A method and system for optimized control of directional lanes and multi-lane merging combinations

Abstract

This invention discloses an optimized control method and system for directional lanes and multi-lane merging combinations. The method includes detecting parameters such as speed, flow rate, and density in the weaving zone; calculating lane saturation and arrival rate using these parameters; initiating directional lane control and calculating timing schemes when the initiation conditions are met; and ending directional lane control when the termination conditions are met. This invention fully utilizes the remaining capacity of directional lanes, improves the traffic efficiency of traffic merging from merging lanes into the main line, and alleviates congestion in the weaving zone.

Description

Technical Field

[0001] This invention belongs to the field of intelligent signal control technology, specifically, it relates to an optimized control method and system for directional lanes and multi-lane merging combinations. Background Technology

[0002] With the rapid development of my country's social economy and the expanding scale of cities, urban traffic congestion has become increasingly prominent. For example, in some cities, when vehicles pass through short-distance merging and diverging areas on main roads, the weaving and lane changing severely affects the traffic efficiency of the road sections, causing large-scale road paralysis. In order to alleviate urban traffic congestion, further improve the traffic efficiency of road sections with multiple lanes merging and diverging, improve the current congestion situation and traffic order, reduce traffic pressure, and improve road capacity, some cities have improved road efficiency by setting up new "directional lanes" (dedicated lanes that are designated for vehicles heading towards specific locations and directions, and vehicles heading towards other locations are not allowed to enter).

[0003] Designated lanes, serving as a smooth and efficient green channel, prioritize directional vehicles during peak hours, reducing lane changes and weaving in merging and diverging areas, and improving traffic efficiency. However, the existence of designated lanes also reduces the road space for non-directional vehicles in the main direction (with the direction of the designated lane as the main direction) of the merging and diverging area. Congestion will occur when the traffic flow merging into the main direction from the merging and diverging area exceeds the capacity of the remaining non-directional lanes in the main direction. If the traffic flow in the designated lane is small at this time, it will further waste road resources, resulting in excess capacity of the designated lane while the merging and diverging area is saturated or oversaturated. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to provide an optimized control method and system for the combination of directional lanes and multi-lane merging, which solves the problem in the prior art that the capacity of adjacent non-directional lanes in the main line direction (i.e., the directional lane direction) of the multi-lane merging and diverging weaving area is insufficient while the remaining capacity of the directional lanes is not fully utilized.

[0005] The objective of this invention is achieved through the following technical solution:

[0006] This invention discloses an optimized control method for directional lanes and multi-lane merging combinations, comprising:

[0007] Using a geomagnetic detector, the flow rate of each directional lane in the mainline direction at the entrance of the merging, diverging, and weaving zone is detected at a period t. Traffic flow at each non-directional lane at the entrance Traffic flow in each directional lane on the main line at the exit Traffic flow in each non-directional lane on the main line at the exit Traffic flow in each lane in the non-mainline direction at the exit

[0008] The speed V and density K of traffic flow in merging, diverging, and weaving zones are detected in real time using video detectors.

[0009] Based on the flow rate of each directional lane in the main direction at the entrance. and the flow rate of each non-directional lane in the mainline direction at the exit. Determine the average saturation ρ of the directional lane in the mainline direction at the entrance. d and the average saturation ρ of the non-directional lanes in the mainline direction at the exit l ;

[0010] Based on the flow rate of each directional lane in the main direction at the entrance. Determine the arrival rate for each directional lane.

[0011] When the activation conditions for directional lane control are met, directional lane control is activated, and the signal cycle T and the green light duration G of the directional lane control scheme are determined. Vehicles in the directional lane are allowed to pass during the green light period, and are not allowed to pass during the red light period, but vehicles from non-directional lanes are allowed to enter the directional lane. The activation conditions are expressed by the formula:

[0012]

[0013] The directional lane control ends when the termination condition is met. The termination condition is expressed by the formula:

[0014]

[0015] or

[0016] ρ d ≥ρ M ,

[0017] Where i represents the directional lane number, j represents the non-directional lane number at the entrance, f represents the lane number in the non-mainline direction at the exit, and V M K represents the vehicle speed at which traffic volume is at its maximum. M ρ represents the density at which traffic volume is at its maximum. M S represents the saturation level when traffic volume is at its maximum. j Let f represent the saturation flow rate of the j-th non-directional lane in the mainline direction at the exit, n represent the total number of non-directional lanes in the mainline direction at the exit, N represent the total number of non-directional lanes at the entrance, f represent the lane number in the non-mainline direction at the exit, and F represent the total number of lanes in the non-mainline direction at the exit.

[0018] This invention also discloses an optimized control system for directional lanes and multi-lane merging combinations, characterized by comprising: directional lane dashed and solid lines, a geomagnetic detector, a video detector, and traffic control lights within the multi-lane merging, diverging, and weaving zone.

[0019] The directional lane's solid and dashed lines include a solid line on the left and a dashed line on the right.

[0020] The geomagnetic detector is used to detect the flow rate of each directional lane in the mainline direction at the entrance of the multi-lane merging, diverging, and weaving zone according to a period t. Traffic flow at each non-directional lane at the entrance Traffic flow in each directional lane on the main line at the exit Traffic flow in each non-directional lane on the main line at the exit Traffic flow in each lane in the non-mainline direction at the exit

[0021] The video detector is used to detect the speed V and density K of traffic flow in the merging, diverging, and weaving zones in real time.

[0022] The traffic control signal lights include signal controllers and lane control signal lights, wherein the signal controllers include:

[0023] The traffic data processing module is used to calculate the traffic flow of each directional lane in the mainline direction at the entrance. and the flow rate of each non-directional lane in the mainline direction at the exit. Determine the average saturation ρ of the directional lane in the mainline direction at the entrance. d and the average saturation ρ of the non-directional lanes in the mainline direction at the exit l And based on the flow rate of each directional lane at the said entrance. Determine the arrival rate for each directional lane.

[0024] The directional lane control judgment module is used to determine whether to activate directional lane control. When the activation conditions for directional lane control are met, directional lane control is activated. The activation conditions are expressed by the formula:

[0025]

[0026] The directional lane control ends when the termination condition is met. The termination condition is expressed by the formula:

[0027]

[0028] or

[0029] ρ d ≥ρM ,

[0030] The signal timing scheme calculation module is used to determine the signal cycle T and the green light duration G of the directional lane control scheme. During the green light period of the directional lane, vehicles are allowed to pass through the directional lane; during the red light period, vehicles are not allowed to pass through the directional lane, but vehicles from non-directional lanes are allowed to enter the directional lane.

[0031] Where i represents the directional lane number, j represents the non-directional lane number at the entrance, f represents the lane number in the non-mainline direction at the exit, and V M K represents the vehicle speed at which traffic volume is at its maximum. M ρ represents the density at which traffic volume is at its maximum. M S represents the saturation level when traffic volume is at its maximum. j Let f represent the saturation flow rate of the j-th non-directional lane in the mainline direction at the exit, n represent the total number of non-directional lanes in the mainline direction at the exit, N represent the total number of non-directional lanes at the entrance, f represent the lane number in the non-mainline direction at the exit, and F represent the total number of lanes in the non-mainline direction at the exit.

[0032] Furthermore, determine the arrival rate for each directional lane. Expressed as a formula:

[0033] Furthermore, the average saturation ρ of the directional lanes in the mainline direction at the entrance is determined. d and the average saturation ρ of the non-directional lanes in the mainline direction at the exit l Expressed as a formula:

[0034]

[0035]

[0036] Where m represents the total number of directional lanes in the main line direction. This represents the saturation flow rate of the i-th directional lane.

[0037] Furthermore, the signal period T and the green light duration G of the directional lane control scheme are determined based on the following multi-objective optimization model:

[0038]

[0039]

[0040] Where minF represents the objective function aimed at minimizing the delay of directional lanes and maximizing the capacity of mainline exits, and D d Indicates a delay in the directional lane, C outS indicates the capacity of the exit lane corresponding to vehicles merging from non-directional lanes into the main line. d S represents the average single-lane saturation flow rate of a directional lane. out λ represents the average single-lane saturation flow rate of non-directional lanes on the mainline direction at the exit. d Average arrival rate of directional lanes, R represents the red light duration of directional lanes, S d G≥λ d T indicates that the queue of vehicles in the directional lane must be completely cleared during the green light period in each cycle.

[0041] The beneficial effects of this invention are:

[0042] In this application, the arrival status of vehicles in each lane is detected by a geomagnetic detector, the traffic status of the weaving area is detected by a video detector, and traffic parameters are calculated by a signal controller to determine whether directional lane control is activated. The goal is to minimize directional lane delays and maximize the capacity of the mainline lanes at the exit, with the constraint that directional lane traffic flow can be fully dissipated. The green light time and cycle length of the directional lanes are optimized, and the directional lane signal lights are controlled according to the calculated green light time. This invention addresses the situation where the directional lane traffic flow in the merging and diverging weaving area is small, while the capacity of adjacent lanes in the same direction is insufficient, causing congestion in the weaving area. Under the condition that the directional lane traffic flow can be dissipated in a timely manner, signal control is implemented for the directional lanes. During the red light, vehicles in the directional lanes are not allowed to pass, but vehicles in non-directional lanes merging into the mainline direction are allowed to enter the directional lanes. This achieves full utilization of the remaining capacity of the directional lanes, improves the efficiency of traffic flow merging from the merging lanes into the mainline, alleviates congestion in the weaving area, reduces the possibility of congestion events and other traffic accidents, and also reduces environmental problems caused by incomplete fuel combustion due to congestion.

[0043] Other advantages, objectives, and features of the invention will be set forth in part in the description which follows, and in part will be apparent to those skilled in the art from the following examination, or may be learned from practice of the invention. The objectives and other advantages of the invention can be realized and obtained through the following description. Attached Figure Description

[0044] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will now be described in further detail with reference to the accompanying drawings, wherein:

[0045] Figure 1 This is a layout diagram of a directional lane and multi-lane merging combination optimization control system according to an embodiment of this application;

[0046] Figure 2This is a flowchart of an optimized control method for directional lanes and multi-lane merging combinations according to an embodiment of this application. Detailed Implementation

[0047] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings. It should be understood that the preferred embodiments are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.

[0048] This application proposes an optimized control method and system for directional lanes and multi-lane merging combinations. This application uses geomagnetic detectors to detect vehicle arrival in each lane, video detectors to detect traffic conditions in the weaving area, and traffic parameters to calculate traffic parameters, determine whether directional lane control is activated, and optimize the green light time and cycle duration of directional lanes with the objectives of minimizing directional lane delays and maximizing the capacity of the mainline lanes at exits, while ensuring sufficient dissipation of traffic flow in directional lanes. The directional lane traffic lights are then controlled according to the calculated green light times. This invention addresses the congestion caused by low traffic volume in directional lanes at merging and diverging intersections, coupled with insufficient capacity of adjacent lanes in the same direction. It implements signal control on directional lanes while ensuring timely dissipation of traffic flow. During red lights, vehicles in directional lanes are not permitted to pass, but vehicles merging into the main line from non-directional lanes are allowed to enter. This fully utilizes the remaining capacity of directional lanes, improves the efficiency of traffic merging from merging lanes into the main line, alleviates congestion in the weaving area, reduces the likelihood of congestion incidents and other traffic accidents, and also reduces environmental problems caused by incomplete fuel combustion due to congestion.

[0049] Figure 1 This is a layout diagram of a directional lane and multi-lane merging combination optimization control system according to an embodiment of this application. Combined with... Figure 1 The directional lane and multi-lane merging combination optimization control system may include directional lane dashed and solid lines, geomagnetic detectors, video detectors and traffic control signals in the multi-lane merging, diverging and weaving area. Figure 1 Only one directional lane is shown in the diagram, but this is merely illustrative and not intended to limit the invention. The system and method of the present invention can be used in scenarios where any number of directional lanes exist.

[0050] A multi-lane merging and diverging weaving zone includes one or more directional lanes and one or more non-directional lanes. The non-directional lanes in the merging zone (i.e., non-directional lanes at the entrance) can include non-directional lanes traveling in the same direction as the directional lanes and merging lanes traveling in a different direction. The non-directional lanes in the diverging zone (i.e., non-directional lanes at the exit) can include non-directional lanes traveling in the same direction as the directional lanes (also called "mainline direction") and diverging lanes traveling in a different direction (also called "non-mainline direction").

[0051] The solid and dashed lines of a directional lane consist of a solid line on the left and a dashed line on the right. The solid line on the left prohibits vehicles already in the directional lane (also known as "directional vehicles") from changing lanes, while the dashed line on the right allows vehicles already in the non-directional lane (also known as non-directional vehicles) to enter the directional lane. Once a non-directional vehicle enters a directional lane, it becomes a directional vehicle and is not allowed to change lanes back into a non-directional lane while traveling in the directional lane.

[0052] like Figure 1 As shown, geomagnetic detectors can be installed at the start of the no-lane-change section of each approach lane and at each exit lane of the multi-lane merging and diverging weaving area. Video detectors can be installed on the traffic light poles behind the stop line of the approach lanes in the mainline direction of the merging and diverging weaving area. Traffic control lights can be installed on the traffic light poles behind the stop line of the approach lanes in the merging and diverging weaving area.

[0053] The geomagnetic detector may include geomagnetic and wireless geomagnetic signal transmitting devices, and can be used to detect the flow rate of each directional lane in the mainline direction at the entrance of the multi-lane merging, diverging and weaving zone according to a period t. Traffic flow at each non-directional lane at the entrance Traffic flow in each directional lane on the main line at the exit Traffic flow in each non-directional lane on the main line at the exit Traffic flow in each lane on the non-mainline direction at the exit Where i represents the directional lane number, j represents the non-directional lane number, and f represents the lane number in the non-mainline direction at the exit. The wireless geomagnetic signal transmitter can send the above traffic flow data to the traffic signal controller.

[0054] The video detector can include a video camera and a wireless video signal transmitter, and can be used to detect the speed V and density K of traffic flow in merging, diverging, and weaving zones in real time. The wireless video signal transmitter can send the speed and density information of the traffic flow to the traffic signal controller.

[0055] Traffic control signals may include traffic lights and lane control signals. Lane control signals can be controlled (e.g., kept still or changed) in color and duration according to instructions sent by the traffic light.

[0056] Traffic signal controllers may include wireless signal receiving devices, traffic data processing modules, directional lane control judgment modules, and signal timing scheme calculation modules.

[0057] The wireless signal receiving device can be used to receive data sent from geomagnetic detectors and video detectors, such as traffic flow data for each lane shown above, as well as speed and density information for merging, diverging, and weaving zones.

[0058] The traffic data processing module can be used to calculate the traffic flow of each directional lane in the mainline direction at the entrance. and the flow rate of each non-directional lane in the mainline direction at the exit. Determine the average saturation ρ of the directional lane in the mainline direction at the entrance. d and the average saturation ρ of the non-directional lanes in the mainline direction at the exit l And based on the flow rate of each directional lane at the said entrance. Determine the arrival rate for each directional lane.

[0059] The directional lane control determination module can be used to determine whether to activate directional lane control. Specifically, directional lane control is activated when the activation conditions are met. These activation conditions are expressed by the formula:

[0060]

[0061] The directional lane control ends when the termination condition is met. The termination condition is expressed by the formula:

[0062]

[0063] or

[0064] ρ d ≥ρ M ,

[0065] Among them, V M K represents the vehicle speed at which traffic volume is at its maximum. M ρ represents the density at which traffic volume is at its maximum. M S represents the saturation level when traffic volume is at its maximum. j The saturation flow rate of the j-th non-directional lane in the mainline direction at the exit is represented by , which can be obtained from traffic flow information detected by a geomagnetic detector. n represents the total number of non-directional lanes in the mainline direction at the exit; N represents the total number of non-directional lanes at the entrance; f represents the lane number in the non-mainline direction at the exit; and F represents the total number of lanes in the non-mainline direction at the exit.

[0066] The signal timing scheme calculation module can be used to determine the signal cycle T and the green light duration G of the directional lane control scheme. After calculating the signal cycle T and the green light duration G of the directional lane control scheme, the lane control signals of the directional lane can be controlled to maintain or change color according to the calculated timing scheme, thereby realizing the control of directional and non-directional lanes. That is, during the green light time of the directional lane, vehicles in the directional lane that are before the stop line at the entrance (i.e., have not yet passed the stop line) are allowed to continue forward. During the red light time of the directional lane, vehicles in the directional lane that are before the stop line at the entrance are not allowed to pass, but vehicles in the non-directional lane that are after the stop line (i.e. have already passed the stop line) are allowed to enter the directional lane.

[0067] Figure 2 This is a flowchart of an optimized control method for directional lanes and multi-lane merging combinations according to an embodiment of this application.

[0068] In step S1: Parameters such as flow rate, speed, and density of each lane in the multi-lane merging, diverging, and weaving zone can be detected. Specifically, a geomagnetic detector can be used to detect the flow rate of each directional lane at the entrance of the merging, diverging, and weaving zone at a period t. Traffic flow at each non-directional lane at the entrance Traffic flow in each directional lane on the main line at the exit Traffic flow in each non-directional lane on the main line at the exit Traffic flow in each lane on the non-mainline direction at the exit Where i represents the directional lane number, j represents the non-directional lane number, and f represents the lane number in the non-mainline direction at the exit; the speed V and density K of traffic flow in the merging, diverging, and weaving areas can also be detected in real time using video detectors;

[0069] In step S2: Determine whether the traffic flow data of various types in step S1 has been updated. If it has been updated, proceed to step S3; otherwise, proceed to step S1.

[0070] In step S3: the flow rate of each directional lane in the mainline direction at the entrance can be used as a reference. and the flow rate of each non-directional lane in the mainline direction at the exit. Determine the average saturation ρ of the directional lane in the mainline direction at the entrance. d and the average saturation ρ of the non-directional lanes in the mainline direction at the exit l .

[0071] In some embodiments, the average saturation ρ of the directional lane in the mainline direction at the entrance is determined. d and the average saturation ρ of the non-directional lanes in the mainline direction at the exit l Expressed as a formula:

[0072]

[0073]

[0074] Where m represents the total number of directional lanes in the main line direction. S represents the saturation flow rate of the i-th directional lane, which can be determined using flow data detected by a geomagnetic detector. n represents the total number of non-directional lanes in the mainline direction at the exit. j This represents the saturation flow rate of the j-th non-directional lane in the mainline direction at the exit.

[0075] In this step, the flow rate of each directional lane in the mainline direction at the entrance can also be considered. Determine the arrival rate for each directional lane. In some embodiments, the arrival rate of each directional lane is determined. Expressed as a formula: In some embodiments, this step can be performed by the traffic data processing module in the signal controller.

[0076] In step S4: Determine whether the directional lane control is already enabled. If it is enabled, proceed to step S8 to determine whether to end the control; otherwise, proceed to step S5 to determine whether to enable the control.

[0077] In step S5, it can be determined whether the activation conditions for directional lane control are met. If the activation conditions are met, in step S6, the signal cycle T and the green light duration G of the directional lane control scheme can be determined, and in step S7, the directional lane control scheme is activated. After calculating the signal cycle T and the green light duration G of the directional lane control scheme, the lane control lights of the directional lane can be controlled to maintain or change color according to the calculated timing scheme, thereby achieving control over both directional and non-directional lanes. That is, during the green light time of the directional lane, vehicles in the directional lane that are before the stop line at the entrance (i.e., have not yet crossed the stop line) are allowed to continue forward; during the red light time of the directional lane, vehicles in the directional lane that are before the stop line at the entrance are not allowed to pass, but vehicles in the non-directional lane that are after the stop line (i.e., have already crossed the stop line) are allowed to enter the directional lane. It should be noted that steps S6 and S7 can be executed simultaneously. Steps S2, S4, and S5 can be completed by the directional lane control judgment module in the signal controller. Step S6 can be completed by the signal timing scheme calculation module in the signal controller.

[0078] The activation condition can be described as follows: when congestion occurs in the merging and diverging weaving area, the traffic flow from the non-directional lanes merging into the mainline direction in the merging and diverging weaving area exceeds the capacity of the non-directional lanes in the mainline direction at the exit, and at this time, the directional lanes are not saturated, i.e., there is still remaining capacity, directional lane control is activated. This can be expressed by the formula:

[0079]

[0080] Among them, V M This represents the vehicle speed at maximum traffic volume, which is a preset value, K. M This represents the density at which traffic volume is at its maximum; it is a preset value, ρ. M This represents the saturation level at which traffic volume is at its maximum; it is a preset value, S. j Let f represent the saturation flow rate of the j-th non-directional lane in the mainline direction at the exit, n represent the total number of non-directional lanes in the mainline direction at the exit, N represent the total number of non-directional lanes at the entrance, f represent the lane number in the non-mainline direction at the exit, and F represent the total number of lanes in the non-mainline direction at the exit.

[0081] In some embodiments, the signal period T and the green light duration G of the directional lane control scheme can be determined based on the following multi-objective optimization model:

[0082]

[0083]

[0084] Where minF represents the objective function aimed at minimizing the delay of directional lanes and maximizing the capacity of mainline exits, and D d Indicates a delay in the directional lane, C out S indicates the capacity of the exit lane corresponding to vehicles merging from non-directional lanes into the main line. d This represents the average single-lane saturation flow rate of a directional lane, which can be determined based on the saturation flow rate of the directional lane. Determine, S out This represents the average single-lane saturation flow rate of non-directional lanes on the mainline direction at the exit, which can be determined based on the saturation flow rate S of the non-directional lanes. j To determine, λ d Average arrival rate of directional lanes, which can be calculated based on the arrival rate of directional lanes. To determine, R represents the red light duration for the directional lane, and S... d G≥λ d T indicates that the queue of vehicles in the directional lane must be completely cleared during the green light period in each cycle.

[0085] After implementing directional lane control according to the timing scheme calculated above, in step S8, it can be further determined whether the termination conditions of directional lane control are met. This step can be completed by the directional lane control determination module in the traffic signal controller.

[0086] When the termination condition for directional lane control is met, proceed to step S9 to end directional lane control and return to step S1 to continue monitoring parameters such as speed, density, and traffic flow in each lane of the merging and diverging weaving area. Specifically, directional lane control ends when the traffic volume from non-directional lanes merging into the mainline in the merging and diverging weaving area is less than the capacity of the non-directional lanes on the mainline at the exit, or when the directional lane saturation is greater than or equal to the optimal saturation. The termination condition can be expressed by the formula:

[0087]

[0088] or

[0089] ρ d ≥ρ M .

[0090] If the termination condition is not met, proceed to step S6 to continue re-determining the timing scheme based on the current traffic conditions.

[0091] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A directional lane and multi-lane merging combination optimization control method, characterized in that, The application relates to a traffic control method and device for a multi-lane weaving area. Periodic detection with geomagnetic detector Detecting the flow of each directional lane in the main line direction at the inlet of the merging-diverging interlaced area , the flow of each non-directional lane at the inlet , the flow of each directional lane in the main line direction at the outlet , the flow of each non-directional lane in the main line direction at the outlet , and the flow of each lane in the non-main line direction at the outlet ; Real-time detection of speed and density of traffic flow in merging diverging weave areas using video detectors and density ; determining the average saturation of the directional lanes in the on-ramp mainline direction and the average saturation of the non-directional lanes in the off-ramp mainline direction determining the average saturation of the directional lanes in the on-ramp mainline direction and the average saturation of the non-directional lanes in the off-ramp mainline direction ; determining an arrival rate for each directional lane at the import based on the flow rate for each directional lane at the import , determining an arrival rate for each directional lane at the import based on the flow rate for each directional lane at the import ; When a starting condition of directional lane control is met, the directional lane control is started, and a signal cycle T and a directional lane green time G of a directional lane control scheme are determined, wherein the control of the directional lane is specifically signal control, a vehicle located in the directional lane before a stop line at a directional lane green time is allowed to continue to pass, a vehicle located in the directional lane before a stop line at a directional lane red time is allowed to pass, and a vehicle located in a non-directional lane after the stop line is allowed to drive into the directional lane, and the starting condition is expressed by a formula as follows: ， When an ending condition of the directional lane control is met, the directional lane control is ended, and the ending condition is expressed by a formula as follows: or in, Indicates the directional lane number. Indicates the non-directional lane number at the entrance. This indicates the lane number in the non-mainline direction at the exit. This indicates the vehicle speed at peak traffic volume. This indicates the density at which traffic volume is at its maximum. This indicates the saturation level at which traffic volume is at its maximum. Indicates the first point in the main line direction at the exit. The saturation flow rate of a non-directional lane. This indicates the total number of non-directional lanes on the main line at the exit; This indicates the total number of non-directional lanes at the entrance. This indicates the lane number in the non-mainline direction at the exit. This indicates the total number of lanes at the exit that are not in the main direction.

2. The method according to claim 1, wherein, determining an arrival rate for each directional lane which can be expressed in formula as: 。 3.The method according to claim 1, wherein, determining the average saturation of the oriented lanes in the direction of the main line at the entrance and the average saturation of the non-oriented lanes in the direction of the main line at the exit which is expressed by the formula: ， ， wherein, represents the total number of directional lanes oriented in the main line direction, represents the saturation flow rate of the directional lane of the th lane.

4. The method of claim 1, wherein, The signal cycle T and the directional lane green time G of the directional lane control scheme are determined according to a multi-objective optimization model as follows: ， ， wherein, represents an objective function targeting minimum directional lane delay and maximum mainline exit capacity, represents directional lane delay, represents the exit capacity of the exit lane corresponding to the non-directional lane merging into the mainline direction vehicle, represents the average single-lane saturation flow rate of the directional lane, represents the average single-lane saturation flow rate of the non-directional lane in the mainline direction at the exit, average arrival rate of the directional lane, represents the red light duration of the directional lane, represents that the queuing vehicles of the directional lane must be guaranteed to be completely dissipated in the green light time within each cycle.

5. A directional lane and multi-lane merging combination optimization control system, characterized in that, The application relates to a traffic control method and device for a multi-lane weaving area. The directional lane control scheme includes left-side solid lines and right-side dotted lines, the left-side solid lines prohibit lane changing of a vehicle on the directional lane, and the right-side dotted lines allow a vehicle on a non-directional lane to drive into the directional lane. The traffic control signal lamp includes a signal machine and a lane control signal lamp, wherein the signal machine includes: The geomagnetic detector is used to periodically Detecting the flow rate of each directional lane in the mainline direction at the entrance of the multi-lane merging, diverging, and weaving zone. Traffic flow at each non-directional lane at the entrance Traffic flow in each directional lane on the main line at the exit Traffic flow in each non-directional lane on the main line at the exit. Traffic flow in each lane on the non-mainline direction at the exit , The video detector is used to detect the speed of traffic flow in the merging diverging interlaced zone in real time and density , When a starting condition of directional lane control is met, the directional lane control is started, and a signal cycle T and a directional lane green time G of a directional lane control scheme are determined, wherein the control of the directional lane is specifically signal control, a vehicle located in the directional lane before a stop line at a directional lane green time is allowed to continue to pass, a vehicle located in the directional lane before a stop line at a directional lane red time is allowed to pass, and a vehicle located in a non-directional lane after the stop line is allowed to drive into the directional lane, and the starting condition is expressed by a formula as follows: a traffic data processing module for determining the average saturation of the directional lanes in the on-ramp mainline direction and the average saturation of the non-directional lanes in the off-ramp mainline direction from the flow of each directional lane in the on-ramp mainline direction and the flow of each non-directional lane in the off-ramp mainline direction and the arrival rate of each directional lane from the flow of each directional lane in the on-ramp mainline direction , When an ending condition of the directional lane control is met, the directional lane control is ended, and the ending condition is expressed by a formula as follows: ， The signal cycle T and the directional lane green time G of the directional lane control scheme are determined according to a multi-objective optimization model as follows: or a signal timing scheme calculation module, configured to determine a signal cycle T and a directional lane green light duration G of the directional lane control scheme, wherein during the directional lane green light duration, the vehicle located in the directional lane before the stop line at the import is allowed to continue to pass, the vehicle located in the directional lane before the stop line at the import is not allowed to pass during the directional lane red light duration, and the vehicle located in the non-directional lane after the stop line is allowed to drive into the directional lane, wherein, represents the directional lane number, represents the non-directional lane number at the entrance, represents the lane number in the non-mainline direction at the exit, represents the speed at maximum traffic volume, represents the density at maximum traffic volume, represents the saturation at maximum traffic volume, represents the saturation flow rate of the first non-directional lane in the mainline direction at the exit, represents the total number of non-directional lanes in the mainline direction at the exit; represents the total number of non-directional lanes at the entrance, represents the lane number in the non-mainline direction at the exit, represents the total number of lanes in the non-mainline direction at the exit.

6. The directional lane and multi-lane merge combination optimization control system of claim 5, wherein, determining an arrival rate for each directional lane which can be expressed in formula as: 。 7. The directional lane and multi-lane merge combination optimization control system of claim 5, wherein, determining the average saturation of the oriented lanes in the direction of the main line at the entrance and the average saturation of the non-oriented lanes in the direction of the main line at the exit which is expressed by the formula: ， ， wherein, represents the total number of directional lanes oriented in the main line direction, represents the saturation flow rate of the directional lane of the th lane.

8. The directional lane and multi-lane merge combination optimization control system of claim 5, wherein, ​ ， ， wherein, represents an objective function targeting minimum directional lane delay and maximum mainline exit capacity, represents directional lane delay, represents the exit capacity corresponding to the non-directional lane merging mainline direction vehicles, represents the average single lane saturation flow rate of the directional lane, represents the average single lane saturation flow rate of the non-directional lane in the mainline direction at the exit, represents the average arrival rate of the directional lane, represents the red light duration of the directional lane, represents that the queuing vehicles of the directional lane must be guaranteed to be completely dissipated in the green light time within each cycle.

Images