inter-ramp main line area at the t moment according to the step (2) 1,j (t)；
Q 1,j (t)＝σ 1,j (t)·(1-p j,off (t)) (2)
Step 1.3, calculating the output capacity sigma of the jth lane in the jth lane downstream entrance ramp region in the inter-ramp main line region at the t moment according to the step (3) 2,j (t)；
In the formula (3), N 2,j (t) represents the number of vehicles on the jth lane in the inter-ramp main line region at the time t, v 2,b Represents critical speed, k of main line region between ramps 2,b Indicating the optimal density of the main line region between the ramps, N 3,max Representing the maximum number of vehicles that can be accommodated per lane in the downstream on-ramp region, N 3,j (t) represents the number of vehicles on the jth lane in the downstream entrance ramp region at time t;
step 1.4, calculating the 1 st lane transmission flow Q in the 1 st lane downstream entrance ramp area in the main line area between the ramps at the time t according to the step (4) 2,1 (t)；
Q 2,1 (t)＝σ 2,1 (t) (4)
In formula (4), σ 2,1 (t) represents the output capability of the 1 st lane in the inter-ramp main line region at the time t;
step 1.5, calculating the flow Q transmitted by the 2 nd lane in the downstream entrance ramp area of the 2 nd lane in the main line area between the ramps at the time t according to the step (5) 2,2 (t)；
Q 2,2 (t)＝min[σ 2,2 (t),N 2,max -N 3,2 (t)-σ on (t),(1-p on (t))·(N 3,max -N 3,2 (t))] (5)
In formula (5), σ 2,2 (t) represents the output capability of the 2 nd lane in the inter-ramp main line region at the time t, p on (t) represents the proportion of the entrance ramp region converging into the main line vehicle at the moment t, N 3,2 (t) represents the number of vehicles in the 2 nd lane in the 3 rd zone, i.e., the downstream entrance ramp zone at time t, σ on (t) represents the output capacity of the entrance ramp region at time t, and is obtained by the formula (6);
in the formula (6), N 6,1 (t) represents the number of vehicles on the entrance ramp region at time t, v 6,b Represents critical speed, k of the entrance ramp region 6,b Representing the optimal density of the entrance ramp region;
step 1.6, determining the number N of vehicles of the jth lane in the inter-ramp main line area at the time t+1 according to the step (7) 2,j (t+1)；
N 2,j (t+1)＝N 2,j (t)+Q 1,j (t)-Q 2,j (t) (7)
In the formula (7), Q 2,j (t) represents the flow rate of the jth lane transmission in the jth lane downstream entrance ramp region in the inter-ramp main line region;
step 2, determining the number N of vehicles in the jth lane in the downstream entrance ramp area at the time of t+1 3,j Number of vehicles N in the entrance ramp region at time (t+1) and time t+1 6,1 (t+1)；
Step 2.1, calculating the flow Q transmitted by the jth lane in the downstream common main line area of the jth lane in the downstream entrance ramp area at the t moment according to the step (8) 3,j (t)；
In the formula (8), v 3,b Represents the critical velocity, k, of the downstream entrance ramp region 3,b Indicating the optimum density of the downstream entrance ramp region, N 4,max Indicating the maximum number of vehicles that can be accommodated per lane in the downstream general main line region, N 4,j (t) represents the number of vehicles on the j-th lane in the normal main line region downstream of the time t;
step 2.2, determining the number N of vehicles of the 1 st lane in the downstream entrance ramp area at the time of t+1 according to the step (9) 3,1 (t+1)；
N 3,1 (t+1)＝N 3,1 (t)+Q 2,1 (t)-Q 3,1 (t) (9)
In the formula (9), Q 3,1 (t) represents the flow rate of the 1 st lane transmission in the downstream common main line region from the 1 st lane in the downstream entrance ramp region;
step 2.3, calculating the flow q transmitted from the entrance ramp region to the downstream entrance ramp region at the time t according to the step (10) on (t)；
q on (t)＝min[σ on (t),N 2,max -N 3,2 (t)-σ 2,2 (t),p on (t)·(N 3,max -N 3,2 (t))] (10)
In the formula (10), sigma 2,2 (t) represents the output capability of the 2 nd lane in the inter-ramp main line region at the time t;
step 2.4, determining the number N of vehicles of the 2 nd lane in the downstream entrance ramp area at the time of t+1 according to the step (11) 3,2 (t+1)；
N 3,2 (t+1)＝N 3,2 (t)+Q 2,2 (t)+q on (t)-Q 3,2 (t) (11)
In the formula (11), Q 3,2 (t) represents the flow rate of the 2 nd lane transmission in the downstream common main line region from the 2 nd lane in the downstream entrance ramp region;
step 2.5, determining the number N of vehicles in the entrance ramp area at the time t+1 according to the step (12) 6,1 (t+1)；
N 6,1 (t+1)＝N 6,1 (t)+d on (t)-q on (t) (12)
In the formula (12), d on (t) represents the demand of the entrance ramp region at the moment t, namely the number of vehicles coming from the entrance ramp region at the moment t;
step 3, predicting the average speed of the jth lane in the ith area at the time t+1
Step 3.1, updating the density { k } of the jth lane at time t+1 in the ith region according to equation (13) i,j (t+1) |i=2, 3}, and updating the density k of the 6 th region, i.e., the entrance ramp region, at the time t+1 according to the equation (14) 6,1 (t+1)；
In the formula (14), d on (t) represents the demand of the entrance ramp region at the moment t, namely the number of vehicles coming from the entrance ramp region at the moment t, and k i,j (t)＝N i,j (t)/L i ；
Step 3.2, calculating the average speed of the jth lane of the ith area at the time t+1 according to the step (15)
In the formula (15), k i,jam Representing the occlusion density of the ith zone;
step 4, constructing an optimal change sub-number model of the inter-ramp main line region vehicle:
step 4.1, establishing an objective function f of an optimal change sub-number model of the inter-ramp main line region vehicle by using the step (16);
in the formula (16), C 2,12 (t) represents the number of vehicles changing from the 1 st lane to the 2 nd lane in the 2 nd region at time t, i.e., the inter-ramp main line region, N 3C (t+1) represents the number of vehicles per lane after the vehicles are uniformly distributed in the downstream entrance ramp region, and N 3C (t+1)＝(N 3,1 (t+1)+N 3,2 (t+1))/2，φ on The number of vehicles queued in the entrance ramp area at the moment t+1 is (t+1), and the number is obtained through a formula (17);
φ on (t+1)＝φ on (t)+(d on (t)-q on (t)) (17)
step 4.2, constructing constraint conditions of an optimal change sub-number model of the inter-ramp main line region vehicle by utilizing the step (18);
C 2,12 (t)≤N 2C (t+1) (18)
in the formula (18), N 2C (t+1) represents the number of vehicles per lane after the vehicles are uniformly distributed in the main line area between the ramps, and N 2C (t+1)＝(N 2,1 (t+1)+N 2,2 (t+1))/2；
Step 5, solving the optimal vehicle change sub-number model of the inter-ramp main line region by using a numerical optimization algorithm to obtain the optimal vehicle change sub-number from the 1 st lane to the 2 nd lane of the inter-ramp main line regionThereby the number of vehicles in the 1 st lane of the inter-ramp main line area is +.>The vehicle is changed to the 2 nd lane;
step 6, numbering vehicles in the inter-ramp main line area according to the positions of the vehicles and the driving direction from front to back, defining and initializing the number m=1, accumulating the lane change times a=0, and selecting the vehicle m of the 1 st lane in the inter-ramp main line area for lane change;
step 6.1, acquiring the position x of the vehicle m of the 1 st lane in the inter-ramp main line region 2,1,m (t) and velocity v 2,1,m (t) and let the position at the time t be x 2,1,m The positions of the vehicles m of (t) adjacent to the preceding vehicle m 'and the following vehicle m' on the 2 nd lane are respectively denoted as x 2,2,m′ (t) and x 2,2,m″ (t) the speeds are denoted v 2,2,m′ (t) and v 2,2,m″ (t)；
Step 6.2, judging whether the safe channel change condition shown in the formula (19) is met; if yes, executing the step 6.3, otherwise, indicating that the vehicle m does not allow lane change, and executing the step 6.4;
in the formula (19), the amino acid sequence of the compound,the safe lane change distance between the vehicle m and the vehicle m' in front of the adjacent lane at the time t is represented,the safe lane change distance between the vehicle m at the time t and the vehicle m' behind the adjacent lane is represented; μ represents a weight factor;
step 6.3, a lane change instruction is sent to the vehicle m for lane change, the vehicle m is changed from the 1 st lane to the 2 nd lane, m+1 is assigned to m, a+1 is assigned to a, and then the step 6.5 is executed;
step 6.4, after m+1 is assigned to m, executing step 6.5;
step 6.5, judging whether the accumulated channel changing number a is equal toIf yes, executing the step 6.6, otherwise, executing the step 6.7;
step 6.6, stopping the channel changing operation, and executing the step 7 after the control time interval reaches T;
step 6.7, judging whether the control time interval reaches T, if so, executing step 7; otherwise, returning to the step 6.1 to continue the cyclic execution;
and 7, assigning t+1 to t, and returning to the step 1 to execute the steps in sequence.
The electronic device of the present invention includes a memory and a processor, wherein the memory is configured to store a program for supporting the processor to execute the vehicle cooperative lane change control method, and the processor is configured to execute the program stored in the memory.
The invention relates to a computer readable storage medium, wherein a computer program is stored on the computer readable storage medium, and the computer program is executed by a processor to execute the steps of the vehicle collaborative lane change control method.
Compared with the prior art, the invention has the beneficial technical effects that:
1. according to the invention, under the intelligent networking environment, the method for controlling the cooperative lane change of the expressway short-distance ramp vehicles under the networking environment is provided, so that unnecessary frequent lane change and bottleneck generation near a downstream entrance ramp caused by collision with the entrance ramp vehicles after the vehicles on the main line section between the ramps enter the traffic space released by the exit ramp can be avoided, and the traffic high-efficiency operation can be ensured under the condition of fully utilizing the traffic space;
2. compared with the prior art, the method has the advantages that the number and average speed of vehicles in each lane of each road section at the next moment are determined, the total time spent on the main line and the entrance ramp vehicles is minimum, the sum of the times of vehicle in-out and in-out of the main line lane 2 between the ramps is taken as a control target, an optimal lane change number optimizing model of the main line road section between the ramps is constructed, the optimal number of vehicles in-out of the main line road section 2 between the ramps is obtained through solving, the cooperative lane change is carried out, unnecessary delay caused by collision between the main line vehicles and vehicles at the downstream entrance ramp is reduced, and the traffic capacity is improved;
3. compared with the prior art, the invention utilizes the vehicle transmission thought among cells of a cell transmission model, on the basis of the traditional method of considering a macroscopic road section, the invention further subdivides the cells of each road section into the cells of each lane, considers the driving-off vehicle proportion of each lane of an upstream exit ramp section, calculates the vehicle transmission capacity among each lane of the upstream exit ramp section, the inter-ramp main line section and the downstream entrance ramp section, determines the number of vehicles conveyed by each lane of each road section to each lane of the downstream road section and the number of vehicles conveyed by the entrance ramp to the lane outside the main line, and improves the accuracy;
4. compared with the prior art, the intelligent network vehicle-road cooperation system and the intelligent network vehicle-road cooperation system utilize real-time dynamic information interaction of the vehicle-vehicle and the vehicle-road to acquire accurate traffic information, and improve the accuracy of calculation and the efficiency of cooperative control.
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FIG. 1 is a schematic view of a scenario of the present invention;
fig. 2 is a general flow chart of the present invention.
Detailed Description
In this embodiment, a vehicle collaborative lane change control method between short-distance ramps of a expressway in a networked environment is applied to a vehicle collaborative lane change control scene between an exit ramp of the expressway to a main line of a downstream entrance ramp in the networked environment, as shown in fig. 1, all vehicles running on a road in an intelligent networked environment are networked autopilot vehicles, the running direction of the vehicles is taken as the positive direction, the exit ramp of the expressway to the downstream of the entrance ramp are divided into six areas, namely an upstream exit ramp area, an inter-ramp main line area, a downstream entrance ramp area, a downstream common main line area, an exit ramp area and an entrance ramp area, and numbering is carried out sequentially, wherein the number of any one area is i, i=1, 2,3,4,5,6, lanes on each area are numbered sequentially from inside to outside, lane numbers j on any one area are used, and the number of lanes on other areas is 2 except the entrance ramp area and the exit ramp area are single lanes;
let the maximum number of vehicles which each lane in the ith area can accommodate be N i,max The critical speed of the ith zone is v i,b The optimal density of the ith region is k i,b The blocking density of the ith zone is k i,jam The road length of the ith area is L i The congestion propagation speed of each zone is w, the free flow of each zoneVelocity v f The time interval of each control is T;
as shown in fig. 2, the collaborative lane change control method is performed according to the following steps:
step 1, acquiring the number N of vehicles on a jth lane in an ith area at t moment by using a road side intelligent device i,j (t), number of incoming vehicles d in entrance ramp region at time t on (t) the number of vehicles driving off the main line in each lane in the upstream exit ramp region, the number of vehicles driving on the main line in the entrance ramp region; thereby utilizing the thought of a cell transmission model to determine the number N of vehicles in the jth lane in the main line area between the ramps at the time t+1 2,j (t+1)；
Step 1.1, calculating the output capacity sigma of the jth lane in the upstream exit ramp region at the t moment according to the step (1) 1,j (t)；
σ 1,j (t)＝min[N 1,j (t),v 1,b ·k 1,b ·T,(N 2,max -N 2,j (t))/(1-p j,off (t)),(N 5,max -N 5,1 (t))/p j,off (t)] (1)
In the formula (1), N 1,j (t) represents the number of vehicles on the jth lane in the exit ramp region upstream of the time t, v 1,b Represents critical velocity, k, of the upstream exit ramp region 1,b Indicating the optimum density of the upstream exit ramp region, N 2,max Representing the maximum number of vehicles that can be accommodated per lane in the inter-ramp main line region, N 2,j (t) represents the number of vehicles on the jth lane in the inter-ramp main line region at the time t, p j,off (t) is the proportion of the jth lane to leave the main line vehicle in the upstream exit ramp region at the moment of t, N 5,max For maximum number of vehicles that can be accommodated in the exit ramp region, N 5,1 (t) represents the number of vehicles in the exit ramp region at time t;
step 1.2, calculating the flow Q transmitted from the jth lane in the upstream exit ramp area to the jth lane in the inter-ramp main line area at the t moment according to the step (2) 1,j (t)；
Q 1,j (t)＝σ 1,j (t)·(1-p j,off (t)) (2)
Step 1.3, calculating the first line region between the ramps at the time t according to the step (3)Output capability sigma of j-th lane in j-lane downstream entrance ramp region 2,j (t)；
In the formula (3), N 2,j (t) represents the number of vehicles on the jth lane in the inter-ramp main line region at the time t, v 2,b Represents critical speed, k of main line region between ramps 2,b Indicating the optimal density of the main line region between the ramps, N 3,max Representing the maximum number of vehicles that can be accommodated per lane in the downstream on-ramp region, N 3,j (t) represents the number of vehicles on the jth lane in the downstream entrance ramp region at time t;
step 1.4, calculating the 1 st lane transmission flow Q in the 1 st lane downstream entrance ramp area in the main line area between the ramps at the time t according to the step (4) 2,1 (t)；
Q 2,1 (t)＝σ 2,1 (t) (4)
In formula (4), σ 2,1 (t) represents the output capability of the 1 st lane in the inter-ramp main line region at the time t;
step 1.5, calculating the flow Q transmitted by the 2 nd lane in the downstream entrance ramp area of the 2 nd lane in the main line area between the ramps at the time t according to the step (5) 2,2 (t)；
Q 2,2 (t)＝min[σ 2,2 (t),N 2,max -N 3,2 (t)-σ on (t),(1-p on (t))·(N 3,max -N 3,2 (t))] (5)
In formula (5), σ 2,2 (t) represents the output capability of the 2 nd lane in the inter-ramp main line region at the time t, p on (t) represents the proportion of the entrance ramp region converging into the main line vehicle at the moment t, N 3,2 (t) represents the number of vehicles in the 2 nd lane in the 3 rd zone, i.e., the downstream entrance ramp zone at time t, σ on (t) represents the output capacity of the entrance ramp region at time t, and is obtained by the formula (6);
in the formula (6), N 6,1 (t) represents the number of vehicles on the entrance ramp region at time t, v 6,b Represents critical speed, k of the entrance ramp region 6,b Representing the optimal density of the entrance ramp region;
step 1.6, determining the number N of vehicles of the jth lane in the inter-ramp main line area at the time t+1 according to the step (7) 2,j (t+1)；
N 2,j (t+1)＝N 2,j (t)+Q 1,j (t)-Q 2,j (t) (7)
In the formula (7), Q 2,j (t) represents the flow rate of the jth lane transmission in the jth lane downstream entrance ramp region in the inter-ramp main line region;
step 2, determining the number N of vehicles in the jth lane in the downstream entrance ramp area at the time of t+1 3,j Number of vehicles N in the entrance ramp region at time (t+1) and time t+1 6,1 (t+1)；
Step 2.1, calculating the flow Q transmitted by the jth lane in the downstream common main line area of the jth lane in the downstream entrance ramp area at the t moment according to the step (8) 3,j (t)；
In the formula (8), v 3,b Represents the critical velocity, k, of the downstream entrance ramp region 3,b Indicating the optimum density of the downstream entrance ramp region, N 4,max Indicating the maximum number of vehicles that can be accommodated per lane in the downstream general main line region, N 4,j (t) represents the number of vehicles on the j-th lane in the normal main line region downstream of the time t;
step 2.2, determining the number N of vehicles of the 1 st lane in the downstream entrance ramp area at the time of t+1 according to the step (9) 3,1 (t+1)；
N 3,1 (t+1)＝N 3,1 (t)+Q 2,1 (t)-Q 3,1 (t) (9)
In the formula (9), Q 3,1 (t) represents the flow rate of the 1 st lane transmission in the downstream common main line region from the 1 st lane in the downstream entrance ramp region;
step 2.3, calculating the flow q transmitted from the entrance ramp region to the downstream entrance ramp region at the time t according to the step (10) on (t)；
q on (t)＝min[σ on (t),N 2,max -N 3,2 (t)-σ 2,2 (t),p on (t)·(N 3,max -N 3,2 (t))] (10)
In the formula (10), sigma 2,2 (t) represents the output capability of the 2 nd lane in the inter-ramp main line region at the time t;
step 2.4, determining the number N of vehicles of the 2 nd lane in the downstream entrance ramp area at the time of t+1 according to the step (11) 3,2 (t+1)；
N 3,2 (t+1)＝N 3,2 (t)+Q 2,2 (t)+q on (t)-Q 3,2 (t) (11)
In the formula (11), Q 3,2 (t) represents the flow rate of the 2 nd lane transmission in the downstream common main line region from the 2 nd lane in the downstream entrance ramp region;
step 2.5, determining the number N of vehicles in the entrance ramp area at the time t+1 according to the step (12) 6,1 (t+1)；
N 6,1 (t+1)＝N 6,1 (t)+d on (t)-q on (t) (12)
In the formula (12), d on (t) represents the demand of the entrance ramp region at the moment t, namely the number of vehicles coming from the entrance ramp region at the moment t;
step 3, predicting the average speed of the jth lane in the ith area at the time t+1
Step 3.1, updating the density { k } of the jth lane at time t+1 in the ith region according to equation (13) i,j (t+1) |i=2, 3}, and updating the density k of the 6 th region, i.e., the entrance ramp region, at the time t+1 according to the equation (14) 6,1 (t+1)；
In the formula (14), d on (t) represents the demand of the entrance ramp region at the moment t, namely the number of vehicles coming from the entrance ramp region at the moment t, and k i,j (t)＝N i,j (t)/L i ；
Step 3.2, calculating the average speed of the jth lane of the ith area at the time t+1 according to the step (15)
In the formula (15), k i,jam Representing the occlusion density of the ith zone;
step 4, constructing an optimal change sub-number model of the inter-ramp main line region vehicle:
step 4.1, establishing an objective function f of an optimal lane change number model of the inter-ramp main line area vehicle by taking the minimum total spending time of the main line and the ramp vehicles (comprising delay time of the main line vehicle and the ramp vehicle and queuing waiting time of the ramp vehicle) as a target, wherein the minimum number of times of changing in and out the 2 nd lane vehicle in the inter-ramp main line area is as shown in a formula (16);
in the formula (16), C 2,12 (t) represents the number of vehicles changing from the 1 st lane to the 2 nd lane in the 2 nd region at time t, i.e., the inter-ramp main line region, N 3C (t+1) represents the number of vehicles per lane after the vehicles are uniformly distributed in the downstream entrance ramp region, and N 3C (t+1)＝(N 3,1 (t+1)+N 3,2 (t+1))/2，φ on The number of vehicles queued in the entrance ramp area at the moment t+1 is (t+1), and the number is obtained through a formula (17);
φ on (t+1)＝φ on (t)+(d on (t)-q on (t)) (17)
step 4.2, constructing constraint conditions of an optimal change sub-number model of the inter-ramp main line region vehicle by utilizing the step (18);
C 2,12 (t)≤N 2C (t+1) (18)
in the formula (18), N 2C (t+1) represents the number of vehicles per lane after the vehicles are uniformly distributed in the main line area between the ramps, and N 2C (t+1)＝(N 2,1 (t+1)+N 2,2 (t+1))/2；
Step 5, solving the optimal vehicle change sub-number model of the inter-ramp main line region by using a numerical optimization algorithm to obtain the optimal vehicle change sub-number from the 1 st lane to the 2 nd lane of the inter-ramp main line regionThereby the number of vehicles in the 1 st lane of the inter-ramp main line area is +.>The vehicle is changed to the 2 nd lane;
step 6, utilizing a positioning module and road side intelligent equipment which are arranged on the intelligent network-connected vehicle, numbering the vehicles in the inter-ramp main line area according to the positions and the driving directions of the vehicles from front to back, defining and initializing the number m=1, accumulating the number a=0 of lane changing, and selecting the vehicle m of the 1 st lane in the inter-ramp main line area for lane changing;
step 6.1, acquiring the position x of the vehicle m of the 1 st lane in the inter-ramp main line region 2,1,m (t) and velocity v 2,1,m (t) and let the position at the time t be x 2,1,m The positions of the vehicles m of (t) adjacent to the preceding vehicle m 'and the following vehicle m' on the 2 nd lane are respectively denoted as x 2,2,m′ (t) and x 2,2,m″ (t) the speeds are denoted v 2,2,m′ (t) and v 2,2,m″ (t)；
Step 6.2, judging whether the safe channel change condition shown in the formula (19) is met; if yes, executing the step 6.3, otherwise, indicating that the vehicle m does not allow lane change, and executing the step 6.4;
in the formula (19), the amino acid sequence of the compound,the safe lane change distance between the vehicle m and the vehicle m' in front of the adjacent lane at the time t is represented,the safe lane change distance between the vehicle m at the time t and the vehicle m' behind the adjacent lane is represented; μ represents a weight factor;
step 6.3, a lane change instruction is sent to the vehicle m for lane change, the vehicle m is changed from the 1 st lane to the 2 nd lane, m+1 is assigned to m, a+1 is assigned to a, and then the step 6.5 is executed;
step 6.4, after m+1 is assigned to m, executing step 6.5;
step 6.5, judging whether the accumulated channel changing number a is equal toIf yes, executing the step 6.6, otherwise, executing the step 6.7;
step 6.6, stopping the channel changing operation, and executing the step 7 after the control time interval reaches T;
step 6.7, judging whether the control time interval reaches T, if so, executing step 7; otherwise, returning to the step 6.1 to continue the cyclic execution;
and 7, assigning t+1 to t, and returning to the step 1 to execute the steps in sequence.
In this embodiment, an electronic device includes a memory for storing a program for supporting the processor to execute the above-described vehicle co-channel change control method, and a processor configured to execute the program stored in the memory.
In this embodiment, a computer readable storage medium stores a computer program, which when executed by a processor, performs the steps of the vehicle co-channel change control method described above.
In this embodiment, the method of the present invention is not limited to the two-lane road section from the expressway exit ramp to the downstream entrance ramp, and other embodiments obtained by those skilled in the art without creative changes are all within the scope of the present invention.

Claims (3)

1. The vehicle collaborative lane change control method is characterized in that the vehicle collaborative lane change control method is applied to a vehicle collaborative lane change control scene from an expressway exit ramp to a downstream entrance ramp main line in an online environment, the vehicle driving direction is taken as the positive direction, the expressway exit ramp to the downstream of the entrance ramp are divided into six areas, namely an upstream exit ramp area, an inter-ramp main line area, a downstream entrance ramp area, a downstream common main line area, an exit ramp area and an entrance ramp area, and numbering is carried out sequentially, wherein the number of any area is i, i=1, 2,3,4,5,6, the lanes on each area are numbered sequentially from inside to outside, the lane number on any area is j, the number of lanes on other areas is 2 except the entrance ramp area and the exit ramp area which are single lanes;
let the maximum number of vehicles which each lane in the ith area can accommodate be N i,max The critical speed of the ith zone is v i,b The optimal density of the ith region is k i,b The blocking density of the ith zone is k i,jam The road length of the ith area is L i The congestion propagation speed of each zone is w, the free flow speed of each zone is v f The time interval of each control is T; the vehicle collaborative lane change control method comprises the following steps of;
step 1, acquiring the number N of vehicles on a jth lane in an ith area at t moment by using a road side intelligent device i,j (t), number of incoming vehicles d in entrance ramp region at time t on (t) the number of vehicles driving off the main line in each lane in the upstream exit ramp region, the number of vehicles driving on the main line in the entrance ramp region; thereby determining the number N of vehicles in the jth lane in the inter-ramp main line region at the time t+1 2,j (t+1)；
Step 1.1, calculating the output capacity sigma of the jth lane in the upstream exit ramp region at the t moment according to the step (1) 1,j (t)；
σ 1,j (t)＝min[N 1,j (t),v 1,b ·k 1,b ·T,(N 2,max -N 2,j (t))/(1-p j,off (t)),(N 5,max -N 5,1 (t))/p j,off (t)] (1)
In the formula (1), N 1,j (t) represents the number of vehicles on the jth lane in the exit ramp region upstream of the time t, v 1,b Represents critical velocity, k, of the upstream exit ramp region 1,b Indicating the optimum density of the upstream exit ramp region, N 2,max Representing the maximum number of vehicles that can be accommodated per lane in the inter-ramp main line region, N 2,j (t) represents the number of vehicles on the jth lane in the inter-ramp main line region at the time t, p j,off (t) is the proportion of the jth lane to leave the main line vehicle in the upstream exit ramp region at the moment of t, N 5,max For maximum number of vehicles that can be accommodated in the exit ramp region, N 5,1 (t) represents the number of vehicles in the exit ramp region at time t;
step 1.2, calculating the flow Q transmitted from the jth lane in the upstream exit ramp area to the jth lane in the inter-ramp main line area at the t moment according to the step (2) 1,j (t)；
Q 1,j (t)＝σ 1,j (t)·(1-p j,off (t)) (2)
Step 1.3, calculating the output capacity sigma of the jth lane in the jth lane downstream entrance ramp region in the inter-ramp main line region at the t moment according to the step (3) 2,j (t)；
In the formula (3), N 2,j (t) represents the number of vehicles on the jth lane in the inter-ramp main line region at the time t, v 2,b Represents critical speed, k of main line region between ramps 2,b Indicating the optimal density of the main line region between the ramps, N 3,max Indicating that each lane in the downstream entry ramp region can accommodateMaximum number of vehicles, N 3,j (t) represents the number of vehicles on the jth lane in the downstream entrance ramp region at time t;
step 1.4, calculating the 1 st lane transmission flow Q in the 1 st lane downstream entrance ramp area in the main line area between the ramps at the time t according to the step (4) 2,1 (t)；
Q 2,1 (t)＝σ 2,1 (t) (4)
In formula (4), σ 2,1 (t) represents the output capability of the 1 st lane in the inter-ramp main line region at the time t;
step 1.5, calculating the flow Q transmitted by the 2 nd lane in the downstream entrance ramp area of the 2 nd lane in the main line area between the ramps at the time t according to the step (5) 2,2 (t)；
Q 2,2 (t)＝min[σ 2,2 (t),N 2,max -N 3,2 (t)-σ on (t),(1-p on (t))·(N 3,max -N 3,2 (t))] (5)
In formula (5), σ 2,2 (t) represents the output capability of the 2 nd lane in the inter-ramp main line region at the time t, p on (t) represents the proportion of the entrance ramp region converging into the main line vehicle at the moment t, N 3,2 (t) represents the number of vehicles in the 2 nd lane in the 3 rd zone, i.e., the downstream entrance ramp zone at time t, σ on (t) represents the output capacity of the entrance ramp region at time t, and is obtained by the formula (6);
in the formula (6), N 6,1 (t) represents the number of vehicles on the entrance ramp region at time t, v 6,b Represents critical speed, k of the entrance ramp region 6,b Representing the optimal density of the entrance ramp region;
step 1.6, determining the number N of vehicles of the jth lane in the inter-ramp main line area at the time t+1 according to the step (7) 2,j (t+1)；
N 2,j (t+1)＝N 2,j (t)+Q 1,j (t)-Q 2,j (t) (7)
In the formula (7), Q 2,j (t) represents the flow rate of the jth lane transmission in the jth lane downstream entrance ramp region in the inter-ramp main line region;
step 2, determining the number N of vehicles in the jth lane in the downstream entrance ramp area at the time of t+1 3,j Number of vehicles N in the entrance ramp region at time (t+1) and time t+1 6,1 (t+1)；
Step 2.1, calculating the flow Q transmitted by the jth lane in the downstream common main line area of the jth lane in the downstream entrance ramp area at the t moment according to the step (8) 3,j (t)；
In the formula (8), v 3,b Represents the critical velocity, k, of the downstream entrance ramp region 3,b Indicating the optimum density of the downstream entrance ramp region, N 4,max Indicating the maximum number of vehicles that can be accommodated per lane in the downstream general main line region, N 4,j (t) represents the number of vehicles on the j-th lane in the normal main line region downstream of the time t;
step 2.2, determining the number N of vehicles of the 1 st lane in the downstream entrance ramp area at the time of t+1 according to the step (9) 3,1 (t+1)；
N 3,1 (t+1)＝N 3,1 (t)+Q 2,1 (t)-Q 3,1 (t) (9)
In the formula (9), Q 3,1 (t) represents the flow rate of the 1 st lane transmission in the downstream common main line region from the 1 st lane in the downstream entrance ramp region;
step 2.3, calculating the flow q transmitted from the entrance ramp region to the downstream entrance ramp region at the time t according to the step (10) on (t)；
q on (t)＝min[σ on (t),N 2,max -N 3,2 (t)-σ 2,2 (t),p on (t)·(N 3,max -N 3,2 (t))] (10)
In the formula (10), sigma 2,2 (t) represents the output capability of the 2 nd lane in the inter-ramp main line region at the time t;
step 2.4, determining t according to equation (11)Number of vehicles N of the 2 nd lane in the +1-time downstream entrance ramp region 3,2 (t+1)；
N 3,2 (t+1)＝N 3,2 (t)+Q 2,2 (t)+q on (t)-Q 3,2 (t) (11)
In the formula (11), Q 3,2 (t) represents the flow rate of the 2 nd lane transmission in the downstream common main line region from the 2 nd lane in the downstream entrance ramp region;
step 2.5, determining the number N of vehicles in the entrance ramp area at the time t+1 according to the step (12) 6,1 (t+1)；
N 6,1 (t+1)＝N 6,1 (t)+d on (t)-q on (t) (12)
In the formula (12), d on (t) represents the demand of the entrance ramp region at the moment t, namely the number of vehicles coming from the entrance ramp region at the moment t;
step 3, predicting the average speed of the jth lane in the ith area at the time t+1
Step 3.1, updating the density { k } of the jth lane at time t+1 in the ith region according to equation (13) i,j (t+1) |i=2, 3}, and updating the density k of the 6 th region, i.e., the entrance ramp region, at the time t+1 according to the equation (14) 6,1 (t+1)；
In the formula (14), d on (t) represents the demand of the entrance ramp region at the moment t, namely the number of vehicles coming from the entrance ramp region at the moment t, and k i,j (t)＝N i,j (t)/L i ；
Step 3.2, calculating the average speed of the jth lane of the ith area at the time t+1 according to the step (15)
In the formula (15), k i,jam Representing the occlusion density of the ith zone;
step 4, constructing an optimal change sub-number model of the inter-ramp main line region vehicle:
step 4.1, establishing an objective function f of an optimal change sub-number model of the inter-ramp main line region vehicle by using the step (16);
in the formula (16), C 2,12 (t) represents the number of vehicles changing from the 1 st lane to the 2 nd lane in the 2 nd region at time t, i.e., the inter-ramp main line region, N 3C (t+1) represents the number of vehicles per lane after the vehicles are uniformly distributed in the downstream entrance ramp region, and N 3C (t+1)＝(N 3,1 (t+1)+N 3,2 (t+1))/2，φ on The number of vehicles queued in the entrance ramp area at the moment t+1 is (t+1), and the number is obtained through a formula (17);
φ on (t+1)＝φ on (t)+(d on (t)-q on (t)) (17)
step 4.2, constructing constraint conditions of an optimal change sub-number model of the inter-ramp main line region vehicle by utilizing the step (18);
C 2,12 (t)≤N 2C (t+1) (18)
in the formula (18), N 2C (t+1) represents the number of vehicles per lane after the vehicles are uniformly distributed in the main line area between the ramps, and N 2C (t+1)＝(N 2,1 (t+1)+N 2,2 (t+1))/2；
Step 5, solving the optimal lane change number model of the inter-ramp main line region vehicle by using a numerical optimization algorithm to obtain inter-ramp main line region vehicleOptimal lane change number of vehicles for changing 1 st lane to 2 nd lane in main line areaThereby the number of vehicles in the 1 st lane of the inter-ramp main line area is +.>The vehicle is changed to the 2 nd lane;
step 6, numbering vehicles in the inter-ramp main line area according to the positions of the vehicles and the driving direction from front to back, defining and initializing the number m=1, accumulating the lane change times a=0, and selecting the vehicle m of the 1 st lane in the inter-ramp main line area for lane change;
step 6.1, acquiring the position x of the vehicle m of the 1 st lane in the inter-ramp main line region 2,1,m (t) and velocity v 2,1,m (t) and let the position at the time t be x 2,1,m The positions of the vehicles m of (t) adjacent to the preceding vehicle m 'and the following vehicle m' on the 2 nd lane are respectively denoted as x 2,2,m′ (t) and x 2,2,m″ (t) the speeds are denoted v 2,2,m′ (t) and v 2,2,m″ (t)；
Step 6.2, judging whether the safe channel change condition shown in the formula (19) is met; if yes, executing the step 6.3, otherwise, indicating that the vehicle m does not allow lane change, and executing the step 6.4;
in the formula (19), the amino acid sequence of the compound,indicating the safe lane change distance between the vehicle m at time t and its neighboring lane-leading vehicle m'>The safe lane change distance between the vehicle m at the time t and the vehicle m' behind the adjacent lane is represented; μ represents a weight factor;
step 6.3, a lane change instruction is sent to the vehicle m for lane change, the vehicle m is changed from the 1 st lane to the 2 nd lane, m+1 is assigned to m, a+1 is assigned to a, and then the step 6.5 is executed;
step 6.4, after m+1 is assigned to m, executing step 6.5;
step 6.5, judging whether the accumulated channel changing number a is equal toIf yes, executing the step 6.6, otherwise, executing the step 6.7;
step 6.6, stopping the channel changing operation, and executing the step 7 after the control time interval reaches T;
step 6.7, judging whether the control time interval reaches T, if so, executing step 7; otherwise, returning to the step 6.1 to continue the cyclic execution;
and 7, assigning t+1 to t, and returning to the step 1 to execute the steps in sequence.
2. An electronic device comprising a memory and a processor, wherein the memory is configured to store a program that supports the processor to execute the vehicle co-channel change control method of claim 1, the processor being configured to execute the program stored in the memory.
3. A computer-readable storage medium, on which a computer program is stored, characterized in that the computer program, when being executed by a processor, performs the steps of the vehicle co-channel change control method according to claim 1.
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