CN116486609B - Traffic flow control method considering road movement bottleneck in network environment - Google Patents

Traffic flow control method considering road movement bottleneck in network environment Download PDF

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CN116486609B
CN116486609B CN202310299255.1A CN202310299255A CN116486609B CN 116486609 B CN116486609 B CN 116486609B CN 202310299255 A CN202310299255 A CN 202310299255A CN 116486609 B CN116486609 B CN 116486609B
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lane
bottleneck
vehicle
moving
vehicles
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CN116486609A (en
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黄文娟
陈会婷
张卫华
丁恒
柏海舰
董婉丽
汪春
田立斌
倪太峰
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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
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • 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
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/096833—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
    • 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

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  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Mathematical Physics (AREA)
  • Traffic Control Systems (AREA)

Abstract

The invention discloses a traffic flow control method considering road movement bottleneck in a network environment, which comprises the following steps: 1. determining a range of a mobile bottleneck influence area; 2. collecting vehicle information of two lanes in a moving bottleneck influence area at the moment t; 3. determining the number of vehicles allowed to turn into the first lane by the second lane; 4. determining a feasible lane change set of the first lane vehicle, and calculating to obtain an allowable lane change set of the first lane vehicle; 5. selecting a vehicle meeting the requirements from the lane change permission set of the first lane vehicle to finish lane change; 6. and (5) circulating the steps according to the change condition of the mobile bottleneck influence region. According to the invention, the network environment can be used for acquiring the mobile bottleneck and the related parameters of the vehicles in the influence area, and the lane change of the vehicles in the first lane to the second lane in the influence area of the mobile bottleneck can be dynamically adjusted in real time according to the running state of the mobile bottleneck on the road, so that traffic jam is avoided, the running time of the vehicles is saved, and the running efficiency of traffic flow is improved.

Description

Traffic flow control method considering road movement bottleneck in network environment
Technical Field
The invention belongs to the field of intelligent network-connected vehicle traffic control, in particular to the field of vehicle lane changing after a mobile bottleneck, and particularly relates to a traffic flow control method considering a road mobile bottleneck in a network-connected environment.
Background
In the road, the phenomenon of moving bottleneck often appears, has restricted the traffic efficiency of road greatly, especially under the great circumstances of traffic flow, moves the bottleneck and causes the traffic efficiency depreciation of road, still can produce the large tracts of land jam under the serious circumstances of influence. Because the mobile bottleneck has randomness and mobility, under the traffic environment of the traditional manual driving vehicle, a driver is required to observe surrounding vehicles and the traffic environment to make a lane change decision, and the lane change behavior risk is increased. Therefore, there is considerable difficulty in optimizing management thereof.
At present, research at home and abroad mainly aims at a fixed bottleneck, and research on the aspect of involving a mobile bottleneck mainly aims at observing and analyzing the phenomenon of the mobile bottleneck, but research on the aspect of traffic flow control is relatively lacking.
With the development of 5G and road cooperation technology, vehicles are continuously networked and automated, and vehicles running on future roads will all be networked automatic driving vehicles. The network-connected automatic driving vehicles not only can communicate with each other, but also can be interconnected with intelligent traffic equipment on the road to acquire real-time information of the road. The lane change of the vehicle under the internet of vehicles is automatic driving lane change, the vehicle can timely acquire surrounding environment information through wireless communication and other technologies and upload the surrounding environment information to the cloud end for cloud computing, so that lane change decisions are made, and the comfort and safety of the lane change of the vehicle are improved, and therefore, the method is necessary for researching a traffic flow control method considering the road movement bottleneck under the internet environment.
Disclosure of Invention
The invention overcomes the defects of the prior art, and provides a traffic flow control method considering the road movement bottleneck in the network environment, so that the influence of the movement bottleneck on the following vehicles is considered on the premise of ensuring the safe running of the vehicles, and the vehicles with the largest lane change benefit in the influence area are selected to finish lane change, thereby reducing the queuing of the vehicles, avoiding traffic jam, and improving the safety of traffic flow operation and the traffic flow operation efficiency.
In order to achieve the aim of the invention, the invention adopts the following technical scheme:
the invention relates to a traffic flow control method considering road movement bottleneck in a network environment, which is characterized by being applied to two lanes passing in one direction and comprising the following steps of;
step 1, assuming that a moving bottleneck for uniform speed driving exists on a first lane, taking the moving bottleneck as a starting position, and taking a limit position of the moving bottleneck for reverse wave propagation generated by a subsequent vehicle on the two lanes as an end position to form a moving bottleneck influence area of the two lanes;
step 2, determining the length c (t) of the affected area of the moving bottleneck by using the formula (1);
c(t)＝w×(t-t 0 ) (1)
in the formula (1), w represents the speed of the reverse deceleration wave of the vehicle in the influence area of the moving bottleneck, and is calculated by the formula (2), t is a certain moment in the driving process of the moving bottleneck in the first lane, and t 0 Driving into the first lane for the moving bottleneck;
in the formula (2), Q 0 Representing the maximum traffic, k, of a moving bottleneck region 0 Representation ofTraffic density at maximum traffic volume of moving bottleneck effect area, Q 1 Indicating traffic volume, k, of two lanes when the vehicle is traveling normally before the bottleneck of movement is driven into the first lane 1 Indicating the density of the two lanes when the mobile bottleneck does not drive into the first lane and the two lanes normally drive;
step 3, acquiring the number m of vehicles of a first lane of the mobile bottleneck influence area at the moment t by using intelligent network link side facilities 1 (t) number of vehicles m of the second lane 2 (t) and the position, speed, acceleration of all vehicles within the moving bottleneck effect;
taking the position of the moving bottleneck as an origin, taking the backward wave propagation direction as the positive direction of the X-axis, and storing the abscissa of the position of the vehicle on the first lane in the influence area of the moving bottleneck into a set X 1 (t) vehicle speed storage set V 1 (t); storing the abscissa of the position of the vehicle in the second lane in the moving bottleneck influence region into a set X 2 (t) vehicle speed storage set V 2 (t)；
Step 4, determining the number N (t) of vehicles allowed to turn into the first lane by the second lane in the bottleneck influence area under the movement at the moment t:
step 4.1, calculating the vehicle density k (t) of a second lane in the moving bottleneck influence area at the moment t by using the step 3;
step 4.2, calculating the optimal density k of the second lane in the moving bottleneck influence area by using the method (4) m I.e. the density when the second lane flow reaches a maximum;
in the formula (4), Q m For maximum flow of the second lane in the movement bottleneck region, v m The critical speed of the second lane, namely the speed when the flow reaches the maximum;
step 4.3, judging that k (t) is less than k m If so, allowing the first lane vehicle to turn into the second lane, and executing the step 4.4, otherwise, not allowing the first lane vehicle in the moving bottleneck influence area to turn into the second lane, and executing the step 8;
step 4.4, calculating the number N (t) of vehicles allowed to turn into the first lane by the second lane in the moving bottleneck influence area at the moment t by using the step 5;
N(t)＝k m c(t)-m 2 (t) (5)
step 5, determining a feasible lane change set P (t) of the first lane, and calculating the safety distance of vehicle lane change:
step 5.1, marking the ith vehicle on the first lane in the bottleneck influence area of the movement at the moment t asWill be in the second lane and is +.>The latter vehicle of (2) is marked +.>Will be in the second lane and is +.>Is marked as +.>
Step 5.2, judging the ith vehicle on the first lane at the moment tWhether the safe lane change condition shown in the formula (6) is satisfied, and if so, the ith vehicle is +.>Adding the set of feasible channel changing sets P (t); otherwise, it means i vehicle +.>Cannot be transferred to the second lane at a safe distance, i.e. +.>Continuing to run on the first lane so as to obtain a feasible lane change set P (t);
in formula (6), x 1,i (t) representsIs the position abscissa of (2); x is x 2,j (t) represents->Is the position abscissa of (2); x is x 2,j+1 (t) represents->Is the position abscissa of (2); l (L) 2,j Representation->And->Is a safe lane change pitch; l (L) 2,j+1 Representation->And (3) withIs a safe lane change pitch; v 2,j (t) represents->V of (c) velocity, v 2,j+1 (t) represents->Is a speed of (2); l (L) veh Representing the length of the vehicle body; Δt represents the time interval for the mobile bottleneck effect area update;
step 6, calculating a u-th vehicle in the feasible lane change set P (t) of the first laneTo determine whether to allow the (u) th vehicle +.>Lane change running:
step 6.1, acquiring a u-th vehicle in a feasible lane change set P (t) of a first lane in a mobile bottleneck influence area by using a vehicle-mounted information systemDistance L remaining on one-way two-lane road 1,u (t) whereby the (u) th car on the first lane in the moving bottleneck effect area is calculated using equation (7)>Keeping the original speed for the time t required for the vehicle to continue to travel to the road leaving the unidirectional double lanes 1,u ；
In the formula (7), v 1,u (t) is the u-th vehicle in the feasible lane change set P (t) of the first laneIs a speed of (2);
step 6.2, calculating the (u) th vehicle on the first lane in the moving bottleneck influence area by using the method (8)Lane change to the second lane and travel beyond the moving bottleneck to the time t required to leave the one-way two-lane road d,u′ ；
In formula (8), t 1→2 Is the (u) th vehicleThe time taken to change lanes from the first lane to the second lane, t u′ For the (u) th vehicle>Time required to travel beyond the mobile bottleneck to leave the one-way two-lane road, v 2,u′ (t) is the u-th vehicle->Target speed after lane change to second lane, a u Lane change acceleration for the ith vehicle, v m Is the critical speed of the second lane, L u′ (t) is the u-th vehicle->The remaining driving distance on the unidirectional double-lane road after lane change is calculated by the formula (9);
step 6.3, calculating the u-th vehicle in the feasible lane change set P (t) of the first lane in the moving bottleneck influence area by using the method (10)Time-saving by changing lanes to travel off one-way two-lane road>
If it isThe (u) th vehicle of the first lane is +.>Putting the channel-changing permitted set R (t) into the channel-changing permitted set R (t), and executing the step 7; otherwise, the (u) th vehicle of the first lane>Step 8 is executed without allowing lane change to the second lane;
step 7, judging the number M of vehicles in the first lane change permission set R (t) in the moving bottleneck influence area t Whether N (t) is not more than or equal to, if so, allowing all vehicles in the lane change permitted set R (t) to complete lane change to a second lane by moving the first lane in the bottleneck influence area; otherwise, all vehicles in lane change set R (t) will be allowedArranging according to descending order, and selecting front N (t) vehicles with the highest lane changing running time to finish lane changing to a second lane;
step 8, calculating the time t when the mobile bottleneck leaves the one-way double-lane road by using the step 11 a After t+Deltat is assigned to t, t is determined to be less than t a If so, returning to the step 2 for sequential execution; otherwise, the control flow is ended;
in the formula (11), L a Remaining rows on unidirectional two-lane road for moving bottleneckTravel distance, v a To move the bottleneck driving speed.
The electronic device of the invention comprises a memory and a processor, wherein the memory is used for storing a program for supporting the processor to execute the traffic flow control method, and the processor is configured to execute the program stored in the memory.
The invention relates to 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 traffic flow control method.
Compared with the prior art, the invention has the beneficial technical effects that:
1. according to the invention, the vehicle can more accurately sense the surrounding environment in the environment of the Internet of vehicles, whether the front part has a moving bottleneck is identified, whether the vehicle in the area affected by the moving bottleneck meets the lane changing requirement is judged, intelligent information exchange and intelligent decision are carried out, and the dynamic control of the running state of the vehicle is realized, so that the road passing efficiency is improved, traffic jam is avoided, traffic accidents are avoided, and the safe running of the vehicle is ensured.
2. Compared with the prior art, the method and the device have the advantages that the number of vehicles allowed to turn into the first lane by the second lane in the moving bottleneck influence area is calculated, so that the vehicle with the largest lane changing benefit is selected from the first lane to complete lane changing to the second lane on the premise of meeting the safety lane changing distance, the existing road resources are fully utilized, the vehicle passing time is saved, and the traffic flow running efficiency is improved.
3. Compared with the prior art, the method and the device continuously acquire the vehicle information again in a certain time step, update the feasible lane change set and the permitted lane change set of the vehicle in the moving bottleneck influence area, so that the vehicle in the first lane is safely changed, the real-time accuracy of the vehicle information in the moving bottleneck influence area is ensured, and the lane change efficiency and the safety of the vehicle in the first lane are greatly improved.
Drawings
FIG. 1 is a general flow chart of the present invention;
FIG. 2 is a flow chart of a decision making method of the present invention;
fig. 3 is a schematic view of a scenario of the present invention.
Detailed Description
In this embodiment, a traffic flow control method considering a road moving bottleneck in a networked environment is used to realize safe and rapid lane changing of a vehicle after the road moving bottleneck, so as to improve the running efficiency and safety of the vehicle in a road section, specifically, as shown in fig. 1, the method includes the following steps:
step 1, as shown in fig. 3, numbering two unidirectional traffic lanes from outside to inside in sequence, namely a first lane and a second lane, and forming a mobile bottleneck influence area of the two lanes by taking a mobile bottleneck as a starting position and taking a limit position of the mobile bottleneck on the transmission of reverse waves generated by subsequent vehicles on the two lanes as an end position if the mobile bottleneck exists on the first lane at a constant speed;
step 2, determining the length c (t) of the affected area of the moving bottleneck by using the formula (1);
c(t)＝w×(t-t 0 ) (1)
in the formula (1), w represents the speed of the reverse deceleration wave of the vehicle in the influence area of the moving bottleneck on the moving bottleneck, and is calculated by the formula (2), t is a certain moment in the driving process of the moving bottleneck in the first lane, and t 0 Driving into the first lane for the moving bottleneck;
in the formula (2), Q 0 Representing the maximum traffic, k, of a moving bottleneck region 0 Representing traffic density at maximum traffic volume of moving bottleneck effect area, Q 1 Indicating traffic volume, k, of two lanes when the vehicle is traveling normally before the bottleneck of movement is driven into the first lane 1 Indicating the density of the two lanes when the mobile bottleneck does not drive into the first lane and the two lanes normally drive;
step 3, as shown in fig. 3, all vehicles on two lanes at the time t are in internet connectionThe vehicle is automatically driven, and the intelligent network vehicle is provided with a vehicle-mounted sensing system which can sense the change of the surrounding traffic environment; acquiring the number m of vehicles of a first lane of a moving bottleneck influence area at t moment by using intelligent network link side facility 1 (t) number of vehicles m of the second lane 2 (t) and the position, speed, acceleration of all vehicles within the moving bottleneck effect; the intelligent road side facilities in the embodiment are uniformly distributed on two sides of a road, and real-time information interaction is carried out with the network-connected vehicle in a wireless network communication mode.
Taking the position of the moving bottleneck as an origin, taking the backward wave propagation direction as the positive direction of the X-axis, and storing the abscissa of the position of the vehicle on the first lane in the influence area of the moving bottleneck into a set X 1 (t) vehicle speed storage set V 1 (t); storing the abscissa of the position of the vehicle in the second lane in the moving bottleneck influence region into a set X 2 (t) vehicle speed storage set V 2 (t)；
Step 4, determining the number N (t) of vehicles allowed to turn into the first lane by the second lane in the bottleneck influence area under the movement at the moment t:
step 4.1, calculating the vehicle density k (t) of a second lane in the moving bottleneck influence area at the moment t by using the step 3;
step 4.2, calculating the optimal density k of the second lane in the moving bottleneck influence area by using the method (4) m I.e. the density when the second lane flow reaches a maximum;
in the formula (4), Q m For moving maximum flow of the second lane in the bottleneck region, i.e. peak on Q-V curve, V m The critical speed of the second lane, namely the speed when the flow reaches the maximum;
step 4.3, as shown in FIG. 2, determining that k (t) < k m If so, allowing the first lane vehicle to turn into the second lane, and executing the step 4.4, otherwise, not allowing the first lane vehicle in the moving bottleneck influence area to turn into the second lane, and executing the step 8;
step 4.4, calculating the number N (t) of vehicles allowed to turn into the first lane by the second lane in the moving bottleneck influence area at the moment t by using the step 5;
N(t)＝k m c(t)-m 2 (t) (5)
the feasible lane change set of the first lane vehicle in the mobile bottleneck influence area is determined by whether the distance between the lane change vehicle and the front and rear vehicles of the target lane vehicle meets the safety distance requirement, the vehicles meeting the requirements are put into the set, the vehicles not meeting the requirements normally run on the original lane, specifically, a linear expression is used for calculating the safety distance of the intelligent network vehicle to determine the safety lane change condition, and the calculation mode is as follows:
step 5, determining a feasible lane change set P (t) of the first lane, and calculating the safety distance of vehicle lane change:
step 5.1, marking the ith vehicle on the first lane in the bottleneck influence area of the movement at the moment t asWill be in the second lane and is +.>The latter vehicle of (2) is marked +.>Will be in the second lane and is +.>Is marked as +.>
Step (a)5.2, judging the ith vehicle on the first lane at the moment tWhether the safe lane change condition shown in the formula (6) is satisfied, and if so, the ith vehicle is +.>Adding the set of feasible channel changing sets P (t); otherwise, it means i vehicle +.>Cannot be transferred to the second lane at a safe distance, i.e. +.>Continuing to run on the first lane so as to obtain a feasible lane change set P (t);
in formula (6), x 1,i (t) representsIs the position abscissa of (2); x is x 2,j (t) represents->Is the position abscissa of (2); x is x 2,j+1 (t) represents->Is the position abscissa of (2); l (L) 2,j Representation->And->Is a safe lane change pitch; l (L) 2,j+1 Representation->And (3) withIs a safe lane change pitch; v 2,j (t) represents->V of (c) velocity, v 2,j+1 (t) represents->Is a speed of (2); l (L) veh Representing the length of the vehicle body; Δt represents the time interval for the mobile bottleneck effect area update;
step 6, calculating a u-th vehicle in the feasible lane change set P (t) of the first laneTo determine whether to allow the (u) th vehicle +.>Lane change running:
step 6.1, acquiring a u-th vehicle in a feasible lane change set P (t) of a first lane in a mobile bottleneck influence area by using a vehicle-mounted information systemDistance L remaining on one-way two-lane road 1,u (t) whereby the (u) th car on the first lane in the moving bottleneck effect area is calculated using equation (7)>Keeping the original speed for the time t required for the vehicle to continue to travel to the road leaving the unidirectional double lanes 1,u ；
In the formula (7), v 1,u (t) is the firstThe (u) th vehicle in lane-changing set P (t)Is a speed of (2);
step 6.2, calculating the (u) th vehicle on the first lane in the moving bottleneck influence area by using the method (8)Lane change to the second lane and travel beyond the moving bottleneck to the time t required to leave the one-way two-lane road d,u′ ；
In formula (8), t 1→2 Is the (u) th vehicleThe time taken to change lanes from the first lane to the second lane, t u′ For the (u) th vehicle>Time required to travel beyond the mobile bottleneck to leave the one-way two-lane road, v 2,u′ (t) is the u-th vehicle->Target speed after lane change to second lane, a u Lane change acceleration for the ith vehicle, v m Is the critical speed of the second lane, L u′ (t) is the u-th vehicle->The remaining driving distance on the unidirectional double-lane road after lane change is calculated by the formula (9);
step 6.3, calculating the u-th vehicle in the feasible lane change set P (t) of the first lane in the moving bottleneck influence area by using the method (10)Time-saving by changing lanes to travel off one-way two-lane road>
If it isThe (u) th vehicle of the first lane is +.>Putting the channel-changing permitted set R (t) into the channel-changing permitted set R (t), and executing the step 7; otherwise, the (u) th vehicle of the first lane>Step 8 is executed without allowing lane change to the second lane;
step 7, as shown in fig. 2, determining the number M of vehicles in the first lane change permission set R (t) in the moving bottleneck influence region t Whether N (t) is not more than or equal to, if so, allowing all vehicles in the lane change permitted set R (t) to complete lane change to a second lane by moving the first lane in the bottleneck influence area; otherwise, all vehicles in lane change set R (t) will be allowedArranging according to descending order, and selecting front N (t) vehicles with the highest lane changing running time to finish lane changing to a second lane;
step 8, calculating the time t when the mobile bottleneck leaves the one-way double-lane road by using the step 11 a After t+Deltat is assigned to t, t is determined to be less than t a If so, returning to the step 2 for sequential execution; otherwise, the control flow is ended;
in the formula (11), L a To move the remaining driving distance v of the bottleneck on the unidirectional double-lane road a To move the bottleneck driving speed.
In this embodiment, an electronic device includes a memory for storing a program supporting the processor to execute the above 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 that, when executed by a processor, performs the steps of the method described above.
In this embodiment, the method of the present invention is not limited to the traffic control considering the road movement bottleneck on two lanes passing in one direction, 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 traffic control method considering the road movement bottleneck in the network environment is characterized by being applied to two lanes passing in one direction and comprising the following steps of;
step 1, assuming that a moving bottleneck for uniform speed driving exists on a first lane, taking the moving bottleneck as a starting position, and taking a limit position of the moving bottleneck for reverse wave propagation generated by a subsequent vehicle on the two lanes as an end position to form a moving bottleneck influence area of the two lanes;
step 2, determining the length c (t) of the affected area of the moving bottleneck by using the formula (1);
c(t)＝w×(t-t 0 ) (1)
in formula (1), w represents the effect of a mobile bottleneck on the mobile bottleneckThe speed of the backward deceleration wave of the vehicle in the zone is calculated by the formula (2), t is a certain moment in the driving process of the first lane of the moving bottleneck, and t 0 Driving into the first lane for the moving bottleneck;
in the formula (2), Q 0 Representing the maximum traffic, k, of a moving bottleneck region 0 Representing traffic density at maximum traffic volume of moving bottleneck effect area, Q 1 Indicating traffic volume, k, of two lanes when the vehicle is traveling normally before the bottleneck of movement is driven into the first lane 1 Indicating the density of the two lanes when the mobile bottleneck does not drive into the first lane and the two lanes normally drive;
step 3, acquiring the number m of vehicles of a first lane of the mobile bottleneck influence area at the moment t by using intelligent network link side facilities 1 (t) number of vehicles m of the second lane 2 (t) and the position, speed, acceleration of all vehicles within the moving bottleneck effect;
taking the position of the moving bottleneck as an origin, taking the backward wave propagation direction as the positive direction of the X-axis, and storing the abscissa of the position of the vehicle on the first lane in the influence area of the moving bottleneck into a set X 1 (t) vehicle speed storage set V 1 (t); storing the abscissa of the position of the vehicle in the second lane in the moving bottleneck influence region into a set X 2 (t) vehicle speed storage set V 2 (t)；
Step 4, determining the number N (t) of vehicles allowed to turn into the first lane by the second lane in the bottleneck influence area under the movement at the moment t:
step 4.1, calculating the vehicle density k (t) of a second lane in the moving bottleneck influence area at the moment t by using the step 3;
step 4.2, calculating the moving bottleneck shadow by using the method (4)Optimal density k of second lane in sound zone m I.e. the density when the second lane flow reaches a maximum;
in the formula (4), Q m For maximum flow of the second lane in the movement bottleneck region, v m The critical speed of the second lane, namely the speed when the flow reaches the maximum;
step 4.3, judging that k (t) is less than k m If so, allowing the first lane vehicle to turn into the second lane, and executing the step 4.4, otherwise, not allowing the first lane vehicle in the moving bottleneck influence area to turn into the second lane, and executing the step 8;
step 4.4, calculating the number N (t) of vehicles allowed to turn into the first lane by the second lane in the moving bottleneck influence area at the moment t by using the step 5;
N(t)＝k m c(t)-m 2 (t) (5)
step 5, determining a feasible lane change set P (t) of the first lane, and calculating the safety distance of vehicle lane change:
step 5.1, marking the ith vehicle on the first lane in the bottleneck influence area of the movement at the moment t asWill be in the second lane and is +.>The latter vehicle of (2) is marked +.>Will be in the second lane and is +.>Is marked as +.>
Step 5.2, judging the ith vehicle on the first lane at the moment tWhether the safe lane change condition shown in the formula (6) is satisfied, and if so, the ith vehicle is +.>Adding the set of feasible channel changing sets P (t); otherwise, it means i vehicle +.>Cannot be transferred to the second lane at a safe distance, i.e. +.>Continuing to run on the first lane so as to obtain a feasible lane change set P (t);
in formula (6), x 1,i (t) representsIs the position abscissa of (2); x is x 2,j (t) represents->Is the position abscissa of (2); x is x 2,j+1 (t) representsIs the position abscissa of (2); l (L) 2,j Representation->And->Is a safe lane change pitch; l (L) 2,j+1 Representation->And->Is a safe lane change pitch; v 2,j (t) represents->V of (c) velocity, v 2,j+1 (t) represents->Is a speed of (2); l (L) veh Representing the length of the vehicle body; Δt represents the time interval for the mobile bottleneck effect area update;
step 6, calculating a u-th vehicle in the feasible lane change set P (t) of the first laneTo determine whether to allow the (u) th vehicle +.>Lane change running:
step 6.1, acquiring a u-th vehicle in a feasible lane change set P (t) of a first lane in a mobile bottleneck influence area by using a vehicle-mounted information systemDistance L remaining on one-way two-lane road 1,u (t) whereby the (u) th car on the first lane in the moving bottleneck effect area is calculated using equation (7)>Keeping the original speed for the time t required for the vehicle to continue to travel to the road leaving the unidirectional double lanes 1,u ；
In the formula (7), v 1,u (t) is the u-th vehicle in the feasible lane change set P (t) of the first laneIs a speed of (2);
step 6.2, calculating the (u) th vehicle on the first lane in the moving bottleneck influence area by using the method (8)Lane change to the second lane and travel beyond the moving bottleneck to the time t required to leave the one-way two-lane road d,u′ ；
In formula (8), t 1→2 Is the (u) th vehicleThe time taken to change lanes from the first lane to the second lane, t u′ Is the (u) th vehicleTime required to travel beyond the mobile bottleneck to leave the one-way two-lane road, v 2,u′ (t) is the u-th vehicle->Target speed after lane change to second lane, a u Lane change acceleration for the u-th vehicle，v m Is the critical speed of the second lane, L u′ (t) is the u-th vehicle->The remaining driving distance on the unidirectional double-lane road after lane change is calculated by the formula (9);
step 6.3, calculating the u-th vehicle in the feasible lane change set P (t) of the first lane in the moving bottleneck influence area by using the method (10)Time-saving by changing lanes to travel off one-way two-lane road>
If it isThe (u) th vehicle of the first lane is +.>Putting the channel-changing permitted set R (t) into the channel-changing permitted set R (t), and executing the step 7; otherwise, the (u) th vehicle of the first lane>Step 8 is executed without allowing lane change to the second lane;
step 7, judging the number M of vehicles in the first lane change permission set R (t) in the moving bottleneck influence area t Whether N (t) is less than or equal toIf so, moving all vehicles in the first lane allowable lane change set R (t) in the bottleneck influence area to complete lane change to the second lane; otherwise, all vehicles in lane change set R (t) will be allowedArranging according to descending order, and selecting front N (t) vehicles with the highest lane changing running time to finish lane changing to a second lane;
step 8, calculating the time t when the mobile bottleneck leaves the one-way double-lane road by using the step 11 a After t+Deltat is assigned to t, t is determined to be less than t a If so, returning to the step 2 for sequential execution; otherwise, the control flow is ended;
in the formula (11), L a To move the remaining driving distance v of the bottleneck on the unidirectional double-lane road a To move the bottleneck driving speed.
2. An electronic device comprising a memory and a processor, wherein the memory is configured to store a program that supports the processor to perform the traffic flow control method of claim 1, the processor being configured to execute the program stored in the memory.
3. A computer readable storage medium having a computer program stored thereon, characterized in that the computer program when executed by a processor performs the steps of the traffic flow control method of claim 1.
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