A method, system, device and medium for fine estimation of freeway lane merge capacity

Abstract

The application provides a highway lane mergable capacity refinement estimation method, system, device and medium, comprising the following steps: presetting a cycle period length, collecting vehicle running condition information of each lane on the highway within a target range in the current cycle period based on a highway all-time-space perception method; obtaining relative distances of all adjacent vehicles in the same lane based on the vehicle running condition information, judging development trends of each relative distance, and obtaining current-time mergable capacity of each relative distance; screening a mergable interval in each relative distance based on the development trend and the current mergable capacity, and predicting a time when the mergable interval moves to a downstream each entrance ramp merging point and a mergable capacity at the time; the application perceives a current situation and a development trend of relative distances of highway main line vehicles, can not only obtain a position and a capacity of a current-time mergable interval of the main line vehicles, but also predict a time and a capacity when the main line vehicles move to a downstream entrance ramp merging point.

Description

Technical Field

[0001] This invention belongs to the field of active traffic management technology for highways, specifically relating to a method, system, equipment, and medium for fine-grained estimation of the merging capacity of highway lanes. Background Technology

[0002] Current dynamic traffic control on highways primarily manages the flow of vehicles entering the highway system by controlling the release rate at toll stations or adjacent intersections. However, this approach has limitations: First, due to the intermittent nature of existing monitoring equipment's perception of vehicle operation on highways, most current dynamic traffic control measures limit the flow of vehicles entering ramps by acquiring the mainline traffic flow or road occupancy rate. This only controls the flow within a specific road segment, failing to achieve precise temporal coordination between ramp and mainline vehicles. This increases the difficulty of implementing merging control at ramps and reduces traffic stability. Second, strategies that control the flow of vehicles entering highways or ring roads not only reduce the user experience and revenue for highway operators but also contradict the function of ring roads in alleviating urban traffic congestion.

[0003] With the development of all-time and all-space monitoring technology for highways, the real-time and refined perception of vehicle operation status in each lane can be achieved, providing technical support for time coordination between vehicles on entrance ramps and vehicles on the mainline. Therefore, by acquiring the merging capacity within the vehicle spacing on the mainline in real time and predicting the time and capacity of each spacing to reach the downstream ramp merging point, vehicles can be guided to autonomously choose the appropriate time to merge into the mainline. This enables proactive time and space coordination between mainline vehicles and ramp vehicles on highways, improving the operational stability of the highway traffic system.

[0004] Furthermore, highway service areas, as multifunctional locations connecting ramp entrances and exits within the highway system, possess the potential to alleviate highway congestion. Compared to restricting traffic flow on highways by limiting vehicle entry onto ramps, guiding vehicles to enter and exit service areas at appropriate times can not only alleviate highway congestion but also improve the user experience and stimulate the development of related industries within the service areas. Therefore, it is necessary to explore the stabilizing function of highway service areas rather than simply restricting traffic flow into the highway system. This will enable the effective utilization of highway system resources, enhance service capacity and system stability, and truly realize their function of alleviating urban traffic congestion. Summary of the Invention

[0005] To address the problems existing in the prior art, this invention provides a method, system, device, and medium for fine-grained estimation of the merging capacity of highway lanes, which can realize the effective utilization of highway system resources, improve service capacity and system stability, and truly play its role in alleviating urban traffic congestion.

[0006] This invention is achieved through the following technical solution:

[0007] A method for refined estimation of the merging capacity of highway lanes includes the following steps:

[0008] S1: Preset cycle duration, collect vehicle operation information of each lane on the highway within the target range within the current cycle based on the highway all-time-space perception method;

[0009] S2: Based on vehicle operation information, obtain the relative distance between all adjacent vehicles in the same lane, determine the development trend of each relative distance, and obtain the current merging capacity of each relative distance.

[0010] S3: Based on the development trend and the current merging capacity, select the merging intervals from the relative distances, and predict the time when the merging intervals move to the merging points of the downstream entrance ramps and the merging capacity at that time.

[0011] Furthermore, the vehicle operation status information in step S1 includes the vehicle speed in each lane, the relative distance between vehicles in front and behind, and the coordinates of the endpoints of each relative distance.

[0012] Furthermore, the process of determining the development trend of each relative distance in step S2 is as follows:

[0013] The relative spacing between all adjacent vehicles in the same lane during the cycle;

[0014] Calculate the length difference between the relative distances of the same identifier at the same time in the current cycle and the previous cycle, where the length difference is:

[0015] ,

[0016] in, Let be the relative distance length at the end of the nth period. Specifically, if a relative distance was not identified in the previous period, it indicates that the distance is a newly generated relative distance within this period, then let . ;

[0017] like Then the relative distance is an increasing distance; if Then the relative distance is a reduced distance; if , and if Then the relative distance is a stable distance; if Then the relative distance is an increasing distance; if If so, then the relative distance is a reduced distance;

[0018] in, The end time of the current cycle and the end time of the previous cycle The difference, i.e. , Let be the speed difference between the front and rear vehicles at the end of the nth cycle. ,in Let be the speed of the vehicle in front at the end of the nth period. Let be the speed of the following vehicle at the end of the nth period.

[0019] Furthermore, the current time-capacity for each relative distance in step S2 can be:

[0020] ;

[0021] in, A standard car that can merge into the current cycle at a certain relative distance at the end of the current cycle; This represents the length of the relative distance at the end of the current cycle. The desired distance is the following distance that the driver of the following vehicle expects to maintain in relation to the speed of the vehicle in front. This refers to the length of a standard car.

[0022] Furthermore, the process of selecting the possible inflow intervals based on the development trend and current inflow capacity in step S3 is as follows:

[0023] S31: If the current available capacity is greater than or equal to 1, then define the distance as a Class A distance and proceed to step S32; if the current available capacity is less than 1, then define the distance as a Class B distance and proceed to step S33.

[0024] S32: If the relative distance is a stable distance, then mark the distance as a Type I mergeable interval; if the relative distance is an increasing distance, then mark the distance as a Type II mergeable interval; if the relative distance is a decreasing distance, then mark the distance as a Type III mergeable interval.

[0025] S33: If the relative distance is a stable distance, then mark the distance as a non-merging interval; if the relative distance is an increasing distance, then mark the distance as a Class IV mergeable interval; if the relative distance is a decreasing distance, then mark the distance as a non-merging interval.

[0026] Furthermore, the process in step S3 of predicting the time when the merging section moves to the merging point of each downstream inlet ramp and the merging capacity at that time is as follows:

[0027] For a Class I merging section, its merging capacity when it moves to the downstream inlet ramp merging point r is:

[0028] ;

[0029] For the merging sections of Class II and IV, the merging capacity when moving to the downstream entrance ramp merging point r is:

[0030] ;

[0031] For a Class III merging section, its merging capacity when it moves to the downstream inlet ramp merging point r is:

[0032] ;

[0033] in, This is the change in length of the merging section as it moves to the downstream entrance ramp merging point r.

[0034] Furthermore, it also includes the following steps:

[0035] When information is transmitted to relevant real-time map platforms, the displayed information includes:

[0036] The current merging capacity of the target segment is displayed at the corresponding segment location on the real-time map. The current merging capacity of the target segment is the sum of the capacities of all merging intervals of each lane in the segment at the current time.

[0037] The current location of each available mergeable interval and the available mergeable capacity of that interval at the current moment are displayed at the corresponding locations on the real-time map.

[0038] The time when each merging section moves to its downstream entrance ramp and the merging capacity at that time;

[0039] When information is transmitted to the variable message signs in highway service areas, the displayed information includes:

[0040] Preset large time intervals and display the sum of merging capacity that adjacent ramp entrance merging points can reach in each large time interval in the future on the display screen;

[0041] The large time segment is divided into several smaller time segments. The sum of the merging capacity of adjacent entrance ramp merging points that can be reached in each future smaller time segment is displayed on the screen. The sum of the merging capacity is the sum of the capacities of all merging intervals of the target entrance ramp merging point that can be reached in each time segment.

[0042] And the fluctuation curve of the capacity that can be drawn into the merging point of the entrance ramp in the future.

[0043] A highway lane merging capacity estimation system includes:

[0044] The data acquisition module is used to preset the cycle duration and, based on the highway all-time-space perception method, collect vehicle operation information of each lane on the highway within the target range within the current cycle.

[0045] The judgment module is used to obtain the relative distance between all adjacent vehicles in the same lane based on vehicle operation status information, judge the development trend of each relative distance, and obtain the current capacity that can be merged into each relative distance.

[0046] The prediction module is used to filter out the merging intervals at each relative distance based on the development trend and the current merging capacity, and predict the time when the merging interval moves to the merging point of each downstream entrance ramp and the merging capacity at that time.

[0047] 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 fine-grained estimation of merging capacity of highway lanes.

[0048] A computer-readable storage medium storing a computer program that, when executed by a processor, implements steps such as those in a method for fine-grained estimation of merging capacity of highway lanes.

[0049] Compared with the prior art, the present invention has the following beneficial technical effects:

[0050] This invention provides a method, system, device, and medium for refined estimation of the merging capacity of highway lanes, comprising the following steps: Presetting a cycle duration; collecting vehicle operation status information for each lane on the highway within the target range within the current cycle based on a highway all-time-space sensing method; obtaining the relative distances between all adjacent vehicles in the same lane based on the vehicle operation status information, determining the development trend of each relative distance, and obtaining the current merging capacity for each relative distance; filtering out merging intervals from each relative distance based on the development trend and the current merging capacity, and predicting the time when the merging interval moves to the merging points of downstream entrance ramps and the value at that time. Merging Capacity: By sensing the current status and development trend of the relative spacing between vehicles on the main line of the highway, this application can not only obtain the location and capacity of the merging section that the main line vehicles can enter at the current moment, but also predict the time and capacity when they move to the downstream entrance ramp merging point; at the same time, by displaying the location and capacity of the merging section that the main line of the highway can enter at the current moment, as well as the time and capacity when the section moves to the downstream entrance ramp merging point, on the one hand, it can provide the vehicles ahead to the vehicles traveling on the main line of the highway, and on the other hand, it can provide reasonable time intervals for vehicles that want to enter the highway, and help maintain the stability of the main line traffic flow.

[0051] Furthermore, this application, by transmitting information to relevant real-time map platforms and variable message signs in highway service areas, displays the location and capacity of merging sections that the main line of the highway can enter at the current moment, as well as the time and capacity for that section to move to the downstream entrance ramp merging point, on the relevant real-time map platforms. This provides information on the distribution of vehicles ahead to vehicles traveling on the main line of the highway, and provides reasonable time intervals for vehicles wanting to enter the highway, thus helping to maintain the stability of the main line traffic flow. By displaying the merging capacity of adjacent entrance ramp merging points for each future time interval in the variable message sign system of the highway service area, it is possible for vehicles in the service area to reasonably arrange their rest and departure times, thereby leveraging the stabilizing role of the service area. Attached Figure Description

[0052] Figure 1 This is a flowchart of a method for finely estimating the merging capacity of highway lanes in an embodiment of the present invention;

[0053] Figure 2 This is a flowchart illustrating the relative distance development trend determination in an embodiment of the present invention;

[0054] Figure 3 This is a schematic diagram of the vehicle's operating status in Example 1;

[0055] Figure 4 This is a schematic diagram of the display method of real-time map platform information a in Embodiment 2;

[0056] Figure 5 This is a schematic diagram illustrating the display methods of information b and c on a real-time map platform in Example 2;

[0057] Figure 6 This is a schematic diagram of the information display method of the variable message sign in the highway service area in Embodiment 2. 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 refined estimation of the merging capacity of highway lanes, such as... Figure 1 As shown, it includes the following steps:

[0062] S1: Preset cycle duration, collect vehicle operation information of each lane on the highway within the target range within the current cycle based on the highway all-time-space perception method;

[0063] S2: Based on vehicle operation information, obtain the relative distance between all adjacent vehicles in the same lane, determine the development trend of each relative distance, and obtain the current merging capacity of each relative distance.

[0064] S3: Based on the development trend and the current merging capacity, select the merging intervals from the relative distances, and predict the time when the merging intervals move to the merging points of the downstream entrance ramps and the merging capacity at that time.

[0065] Preferably, the vehicle operation status information in step S1 includes the vehicle speed in each lane, the relative distance between vehicles in front and behind, and the coordinates of the endpoints of each relative distance; it should be noted that the cycle duration can be determined according to the accuracy requirements of those skilled in the art.

[0066] Preferably, the process of determining the development trend of each relative distance in step S2 is as follows:

[0067] The relative spacing between all adjacent vehicles in the same lane during the cycle;

[0068] Calculate the length difference between the relative distances of the same identifier at the same time in the current cycle and the previous cycle, where the length difference is:

[0069] ,

[0070] in, Let be the relative distance length at the end of the nth period. Specifically, if a relative distance was not identified in the previous period, it indicates that the distance is a newly generated relative distance within this period, then let . ;

[0071] like Then the relative distance is an increasing distance; if Then the relative distance is a reduced distance; if , and if Then the relative distance is a stable distance; if Then the relative distance is an increasing distance; if If so, then the relative distance is a reduced distance;

[0072] in, The end time of the current cycle and the end time of the previous cycle The difference, i.e. , Let be the speed difference between the front and rear vehicles at the end of the nth cycle. ,in Let be the speed of the vehicle in front at the end of the nth period. Let be the speed of the following vehicle at the end of the nth period.

[0073] Preferably, the current time-to-capacity for each relative distance in step S2 is:

[0074] ;

[0075] in, A standard car that can merge into the current cycle at a certain relative distance at the end of the current cycle; This represents the length of the relative distance at the end of the current cycle. The desired distance is the following distance that the driver of the following vehicle expects to maintain in relation to the speed of the vehicle in front. The following distance is determined according to the selected following model, which is the prior art. This refers to the length of a standard car.

[0076] Preferably, the process of selecting the possible inflow intervals based on the development trend and current inflow capacity in step S3 is as follows:

[0077] S31: If the current available capacity is greater than or equal to 1, then define the distance as a Class A distance and proceed to step S32; if the current available capacity is less than 1, then define the distance as a Class B distance and proceed to step S33.

[0078] S32: If the relative distance is a stable distance, then mark the distance as a Type I mergeable interval; if the relative distance is an increasing distance, then mark the distance as a Type II mergeable interval; if the relative distance is a decreasing distance, then mark the distance as a Type III mergeable interval.

[0079] S33: If the relative distance is a stable distance, then mark the distance as a non-merging interval; if the relative distance is an increasing distance, then mark the distance as a Class IV mergeable interval; if the relative distance is a decreasing distance, then mark the distance as a non-merging interval.

[0080] It should be noted that the prediction of the time when the merging section moves to the downstream entrance ramp merging point in step S3 is specifically achieved by predicting the time when the lead vehicle of each merging section moves to the downstream entrance ramp merging point, and using this as the time when the section moves to the downstream entrance ramp merging point. There are already a lot of studies on vehicle travel time prediction in the existing literature. However, the study on vehicle travel time prediction is not the core protection point of this application, so it will not be elaborated here.

[0081] Preferably, the process in step S3 of predicting the time when the merging section moves to the merging point of each downstream inlet ramp and the merging capacity at that time is as follows:

[0082] For a Class I merging section, its merging capacity when it moves to the downstream inlet ramp merging point r is:

[0083] ;

[0084] For the merging sections of Class II and IV, the merging capacity when moving to the downstream entrance ramp merging point r is:

[0085] ;

[0086] For a Class III merging section, its merging capacity when it moves to the downstream inlet ramp merging point r is:

[0087] ;

[0088] in, This is the change in length of the merging section as it moves to the downstream entrance ramp merging point r.

[0089] Preferably, in order to guide vehicles to obtain the optimal time to enter the main line of the expressway through information guidance, this application uses a method of visually conveying the above information through relevant real-time map platforms and variable information boards in expressway service areas, so as to realize the information visualization of the merging capacity of each section of the expressway, the current and future status of each merging section, and the merging time and capacity at each entrance ramp merging point.

[0090] It should be noted that before implementing the above steps, those skilled in the art can divide the main road of the expressway into sections, which can be done by dividing the sections with the ramp entrances as the endpoints, or by determining the accuracy requirements based on the requirements of those skilled in the art using this invention.

[0091] The above information will be updated and transmitted in real time to relevant information publishing media, including but not limited to real-time map platforms and highway service area information display screen systems, and information visualization processing will be performed according to the characteristics of different display media, as follows:

[0092] When information is transmitted to relevant real-time map platforms, the displayed information includes:

[0093] The current merging capacity of the target segment is displayed at the corresponding segment location on the real-time map. The current merging capacity of the target segment is the sum of the capacities of all merging intervals of each lane in the segment at the current time.

[0094] The current location of each available mergeable interval and the available mergeable capacity of that interval at the current moment are displayed at the corresponding locations on the real-time map.

[0095] The time when each merging section moves to its downstream entrance ramp and the merging capacity at that time;

[0096] When information is transmitted to the variable message signs in highway service areas, the displayed information includes:

[0097] Preset large time intervals and display the sum of merging capacity that adjacent ramp entrance merging points can reach in each large time interval in the future on the display screen;

[0098] The large time segment is divided into several smaller time segments. The sum of the merging capacity of adjacent entrance ramp merging points that can be reached in each future smaller time segment is displayed on the screen. The sum of the merging capacity is the sum of the capacities of all merging intervals of the target entrance ramp merging point that can be reached in each time segment.

[0099] And the fluctuation curve of the capacity that can be drawn into the merging point of the entrance ramp in the future.

[0100] Example 1: This section further provides an example to demonstrate and illustrate a method for guiding information on the merging capacity of highway lanes, as described below:

[0101] First, the main road of the expressway is divided into sections. In this embodiment, the sections are divided with the ramps as the endpoints.

[0102] Secondly, the above information is updated and transmitted in real time to relevant information publishing platforms such as real-time map platforms and highway service area display screen systems. The specific visualization processing method is as follows.

[0103] When the above information is transmitted to relevant real-time map platforms, three types of information are displayed:

[0104] a. Display the available inflow capacity of each segment at the corresponding location on the real-time map. The available inflow capacity of that segment at the current time is the sum of the capacities of all available inflow intervals within that segment at the current time. The display interface is as follows: Figure 4 As shown;

[0105] b. Display the current location of each mergeable interval and its current mergeable capacity on the real-time map, with different interval types represented by different colors. Taking the vehicle operation status of the road segment studied in Example 1 as an example, the display interface is as follows: Figure 5 As shown;

[0106] c. The time when each merging section moves to its downstream entrance ramp and the merging capacity at that time. Taking the vehicle operation status of the road segment studied in Example 1 as an example, its display interface is as follows: Figure 5 As shown.

[0107] When the above information is transmitted to the information display screen in the highway service area, three types of information are displayed, such as... Figure 6 As shown:

[0108] a. Set 1 hour as a large time interval, and display the sum of the merging capacity that can be reached by adjacent entrance ramps in each large time interval in the future on the display screen;

[0109] b. Divide the 1-hour time interval into 6 smaller time intervals of 10 minutes each, and display on the screen the sum of the merging capacities of adjacent entrance ramp merging points that can be reached in each of the future smaller time intervals. The sum of the merging capacities is the sum of the capacities of all merging intervals of the target entrance ramp merging point that can be reached within each time interval;

[0110] c. The future merging point of this entrance ramp can be subject to fluctuations in capacity.

[0111] This invention provides a highway lane merging capacity estimation system, comprising:

[0112] The data acquisition module is used to preset the cycle duration and, based on the highway all-time-space perception method, collect vehicle operation information of each lane on the highway within the target range within the current cycle.

[0113] The judgment module is used to obtain the relative distance between all adjacent vehicles in the same lane based on vehicle operation status information, judge the development trend of each relative distance, and obtain the current capacity that can be merged into each relative distance.

[0114] The prediction module is used to filter out the merging intervals at each relative distance based on the development trend and the current merging capacity, and predict the time when the merging interval moves to the merging point of each downstream entrance ramp and the merging capacity at that time.

[0115] 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 fine-grained estimation of the merging capacity of highway lanes.

[0116] 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 refined estimation method for highway lane merging capacity in the above embodiments.

[0117] 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.

[0118] 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.

[0119] 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.

[0120] 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.

[0121] 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 refined estimation of the merging capacity of highway lanes, characterized in that, Includes the following steps: S1: Preset cycle duration, collect vehicle operation information of each lane on the highway within the target range within the current cycle based on the highway all-time and space perception method; S2: Based on vehicle operation status information, obtain the relative distance between all adjacent vehicles in the same lane, determine the development trend of each relative distance, and obtain the current merging capacity of each relative distance. S3: Based on the development trend and the current merging capacity, select the merging intervals from the relative distances, and predict the time when the merging intervals move to the merging points of the downstream entrance ramps and the merging capacity at that time. The process of determining the development trend of each relative distance in step S2 is as follows: The relative spacing between all adjacent vehicles in the same lane during the cycle period; Calculate the length difference between the relative distances of the same identifier at the same time in the current cycle and the previous cycle, where the length difference is: ， in, Let be the relative distance length at the end of the nth period; specifically, if a relative distance was not identified in the previous period, it indicates that the distance is a newly generated relative distance within this period, then let . ; like Then the relative distance is an increasing distance; if Then the relative distance is a reduced distance; if , and if Then the relative distance is a stable distance; if Then the relative distance is an increasing distance; if If so, then the relative distance is a reduced distance; in, The end time of the current cycle and the end time of the previous cycle The difference, i.e. , Let $\frac{ ... ,in Let be the speed of the vehicle in front at the end of the nth period. Let be the speed of the following vehicle at the end of the nth period; The current capacity that can be merged for each relative distance in step S2 is: ； in, A standard car that can merge into the current cycle at a certain relative distance at the end of the current cycle; This represents the length of the relative distance at the end of the current cycle. The desired distance is the following distance that the driver of the following vehicle expects to maintain in relation to the speed of the vehicle in front. The length of a standard car; The process of selecting the possible inflow intervals based on the development trend and current inflow capacity in step S3 is as follows: S31: If the current available capacity is greater than or equal to 1, then define the distance as a Class A distance and proceed to step S32; if the current available capacity is less than 1, then define the distance as a Class B distance and proceed to step S33. S32: If the relative distance is a stable distance, then mark the distance as a Type I mergeable interval; if the relative distance is an increasing distance, then mark the distance as a Type II mergeable interval; if the relative distance is a decreasing distance, then mark the distance as a Type III mergeable interval. S33: If the relative distance is a stable distance, then mark the distance as a non-merging interval; if the relative distance is an increasing distance, then mark the distance as a Class IV mergeable interval; if the relative distance is a decreasing distance, then mark the distance as a non-merging interval.

2. The method for refined estimation of merging capacity of highway lanes according to claim 1, characterized in that, The vehicle operation status information in step S1 includes the vehicle speed in each lane, the relative distance between vehicles in front and behind, and the coordinates of the endpoints of each relative distance.

3. The method for refined estimation of merging capacity of highway lanes according to claim 1, characterized in that, The process in step S3 of predicting the time when the merging section moves to the merging point of each downstream inlet ramp and the merging capacity at that time is as follows: For a Class I merging section, its merging capacity when it moves to the downstream inlet ramp merging point r is: ； For the merging sections of Class II and IV, the merging capacity when moving to the downstream entrance ramp merging point r is: ； For a Class III merging section, its merging capacity when it moves to the downstream inlet ramp merging point r is: ； in, This is the change in length of the merging section as it moves to the downstream entrance ramp merging point r.

4. The method for refined estimation of merging capacity of highway lanes according to claim 1, characterized in that, It also includes the following steps: When information is transmitted to relevant real-time map platforms, the displayed information includes: The current merging capacity of the target segment is displayed at the corresponding segment location on the real-time map. The current merging capacity of the target segment is the sum of the capacities of all merging intervals of each lane in the segment at the current time. The current location of each available mergeable interval and the available mergeable capacity of that interval at the current moment are displayed at the corresponding locations on the real-time map. The time when each merging section moves to its downstream entrance ramp and the merging capacity at that time; When information is transmitted to the variable message signs in highway service areas, the displayed information includes: Preset large time intervals and display the sum of merging capacity that adjacent ramp entrance merging points can reach in each large time interval in the future on the display screen; The large time segment is divided into several smaller time segments. The sum of the merging capacity of adjacent entrance ramp merging points that can be reached in each future smaller time segment is displayed on the screen. The sum of the merging capacity is the sum of the capacities of all merging intervals of the target entrance ramp merging point that can be reached in each time segment. And the fluctuation curve of the capacity that can be drawn into the merging point of the entrance ramp in the future.

5. A highway lane merging capacity estimation system, characterized in that, A refined estimation method for the merging capacity of highway lanes according to any one of claims 1-4 includes: The data acquisition module is used to preset the cycle duration and, based on the highway all-time-space perception method, collect vehicle operation information of each lane on the highway within the target range within the current cycle. The judgment module is used to obtain the relative distance between all adjacent vehicles in the same lane based on vehicle operation status information, judge the development trend of each relative distance, and obtain the current capacity that can be merged into each relative distance. The prediction module is used to filter out the merging intervals at each relative distance based on the development trend and the current merging capacity, and predict the time when the merging interval moves to the merging point of each downstream entrance ramp and the merging capacity at that time.

6. 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 fine-grained estimation of the merging capacity of highway lanes as described in any one of claims 1-4.

7. 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 fine-grained estimation of the merging capacity of highway lanes as described in any one of claims 1-4.

Images