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

Abstract

The invention discloses a vehicle coordinated lane-changing control method between close ramps on expressways in a networked environment. It is suitable for first-out-last-in sections of expressways. It includes: 1. Obtaining the number of vehicles per lane and driving speed in each area at time t. Information and road characteristics of road sections; 2. Calculate the output capacity of the upstream exit ramp area and the main line area between ramps to each downstream lane, and determine the number of vehicles per lane and average speed in each area at time t+1; 3. The total cost of constructing the main line and ramp vehicles The optimal lane-changing number model is the one that minimizes the time and the sum of the number of vehicle changes in and out of the main line area lanes between ramps; 4. Find the optimal number of lane changes, select lane-changing vehicles and perform coordinated lane changes. This invention obtains upstream and downstream traffic flow information between close ramps, and provides the best lane changing strategy between main lines based on the released main line driving space of the exit ramp and the merged vehicle information of the downstream entrance ramp to avoid waste of driving space and frequent changes. roads to ensure efficient operation of expressways.

Description

Cooperative lane-changing control method for vehicles on short-distance ramps on expressways in a network-connected environment

Technical field

The invention belongs to the field of intelligent network-connected driving applications, specifically a vehicle collaborative lane-changing control method between short-distance ramps on expressways in a network-connected environment;

Background technique

With the realization of 5G technology and the rapid development of intelligent networked vehicle-road collaboration systems, intelligent networked autonomous driving technology has become a widespread research hotspot. While vehicles are driving on the road, they can obtain the surrounding speed through V2V and V2I technologies. , location information and current traffic operating conditions to achieve coordinated driving between vehicles or between vehicles and roads. Between the expressway exit ramp and the entrance ramp, the mainline traffic space released by the exit ramp allows vehicles to switch in freely, but it may conflict with the merging vehicles from the downstream entrance ramp, resulting in frequent switching in and out of vehicles, which affects the traffic flow. had a negative impact.

Most current research focuses on the personalized guidance of vehicles and the merging of vehicles on entrance ramps, without considering the efficient use of the driving space on the main line between first-exit-last-entry ramps, resulting in the frequent switching in and out of vehicles and neglecting the overall system. Traffic efficiency evaluation may also lead to traffic disorder near the entrance ramp and cause traffic hazards.

Contents of the invention

In order to overcome the shortcomings of the existing technology, the present invention provides a vehicle coordinated lane-changing control method between close ramps on expressways in a networked environment, in order to fully utilize the released mainline driving space between the exit ramp and the entrance ramp, taking into account the mainline and For the impact of vehicle merging on the downstream entrance ramp, the optimal number of lane changes between main lines is determined based on the overall traffic efficiency optimization, reducing unnecessary continuous switching in and out of vehicles and improving the efficiency of traffic flow operations;

In order to achieve the above-mentioned object, the present invention adopts the following technical solutions:

The characteristic of the invention's method for collaborative lane-changing control of vehicles between short-distance expressway ramps in a network-connected environment is that it is applied in a scenario of collaborative lane-changing control of vehicles between the exit ramp of an expressway and the main line of a downstream entrance ramp in a network-connected environment. , taking the vehicle driving direction as the positive direction, divide the expressway exit ramp to the entrance ramp downstream into six areas, namely the upstream exit ramp area, the main line area between ramps, the downstream entrance ramp area, the downstream common main line area, the exit ramp area and The entrance ramp area is numbered in sequence. The number of any one of the areas is i, i=1,2,3,4,5,6. The lanes in each area are numbered in sequence from the inside to the outside. Among them, any one The lane number in the area is j. Except for the entrance ramp area and the exit ramp area, which are single lanes, the number of lanes in other areas is 2;

Let the maximum number of vehicles that each lane can accommodate in the i-th area be N _i,max , the critical speed of the i-th area be v _i,b , the optimal density of the i-th area be k _i,b , and the i-th area The congestion density of each area is k _i,jam , the road segment length of the i-th area is _Li , the congestion propagation speed of each area is w, the free flow speed of each area is v _f , and the time interval of each control is T; The vehicle cooperative lane changing control method includes the following steps;

Step 1. Use the roadside smart device to obtain the number of vehicles N _i,j (t) in the j-th lane in the i-th area at time t, the number of incoming vehicles d _on (t) in the entrance ramp area at time t, and the upstream exit ramp area. The number of vehicles in each lane leaving the main line, and the number of vehicles entering the main line in the entrance ramp area; thus determining the number of vehicles in the jth lane N _2,j (t+1) in the main line area between ramps at time t+1;

Step 1.1. Calculate the output capacity σ 1 _,j (t) of the jth lane in the upstream exit ramp area at time t according to formula (1);

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 formula (1), N _1,j (t) represents the number of vehicles on the jth lane in the upstream exit ramp area at time t, v _1,b represents the critical speed of the upstream exit ramp area, and k _1,b represents the upstream exit ramp. The optimal density of the area, N _2,max represents the maximum number of vehicles that each lane can accommodate in the main line area between ramps, N _2,j (t) represents the number of vehicles on the jth lane in the main line area between ramps at time t, p _j,off (t) is the proportion of vehicles leaving the main line in the jth lane in the upstream exit ramp area at time t, N _5,max is the maximum number of vehicles that the exit ramp area can accommodate, and N _5,1 (t) represents the exit at time t Number of vehicles in the ramp area;

Step 1.2. Calculate the flow Q _1, j (t) transmitted from the jth lane in the upstream exit ramp area to the jth lane in the inter-ramp mainline area at time t according to equation (2);

Q _1,j (t)＝σ _1,j (t)·(1-p _j,off (t)) (2)

Step 1.3. Calculate the output capacity σ 2 _{,j (t) of the jth lane in the main line area between ramps at time t in the downstream entrance ramp area of the jth lane according to equation (3} );

In formula (3), N _2,j (t) represents the number of vehicles on the jth lane in the main line area between ramps at time t, v _2,b represents the critical speed in the main line area between ramps, k _2,b represents the main line between ramps The optimal density of the area, N _3,max represents the maximum number of vehicles that each lane can accommodate in the downstream entrance ramp area, N _3,j (t) represents the number of vehicles on the jth lane in the downstream entrance ramp area at time t;

Step 1.4. Calculate the flow Q _2,1 (t) transmitted from the 1st lane in the main line area between ramps to the 1st lane in the downstream entrance ramp area at time t according to equation (4);

Q _2,1 (t)＝σ _2,1 (t) (4)

In formula (4), σ _2,1 (t) represents the output capability of lane 1 in the main line area between ramps at time t;

Step 1.5. Calculate the flow Q _2,2 (t) transmitted from the second lane in the main line area between ramps to the second lane in the downstream entrance ramp area at time t according to equation (5);

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 capacity of the second lane in the main line area between ramps at time t, p _on (t) represents the proportion of vehicles merging into the main line in the entrance ramp area at time t, N _3,2 ( t) represents the number of vehicles in the second lane in the third area at time t, that is, the downstream entrance ramp area, and σ _on (t) represents the output capacity of the entrance ramp area at time t, which is obtained by equation (6);

In formula (6), N _6,1 (t) represents the number of vehicles on the entrance ramp area at time t, v _6,b represents the critical speed of the entrance ramp area, k _6,b represents the optimal density of the entrance ramp area;

Step 1.6. Determine the number of vehicles N _2,j (t+1) in the j-th lane in the main line area between ramps at time t+1 according to equation (7);

N _2,j (t+1)＝N _2,j (t)+Q _1,j (t)-Q _2,j (t) (7)

In formula (7), Q _2,j (t) represents the flow rate transmitted from the jth lane in the main line area between ramps to the jth lane in the downstream entrance ramp area;

Step 2. Determine the number of vehicles in the jth lane N _3,j (t+1) in the downstream entrance ramp area at time t+1 and the number of vehicles N _6,1 (t+1) in the entrance ramp area at time t+1;

Step 2.1. Calculate the flow Q _3,j (t) transmitted from the jth lane in the downstream entrance ramp area to the jth lane in the downstream common mainline area at time t according to equation (8);

In formula (8), v _3,b represents the critical speed in the downstream entrance ramp area, k _3,b represents the optimal density in the downstream entrance ramp area, and N _4,max represents the maximum capacity that each lane can accommodate in the downstream common mainline area. The number of vehicles, N _4,j (t) represents the number of vehicles on the jth lane in the downstream ordinary main line area at time t;

Step 2.2. Determine the number of vehicles in the first lane N _3,1 (t+1) in the downstream entrance ramp area at time t+1 according to equation (9);

N _3,1 (t+1)＝N _3,1 (t)+Q _2,1 (t)-Q _3,1 (t) (9)

In formula (9), Q _3,1 (t) represents the flow rate transmitted from the 1st lane in the downstream entrance ramp area to the 1st lane in the downstream common mainline area;

Step 2.3. Calculate the flow rate q _on (t) transmitted from the entrance ramp area to the downstream entrance ramp area at time t according to equation (10);

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 equation (10), σ _2,2 (t) represents the output capability of lane 2 in the main line area between ramps at time t;

Step 2.4. Determine the number of vehicles in the second lane N _3,2 (t+1) in the downstream entrance ramp area at time t+1 according to equation (11);

N _3,2 (t+1)＝N _3,2 (t)+Q _2,2 (t)+q _on (t)-Q _3,2 (t) (11)

In formula (11), Q _3,2 (t) represents the flow rate transmitted from the second lane in the downstream entrance ramp area to the second lane in the downstream common mainline area;

Step 2.5: Determine the number of vehicles N _6,1 (t+1) in the entrance ramp area at time t+1 according to equation (12);

N _6,1 (t+1)＝N _6,1 (t)+d _on (t)-q _on (t) (12)

In formula (12), d _on (t) represents the demand in the entrance ramp area at time t, which is the number of incoming vehicles in the entrance ramp area at time t;

Step 3. Predict the average speed of the j-th lane in the i-th area at time t+1

Step 3.1. Update the density {k _i,j (t+1)|i=2,3} of the jth lane in the i-th area at time t+1 according to Equation (13), and update the density of the 6th lane according to Equation (14). The density of the area, that is, the entrance ramp area at time t+1 is k _6,1 (t+1);

In formula (14), d _on (t) represents the demand in the entrance ramp area at time t, which is the number of incoming vehicles in the entrance ramp area at time t, and k _i,j (t) = N _i,j (t)/L _i ;

Step 3.2: Calculate the average speed of the j-th lane in the i-th area at time t+1 according to Equation (15)

In formula (15), k _i,jam represents the blocking density of the i-th region;

Step 4. Construct a model for the optimal number of lane changes for vehicles in the main line area between ramps:

Step 4.1. Use equation (16) to establish the objective function f of the optimal lane changing number model for vehicles in the main line area between ramps;

In formula (16), C _2,12 (t) represents the number of vehicles changing from lane 1 to lane 2 in the second area at time t, that is, the main line area between ramps, and N _3C (t+1) represents the downstream entrance ramp area. The number of vehicles per lane after vehicles are evenly distributed, and N _3C (t+1)=(N _3,1 (t+1)+N _3,2 (t+1))/2, φ _on (t+1) is The number of vehicles queuing in the entrance ramp area at time t+1 is obtained by equation (17);

φ _on (t+1)＝φ _on (t)+(d _on (t)-q _on (t)) (17)

Step 4.2: Use Equation (18) to construct the constraints of the model for the optimal number of lane changes for vehicles in the main line area between ramps;

C _2,12 (t)≤N _2C (t+1) (18)

In formula (18), N _2C (t+1) represents the number of vehicles per lane after the vehicles are evenly distributed in the main line area between ramps, and N _2C (t+1)=(N _2,1 (t+1)+N _{2, 2} (t+1))/2;

Step 5: Use the numerical optimization algorithm to solve the model of the optimal number of lane changes for vehicles in the main line area between ramps, and obtain the optimal number of lane changes for vehicles from lane 1 to lane 2 in the main line area between ramps. Therefore, the number of vehicles in the first lane of the main line area between ramps is/> The vehicle changes lanes to the second lane;

Step 6. Number the vehicles in the main line area between ramps from front to back according to the vehicle position and driving direction. Define and initialize the number m=1, the cumulative number of lane changes a=0, and select the first lane in the main line area between ramps. Vehicle m changes lanes;

Step 6.1. Obtain the position x _2,1,m (t) and speed v _2,1,m (t) of vehicle m in lane 1 in the main line area between ramps, and let the position at time t be x _2,1,m The positions of vehicle m in front of vehicle m′ and behind vehicle m″ adjacent to vehicle m in lane 2 are recorded as x _2,2,m′ (t) and x _2,2,m″ (t) respectively. The speeds are recorded as v _2,2,m′ (t) and v _2,2,m″ (t) respectively;

Step 6.2, determine whether the safe lane change condition shown in equation (19) is established; if it is established, proceed to step 6.3; otherwise, it means that vehicle m is not allowed to change lanes, and proceed to step 6.4;

In formula (19), represents the safe lane-changing distance between vehicle m and the preceding vehicle m′ in the adjacent lane at time t, represents the safe lane-changing distance between vehicle m and the vehicle m″ behind the adjacent lane at time t; μ represents the weight factor;

Step 6.3. Send a lane change command to vehicle m to change lanes, change vehicle m from the 1st lane to the 2nd lane, assign m+1 to m, and assign a+1 to a, then execute step 6.5;

Step 6.4. After assigning m+1 to m, perform step 6.5;

Step 6.5. Determine whether the cumulative number of lane changes a is equal to If true, go to step 6.6, otherwise, go to step 6.7;

Step 6.6: Stop the lane changing operation, wait for the control time interval to reach T, and then execute step 7;

Step 6.7 determines whether the control time interval reaches T. If satisfied, execute step 7; otherwise, return to step 6.1 to continue loop execution;

Step 7. Assign t+1 to t, return to step 1 and execute in order.

An electronic device of the present invention includes a memory and a processor. The characteristic is that the memory is used to store a program that supports the processor to execute the vehicle cooperative lane changing control method, and the processor is configured to execute the memory. program stored in.

The present invention is a computer-readable storage medium. A computer program is stored on the computer-readable storage medium. The characteristic of the computer program is that when the computer program is run by a processor, the steps of the vehicle cooperative lane changing control method are executed.

Compared with the prior art, the beneficial technical effects of the present invention are reflected in:

1. The present invention provides a collaborative lane-changing control method for vehicles between short-distance ramps on expressways in an intelligent network-connected environment, which can avoid vehicles in the main line section between ramps entering the released driving space of the exit ramp due to collision with the vehicle. Unnecessary frequent lane changes caused by vehicle conflicts on the entrance ramp and the creation of bottlenecks near the downstream entrance ramp are conducive to ensuring efficient traffic operation while fully utilizing the driving space;

2. Compared with the existing technology, the present invention determines the number of vehicles per lane and the average speed of each road section at the next moment, minimizing the total time spent by vehicles on the main line and entrance ramp and the sum of the number of vehicle swaps in and out of the main line lane 2 between ramps. Minimum is the control objective, and an optimization model for the optimal number of lane changes in the main line section between ramps is constructed, and the optimal number of switching vehicles in lane 2 of the main line section between ramps is obtained. Collaborative lane changes are performed to reduce conflicts between main line vehicles and vehicles on the downstream entrance ramp. eliminate unnecessary delays and improve traffic capacity;

3. Compared with the existing technology, the present invention uses the idea of vehicle transmission between cells of the cell transmission model. Based on the traditional method of considering macroscopic road sections, the present invention further subdivides the cells of each road section into lanes. Cell, the proportion of departing vehicles in each lane of the upstream exit ramp section is taken into account to calculate the vehicle transmission capacity between each lane of the upstream exit ramp section, the main line section between ramps and the downstream entrance ramp section, and determine the direction of each road section to the downstream section The number of vehicles transported by each lane and the number of vehicles transported by the entrance ramp to the outer lane of the main line have improved accuracy;

4. Compared with the existing technology, the present invention uses the vehicle-vehicle and vehicle-road real-time dynamic information interaction of intelligent networked vehicle-road collaboration technology to obtain accurate traffic information, improving the accuracy of calculation and the efficiency of collaborative control.

Description of drawings

Figure 1 is a schematic diagram of the scene of the present invention;

Figure 2 is an overall flow chart of the present invention.

Detailed ways

In this embodiment, a vehicle collaborative lane-changing control method between expressway close-range ramps in a network-connected environment is applied to the vehicle collaborative lane-changing control scenario between the expressway exit ramp and the main line of the downstream entrance ramp in a network-connected environment. , as shown in Figure 1, the intelligent network environment is that all vehicles driving on the road are network-connected self-driving vehicles. Taking the vehicle driving direction as the positive direction, the expressway exit ramp to the downstream of the entrance ramp is divided into six areas, respectively. It is the upstream exit ramp area, the main line area between ramps, the downstream entrance ramp area, the downstream ordinary main line area, the exit ramp area and the entrance ramp area, and they are numbered in sequence. The number of any one of them is i, i=1,2,3 , 4, 5, 6. The lanes in each area are numbered from the inside to the outside. The lane number in any area is j. Except for the entrance ramp area and the exit ramp area, which are single lanes, the number of lanes in other areas Both are 2;

Let the maximum number of vehicles that each lane can accommodate in the i-th area be N _i,max , the critical speed of the i-th area be v _i,b , the optimal density of the i-th area be k _i,b , and the i-th area The congestion density of each area is k _i,jam , the road segment length of the i-th area is _Li , the congestion propagation speed of each area is w, the free flow speed of each area is v _f , and the time interval of each control is T;

As shown in Figure 2, the cooperative lane changing control method is executed according to the following steps:

Step 1. Use the roadside smart device to obtain the number of vehicles N _i,j (t) in the j-th lane in the i-th area at time t, the number of incoming vehicles d _on (t) in the entrance ramp area at time t, and the upstream exit ramp area. The number of vehicles in each lane leaving the main line, and the number of vehicles entering the main line in the entrance ramp area; thus using the idea of the cell transmission model, the number of vehicles in the jth lane in the main line area between ramps at time t+1 is determined N _2,j (t +1);

Step 1.1. Calculate the output capacity σ 1 _,j (t) of the jth lane in the upstream exit ramp area at time t according to equation (1);

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 formula (1), N _1,j (t) represents the number of vehicles on the jth lane in the upstream exit ramp area at time t, v _1,b represents the critical speed in the upstream exit ramp area, and k _1,b represents the upstream exit ramp. The optimal density of the area, N _2,max represents the maximum number of vehicles that each lane can accommodate in the main line area between ramps, N _2,j (t) represents the number of vehicles on the jth lane in the main line area between ramps at time t, p _j,off (t) is the proportion of vehicles leaving the main line in the jth lane in the upstream exit ramp area at time t, N _5,max is the maximum number of vehicles that the exit ramp area can accommodate, and N _5,1 (t) represents the exit at time t Number of vehicles in the ramp area;

Step 1.2. Calculate the flow rate Q _1,j (t) transmitted from the jth lane in the upstream exit ramp area to the jth lane in the inter-ramp mainline area at time t according to equation (2);

Q _1,j (t)＝σ _1,j (t)·(1-p _j,off (t)) (2)

Step 1.3. Calculate the output capacity σ 2 _{,j (t) of the jth lane in the main line area between ramps at time t in the downstream entrance ramp area of the jth lane according to equation (3} );

In formula (3), N _2,j (t) represents the number of vehicles on the jth lane in the main line area between ramps at time t, v _2,b represents the critical speed in the main line area between ramps, k _2,b represents the main line between ramps The optimal density of the area, N _3,max represents the maximum number of vehicles that each lane can accommodate in the downstream entrance ramp area, N _3,j (t) represents the number of vehicles on the jth lane in the downstream entrance ramp area at time t;

Step 1.4. Calculate the flow Q _2,1 (t) transmitted from the 1st lane in the main line area between ramps to the 1st lane in the downstream entrance ramp area at time t according to equation (4);

Q _2,1 (t)＝σ _2,1 (t) (4)

In formula (4), σ _2,1 (t) represents the output capability of lane 1 in the main line area between ramps at time t;

Step 1.5. Calculate the flow Q _2,2 (t) transmitted from the second lane in the main line area between ramps to the second lane in the downstream entrance ramp area at time t according to equation (5);

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 capacity of the second lane in the main line area between ramps at time t, p _on (t) represents the proportion of vehicles merging into the main line in the entrance ramp area at time t, N _3,2 ( t) represents the number of vehicles in the second lane in the third area at time t, that is, the downstream entrance ramp area, and σ _on (t) represents the output capacity of the entrance ramp area at time t, which is obtained by equation (6);

In formula (6), N _6,1 (t) represents the number of vehicles on the entrance ramp area at time t, v _6,b represents the critical speed of the entrance ramp area, k _6,b represents the optimal density of the entrance ramp area;

Step 1.6. Determine the number of vehicles N _2,j (t+1) in the j-th lane in the main line area between ramps at time t+1 according to equation (7);

N _2,j (t+1)＝N _2,j (t)+Q _1,j (t)-Q _2,j (t) (7)

In formula (7), Q _2,j (t) represents the flow rate transmitted from the jth lane in the main line area between ramps to the jth lane in the downstream entrance ramp area;

Step 2. Determine the number of vehicles in the jth lane N _3,j (t+1) in the downstream entrance ramp area at time t+1 and the number of vehicles N _6,1 (t+1) in the entrance ramp area at time t+1;

Step 2.1. Calculate the flow Q _3,j (t) transmitted from the jth lane in the downstream entrance ramp area to the jth lane in the downstream common mainline area at time t according to equation (8);

In formula (8), v _3,b represents the critical speed in the downstream entrance ramp area, k _3,b represents the optimal density in the downstream entrance ramp area, and N _4,max represents the maximum capacity that each lane can accommodate in the downstream common mainline area. The number of vehicles, N _4,j (t) represents the number of vehicles on the jth lane in the downstream ordinary main line area at time t;

Step 2.2. Determine the number of vehicles in the first lane N _3,1 (t+1) in the downstream entrance ramp area at time t+1 according to equation (9);

N _3,1 (t+1)＝N _3,1 (t)+Q _2,1 (t)-Q _3,1 (t) (9)

In formula (9), Q _3,1 (t) represents the flow rate transmitted from the 1st lane in the downstream entrance ramp area to the 1st lane in the downstream common mainline area;

Step 2.3. Calculate the flow rate q _on (t) transmitted from the entrance ramp area to the downstream entrance ramp area at time t according to equation (10);

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 equation (10), σ _2,2 (t) represents the output capability of lane 2 in the main line area between ramps at time t;

Step 2.4. Determine the number of vehicles in the second lane N _3,2 (t+1) in the downstream entrance ramp area at time t+1 according to equation (11);

N _3,2 (t+1)＝N _3,2 (t)+Q _2,2 (t)+q _on (t)-Q _3,2 (t) (11)

In formula (11), Q _3,2 (t) represents the flow rate transmitted from the 2nd lane in the downstream entrance ramp area to the 2nd lane in the downstream common mainline area;

Step 2.5: Determine the number of vehicles N _6,1 (t+1) in the entrance ramp area at time t+1 according to equation (12);

N _6,1 (t+1)＝N _6,1 (t)+d _on (t)-q _on (t) (12)

In formula (12), d _on (t) represents the demand in the entrance ramp area at time t, which is the number of incoming vehicles in the entrance ramp area at time t;

Step 3. Predict the average speed of the j-th lane in the i-th area at time t+1

Step 3.1. Update the density {k _i,j (t+1)|i=2,3} of the jth lane in the i-th area at time t+1 according to Equation (13), and update the density of the 6th lane according to Equation (14). The density of the area, that is, the entrance ramp area at time t+1 is k _6,1 (t+1);

In formula (14), d _on (t) represents the demand in the entrance ramp area at time t, which is the number of incoming vehicles in the entrance ramp area at time t, and k _i,j (t) = N _i,j (t)/L _i ;

Step 3.2: Calculate the average speed of the j-th lane in the i-th area at time t+1 according to Equation (15)

In formula (15), k _i,jam represents the blocking density of the i-th region;

Step 4. Construct a model for the optimal number of lane changes for vehicles in the main line area between ramps:

Step 4.1. Establish a ramp inter-ramp with the goal of minimizing the total time spent by main line and ramp vehicles (including the delay time between main line vehicles and ramp vehicles and the queuing time of ramp vehicles) and minimizing the number of vehicle swaps in and out of the second lane in the main line area between ramps. The objective function f of the optimal number of lane changes model for vehicles in the main line area is as shown in Equation (16);

In formula (16), C _2,12 (t) represents the number of vehicles changing from lane 1 to lane 2 in the second area at time t, that is, the main line area between ramps, and N _3C (t+1) represents the downstream entrance ramp area. The number of vehicles per lane after vehicles are evenly distributed, and N _3C (t+1)=(N _3,1 (t+1)+N _3,2 (t+1))/2, φ _on (t+1) is The number of vehicles queuing in the entrance ramp area at time t+1 is obtained by equation (17);

φ _on (t+1)＝φ _on (t)+(d _on (t)-q _on (t)) (17)

Step 4.2: Use Equation (18) to construct the constraints of the model for the optimal number of lane changes for vehicles in the main line area between ramps;

C _2,12 (t)≤N _2C (t+1) (18)

In formula (18), N _2C (t+1) represents the number of vehicles per lane after the vehicles are evenly distributed in the main line area between ramps, and N _2C (t+1)=(N _2,1 (t+1)+N _{2, 2} (t+1))/2;

Step 5: Use the numerical optimization algorithm to solve the model of the optimal number of lane changes for vehicles in the main line area between ramps, and obtain the optimal number of lane changes for vehicles from lane 1 to lane 2 in the main line area between ramps. Therefore, the number of vehicles in the first lane of the main line area between ramps is/> The vehicle changes lanes to the second lane;

Step 6. Use the positioning module and roadside intelligent equipment installed on the intelligent network-connected vehicle to number the vehicles in the main line area between ramps from front to back according to the vehicle position and driving direction, define and initialize the number m = 1, and accumulate The number of lane changes a=0, select vehicle m in lane 1 in the main line area between ramps to change lanes;

Step 6.1. Obtain the position x _2,1,m (t) and speed v _2,1,m (t) of vehicle m in lane 1 in the main line area between ramps, and let the position at time t be x _2,1,m The positions of vehicle m in front of vehicle m′ and behind vehicle m″ adjacent to vehicle m in lane 2 are recorded as x _2,2,m′ (t) and x _2,2,m″ (t) respectively. The speeds are recorded as v _2,2,m′ (t) and v _2,2,m″ (t) respectively;

Step 6.2, determine whether the safe lane changing condition shown in equation (19) is established; if it is established, proceed to step 6.3; otherwise, it means that vehicle m is not allowed to change lanes, and proceed to step 6.4;

In formula (19), represents the safe lane-changing distance between vehicle m and the preceding vehicle m′ in the adjacent lane at time t, represents the safe lane-changing distance between vehicle m and the vehicle m″ behind the adjacent lane at time t; μ represents the weight factor;

Step 6.3. Send a lane change command to vehicle m to change lanes, change vehicle m from the 1st lane to the 2nd lane, assign m+1 to m, and assign a+1 to a, then execute step 6.5;

Step 6.4. After assigning m+1 to m, perform step 6.5;

Step 6.5. Determine whether the cumulative number of lane changes a is equal to If true, go to step 6.6, otherwise, go to step 6.7;

Step 6.6: Stop the lane changing operation, wait for the control time interval to reach T, and then execute step 7;

Step 6.7 determines whether the control time interval reaches T. If satisfied, execute step 7; otherwise, return to step 6.1 to continue loop execution;

Step 7. Assign t+1 to t, return to step 1 and execute in order.

In this embodiment, an electronic device includes a memory and a processor. The memory is used to store a program that supports the processor in executing the above vehicle cooperative lane changing control method. The processor is configured to execute the program stored in the memory. program.

In this embodiment, a computer-readable storage medium stores a computer program on the computer-readable storage medium, and when the computer program is run by a processor, the steps of the vehicle cooperative lane-changing control method are executed.

In this embodiment, the method idea of the present invention is not limited to the two-lane section from the expressway exit ramp to the downstream entrance ramp. Other embodiments obtained by those of ordinary skill in the art without creative changes belong to this invention. Scope of invention protection.

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.