Methods for Coordinated Lane Changing in Merging Zones of Expressway Networks with Dedicated Lanes for Connected Vehicles

Abstract

This invention discloses a collaborative lane-changing control method for merging areas in expressways with dedicated lanes for connected vehicles. The method involves collecting lane type and vehicle information for each segment of the expressway mainline in the merging area with dedicated lanes. Based on traffic demand, the method predicts the traffic density of each segment and lane at the next moment. With the control objectives of minimizing the total travel time and the total number of lane changes for the expressway system, an optimal collaborative lane-changing control model for the merging area is constructed, thereby solving for the optimal combination of lane changes between each segment and lane in the merging area. This invention helps reduce the traffic efficiency degradation and safety risks caused by frequent lane changes due to connected vehicle group lane changes in dedicated lane settings, maximizing road capacity under dedicated lane conditions.

Description

Technical Field

[0001] This invention belongs to the field of intelligent traffic management and control, specifically a method for coordinated lane changing control in the merging zone of expressways under the condition of dedicated lanes for connected vehicles. Background Technology

[0002] With the advancement of 5G and vehicle-to-everything (V2X) technologies, research on connected autonomous vehicles is becoming increasingly active. This technology, through V2V communication, shares vehicle information in real time, aiming to improve the efficiency and safety of traffic flow. Dedicated lanes for connected vehicles, as an innovative traffic technology and infrastructure, hold promise for application in mixed-traffic flows, reducing the mutual interference between connected autonomous vehicles and human-driven vehicles. However, existing research primarily focuses on the planning and design of dedicated lanes for connected vehicles on basic road sections, neglecting the traffic control issues at merging bottleneck sections under dedicated lane configurations. This could lead to traffic chaos and fail to fully realize the significance of dedicated lanes. Summary of the Invention

[0003] To overcome the shortcomings of existing technologies, this invention provides a method for coordinated lane changing control in merging areas under the setting of dedicated lanes for connected vehicles in expressways. The aim is to determine the optimal number of lane changes for connected vehicles in each lane upstream of the merging area based on the overall traffic efficiency, thereby improving traffic operation efficiency. This reduces traffic delays and driving risks caused by concentrated lane changes in the merging area, guides vehicles in the merging area to make coordinated lane changes, and helps vehicles pass smoothly and steadily through the bottleneck of the expressway merging.

[0004] To achieve the above-mentioned objectives, the present invention adopts the following technical solution:

[0005] The present invention relates to a method for coordinated lane-changing control in merging zones of a dedicated lane for connected vehicles on an expressway network. The method is characterized by the inclusion of a [missing information - likely a specific feature or feature] on the main line of the expressway. d A dedicated lane for connected vehicles and l m There are 10 regular lanes, of which the dedicated lane for connected vehicles is located on the inner lane of the main line of the expressway, and the dedicated lane for connected vehicles is only for connected vehicles, while the regular lanes allow both connected vehicles and manually driven vehicles to pass.

[0006] The merging zone is defined as the junction of the mainline and ramps of the expressway. Taking the direction of vehicle travel as the positive direction, the upstream mainline of the merging zone is divided into I segments according to the direction of travel. The I-th segment is the segment containing the merging zone. Let any segment be numbered i, i = 1, 2, ..., I, and let the length of any i-th segment be L. i Number any lane on each road segment as j, and number the lanes sequentially from the inside to the outside as j = 1, 2, ..., J;

[0007] The section on the ramp outside lane J that merges with segment I-1 is denoted as the acceleration lane, denoted as r, and its length is L. r The method is characterized by comprising the following steps:

[0008] Step 1: Predict the traffic density of each lane and acceleration lane r on the main line of the expressway during the (t+1)th control period;

[0009] Step 1.1 Calculate the density k of the j-th lane on the i-th road segment under the t-th control cycle using equations (1) and (2) respectively. i,j (t) and the density k of the acceleration lane r r (t);

[0010]

[0011] In equation (1), n i,j (t) represents the number of vehicles in the j-th lane of the i-th road segment during the t-th control cycle;

[0012]

[0013] In equation (2), n r (t) represents the number of vehicles in acceleration lane r during the t-th control cycle;

[0014] Step 1.2 Calculate the transmission capacity S of the j-th lane on the i-th road segment to the downstream lane under the (t+1)-th control cycle using equation (3). i,j (t+1);

[0015] S i,j (t+1)=min{v f k i,j (t),C i,j (p i,j (t))} (3)

[0016] In equation (3), v f p is the free-flow velocity of the main line of the expressway. i,j (t) represents the connected vehicle penetration rate in the j-th lane of the i-th road segment during the t-th control cycle, C i,j (p i,j (t) represents the penetration rate of connected vehicles in lane j on road segment i under control cycle t. i,j The passage capacity at time (t) is obtained from equation (4);

[0017]

[0018] In equation (4), For the t-th control cycle, the penetration rate of connected vehicles in the j-th lane of the i-th road segment is p. i,jCritical density at (t);

[0019] Step 1.3 Calculate the sending capacity S of the accelerating lane r merging into the main line of the expressway under the (t+1)th control cycle using equation (5). r (t+1);

[0020] S r (t+1)=min{v f k r (t),C r (p r (t))} (5)

[0021] In equation (5), p r (t) represents the penetration rate of connected vehicles in the acceleration lane r during the t-th control cycle, C r (p r (t) represents the acceleration lane r in the t-th control cycle, where the penetration rate of connected vehicles is p. r The passage capacity at time (t) is obtained from equation (6);

[0022]

[0023] In equation (6), For the acceleration lane r in the t-th control cycle, the penetration rate of connected vehicles is p. r Critical density at (t);

[0024] Step 1.4 Predict the probability that a manually driven vehicle in lane j of segment i will choose to enter lane h of segment i+1 downstream during the (t+1)th control period.

[0025] When j≠h, for manually driven vehicles in lane j on segment i:

[0026] If lane h on segment i+1 is a dedicated lane for connected vehicles, then the lane selection probability of lane j on segment i in control period t is...

[0027] If lane h on segment i+1 is a regular lane, then equation (7) is used to obtain the lane selection probability of manually driven vehicles in lane j on segment i during control period t.

[0028]

[0029] In equation (7), τ is the time required for the manually driven vehicle to decide and execute the lane change; k jam Lane congestion density; T s k is the interval between adjacent control cycles. i,h(t) represents the density of the h-th lane on the i-th road segment under the t-th control cycle;

[0030] When j = h, for a manually driven vehicle in lane j on segment i, the lane selection probability of lane j on segment i in the (t+1)th control period is predicted by equation (8).

[0031]

[0032] In equation (8), The probability that a manually driven vehicle in lane j of segment i in the (t+1)th control period chooses to enter lane g of segment i+1 downstream;

[0033] Step 1.5 Initialize the probability of connected vehicles in all lanes of all road segments entering lanes of downstream road segments in the (t+1)th control cycle;

[0034] When j≠h, randomly initialize the lane-changing probability of a connected vehicle in lane j on segment i to lane h on segment i+1 downstream during control cycle t+1.

[0035] When j = h, the lane-changing probability of a connected vehicle in lane j on segment i entering lane h on segment i+1 downstream is obtained by equation (9) in control period t+1.

[0036]

[0037] In equation (9), The probability that a connected vehicle in lane j of segment i in the (t+1)th control period chooses to enter lane g of segment i+1 downstream;

[0038] Step 1.6 Predict the expected traffic flow from lane j on segment i to lane h on segment i+1 downstream during the (t+1)th control cycle.

[0039] When the h-th lane on the (i+1)th downstream road segment is a regular lane, the expected flow rate from the j-th lane on the i-th road segment to the h-th lane on the (i+1)th road segment in the (t+1)th control cycle can be obtained through equation (10).

[0040]

[0041] When the h-th lane on the downstream i+1th segment is a dedicated lane for connected vehicles, the expected flow rate from the j-th lane on the i-th segment to the h-th lane on the i+1th segment in the t+1th control cycle can be obtained through equation (11).

[0042]

[0043] Step 1.7 Predict the reception capacity R of lane h on the (i+1)th segment of the expressway mainline under the (t+1)th control cycle. i+1,h The receiving capacity R of (t+1) and acceleration lane r r (t+1);

[0044] The receiving capacity R of the h-th lane on the (i+1)-th segment of the expressway mainline under the (t+1)-th control cycle is obtained by equation (12). i+1,h (t+1):

[0045] R i+1,h (t+1)=min{ω i+1,h (p i+1,h (t))(k jam -k i+1,h (t)),C i+1,h (p i+1,h (t))} (12)

[0046] In equation (12), p i+1,h (t) represents the connected vehicle penetration rate in lane h of road segment i+1 under control period t, C i+1,h (p i+1,h (t) represents the penetration rate of connected vehicles in lane h of road segment i+1 under the t-th control cycle. i+1,h The passage capacity at time (t); ω i+1,h (p i+1,h (t) represents the penetration rate of connected vehicles in lane h of road segment i+1 under the t-th control cycle. i+1,h The traffic wave velocity at time (t) is calculated using equation (13);

[0047]

[0048] In equation (13), This indicates that the penetration rate of connected vehicles in lane h on road segment i+1 under control period t is p. i+1,h Critical density at (t);

[0049] The receiving capability R of the acceleration lane r in the (t+1)th control cycle is obtained using equation (14). r (t+1):

[0050] R r (t+1)=min{ω r (p r (t))(k jam -k r (t)),C r(p r (t))} (14)

[0051] In equation (14), ω r (p r (t) represents the acceleration lane r in the t-th control cycle, where the penetration rate of connected vehicles is p. r The traffic wave velocity at time (t) is calculated using equation (15);

[0052]

[0053] In equation (15), This indicates that the acceleration lane r has a connected vehicle penetration rate of p during the t-th control cycle. r Critical density at (t);

[0054] Step 1.8 Calculate the flow rate from lane j on segment i to lane h on segment i+1 downstream during the (t+1)th control cycle. And the flow q merging from the acceleration lane into the main line r (t+1); h∈{j-1,j,j+1};

[0055] Let the merging lanes on the merging zone of lane J in section I be the merging lanes;

[0056] When lane h on segment i+1 is not a merging lane, the flow rate from lane j on segment i to lane h on downstream segment i+1 is calculated using equation (16) during control cycle t+1.

[0057]

[0058] In equation (16), Let g be the expected flow rate from lane g on segment i to lane h on segment i+1 during the (t+1)th control cycle.

[0059] When lane h on segment i+1 is a merging lane, the flow rate from lane j on segment i to lane h on downstream segment i+1 is calculated using equation (17) during control cycle t+1.

[0060]

[0061] The flow rate q merging from the acceleration lane into the main line during the (t+1)th control cycle is calculated using equation (18). r (t+1);

[0062]

[0063] In equation (18), R I,J(t+1) represents the receiving capacity of the Jth lane on the Ith segment of the expressway mainline under the (t+1)th control cycle; This represents the expected flow rate from lane g on segment I-1 to lane j on segment I during the (t+1)th control cycle.

[0064] Step 1.9 Predict the traffic density of each lane and acceleration lane r on the main line during the (t+1)th control cycle;

[0065] When i = 1, the density k of the j-th lane on the i-th road segment under the (t+1)-th control cycle is predicted by equation (19). i,j (t+1);

[0066]

[0067] In equation (19), d i,j (t+1) represents the traffic demand upstream of the j-th lane on the i-th road segment during the t+1-th control cycle;

[0068] When i > 1, the density k of the j-th lane on the i-th road segment under the (t+1)-th control cycle is predicted by equation (20). i,j (t+1);

[0069]

[0070] In equation (20), This represents the flow rate from lane h on segment i-1 to lane j on segment i downstream during control cycle t+1.

[0071] The density k of the acceleration lane r in the (t+1)th control cycle is predicted using equation (21). r (t+1);

[0072]

[0073] In equation (21), d r (t+1) represents the traffic demand upstream of the acceleration lane r during the (t+1)th control cycle;

[0074] Step 2: Construct a collaborative lane-changing control model for merging areas under the condition of dedicated lanes on expressways;

[0075] Step 2.1 Construct an objective function z(t+1) with the goal of minimizing the total travel time and total number of lane changes for all vehicles in the (t+1)th control cycle using equation (22);

[0076]

[0077] In equation (19), λ1 is the weight of the total travel time of the vehicle, and λ2 is the weight of the total number of lane changes of the vehicle.

[0078] Step 2.2 Construct constraints using equations (23) to (24);

[0079]

[0080] l d ≥1,l m ≥1 (24)

[0081] Step 3 uses a genetic algorithm to solve the optimal cooperative lane-changing control model for the vehicles, obtaining the optimal lane-changing probability for all connected vehicles in all lanes of all road segments under the (t+1)th control cycle. in, Let h represent the optimal lane-changing probability of a connected vehicle in lane j on segment i in the (t+1)th control period entering lane h on segment i+1 downstream, where h∈{j-1,j+1}.

[0082] Step 4: Interval T in the (t+1)th control period s Within the system, all connected vehicles traversing all lanes change lanes;

[0083] Step 4.1 At time s in the t-th control cycle s Get the position x of the m-th vehicle in the j-th lane on the i-th road segment. i,j,m (t s );

[0084] Step 4.2 Determine whether the m-th vehicle is a connected vehicle. If it is a connected vehicle, record the positions of the vehicles adjacent to the m-th vehicle in lane h as x. i,h,m′ (t s ) and x i,h,m″ (t s );

[0085] Determine whether the safe lane-changing condition shown in equation (25) is met. If it is met, then the m-th vehicle will change lanes from lane j to lane h; otherwise, the m-th vehicle will not be allowed to change lanes; h∈{j-1,j+1}.

[0086] x i,h,m″ (t s )+D≤x i,j,m (t s )≤x i,h,m′ (t s )-D (25)

[0087] In equation (25), D is the specified safe lane-changing distance;

[0088] Step 4.3 If the number of lane changes from lane j on segment i to lane h on segment i+1 in the (t+1)th control cycle is equal to If the lane-changing operation stops, t+1 is assigned to t, and the process returns to step 1 for sequential execution; otherwise, step 4.4 is executed; h∈{j-1,j+1};

[0089] Step 4.4 Determine whether the t-th control cycle has ended. If it has ended, assign t+1 to t and return to step 1 to execute sequentially; otherwise, assign s+1 to s and return to step 4.1 to continue traversing.

[0090] The present invention provides an electronic device, comprising a memory and a processor, wherein the memory is used to store a program that supports the processor in executing the merging zone coordinated lane change control method under the setting of the expressway network connected vehicle dedicated lane, and the processor is configured to execute the program stored in the memory.

[0091] The present invention discloses a computer-readable storage medium on which a computer program is stored, wherein the computer program, when executed by a processor, performs the steps of the merging zone coordinated lane-changing control method under the setting of the expressway network connected vehicle dedicated lane.

[0092] Compared with existing technologies, the beneficial technical effects of this invention are reflected in:

[0093] 1. In a hybrid driving environment, this invention aims to minimize the total travel time and the total number of lane changes for vehicles in the expressway system. It constructs an optimal cooperative lane-changing control model for connected vehicles in the upstream section of the merging zone, thereby solving for the optimal number of lane changes for connected vehicles between each lane in each section of the merging zone. This helps upstream vehicles in the merging zone to coordinate lane changes, ensuring smooth traffic flow and improving traffic efficiency and safety.

[0094] 2. This invention utilizes the concept of cellular transmission to establish a traffic prediction model for the merging zone of expressways under the setting of dedicated lanes for connected vehicles, calculates the traffic density of dedicated lanes and ordinary lanes, and predicts the transmission flow of each lane in the next control time interval, thereby improving the accuracy of the prediction model.

[0095] 3. This invention fully utilizes the advantages of real-time information sharing among connected and autonomous vehicles, and combines innovative connected vehicle-dedicated lane technology to effectively acquire real-time road status information, including key data such as the number of vehicles on the road segment and speed, ensuring the accuracy of the optimal lane-change number optimization model. Attached Figure Description

[0096] Figure 1 This is a schematic diagram of a scenario for the present invention;

[0097] Figure 2 This is the overall flowchart of the present invention. Detailed Implementation

[0098] In this embodiment, a collaborative lane-changing control method for merging areas under dedicated lane settings on expressways utilizes communication between connected autonomous vehicles, combined with traffic prediction and vehicle characteristics, to achieve collaborative lane-changing control in merging areas of expressways with dedicated lane settings, aiming to improve overall traffic efficiency and safety. This innovative method is expected to improve traffic flow, reduce congestion in scenarios such as expressways, and enhance the overall operational efficiency of road traffic. Specifically, as... Figure 1 As shown, l is installed on the main line of the expressway. d A dedicated lane for connected vehicles and l m There are 10 regular lanes, of which the dedicated lane for connected vehicles is located on the inner lane of the main line of the expressway and only connected vehicles are allowed to pass through the dedicated lane for connected vehicles. The regular lanes allow both connected vehicles and manually driven vehicles to pass through.

[0099] The merging zone is defined as the junction of the mainline and ramps of the expressway. Taking the direction of vehicle travel as the positive direction, the upstream mainline of the merging zone is divided into I segments according to the direction of travel. The I-th segment is the segment containing the merging zone. Let any segment be numbered i, i = 1, 2, ..., I, and let the length of any i-th segment be L. i Number any lane on each road segment as j, and number the lanes sequentially from the inside to the outside as j = 1, 2, ..., J;

[0100] The section on the ramp outside lane J that merges with segment I-1 is denoted as the acceleration lane, denoted as r, and its length is L. r .

[0101] like Figure 2 As shown, the cooperative lane-changing control method is executed according to the following steps:

[0102] Step 1: Predict the traffic density of each lane and acceleration lane r on the main line of the expressway during the (t+1)th control period;

[0103] Step 1.1 Calculate the density k of the j-th lane on the i-th road segment under the t-th control cycle using equations (1) and (2) respectively. i,j (t) and the density k of the acceleration lane r r (t);

[0104]

[0105] In equation (1), n i,j (t) represents the number of vehicles in the j-th lane of the i-th road segment during the t-th control cycle, which can be obtained using the roadside unit and the positioning module installed on the vehicle;

[0106]

[0107] In equation (2), n r(t) represents the number of vehicles in acceleration lane r during the t-th control cycle.

[0108] Step 1.2 Based on the concept of cellular transmission, use equation (3) to calculate the transmission capacity S from lane j on the i-th road segment to the downstream lane in the (t+1)-th control cycle. i,j (t+1);

[0109] S i,j (t+1)=min{v f k i,j (t),C i,j (p i,j (t))} (3)

[0110] In equation (3), v f p is the free-flow velocity of the main line of the expressway. i,j (t) represents the connected vehicle penetration rate in the j-th lane of the i-th road segment during the t-th control cycle, C i,j (p i,j (t) represents the penetration rate of connected vehicles in lane j on road segment i under control cycle t. i,j The passage capacity at time (t) is obtained from equation (4);

[0111]

[0112] In equation (4), For the t-th control cycle, the penetration rate of connected vehicles in the j-th lane of the i-th road segment is p. i,j Critical density at (t).

[0113] Step 1.3 Calculate the sending capacity S of the accelerating lane r merging into the main line of the expressway under the (t+1)th control cycle using equation (5). r (t+1);

[0114] S r (t+1)=min{v f k r (t),C r (p r (t))} (5)

[0115] In equation (5), p r (t) represents the penetration rate of connected vehicles in the acceleration lane r during the t-th control cycle, C r (p r (t) represents the acceleration lane r in the t-th control cycle, where the penetration rate of connected vehicles is p. r The passage capacity at time (t) is obtained from equation (6);

[0116]

[0117] In equation (6), For the acceleration lane r in the t-th control cycle, the penetration rate of connected vehicles is p. r Critical density at (t).

[0118] Step 1.4 Predict the probability that a manually driven vehicle in lane j of segment i will choose to enter lane h of segment i+1 downstream during the (t+1)th control period.

[0119] When j≠h, for manually driven vehicles in lane j on segment i:

[0120] If lane h on segment i+1 is a dedicated lane for connected vehicles, then the lane selection probability of lane j on segment i in control period t is...

[0121] If lane h on segment i+1 is a regular lane, then equation (7) is used to obtain the lane selection probability of manually driven vehicles in lane j on segment i during control period t.

[0122]

[0123] In equation (7), τ is the time required for the manually driven vehicle to decide and execute the lane change; k jam Lane congestion density; T s k is the interval between adjacent control cycles. i,h (t) represents the density of lane h on road segment i under control period t.

[0124] When j = h, for a manually driven vehicle in lane j on segment i, the lane selection probability of lane j on segment i in the (t+1)th control period is predicted by equation (8).

[0125]

[0126] In equation (8), The probability that a manually driven vehicle in lane j of segment i in the (t+1)th control period chooses to enter lane g of segment i+1 downstream.

[0127] Step 1.5 Initialize the probability of connected vehicles in all lanes of all road segments entering lanes of downstream road segments in the (t+1)th control cycle;

[0128] When j≠h, randomly initialize the lane-changing probability of a connected vehicle in lane j on segment i to lane h on segment i+1 downstream during control cycle t+1.

[0129] When j = h, the lane-changing probability of a connected vehicle in lane j on segment i entering lane h on segment i+1 downstream is obtained by equation (9) in control period t+1.

[0130]

[0131] In equation (9), The probability that a connected vehicle in lane j of segment i in the (t+1)th control period chooses to enter lane g of segment i+1 downstream.

[0132] Step 1.6 Predict the expected traffic flow from lane j on segment i to lane h on segment i+1 downstream during the (t+1)th control cycle.

[0133] When the h-th lane on the (i+1)th downstream road segment is a regular lane, the expected flow rate from the j-th lane on the i-th road segment to the h-th lane on the (i+1)th road segment in the (t+1)th control cycle can be obtained through equation (10).

[0134]

[0135] When the h-th lane on the downstream i+1th segment is a dedicated lane for connected vehicles, the expected flow rate from the j-th lane on the i-th segment to the h-th lane on the i+1th segment in the t+1th control cycle can be obtained through equation (11).

[0136]

[0137] Step 1.7 Predict the reception capacity R of lane h on the (i+1)th segment of the expressway mainline under the (t+1)th control cycle. i+1,h The receiving capacity R of (t+1) and acceleration lane r r (t+1);

[0138] The receiving capacity R of the h-th lane on the (i+1)-th segment of the expressway mainline under the (t+1)-th control cycle is obtained by equation (12). i+1,h (t+1):

[0139] R i+1,h (t+1)=min{ω i+1,h (p i+1,h (t))(k jam -k i+1,h (t)),C i+1,h (p i+1,h (t))} (12)

[0140] In equation (12), p i+1,h(t) represents the connected vehicle penetration rate in lane h of road segment i+1 under control period t, C i+1,h (p i+1,h (t) represents the penetration rate of connected vehicles in lane h of road segment i+1 under the t-th control cycle. i+1,h The passage capacity at time (t); ω i+1,h (p i+1,h (t) represents the penetration rate of connected vehicles in lane h of road segment i+1 under the t-th control cycle. i+1,h The traffic wave velocity at time (t) is calculated using equation (13);

[0141]

[0142] In equation (13), This indicates that the penetration rate of connected vehicles in lane h on road segment i+1 under control period t is p. i+1,h Critical density at (t).

[0143] The receiving capability R of the acceleration lane r in the (t+1)th control cycle is obtained using equation (14). r (t+1):

[0144] R r (t+1)=min{ω r (p r (t))(k jam -k r (t)),C r (p r (t))} (14)

[0145] In equation (14), ω r (p r (t) represents the acceleration lane r in the t-th control cycle, where the penetration rate of connected vehicles is p. r The traffic wave velocity at time (t) is calculated using equation (15);

[0146]

[0147] In equation (15), This indicates that the acceleration lane r has a connected vehicle penetration rate of p during the t-th control cycle. r Critical density at (t).

[0148] Step 1.8 Calculate the flow rate from lane j on segment i to lane h on segment i+1 downstream during the (t+1)th control cycle. And the flow q merging from the acceleration lane into the main line r (t+1); h∈{j-1,j,j+1};

[0149] Let the merging lanes on the merging zone of lane J in section I be the merging lanes;

[0150] When lane h on segment i+1 is not a merging lane, the flow rate from lane j on segment i to lane h on downstream segment i+1 is calculated using equation (16) during control cycle t+1.

[0151]

[0152] In equation (16), Let be the expected flow rate from lane g on segment i to lane h on segment i+1 during the (t+1)th control cycle.

[0153] When lane h on segment i+1 is a merging lane, the flow rate from lane j on segment i to lane h on downstream segment i+1 is calculated using equation (17) during control cycle t+1.

[0154]

[0155] The flow rate q merging from the acceleration lane into the main line during the (t+1)th control cycle is calculated using equation (18). r (t+1);

[0156]

[0157] In equation (18), R I,J (t+1) represents the receiving capacity of the Jth lane on the Ith segment of the expressway mainline under the (t+1)th control cycle; This represents the expected flow rate from lane g on segment I-1 to lane j on segment I during the (t+1)th control cycle.

[0158] Step 1.9 Predict the traffic density of each lane and acceleration lane r on the main line during the (t+1)th control cycle;

[0159] When i = 1, the density k of the j-th lane on the i-th road segment under the (t+1)-th control cycle is predicted by equation (19). i,j (t+1);

[0160]

[0161] In equation (19), d i,j (t+1) represents the traffic demand upstream of the j-th lane on the i-th road segment during the t+1-th control cycle.

[0162] When i > 1, the density k of the j-th lane on the i-th road segment under the (t+1)-th control cycle is predicted by equation (20). i,j (t+1);

[0163]

[0164] In equation (20), This represents the flow rate from lane h on segment i-1 to lane j on segment i downstream during control cycle t+1.

[0165] The density k of the acceleration lane r in the (t+1)th control cycle is predicted using equation (21). r (t+1);

[0166]

[0167] In equation (21), d r (t+1) represents the traffic demand upstream of the acceleration lane r during the (t+1)th control cycle.

[0168] Step 2: Construct a collaborative lane-changing control model for merging areas under the condition of dedicated lanes on expressways;

[0169] Step 2.1 Construct an objective function z(t+1) with the goal of minimizing the total travel time and total number of lane changes for all vehicles in the (t+1)th control cycle using equation (22);

[0170]

[0171] In equation (19), λ1 is the weight of the total travel time of the vehicle, and λ2 is the weight of the total number of lane changes of the vehicle.

[0172] Step 2.2 Construct constraints using equations (23) to (24);

[0173]

[0174] l d ≥1,l m ≥1 (24)

[0175] Equation (23) indicates that the lane-changing rate of connected vehicles ranges from 0 to 1;

[0176] Equation (24) indicates that the main line of the expressway has at least one dedicated lane and one ordinary lane.

[0177] Step 3 uses a genetic algorithm to solve the optimal cooperative lane-changing control model for vehicles, obtaining the optimal lane-changing probability for all connected vehicles in all lanes of all road segments under the (t+1)th control cycle. in, Let h represent the optimal lane-changing probability of a connected vehicle in lane j of segment i entering lane h of segment i+1 downstream during control period t+1, where h∈{j-1,j+1}.

[0178] Step 4 at interval T s Within the system, all connected vehicles traversing all lanes change lanes;

[0179] Step 4.1 At time s in the t-th control cycle s Get the position x of the m-th vehicle in the j-th lane on the i-th road segment. i,j,m (t s );

[0180] Step 4.2 Determine whether the m-th vehicle is a connected vehicle. If it is a connected vehicle, the positions of the vehicles adjacent to the m-th vehicle in lane h can be obtained using the intelligent transportation facilities installed on the road, and denoted as x. i,h,m′ (t s ) and x i,h,m″ (t s ).

[0181] Determine whether the safe lane-changing condition shown in equation (25) is met. If it is met, then the m-th vehicle will change lanes from lane j to lane h; otherwise, the m-th vehicle will not be allowed to change lanes; h∈{j-1,j+1}.

[0182] x i,h,m″ (t s )+D≤x i,j,m (t s )≤x i,h,m′ (t s )-D (25)

[0183] In equation (25), D is the specified safe lane-changing distance.

[0184] Step 4.3 If the number of lane changes from lane j on segment i to lane h on segment i+1 in the (t+1)th control cycle is equal to If the lane-changing operation stops, t+1 is assigned to t, and the process returns to step 1 for sequential execution; otherwise, step 4.4 is executed; h∈{j-1,j+1};

[0185] Step 4.4 Determine whether the t-th control cycle has ended. If it has ended, assign t+1 to t and return to step 1 to execute sequentially; otherwise, assign s+1 to s and return to step 4.1 to continue traversing.

[0186] In this embodiment, an electronic device includes a memory and a processor. The memory stores a program that supports the processor in executing the above-described collaborative lane-changing control method for merging areas under the setting of dedicated lanes for connected vehicles on expressways. The processor is configured to execute the program stored in the memory.

[0187] In this embodiment, a computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the above-described method for coordinated lane-changing control in merging areas under the configuration of dedicated lanes for connected vehicles on expressways.

Claims

1. A method for coordinated lane-changing control in merging areas under the configuration of dedicated lanes for connected vehicles on expressways, characterized in that, l is installed on the main line of the expressway d A dedicated lane for connected vehicles and l m There are 10 regular lanes, of which the dedicated lane for connected vehicles is located on the inner lane of the main line of the expressway, and the dedicated lane for connected vehicles is only for connected vehicles, while the regular lanes allow both connected vehicles and manually driven vehicles to pass. The merging zone is defined as the junction of the mainline and ramps of the expressway. Taking the direction of vehicle travel as the positive direction, the upstream mainline of the merging zone is divided into I segments according to the direction of travel. The I-th segment is the segment containing the merging zone. Let any segment be numbered i, i = 1, 2, ..., I, and let the length of any i-th segment be L. i Number any lane on each road segment as j, and number the lanes sequentially from the inside to the outside as j = 1, 2, ..., J; The section on the ramp outside lane J that merges with segment I-1 is denoted as the acceleration lane, denoted as r, and its length is L. r The method is characterized by comprising the following steps: Step 1: Predict the traffic density of each lane and acceleration lane r on the main line of the expressway during the (t+1)th control period; Step 1.1 Calculate the density k of the j-th lane on the i-th road segment under the t-th control cycle using equations (1) and (2) respectively. i,j (t) and the density k of the acceleration lane r r (t); In equation (1), n i,j (t) represents the number of vehicles in the j-th lane of the i-th road segment during the t-th control cycle; In equation (2), n r (t) represents the number of vehicles in acceleration lane r during the t-th control cycle; Step 1.2 Calculate the transmission capacity S of the j-th lane on the i-th road segment to the downstream lane under the (t+1)-th control cycle using equation (3). i,j (t+1); S i,j (t+1)=min{v f k i,j (t),C i,j (p i,j (t))} (3) In equation (3), v f p is the free-flow velocity of the main line of the expressway. i,j (t) represents the connected vehicle penetration rate in the j-th lane of the i-th road segment during the t-th control cycle, C i,j (p i,j (t) represents the penetration rate of connected vehicles in lane j on road segment i under control cycle t. i,j The passage capacity at time (t) is obtained from equation (4); In equation (4), For the t-th control cycle, the penetration rate of connected vehicles in the j-th lane of the i-th road segment is p. i,j Critical density at (t); Step 1.3 Calculate the sending capacity S of the accelerating lane r merging into the main line of the expressway under the (t+1)th control cycle using equation (5). r (t+1); S r (t+1)=min{v f k r (t),C r (p r (t))} (5) In equation (5), p r (t) represents the penetration rate of connected vehicles in the acceleration lane r during the t-th control cycle, C r (p r (t) represents the acceleration lane r in the t-th control cycle, where the penetration rate of connected vehicles is p. r The passage capacity at time (t) is obtained from equation (6); In equation (6), For the acceleration lane r in the t-th control cycle, the penetration rate of connected vehicles is p. r Critical density at (t); Step 1.4 Predict the probability that a manually driven vehicle in lane j of segment i will choose to enter lane h of segment i+1 downstream during the (t+1)th control period. When j≠h, for manually driven vehicles in lane j on segment i: If lane h on segment i+1 is a dedicated lane for connected vehicles, then the lane selection probability of lane j on segment i in control period t is... If lane h on segment i+1 is a regular lane, then equation (7) is used to obtain the lane selection probability of manually driven vehicles in lane j on segment i during control period t. In equation (7), The time required for a manually driven vehicle to decide and execute a lane change; k jam Lane congestion density; T s k is the interval between adjacent control cycles. i,h (t) represents the density of the h-th lane on the i-th road segment under the t-th control cycle; When j = h, for a manually driven vehicle in lane j on segment i, the lane selection probability of lane j on segment i in the (t+1)th control period is predicted by equation (8). In equation (8), The probability that a manually driven vehicle in lane j of segment i in the (t+1)th control period chooses to enter lane g of segment i+1 downstream; Step 1.5 Initialize the probability of connected vehicles in all lanes of all road segments entering lanes of downstream road segments in the (t+1)th control cycle; When j≠h, randomly initialize the lane-changing probability of a connected vehicle in lane j on segment i to lane h on segment i+1 downstream during control cycle t+1. When j = h, the lane-changing probability of a connected vehicle in lane j on segment i entering lane h on segment i+1 downstream is obtained by equation (9) in control period t+1. In equation (9), The probability that a connected vehicle in lane j of segment i in the (t+1)th control period chooses to enter lane g of segment i+1 downstream; Step 1.6 Predict the expected traffic flow from lane j on segment i to lane h on segment i+1 downstream during the (t+1)th control cycle. When the h-th lane on the (i+1)th downstream road segment is a regular lane, the expected flow rate from the j-th lane on the i-th road segment to the h-th lane on the (i+1)th road segment in the (t+1)th control cycle can be obtained through equation (10). When the h-th lane on the downstream i+1th segment is a dedicated lane for connected vehicles, the expected flow rate from the j-th lane on the i-th segment to the h-th lane on the i+1th segment in the t+1th control cycle can be obtained through equation (11). Step 1.7 Predict the reception capacity R of lane h on the (i+1)th segment of the expressway mainline under the (t+1)th control cycle. i+1,h The receiving capacity R of (t+1) and acceleration lane r r (t+1); The receiving capacity R of the h-th lane on the (i+1)-th segment of the expressway mainline under the (t+1)-th control cycle is obtained by equation (12). i+1,h (t+1): R i+1,h (t+1)=min{ω i+1,h (p i+1,h (t))(k jam -k i+1,h (t)),C i+1,h (p i+1,h (t))} (12) In equation (12), p i+1,h (t) represents the connected vehicle penetration rate in lane h of road segment i+1 under control period t, C i+1,h (p i+1,h (t) represents the penetration rate of connected vehicles in lane h of road segment i+1 under the t-th control cycle. i+1,h The passage capacity at time (t); ω i+1,h (p i+1,h (t) represents the penetration rate of connected vehicles in lane h of road segment i+1 under the t-th control cycle. i+1,h The traffic wave velocity at time (t) is calculated using equation (13); In equation (13), This indicates that the penetration rate of connected vehicles in lane h on road segment i+1 under control period t is p. i+1,h Critical density at (t); The receiving capability R of the acceleration lane r in the (t+1)th control cycle is obtained using equation (14). r (t+1): R r (t+1)=min{ω r (p r (t))(k jam -k r (t)),C r (p r (t))} (14) In equation (14), ω r (p r (t) represents the acceleration lane r in the t-th control cycle, where the penetration rate of connected vehicles is p. r The traffic wave velocity at time (t) is calculated using equation (15); In equation (15), This indicates that the acceleration lane r has a connected vehicle penetration rate of p during the t-th control cycle. r Critical density at (t); Step 1.8 Calculate the flow rate from lane j on segment i to lane h on segment i+1 downstream during the (t+1)th control cycle. And the flow q merging from the acceleration lane into the main line r (t+1); h∈{j-1,j,j+1}; Let the merging lanes on the merging zone of lane J in section I be the merging lanes; When lane h on segment i+1 is not a merging lane, the flow rate from lane j on segment i to lane h on downstream segment i+1 is calculated using equation (16) during control cycle t+1. In equation (16), Let g be the expected flow rate from lane g on segment i to lane h on segment i+1 during the (t+1)th control cycle. When lane h on segment i+1 is a merging lane, the flow rate from lane j on segment i to lane h on downstream segment i+1 is calculated using equation (17) during control cycle t+1. The flow rate q merging from the acceleration lane into the main line during the (t+1)th control cycle is calculated using equation (18). r (t+1); In equation (18), R I,J (t+1) represents the receiving capacity of the Jth lane on the Ith segment of the expressway mainline under the (t+1)th control cycle; This represents the expected flow rate from lane g on segment I-1 to lane j on segment I during the (t+1)th control cycle. Step 1.9 Predict the traffic density of each lane and acceleration lane r on the main line during the (t+1)th control cycle; When i = 1, the density k of the j-th lane on the i-th road segment under the (t+1)-th control cycle is predicted by equation (19). i,j (t+1); In equation (19), d i,j (t+1) represents the traffic demand upstream of the j-th lane on the i-th road segment during the t+1-th control cycle; When i > 1, the density k of the j-th lane on the i-th road segment under the (t+1)-th control cycle is predicted by equation (20). i,j (t+1); In equation (20), This represents the flow rate from lane h on segment i-1 to lane j on segment i downstream during control cycle t+1. The density k of the acceleration lane r in the (t+1)th control cycle is predicted using equation (21). r (t+1); In equation (21), d r (t+1) represents the traffic demand upstream of the acceleration lane r during the (t+1)th control cycle; Step 2: Construct a collaborative lane-changing control model for merging areas under the condition of dedicated lanes on expressways; Step 2.1 Construct an objective function z(t+1) with the goal of minimizing the total travel time and total number of lane changes for all vehicles in the (t+1)th control cycle using equation (22); In equation (19), λ1 is the weight of the total travel time of the vehicle, and λ2 is the weight of the total number of lane changes of the vehicle. Step 2.2 Construct constraints using equations (23) to (24); l d ≥1,l m ≥1 (24) Step 3 uses a genetic algorithm to solve the optimal cooperative lane-changing control model for the vehicles, obtaining the optimal lane-changing probability for all connected vehicles in all lanes of all road segments under the (t+1)th control cycle. in, Let h represent the optimal lane-changing probability of a connected vehicle in lane j on segment i in the (t+1)th control period entering lane h on segment i+1 downstream, where h∈{j-1,j+1}. Step 4: Interval T in the (t+1)th control period s Within the system, all connected vehicles traversing all lanes change lanes; Step 4.1 At time s in the t-th control cycle s Get the position x of the m-th vehicle in the j-th lane on the i-th road segment. i,j,m (t s ); Step 4.2 Determine whether the m-th vehicle is a connected vehicle. If it is a connected vehicle, record the positions of the vehicles adjacent to the m-th vehicle in lane h as x. i,h,m′ (t s ) and x i,h,m″ (t s ); Determine whether the safe lane-changing condition shown in equation (25) is met. If it is met, then the m-th vehicle will change lanes from lane j to lane h; otherwise, the m-th vehicle will not be allowed to change lanes; h∈{j-1,j+1}. x i,h,m″ (t s )+D≤x i,j,m (t s )≤x i,h,m′ (t s )-D (25) In equation (25), D is the specified safe lane-changing distance; Step 4.3 If the number of lane changes from lane j on segment i to lane h on segment i+1 in the (t+1)th control cycle is equal to If the lane-changing operation stops, t+1 is assigned to t, and the process returns to step 1 for sequential execution; otherwise, step 4.4 is executed; h∈{j-1,j+1}; Step 4.4 Determine whether the t-th control cycle has ended. If it has ended, assign t+1 to t and return to step 1 to execute sequentially; otherwise, assign s+1 to s and return to step 4.1 to continue traversing.

2. An electronic device, comprising a memory and a processor, characterized in that, The memory is used to store a program that supports the processor in executing the merging zone coordinated lane change control method under the dedicated lane setting for connected vehicles on the expressway network as described in claim 1, and the processor is configured to execute the program stored in the memory.

3. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is run by the processor, it executes the steps of the merging zone coordinated lane-changing control method under the setting of the expressway network connected vehicle dedicated lane as described in claim 1.

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