A method, system, device and medium for dynamic allocation of lanes of a ring highway and coordinated control of entrances and exits

Abstract

The application provides a kind of around city high-speed lane dynamic allocation and entrance and exit coordination control method, system, equipment and medium, comprising the following steps: collecting vehicle data, and obtaining the predicted traffic volume from the toll station into and out of around city high-speed;Vehicle density based on real-time data of vehicle obtains congestion prediction result;Based on predicted traffic volume and congestion prediction result, the dynamic allocation result of each type of traffic volume in different lanes of highway main line is obtained, and the dynamic allocation result is sent to traffic body and / or roadside guidance end with lane change induction instruction;Based on dynamic allocation result and vehicle data, signal coordination control is carried out on main line lane and ramp;The present application can dynamically allocate different types of traffic flow to each lane, and avoid the large concentration of lane changing behavior at the entrance and exit by implementing lane change induction, reduce the length of lane changing conflict section in interlaced area, and improve the traffic efficiency;At the same time, the present application is suitable for traditional traffic scene, and can also be well adapted to vehicle networking scene, and has strong versatility.

Description

Technical Field

[0001] This invention belongs to the field of active management and control technology for highways, specifically relating to a method, system, equipment, and medium for dynamic lane allocation and entrance / exit coordinated control of a ring expressway. Background Technology

[0002] During holidays or peak commuting hours, traffic flow at the exits of the ring expressway becomes extremely chaotic due to lane-changing behavior of vehicles exiting the expressway, easily leading to traffic congestion and even accidents. Furthermore, the fixed number of exit and entrance lanes at toll stations results in insufficient exits, causing many vehicles exiting the expressway to be unable to exit in time, creating a "cannot get off" phenomenon on the ring expressway. In addition, there are instances where the distance between adjacent interchanges on the ring expressway is small, causing congestion at one exit to spread to the next, preventing many vehicles entering the expressway from merging into the main line on the ramps in time, resulting in a "cannot get on" phenomenon on the ring expressway.

[0003] To address the aforementioned issues, current domestic and international approaches typically employ ramp signal control and lane-change guidance near highway exit ramps. Traditional ramp signal control, by restricting vehicles from merging onto the main line at entrance ramps, easily leads to long queues at entrance ramps, sometimes extending beyond toll booths, reducing drivers' willingness to choose the ring road and significantly increasing urban traffic congestion. Traditional lane-change guidance methods often issue lane-change information 1-2 km from the highway exit, and some drivers choose to complete their lane changes only near the exit, concentrating a large number of lane-change actions in that area, resulting in extremely chaotic traffic organization. Therefore, a dynamic lane allocation and coordinated entrance / exit control method for ring roads is anticipated. Summary of the Invention

[0004] In response to the problems existing in the prior art, the present invention provides a method, system, equipment and medium for dynamic lane allocation and entrance / exit coordinated control of ring expressways, which solves the common problems of "cannot go up" and "cannot go down" at the entrances and exits of ring expressways, improves traffic operation efficiency and alleviates traffic pressure in cities and ring expressways.

[0005] This invention is achieved through the following technical solution:

[0006] A method for dynamic lane allocation and coordinated entrance / exit control of a ring expressway includes the following steps:

[0007] Collect vehicle data and obtain predicted traffic volume for entering and exiting the ring expressway from toll stations;

[0008] Congestion prediction results are obtained based on vehicle density from real-time vehicle data;

[0009] Based on the predicted traffic volume and congestion prediction results, the dynamic allocation results of various traffic volumes in different lanes of the highway mainline are obtained, and the dynamic allocation results are sent to the traffic body and / or roadside guidance terminal as lane change guidance instructions.

[0010] Signal coordination control is performed on the mainline lanes and ramps based on dynamic allocation results and vehicle data.

[0011] Furthermore, the vehicle data includes traffic flow speed, location, and flow rate. If traffic flow queuing exists, traffic flow queue length information needs to be collected.

[0012] The traffic flow includes transit traffic and inbound traffic. Transit traffic includes traffic with both origin and destination outside the city and traffic with origin within the city and destination outside the city. Inbound traffic is traffic with destination within the city.

[0013] Furthermore, the result of the dynamic allocation is:

[0014] Based on the congestion prediction results obtained from traffic data, the situation is divided into low to medium inbound traffic volume and high inbound traffic volume.

[0015] Preset lane traffic flow density threshold;

[0016] When the inbound traffic volume is low to medium, the dynamic allocation result is as follows: the inbound traffic flow is preferentially allocated to the innermost lane. When the traffic flow density of the inner lane is detected to be greater than the lane traffic flow density threshold, the remaining inbound traffic is allocated to the middle lane; the inbound traffic flow that will exit the highway at two or more exits is allocated to the middle lane. When the vehicle density of the middle lane is greater than the lane traffic flow density threshold, the remaining traffic flow is allocated to the outer lane; the inbound traffic flow that will exit the highway at two or more exits is allocated to the outer lane.

[0017] When there is a high volume of inbound traffic, the dynamic allocation result is that inbound traffic flowing out of the highway within two exits will be allocated to the emergency lane and the outer lane. When the traffic flow density of the emergency lane and the outer lane is predicted to be greater than the lane traffic flow density threshold, some middle lanes will be activated for overflow traffic flow. When exiting the highway, vehicles in multiple lanes will alternate through a zipper-style traffic rule. Transit traffic flow will be allocated to the inner lane, and inbound traffic flowing out of the highway beyond the two exits will be allocated to the remaining middle lane and the inner lane.

[0018] Furthermore, the upstream road segment of the entrance / exit is divided into multiple sub-segments, and the congestion risk of each sub-segment is predicted in real time. If there is a congestion risk, the dynamic allocation result under the low to medium inbound traffic volume in the adjacent downstream sub-segment of that sub-segment is converted to the dynamic allocation result corresponding to the high inbound traffic volume; otherwise, the dynamic allocation result under the high inbound traffic volume in the adjacent downstream sub-segment of that sub-segment is converted to the dynamic allocation result corresponding to the low to medium inbound traffic volume.

[0019] Furthermore, the process of lane-change guidance based on the dynamic allocation result is as follows:

[0020] The lane is divided into multiple sub-segments, and the cross-passage gap between adjacent vehicles during lane changes is divided into two categories: the first type of lane change gap, which does not cause significant disturbance to the original traffic flow of the target lane, and the second type of lane change gap, which can only ensure traffic safety.

[0021] The lane change guidance instruction is:

[0022]

[0023] Among them, the number of lane change gaps in the first category is N1, the number of lane change gaps in the second category is N2, and a and b are the threshold numbers for the number of lane change gaps, which are determined by local historical traffic data and actual traffic conditions.

[0024] Furthermore, the signal coordination control of the mainline lanes and ramps includes the following steps:

[0025] Two judgment conditions are set in advance:

[0026] Condition 1: The queue length of vehicles at the entrance ramp, P ≤ P max , where P max The maximum acceptable queue length for the entrance ramp;

[0027] Condition 2: The queue of vehicles between the entrance and exit lanes has not spread to the diversion point;

[0028] The first visual prohibition instruction display is set on the main line, and the second visual prohibition instruction display is set at the front end of the entrance ramp;

[0029] If both conditions one and two are met, then both the first visual prohibition command display and the second visual prohibition command display will show passage.

[0030] If condition one is met but condition two is not met, then the first visual prohibition command will show passage and the second visual prohibition command will show prohibition.

[0031] If condition two is met but condition one is not met, and the inbound traffic volume is low to medium, the first visual prohibition instruction will display a prohibition sign in the outer lane, and a passage sign in the emergency lane and the middle lane, while the outer lane stop line will display a prohibition sign; the second visual prohibition instruction will display a prohibition sign, while the lane change guidance at the merging point will display a passage sign.

[0032] If condition two is met but condition one is not met, and the inbound traffic volume is high, the first visual prohibition instruction will display "prohibited," and the corresponding lane stop line guidance will display "prohibited." The second visual prohibition instruction will display "allowed," and the lane change guidance at the merging point will display "prohibited."

[0033] Furthermore, it also includes a method for guiding vehicles merging onto ramps under dynamic lane allocation and signal control, the method comprising the following steps:

[0034] Collect lane allocation information and lane signal control information regarding lane restrictions and traffic permissions for each lane, and divide lane scenarios based on lane information;

[0035] Based on the principles of minimizing traffic conflicts and reducing lane changes, the system integrates information on lane restrictions and traffic flow, as well as lane scenarios, to guide vehicles in each lane.

[0036] It also includes a dynamic estimation method for the number of tidal flow lanes at highway toll stations, the dynamic estimation method comprising the following steps:

[0037] Traffic volume information for ETC lanes and ETC / MTC hybrid lanes is collected according to the detection cycle. The traffic volume information includes traffic volume information for entering and exiting the highway.

[0038] Based on the traffic volume information collected in the previous detection period, predict the traffic volume information for the next adjacent detection period.

[0039] A model for dynamically adjusting the number of toll station entrances and exits is established with the goal of minimizing the total queuing time for vehicles entering and exiting the highway within the prediction period.

[0040] The number of tidal lanes is dynamically estimated based on a model that dynamically adjusts the configuration of toll station entrances and exits.

[0041] A lane dynamic allocation and entrance / exit coordination control system includes:

[0042] The data acquisition module is used to collect historical and real-time vehicle data from urban roads entering the ring expressway via toll stations, and to obtain the predicted traffic volume from urban roads entering the ring expressway via toll stations.

[0043] The prediction module is used to obtain congestion prediction results based on vehicle density data in real time.

[0044] The guidance module is used to obtain the dynamic allocation results of various traffic volumes in different lanes, main lanes and ramps based on the predicted traffic volume and congestion prediction results, and send the dynamic allocation results to the traffic body and / or roadside guidance terminal as lane change guidance instructions.

[0045] Signal control module: Based on dynamic allocation results and vehicle data, it performs coordinated signal control of the mainline lanes and ramps.

[0046] A computer device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of a method for dynamic lane allocation and entrance / exit coordinated control of a ring road.

[0047] A computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of a method for dynamic lane allocation and coordinated access control of a ring road.

[0048] Compared with the prior art, the present invention has the following beneficial technical effects:

[0049] This invention provides a method, system, device, and medium for dynamic lane allocation and coordinated entrance / exit control of a ring expressway, comprising the following steps: collecting vehicle data and obtaining predicted traffic volume for entering and exiting the ring expressway from toll stations; obtaining congestion prediction results based on vehicle density from real-time vehicle data; obtaining dynamic allocation results of various traffic volumes in different lanes of the expressway mainline based on the predicted traffic volume and congestion prediction results, and sending the dynamic allocation results to the traffic body and / or roadside guidance terminal as lane-change guidance instructions; and performing signal coordinated control of the mainline lanes and ramps based on the dynamic allocation results and vehicle data. This invention can dynamically allocate different types of traffic flow to each lane, and by implementing lane-change guidance, avoid a large concentration of lane-change behavior at entrances and exits, reduce the length of lane-change conflict sections in weaving areas, and improve traffic efficiency. At the same time, this invention is applicable to both traditional traffic scenarios and vehicle-to-everything (V2X) scenarios, and has strong versatility. Attached Figure Description

[0050] Figure 1 This is a flowchart of a method for dynamic lane allocation and entrance / exit coordinated control of a ring expressway according to an embodiment of the present invention;

[0051] Figure 2 This is a schematic diagram of lane dynamic allocation under rule 1 in embodiment 1 of the present invention;

[0052] Figure 3 This is a schematic diagram of lane dynamic allocation under rule 2 in embodiment 1 of the present invention;

[0053] Figure 4 This is a schematic diagram of the lane dynamic allocation and lane change guidance information variable information board of the information publishing module in Embodiment 1 of the present invention;

[0054] Figure 5 This is a schematic diagram of highway signal control in scenario 1 of embodiment 2 of the present invention;

[0055] Figure 6 This is a schematic diagram of highway signal control in scenario 2 of embodiment 2 of the present invention;

[0056] Figure 7 This is a schematic diagram of highway signal control in scenario 3 of embodiment 2 of the present invention;

[0057] Figure 8 This is a schematic diagram of highway signal control in scenario 4 of embodiment 2 of the present invention. Detailed Implementation

[0058] The present invention will be further described in detail below with reference to specific embodiments. These descriptions are for explanation purposes only and are not intended to limit the scope of the invention.

[0059] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0060] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0061] This invention provides a method for dynamic lane allocation and coordinated entrance / exit control of a ring expressway, such as... Figure 1 As shown, it includes the following steps:

[0062] Collect vehicle data and obtain predicted traffic volume for entering and exiting the ring expressway from toll stations;

[0063] Congestion prediction results are obtained based on vehicle density from real-time vehicle data;

[0064] Based on the predicted traffic volume and congestion prediction results, the dynamic allocation results of various traffic volumes in different lanes of the highway mainline are obtained, and the dynamic allocation results are sent to the traffic body and / or roadside guidance terminal as lane change guidance instructions.

[0065] Signal coordination control is performed on the mainline lanes and ramps based on dynamic allocation results and vehicle data.

[0066] Preferably, both the historical vehicle data and the real-time vehicle data include the speed, location, and flow rate of the traffic flow. If there is a traffic flow queue, the queue length information needs to be collected.

[0067] The predicted traffic volume from urban roads to the ring expressway via toll stations includes transit traffic volume and inbound traffic volume. The transit traffic volume includes traffic volume with both origin and destination outside the city and traffic volume with origin inside the city and destination outside the city. The inbound traffic volume is the traffic volume with destination inside the city.

[0068] Preferably, the dynamic allocation result is:

[0069] Based on the congestion prediction results, density information of various traffic volumes is obtained, and they are divided into low-to-medium inbound traffic volume and high inbound traffic volume.

[0070] Preset lane traffic flow density threshold;

[0071] When the inbound traffic volume is low to medium, the dynamic allocation result is as follows: the inbound traffic flow is preferentially allocated to the innermost lane. When the traffic flow density of the inner lane is detected to be greater than the lane traffic flow density threshold, the remaining inbound traffic is allocated to the middle lane; the inbound traffic flow that will exit the highway at two or more exits is allocated to the middle lane. When the vehicle density of the middle lane is greater than the lane traffic flow density threshold, the remaining traffic flow is allocated to the outer lane; the inbound traffic flow that will exit the highway at two or more exits is allocated to the outer lane.

[0072] When there is a high volume of inbound traffic, the dynamic allocation result is that inbound traffic flowing out of the highway within two exits will be allocated to the emergency lane and the outer lane. When the traffic flow density of the emergency lane and the outer lane is predicted to be greater than the lane traffic flow density threshold, some middle lanes will be activated for overflow traffic flow. When exiting the highway, vehicles in multiple lanes will alternate through a zipper-style traffic rule. Transit traffic flow will be allocated to the inner lane, and inbound traffic flowing out of the highway beyond the two exits will be allocated to the remaining middle lane and the inner lane.

[0073] Furthermore, the upstream road segment of the entrance / exit is divided into multiple sub-segments, and the congestion risk of each sub-segment is predicted in real time. If there is a congestion risk, the dynamic allocation result under the low to medium inbound traffic volume in the adjacent downstream sub-segment of that sub-segment is converted to the dynamic allocation result corresponding to the high inbound traffic volume; otherwise, the dynamic allocation result under the high inbound traffic volume in the adjacent downstream sub-segment of that sub-segment is converted to the dynamic allocation result corresponding to the low to medium inbound traffic volume.

[0074] Preferably, the process of lane-change guidance based on the dynamic allocation result is as follows:

[0075] The lane is divided into multiple sub-segments, and the cross-passage gap between adjacent vehicles during lane changes is divided into two categories: the first type of lane change gap, which does not cause significant disturbance to the original traffic flow of the target lane, and the second type of lane change gap, which can only ensure traffic safety.

[0076] The lane change guidance instruction is:

[0077]

[0078] Among them, the number of lane change gaps in the first category is N1, the number of lane change gaps in the second category is N2, and a and b are the threshold numbers for the number of lane change gaps, which are determined by local historical traffic data and actual traffic conditions.

[0079] Preferably, the signal coordination control for the mainline lanes and ramps includes the following steps:

[0080] Two judgment conditions are set in advance:

[0081] Condition 1: The queue length of vehicles at the entrance ramp, P ≤ P max , where P max The maximum acceptable queue length for the entrance ramp;

[0082] Condition 2: The queue of vehicles between the entrance and exit lanes has not spread to the diversion point;

[0083] The first visual prohibition instruction display is set on the main line, and the second visual prohibition instruction display is set at the front end of the entrance ramp;

[0084] If both conditions one and two are met, then both the first visual prohibition instruction display and the second visual prohibition instruction display will indicate that passage is permitted, and the corresponding ground luminous indicator signs will be lit.

[0085] If condition one is met but condition two is not met, the first visual prohibition command will indicate passage, the second visual prohibition command will indicate prohibition, and the corresponding ground luminous indicator will light up.

[0086] If condition two is met but condition one is not met, and the inbound traffic volume is low to medium, the area in the outer lane of the first visual prohibition instruction display will show "prohibited," while the area in the emergency lane and the middle lane will show "allowed." The second visual prohibition instruction display will show "prohibited," and the corresponding ground-based illuminated signs will light up.

[0087] If condition two is met but condition one is not, and the inbound traffic volume is high, the first visual prohibition order will display "prohibited"; the second visual prohibition order will display "allowed", and the corresponding ground-based illuminated signs will light up.

[0088] Preferably, this embodiment also includes a method for guiding vehicles merging onto ramps under dynamic lane allocation and signal control, the method comprising the following steps:

[0089] Collect lane allocation information and lane signal control information regarding lane restrictions and traffic permissions for each lane, and divide lane scenarios based on lane information;

[0090] Based on the principles of minimizing traffic conflicts and reducing lane changes, the system integrates information on lane restrictions and traffic flow, as well as lane scenarios, to guide vehicles in each lane.

[0091] It also includes a dynamic estimation method for the number of tidal flow lanes at highway toll stations, the dynamic estimation method comprising the following steps:

[0092] Traffic volume information for ETC lanes and ETC / MTC hybrid lanes is collected according to the detection cycle. The traffic volume information includes traffic volume information for entering and exiting the highway.

[0093] Based on the traffic volume information collected in the previous detection period, predict the traffic volume information for the next adjacent detection period.

[0094] A model for dynamically adjusting the number of toll station entrances and exits is established with the goal of minimizing the total queuing time for vehicles entering and exiting the highway within the prediction period.

[0095] The number of tidal lanes is dynamically estimated based on a model that dynamically adjusts the configuration of toll station entrances and exits.

[0096] Example 1:

[0097] This embodiment first provides an example for demonstrating and illustrating dynamic lane allocation and lane change information guidance, as follows:

[0098] S1: The length of the road section studied in this embodiment is 5km. Figure 2 and Figure 3 For some of the research road sections, the traffic information collection module collects information on traffic flow speed, location, flow rate, and queue length.

[0099] S2: Based on historical and real-time data, predict the traffic volume entering the ring expressway from each toll station and allocate it to each road segment. It should be noted that there are already many studies on traffic volume prediction in the existing literature, which are not covered by this invention. Therefore, they will not be elaborated here, but the traffic volume prediction results for various types of road segments will be given directly.

[0100] At time T1, traffic volume data for various traffic types on the studied road segment are shown in Table 1:

[0101] Table 1

[0102]

[0103] At time T2, traffic volume data for various traffic types on the studied road segment are shown in Table 2:

[0104] Table 2

[0105]

[0106] S3: Divide the research section into several lane-changing sub-segments D i (i = 1, 2, ..., 10), each segment is 500m long. The maximum vehicle density K at an acceptable level of service. j = 105 vehicles / km. Based on the traffic flow Q, speed v, and density K of the outer lane of the study section, the prediction of whether congestion will occur in that lane is based on a 1-hour prediction period. It should be noted that existing literature contains numerous studies on traffic congestion prediction, which are not covered in this invention and will not be elaborated upon here. The congestion prediction results are directly presented. At time T1, there is no risk of traffic congestion in the outer lane. The time-based dynamic allocation results under low to medium inbound traffic volume are used. The traffic density of each lane at this time is shown in Table 3.

[0107] Table 3

[0108]

[0109] At this point, the lane allocation results are shown in Table 4:

[0110] Table 4

[0111]

[0112] See the diagram of lane allocation results. Figure 2 .

[0113] At time T2, there is a risk of traffic congestion in the outer lane. One hour before the expected congestion time, the time allocation results for low to medium inbound traffic volume will be adjusted to the time allocation results for high inbound traffic volume. The traffic density of each lane at this time is shown in Table 5.

[0114] Table 5

[0115]

[0116] At this time, traffic overflowed from the emergency lane and the outer lane, with an overflow of 1098-1050=48 vehicles. One lane-changing section in the middle lane was activated for vehicles exiting the highway within the two exits. Some vehicles exiting the highway outside the two lane-changing sections were reassigned to the inner lane. The lane allocation results are shown in Table 6.

[0117] Table 6

[0118]

[0119] See the diagram of lane allocation results. Figure 3 ;

[0120] After completing the dynamic allocation of lanes, lane-changing guidance is provided to vehicles that need to change lanes;

[0121] Within the study of the lane-changing sub-section, the first type of lane-changing gap length The quantity is N1; the second type of lane change gap length L2=l+ψ, and the quantity is N2.

[0122] Where W is the lane width, α is the vehicle steering wheel angle, v1 is the average speed of vehicles changing lanes, v2 is the average speed of vehicles in the target lane, l is the length of vehicles changing lanes (based on the average length of trucks), and ψ is the rear-end collision prevention safety factor.

[0123] Then there will be a lane change guidance instruction.

[0124] For the studied road section, the relevant parameters are shown in Table 7:

[0125] Table 7

[0126]

[0127] Based on the above information, the number of possible crossing gaps for each lane within the lane-changing sub-section is shown in Table 8.

[0128] Table 8

[0129]

[0130] The lane-change guidance information for the studied sub-sections is shown in Table 9:

[0131] Table 9

[0132]

[0133] S4: The information publishing module publishes lane dynamic allocation information and lane change guidance information, such as... Figure 4 As shown.

[0134] Example 2:

[0135] This embodiment provides an example of a dynamic allocation process for mainline lanes and ramps using signal coordination control. In this embodiment, the first visual prohibition instruction displayed on the mainline uses signal light group 1, and the second visual prohibition instruction displayed at the front end of the entrance ramp uses signal light 2.

[0136] Two judgment conditions are set:

[0137] Condition 1: The queue length of vehicles at the entrance ramp, P1, is less than or equal to 100m;

[0138] Condition 2: The queue of vehicles between the entrance and exit lanes does not extend to the diversion point, and the queue length P2 ≤ 300m.

[0139] Table 10 shows the signal control for the ring road in various scenarios:

[0140] Table 10

[0141]

[0142] See the schematic diagrams of signal control for the ring road in various scenarios. Figure 5 , Figure 6 , Figure 7 , Figure 8 .

[0143] Example 3: This section provides an example for demonstrating and illustrating toll station tidal flow control (S6), as described below: This example studies a toll station with eight entrances (five ETC lanes, three ETC / MTC hybrid lanes) and eleven exits (seven ETC lanes, four ETC / MTC hybrid lanes). The traffic volume prediction module predicts the on-highway traffic volume q through the ETC lanes in the next period based on the actual on- and off-highway traffic volume of the previous prediction period. 上，E Traffic volume q at the exit of the highway 下，E Traffic volume q entering the highway via the ETC / MTC hybrid lane 上，M Traffic volume q at the exit of the highway 下，M Research on traffic volume prediction methods in domestic and international literature is already quite mature and is not within the scope of this invention; therefore, it will not be elaborated upon here. Specific prediction results are directly given in Table 11:

[0144] Table 11

[0145]

[0146] Planning Model

[0147] MinW 总 =284W 上，E +72W 上，M +1151W 下，E+287W 下，M

[0148]

[0149] Solving this planning model involves algorithms that have been extensively studied in existing literature and are not within the scope of this invention; therefore, they will not be discussed further here. The optimal configuration of tollbooth entrances and exits that minimizes the total queuing time is obtained directly and is shown in Table 12.

[0150] Table 12

[0151]

[0152] This invention provides a lane dynamic allocation and entrance / exit coordination control system, comprising:

[0153] The data acquisition module is used to collect historical and real-time vehicle data from urban roads entering the ring expressway via toll stations, and to obtain the predicted traffic volume from urban roads entering the ring expressway via toll stations.

[0154] The prediction module is used to obtain congestion prediction results based on vehicle density data in real time.

[0155] The guidance module is used to obtain the dynamic allocation results of various traffic volumes in different lanes, main lanes and ramps based on the predicted traffic volume and congestion prediction results, and send the dynamic allocation results to the traffic body and / or roadside guidance terminal as lane change guidance instructions.

[0156] The signal control module performs coordinated signal control on the mainline lanes and ramps based on dynamic allocation results and vehicle data.

[0157] In another embodiment of the present invention, a computer device is provided, comprising a processor and a memory. The memory stores a computer program, which includes program instructions. The processor executes the program instructions stored in the computer storage medium. The processor may be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. It is the computing and control core of the terminal, suitable for implementing one or more instructions, specifically suitable for loading and executing one or more instructions from the computer storage medium to achieve a corresponding method flow or corresponding function. The processor described in this embodiment of the present invention can be used in the operation of a method for dynamic lane allocation and entrance / exit coordinated control of a ring road.

[0158] In another embodiment of the present invention, a storage medium is provided, specifically a computer-readable storage medium (Memory), which is a memory device in a computer device used to store programs and data. It is understood that the computer-readable storage medium here can include both the built-in storage medium in the computer device and extended storage media supported by the computer device. The computer-readable storage medium provides storage space that stores the terminal's operating system. Furthermore, the storage space also stores one or more instructions suitable for loading and execution by a processor. These instructions can be one or more computer programs (including program code). It should be noted that the computer-readable storage medium here can be high-speed RAM or non-volatile memory, such as at least one disk storage device. The processor can load and execute one or more instructions stored in the computer-readable storage medium to implement the corresponding steps of the method for dynamic lane allocation and entrance / exit coordinated control of a ring road in the above embodiments.

[0159] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0160] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0161] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0162] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0163] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for dynamic lane allocation and coordinated entrance / exit control of a ring road, characterized in that, Includes the following steps: Collect vehicle data and obtain predicted traffic volume for entering and exiting the ring expressway from toll stations; Congestion prediction results are obtained based on vehicle density from real-time vehicle data; Based on the predicted traffic volume and congestion prediction results, the dynamic allocation results of various traffic volumes in different lanes of the highway mainline are obtained, and the dynamic allocation results are sent to the traffic body and / or roadside guidance terminal as lane change guidance instructions. Signal coordination control is performed on the mainline lanes and ramps based on dynamic allocation results and vehicle data. The dynamic allocation result is as follows: Based on the congestion prediction results, density information of various traffic volumes is obtained, and they are divided into low-to-medium inbound traffic volume and high inbound traffic volume. Preset lane traffic flow density threshold; When the inbound traffic volume is low to medium, the dynamic allocation result is as follows: the inbound traffic flow is preferentially allocated to the innermost lane. When the traffic flow density of the inner lane is detected to be greater than the lane traffic flow density threshold, the remaining inbound traffic is allocated to the middle lane; the inbound traffic flow that will exit the highway at two or more exits is allocated to the middle lane. When the vehicle density of the middle lane is greater than the lane traffic flow density threshold, the remaining traffic flow is allocated to the outer lane; the inbound traffic flow that will exit the highway at two or more exits is allocated to the outer lane. When there is a high volume of inbound traffic, the dynamic allocation result is that inbound traffic flowing out of the highway within two exits will be allocated to the emergency lane and the outer lane. When the traffic flow density of the emergency lane and the outer lane is predicted to be greater than the lane traffic flow density threshold, some middle lanes will be used for overflow traffic flow. When exiting the highway, vehicles in multiple lanes will alternate through a zipper-style traffic rule. Transit traffic flow will be allocated to the inner lane, and inbound traffic flowing out of the highway beyond the two exits will be allocated to the remaining middle lane and the inner lane. The signal coordination control of the mainline lanes and ramps based on dynamic allocation results and vehicle data, wherein the vehicle data includes the queue length of vehicles at entrance ramps and the queue length between entrances and exits, includes the following steps: Two judgment conditions are set in advance: Condition 1: The queue length P of vehicles at the entrance ramp ≤ ,in, The maximum acceptable queue length for the entrance ramp; Condition 2: The queue of vehicles between the entrance and exit lanes has not spread to the diversion point; The first visual prohibition instruction display is set on the main line, and the second visual prohibition instruction display is set at the front end of the entrance ramp; If both conditions one and two are met, then both the first visual prohibition command display and the second visual prohibition command display will show passage. If condition one is met but condition two is not met, then the first visual prohibition command will show passage and the second visual prohibition command will show prohibition. If condition two is met but condition one is not met, and the inbound traffic volume is low to medium, the first visual prohibition instruction will display a prohibition sign in the outer lane, and a passage sign in the emergency lane and middle lane, while the outer lane stop line will display a prohibition sign; the second visual prohibition instruction will display a prohibition sign, while the lane change guidance at the merging point will display a passage sign. If condition two is met but condition one is not met, and the inbound traffic volume is high, the first visual prohibition instruction will display "prohibited," and the corresponding lane stop line guidance will display "prohibited." The second visual prohibition instruction will display "allowed," and the lane change guidance at the merging point will display "prohibited." 2. The method for dynamic lane allocation and entrance / exit coordinated control of a ring expressway according to claim 1, characterized in that, The vehicle data includes traffic flow speed, location, and flow rate. If there is traffic flow queuing, traffic flow queue length information needs to be collected. The traffic flow includes transit traffic and inbound traffic. Transit traffic includes traffic with both origin and destination outside the city and traffic with origin within the city and destination outside the city. Inbound traffic is traffic with destination within the city.

3. The method for dynamic lane allocation and entrance / exit coordinated control of a ring road as described in claim 1, characterized in that, The upstream road segment of the entrance / exit is divided into multiple sub-segments, and the congestion risk of each sub-segment is predicted in real time. If there is a congestion risk, the dynamic allocation result under the low to medium inbound traffic volume in the adjacent downstream sub-segment of the sub-segment is converted to the dynamic allocation result under the high inbound traffic volume; otherwise, the dynamic allocation result under the high inbound traffic volume in the adjacent downstream sub-segment of the sub-segment is converted to the dynamic allocation result under the low to medium inbound traffic volume.

4. The method for dynamic lane allocation and coordinated entrance / exit control of a ring road as described in claim 1, characterized in that, The process of lane-change guidance based on the dynamic allocation results is as follows: The lane is divided into multiple sub-segments, and the cross-passage gap between adjacent vehicles during lane changes is divided into two categories: the first type of lane change gap, which does not cause significant disturbance to the original traffic flow of the target lane, and the second type of lane change gap, which can only ensure traffic safety. The lane change guidance instruction is: ； Among them, the number of lane change gaps in the first category is N1, the number of lane change gaps in the second category is N2, and a and b are the threshold numbers for the number of lane change gaps, which are determined by local historical traffic data and actual traffic conditions.

5. The method for dynamic lane allocation and entrance / exit coordinated control of a ring road as described in claim 1, characterized in that, It also includes a method for guiding vehicles merging onto ramps under dynamic lane allocation and signal control, the method comprising the following steps: Collect lane allocation information and lane signal control information regarding lane restrictions and traffic permissions for each lane, and divide lane scenarios based on lane information; Based on the principles of minimizing traffic conflicts and reducing lane changes, the system integrates information on lane restrictions and traffic flow, as well as lane scenarios, to guide vehicles in each lane. It also includes a dynamic estimation method for the number of tidal flow lanes at highway toll stations, the dynamic estimation method comprising the following steps: Traffic volume information for ETC lanes and ETC / MTC hybrid lanes is collected according to the detection cycle. The traffic volume information includes traffic volume information for entering and exiting the highway. Based on the traffic volume information collected in the previous detection period, predict the traffic volume information for the next adjacent detection period. A model for dynamically adjusting the number of toll station entrances and exits is established with the goal of minimizing the total queuing time for vehicles entering and exiting the highway within the prediction period. The number of tidal lanes is dynamically estimated based on a model that dynamically adjusts the configuration of toll station entrances and exits.

6. A lane dynamic allocation and entrance / exit coordination control system, characterized in that, A method for dynamic lane allocation and coordinated entrance / exit control of a ring expressway based on any one of claims 1-5 includes: The data acquisition module is used to collect historical and real-time vehicle data from urban roads entering the ring expressway via toll stations, and to obtain the predicted traffic volume from urban roads entering the ring expressway via toll stations. The prediction module is used to obtain congestion prediction results based on vehicle density data in real time. The guidance module is used to obtain the dynamic allocation results of various traffic volumes in different lanes, main lanes and ramps based on the predicted traffic volume and congestion prediction results, and send the dynamic allocation results to the traffic body and / or roadside guidance terminal as lane change guidance instructions. The signal control module is used to perform coordinated signal control of the mainline lanes and ramps based on dynamic allocation results and vehicle data.

7. A computer device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method for dynamic lane allocation and entrance / exit coordinated control of a ring expressway as described in any one of claims 1-5.

8. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the method for dynamic lane allocation and entrance / exit coordinated control of a ring expressway as described in any one of claims 1-5.

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