Variable speed limit control method for upstream lanes of traffic bottlenecks under the setting of dedicated lanes for connected vehicles

Abstract

This invention discloses a variable speed limit control method for lanes upstream of a traffic bottleneck under dedicated lane configurations for connected vehicles. The method involves collecting data on the number of dedicated lanes and regular lanes, as well as vehicle information, near the bottleneck area of ​​an expressway with dedicated lanes. Traffic density for each lane in each section is predicted based on traffic demand. The speed limit for each lane is then used as the control variable, with the goal of minimizing the total vehicle travel time of the expressway system. This constructs a variable speed limit scheme for each lane in the upstream area of ​​the bottleneck under dedicated lane configurations. This invention helps reduce the traffic efficiency degradation caused by lane changes by connected vehicles and the safety risks associated with frequent lane changes under dedicated lane configurations, thereby 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 variable speed limit control method for upstream lanes of traffic bottlenecks under the condition of dedicated lanes for connected vehicles. Background Technology

[0002] With the rapid development of 5G and vehicle-to-everything (V2X) technologies, research on connected and autonomous vehicles is booming. This cutting-edge technology utilizes inter-vehicle communication to achieve real-time information sharing, aiming to improve traffic flow efficiency and road safety. Dedicated lanes for connected vehicles, as an innovative traffic solution, are gradually attracting attention. The concept involves creating dedicated lanes to facilitate the separation of autonomous vehicles from conventional vehicles, thereby reducing mutual interference. However, current research focuses on the planning of dedicated lanes for connected vehicles on basic road sections, neglecting congestion control at expressway bottlenecks under dedicated lane configurations. This could lead to persistent congestion, inadequate traffic flow coordination, and potentially adverse environmental impacts, affecting overall traffic flow. Summary of the Invention

[0003] To overcome the shortcomings of existing technologies, this invention provides a variable speed limit control method for upstream lanes of traffic bottlenecks under the configuration of dedicated lanes for connected vehicles. This method aims to improve traffic efficiency, reduce traffic delays and driving risks caused by concentrated lane changes due to lane reduction, and guide vehicles to maintain a reasonable speed, thereby helping vehicles upstream of expressway bottlenecks to pass smoothly and steadily.

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

[0005] The present invention provides a variable speed limit control method for upstream lanes of traffic bottlenecks under the setting of dedicated lanes for connected vehicles. The method is characterized in that several dedicated lanes for connected vehicles and ordinary lanes are set on the main line of the expressway. The dedicated lanes for connected vehicles are located on the inner lanes of the main line of the expressway, and the dedicated lanes for connected vehicles only allow connected vehicles to pass, while the ordinary lanes allow both connected vehicles and manually driven vehicles to pass.

[0006] The road where the number of ordinary lanes on the outermost part of the expressway decreases is defined as the traffic bottleneck. Taking the direction of vehicle travel as the positive direction, the upstream mainline lanes of the traffic bottleneck are divided into I-1 segments according to the direction of travel, with the traffic bottleneck located in the I-th segment. The length of each segment is L. Let any segment be numbered i, i = 1, 2, ..., I. Let any lane on each segment be numbered j, and let the lanes be numbered sequentially from the inside to the outside as 1, 2, ..., J, where J represents the total number of lanes, and the number of lanes in the I-th segment is less than J. The j-th lane of the i-th segment is called unit (i,j). Let Λ(i,j) represent the lane type of unit (i,j). If Λ(i,j) = 0, it means that unit (i,j) is an ordinary lane; if Λ(i,j) = 1, it means that unit (i,j) is a dedicated lane for connected vehicles. The variable speed limit control method includes the following steps:

[0007] Step 1: Predict the traffic density k of unit (i,j) in the (t+1)th control period. i,j (t+1);

[0008] Step 1.1 Calculate the traffic density k of unit (i,j) in the t-th control cycle using equation (1). i,j (t);

[0009]

[0010] In equation (1), n i,j (t) represents the number of vehicles in unit (i,j) during the t-th control cycle;

[0011] Step 1.2 Initialize the speed limit values ​​of all units in the (t+1)th control cycle, and calculate the transmission capacity S of unit (i,j) to the downstream lane in the (t+1)th control cycle using equation (2). i,j (t+1);

[0012] S i,j (t+1)=min{u i,j (t+1)k i,j (t),C i,j (p i,j (t))} (2)

[0013] In equation (2), u i,j (t+1) represents the randomly initialized speed limit value of unit (i,j) in the (t+1)th control cycle, p i,j (t) represents the connected vehicle penetration rate of unit (i,j) in the t-th control cycle, C i,j (p i,j (t) represents the unit (i,j) in the t-th control cycle with a connected vehicle penetration rate of p. i,j The passage capacity at time (t) is obtained from equation (3);

[0014]

[0015] In equation (3), v m The free-flow velocity of the road segment. For unit (i,j) in the t-th control cycle, the penetration rate of connected vehicles is p. i,j Critical density at (t);

[0016] Step 1.3 Predict the probability that the manually driven vehicle in unit (i,j) will choose to enter the downstream unit (i+1,h) in the (t+1)th control cycle.

[0017] When j≠h, the probability of the manually driven vehicle in unit (i,j) choosing to enter the downstream unit (i+1,h) in the (t+1)th control cycle can be obtained by equation (4).

[0018]

[0019] In equation (4), T s τ is the interval between adjacent control cycles; d The time required for a manually driven vehicle to decide and execute a lane change; k i,h (t) represents the traffic density of unit (i,h) in the t-th control cycle; k jam Λ(i+1,h) represents the lane congestion density; Λ(i+1,h) represents the lane type of cell (i+1,h).

[0020] When j = h, the probability of the manually driven vehicle in unit (i,j) choosing to enter the downstream unit (i+1,h) in the (t+1)th control cycle can be obtained by equation (5).

[0021]

[0022] In equation (5), The probability of a manually driven vehicle in unit (i,j) entering downstream unit (i+1,g) in the (t+1)th control cycle;

[0023] Step 1.4 Predict the probability that the connected vehicle in unit (i,j) will choose to enter the downstream unit (i+1,h) in the (t+1)th control cycle.

[0024] When j≠h, the probability of the vehicle in unit (i,j) selecting to enter the downstream unit (i+1,h) in the (t+1)th control cycle can be obtained by equation (6).

[0025]

[0026] In equation (6), τ c The time required for connected vehicles to decide and execute lane changes;

[0027] When j = h, the probability of the vehicle in unit (i,j) selecting to enter the downstream unit (i+1,h) in the (t+1)th control cycle can be obtained by equation (7).

[0028]

[0029] In equation (7), The probability that a connected vehicle in unit (i,j) will enter downstream unit (i+1,g) in the (t+1)th control cycle;

[0030] Step 1.5 uses equation (8) to obtain the expected flow rate from unit (i,j) to downstream unit (i+1,h) in the (t+1)th control cycle.

[0031]

[0032] Step 1.6 Calculate the receiving capability R of unit (i+1,h) in the (t+1)th control cycle using equation (9). i+1,h (t+1);

[0033] 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))} (9)

[0034] In equation (9), p i+1,h (t) represents the connected vehicle penetration rate of unit (i+1,h) in the t-th control cycle; C i+1,h (p i+1,h (t) represents the unit (i+1,h) in a connected vehicle with a penetration rate of p. i+1,h The passage capacity at time (t); ω i+1,h (p i+1,h (t) represents the traffic wave velocity of unit (i+1,h) in the t-th control cycle, which is obtained through equation (10):

[0035]

[0036] In equation (10), This represents the actual speed limit value of unit (i+1, h) in the t-th control cycle; For unit (i+1,h), in connected vehicles with a penetration rate of p i+1,h Critical density at (t);

[0037] Step 1.7 Calculate the flow rate from unit (i,j) to downstream unit (i+1,h) in the (t+1)th control cycle using equation (11).

[0038]

[0039] In equation (11), This represents the expected flow rate from unit (i,g) to downstream unit (i+1,h) in the (t+1)th control cycle.

[0040] Step 1.8 Calculate the traffic density k of unit (i,j) in the (t+1)th control period. i,j (t+1);

[0041] When i = 1, the traffic density k of unit (i,j) in the (t+1)th control cycle can be obtained through equation (12). i,j (t+1);

[0042]

[0043] In equation (12), d i,j (t+1) represents the traffic demand of the upstream lane of unit (i,j) in the (t+1)th control cycle; This represents the flow rate from unit (i,j) to downstream unit (i+1,h) during the (t+1)th control cycle;

[0044] When i > 1, the density k of unit (i,j) in the (t+1)th control cycle can be obtained by equation (13). i,j (t+1);

[0045]

[0046] In equation (13), This represents the flow rate from unit (i-1, h) to downstream unit (i, j) during the (t+1)th control cycle;

[0047] Step 2: Construct a variable speed limit control model for the upstream lane of the traffic bottleneck under the connected vehicle dedicated lane setting;

[0048] Step 2.1 Construct an objective function z(t+1) with the goal of minimizing the total vehicle travel time in the (t+1)th control cycle using equation (14);

[0049]

[0050] Step 2.2 Construct the constraints of the variable speed limit model using equations (15) to (17):

[0051] u min ≤u i,j (t+1)≤u max (15)

[0052]

[0053] |u i,j (t+1)-u i+1,j (t+1)|≤Δu max (17)

[0054] In equations (15) to (17), u max and u min These represent the maximum speed limit and the minimum speed limit, respectively, Δu max Indicates the maximum speed difference; u represents the actual speed limit value of unit (i,j) in the t-th control cycle. i+1,j (t+1) is the speed limit value of unit (i+1,j) randomly initialized in the (t+1)th control cycle;

[0055] Step 3 uses a genetic algorithm to solve the lane variable speed limit model to obtain the optimal speed limit values ​​for all lanes on all road segments in the upstream lane of the traffic bottleneck during the (t+1)th control cycle. This represents the optimal speed limit value for unit (i,j) of the upstream lane of the traffic bottleneck in the (t+1)th control cycle.

[0056] Step 4: Set the optimal speed limit. Interval T in the (t+1)th control period s The values ​​are displayed on the corresponding lanes of each road segment and serve as the actual speed limits for each lane in the (t+1)th control cycle. After assigning t+1 to t, proceed to step 1.

[0057] The present invention provides an electronic device, including a memory and a processor, wherein the memory is used to store a program that supports the processor in executing the variable speed limiting control method, and the processor is configured to execute the program stored in the memory.

[0058] The present invention discloses a computer-readable storage medium on which a computer program is stored, wherein the computer program is executed by a processor to perform the steps of the variable speed limiting control method.

[0059] Compared with existing technologies, the beneficial technical effects of this invention are reflected in:

[0060] 1. In a hybrid driving environment, this invention aims to minimize the total travel time of vehicles in the expressway system. It constructs a lane-level optimal variable speed limit control model for the upstream section of the bottleneck, thereby solving for the optimal variable speed limit combination scheme for each lane. This helps vehicles upstream of the bottleneck maintain a reasonable speed and travel smoothly, improving traffic efficiency and safety.

[0061] 2. This invention utilizes the concept of cellular transmission to divide the dedicated lanes and ordinary lanes for connected vehicles, and calculates and predicts the traffic density of the dedicated lanes and ordinary lanes respectively, thereby improving the accuracy of speed prediction and optimizing the computational efficiency of the control method.

[0062] 3. This invention provides personalized variable speed limit schemes for all lanes of each section of the expressway mainline. Compared with traditional variable speed limit strategies, this invention is more flexible and easier to adjust the variable speed limit scheme. Attached Figure Description

[0063] Figure 1 This is a schematic diagram of a scenario for the present invention;

[0064] Figure 2 This is the overall flowchart of the present invention. Detailed Implementation

[0065] In this embodiment, a variable speed limit control method for lanes upstream of a traffic bottleneck under a dedicated lane setting for connected vehicles utilizes communication technology between connected autonomous vehicles, combined with traffic prediction and vehicle characteristics, to achieve personalized variable speed limit control for each lane upstream of the bottleneck under the dedicated lane setting. By inducing vehicles to change lanes through speed limits, the method aims to improve overall traffic efficiency and safety. This innovative method is expected to improve traffic flow at bottlenecks, reduce bottleneck congestion, and enhance the overall operational efficiency of road traffic. Specifically, as... Figure 1 As shown, there are several dedicated lanes for connected vehicles and regular lanes on the main line of the expressway. The dedicated lanes for connected vehicles are located on the inner lanes of the main line of the expressway and only connected vehicles are allowed to pass through them. The regular lanes allow both connected vehicles and manually driven vehicles to pass through them.

[0066] like Figure 1As shown, the road where the number of ordinary lanes on the outermost part of the expressway decreases is defined as the traffic bottleneck. Taking the direction of vehicle travel as the positive direction, the upstream mainline lanes of the traffic bottleneck are divided into I-1 segments according to the direction of travel. The traffic bottleneck is located in the I-th segment. The length of each segment is L. Let any segment be numbered i, i = 1, 2, ..., I. Let any lane on each segment be numbered j. The lanes are numbered sequentially from the inside to the outside as 1, 2, ..., J, where J represents the total number of lanes, and the number of lanes in the I-th segment is less than J. The j-th lane of the i-th segment is called unit (i,j). Let Λ(i,j) represent the lane type of unit (i,j). If Λ(i,j) = 0, it means that unit (i,j) is an ordinary lane. If Λ(i,j) = 1, it means that unit (i,j) is a dedicated lane for connected vehicles.

[0067] like Figure 2 As shown, this lane-level variable speed limit control method is implemented according to the following steps:

[0068] Step 1: Predict the traffic density k of unit (i,j) in the (t+1)th control period. i,j (t+1);

[0069] Step 1.1 Calculate the traffic density k of unit (i,j) in the t-th control cycle using equation (1). i,j (t);

[0070]

[0071] In equation (1), n i,j (t) represents the number of vehicles in unit (i,j) during the t-th control cycle, which can be obtained using the roadside unit and the positioning module installed on the vehicle.

[0072] Step 1.2 Initialize the speed limit values ​​of all units in the (t+1)th control cycle, and calculate the transmission capacity S of unit (i,j) to the downstream lane in the (t+1)th control cycle using equation (2). i,j (t+1);

[0073] S i,j (t+1)=min{u i,j (t+1)k i,j (t),C i,j (p i,j (t))} (2)

[0074] In equation (2), u i,j (t+1) represents the randomly initialized speed limit value of unit (i,j) in the (t+1)th control cycle, p i,j (t) represents the connected vehicle penetration rate of unit (i,j) in the t-th control cycle, C i,j (pi,j (t) represents the unit (i,j) in the t-th control cycle with a connected vehicle penetration rate of p. i,j The passage capacity at time (t) is obtained from equation (3);

[0075]

[0076] In equation (3), v m The free-flow velocity of the road segment. For unit (i,j) in the t-th control cycle, the penetration rate of connected vehicles is p. i,j Critical density at (t).

[0077] Step 1.3 Predict the probability that the manually driven vehicle in unit (i,j) will choose to enter the downstream unit (i+1,h) in the (t+1)th control cycle.

[0078] When j≠h, the probability of the manually driven vehicle in unit (i,j) choosing to enter the downstream unit (i+1,h) in the (t+1)th control cycle can be obtained by equation (4).

[0079]

[0080] In equation (4), T s τ is the interval between adjacent control cycles; d The time required for a manually driven vehicle to decide and execute a lane change; k i,h (t) represents the traffic density of unit (i,h) in the t-th control cycle; k jam Λ(i+1,h) represents the lane congestion density; Λ(i+1,h) represents the lane type of cell (i+1,h).

[0081] When j = h, the probability of the manually driven vehicle in unit (i,j) choosing to enter the downstream unit (i+1,h) in the (t+1)th control cycle can be obtained by equation (5).

[0082]

[0083] In equation (5), The probability of a manually driven vehicle in unit (i,j) entering downstream unit (i+1,g) in the (t+1)th control cycle.

[0084] Step 1.4 Predict the probability that the connected vehicle in unit (i,j) will choose to enter the downstream unit (i+1,h) in the (t+1)th control cycle.

[0085] When j≠h, the probability of the vehicle in unit (i,j) selecting to enter the downstream unit (i+1,h) in the (t+1)th control cycle can be obtained by equation (6).

[0086]

[0087] In equation (6), τ c The time required for a connected vehicle to decide and execute a lane change.

[0088] When j = h, the probability of the vehicle in unit (i,j) selecting to enter the downstream unit (i+1,h) in the (t+1)th control cycle can be obtained by equation (7).

[0089]

[0090] In equation (7), The probability that a connected vehicle in unit (i,j) will enter downstream unit (i+1,g) during the (t+1)th control cycle.

[0091] Step 1.5 uses equation (8) to obtain the expected flow rate from unit (i,j) to downstream unit (i+1,h) in the (t+1)th control cycle.

[0092]

[0093] Step 1.6 Calculate the receiving capability R of unit (i+1,h) in the (t+1)th control cycle using equation (9). i+1,h (t+1);

[0094] 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))} (9)

[0095] In equation (9), p i+1,h (t) represents the connected vehicle penetration rate of unit (i+1,h) in the t-th control cycle; C i+1,h (p i+1,h (t) represents the unit (i+1,h) in a connected vehicle with a penetration rate of p. i+1,h The passage capacity at time (t); ω i+1,h (p i+1,h (t) represents the traffic wave velocity of unit (i+1,h) in the t-th control cycle, which is obtained through equation (10):

[0096]

[0097] In equation (10), This represents the actual speed limit value of unit (i+1, h) in the t-th control cycle; For unit (i+1,h), in connected vehicles with a penetration rate of p i+1,h Critical density at (t).

[0098] Step 1.7 Calculate the flow rate from unit (i,j) to downstream unit (i+1,h) in the (t+1)th control cycle using equation (11).

[0099]

[0100] In equation (11), This represents the expected flow rate from unit (i,g) to downstream unit (i+1,h) during the (t+1)th control cycle.

[0101] Step 1.8 Calculate the traffic density k of unit (i,j) in the (t+1)th control period. i,j (t+1);

[0102] When i = 1, the traffic density k of unit (i,j) in the (t+1)th control cycle can be obtained through equation (12). i,j (t+1);

[0103]

[0104] In equation (12), d i,j (t+1) represents the traffic demand of the upstream lane of unit (i,j) in the (t+1)th control cycle; This represents the flow rate from unit (i,j) to downstream unit (i+1,h) during the (t+1)th control cycle.

[0105] When i > 1, the density k of unit (i,j) in the (t+1)th control cycle can be obtained by equation (13). i,j (t+1);

[0106]

[0107] In equation (13), This represents the flow rate from unit (i-1,h) to downstream unit (i,j) during the (t+1)th control cycle.

[0108] Step 2: Construct a variable speed limit control model for the upstream lane of the traffic bottleneck under the setting of a dedicated lane for connected vehicles;

[0109] Step 2.1 Construct an objective function z(t+1) with the goal of minimizing the total vehicle travel time in the (t+1)th control cycle using equation (14);

[0110]

[0111] Step 2.2 Construct the constraints of the variable speed limit model using equations (15) to (17):

[0112] u min ≤u i,j (t+1)≤u max (15)

[0113]

[0114] |u i,j (t+1)-u i+1,j (t+1)|≤Δu max (17)

[0115] In equations (15) to (17), u max and u min These represent the maximum speed limit and the minimum speed limit, respectively, Δu max Indicates the maximum speed difference; u represents the actual speed limit value of unit (i,j) in the t-th control cycle. i+1,j (t+1) is the randomly initialized speed limit value of unit (i+1,j) in the (t+1)th control cycle; Equation (15) indicates that the speed limit value should be within the range of the maximum speed limit and the minimum speed limit; Equation (16) indicates that the difference between the actual speed limit values ​​of the same unit in adjacent control cycles cannot exceed the maximum speed limit difference Δu. max Equation (17) indicates that the difference in speed limit values ​​between upstream and downstream adjacent units within the same control cycle cannot exceed the maximum speed limit difference Δu. max .

[0116] Step 3 uses a genetic algorithm to solve the lane variable speed limit model, obtaining the optimal speed limit values ​​for all lanes on all road segments in the upstream lane of the traffic bottleneck during the (t+1)th control cycle. This represents the optimal speed limit value for unit (i,j) of the upstream lane of the traffic bottleneck in the (t+1)th control cycle.

[0117] Step 4 utilizes roadside intelligent communication facilities to transmit the optimal speed limit. Interval T in the (t+1)th control period s The values ​​are displayed on the corresponding lanes of each road segment and serve as the actual speed limits for each lane in the (t+1)th control cycle. After assigning t+1 to t, proceed to step 1.

[0118] In this embodiment, an electronic device includes a memory and a processor. The memory stores a program that supports the processor in executing the variable speed limit control method for the upstream lane of a traffic bottleneck under the above-described connected vehicle dedicated lane setting. The processor is configured to execute the program stored in the memory.

[0119] In this embodiment, a computer-readable storage medium stores a computer program that, when executed by a processor, performs the steps of the variable speed limit control method for the upstream lane of a traffic bottleneck under the above-described connected vehicle dedicated lane setting.

Claims

1. A variable speed limit control method for the upstream lane of a traffic bottleneck under a dedicated lane for connected vehicles, characterized in that, Several dedicated lanes for connected vehicles and regular lanes are set up on the main line of the expressway. The dedicated lanes for connected vehicles are located on the inner lanes of the main line of the expressway, and only connected vehicles are allowed to pass through the dedicated lanes. The regular lanes allow both connected vehicles and manually driven vehicles to pass through. The road where the number of ordinary lanes on the outermost part of the expressway decreases is defined as the traffic bottleneck. Taking the direction of vehicle travel as the positive direction, the upstream mainline lanes of the traffic bottleneck are divided into I-1 segments according to the direction of travel, with the traffic bottleneck located in the I-th segment. The length of each segment is L. Let any segment be numbered i, i = 1, 2, ..., I. Let any lane on each segment be numbered j, and let the lanes be numbered sequentially from the inside to the outside as 1, 2, ..., J, where J represents the total number of lanes, and the number of lanes in the I-th segment is less than J. The j-th lane of the i-th segment is called unit (i,j). Let Λ(i,j) represent the lane type of unit (i,j). If Λ(i,j) = 0, it means that unit (i,j) is an ordinary lane; if Λ(i,j) = 1, it means that unit (i,j) is a dedicated lane for connected vehicles. The variable speed limit control method includes the following steps: Step 1: Predict the traffic density k of unit (i,j) in the (t+1)th control period. i,j (t+1); Step 1.1 Calculate the traffic density k of unit (i,j) in the t-th control cycle using equation (1). i,j (t); In equation (1), n i,j (t) represents the number of vehicles in unit (i,j) during the t-th control cycle; Step 1.2 Initialize the speed limit values ​​of all units in the (t+1)th control cycle, and calculate the transmission capacity S of unit (i,j) to the downstream lane in the (t+1)th control cycle using equation (2). i,j (t+1); S i,j (t+1)=min{u i,j (t+1)k i,j (t),C i,j (p i,j (t))} (2) In equation (2), u i,j (t+1) represents the randomly initialized speed limit value of unit (i,j) in the (t+1)th control cycle, p i,j (t) represents the connected vehicle penetration rate of unit (i,j) in the t-th control cycle, C i,j (p i,j (t) represents the unit (i,j) in the t-th control cycle with a connected vehicle penetration rate of p. i,j The passage capacity at time (t) is obtained from equation (3); In equation (3), v m The free-flow velocity of the road segment. For unit (i,j) in the t-th control cycle, the penetration rate of connected vehicles is p. i,j Critical density at (t); Step 1.3 Predict the probability that the manually driven vehicle in unit (i,j) will choose to enter the downstream unit (i+1,h) in the (t+1)th control cycle. When j≠h, the probability of the manually driven vehicle in unit (i,j) choosing to enter the downstream unit (i+1,h) in the (t+1)th control cycle can be obtained by equation (4). In equation (4), T s The interval between adjacent control cycles; The time required for a manually driven vehicle to decide and execute a lane change; k i,h (t) represents the traffic density of unit (i,h) in the t-th control cycle; k jam Λ(i+1,h) represents the lane congestion density; Λ(i+1,h) represents the lane type of cell (i+1,h). When j = h, the probability of the manually driven vehicle in unit (i,j) choosing to enter the downstream unit (i+1,h) in the (t+1)th control cycle can be obtained by equation (5). In equation (5), The probability of a manually driven vehicle in unit (i,j) entering downstream unit (i+1,g) in the (t+1)th control cycle; Step 1.4 Predict the probability that the connected vehicle in unit (i,j) will choose to enter the downstream unit (i+1,h) in the (t+1)th control cycle. When j≠h, the probability of the vehicle in unit (i,j) selecting to enter the downstream unit (i+1,h) in the (t+1)th control cycle can be obtained by equation (6). In equation (6), The time required for connected vehicles to decide and execute lane changes; When j = h, the probability of the vehicle in unit (i,j) selecting to enter the downstream unit (i+1,h) in the (t+1)th control cycle can be obtained by equation (7). In equation (7), The probability that a connected vehicle in unit (i,j) will enter downstream unit (i+1,g) in the (t+1)th control cycle; Step 1.5 uses equation (8) to obtain the expected flow rate from unit (i,j) to downstream unit (i+1,h) in the (t+1)th control cycle. Step 1.6 Calculate the receiving capability R of unit (i+1,h) in the (t+1)th control cycle using equation (9). 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))} (9) In equation (9), p i+1,h (t) represents the connected vehicle penetration rate of unit (i+1,h) in the t-th control cycle; C i+1,h (p i+1,h (t) represents the unit (i+1,h) in a connected vehicle with a penetration rate of p. i+1,h The passage capacity at time (t); ω i+1,h (p i+1,h (t) represents the traffic wave velocity of unit (i+1,h) in the t-th control cycle, which is obtained through equation (10): In equation (10), This represents the actual speed limit value of unit (i+1, h) in the t-th control cycle; For unit (i+1,h), in connected vehicles with a penetration rate of p i+1,h Critical density at (t); Step 1.7 Calculate the flow rate from unit (i,j) to downstream unit (i+1,h) in the (t+1)th control cycle using equation (11). In equation (11), This represents the expected flow rate from unit (i,g) to downstream unit (i+1,h) in the (t+1)th control cycle. Step 1.8 Calculate the traffic density k of unit (i,j) in the (t+1)th control period. i,j (t+1); When i = 1, the traffic density k of unit (i,j) in the (t+1)th control cycle can be obtained through equation (12). i,j (t+1); In equation (12), d i,j (t+1) represents the traffic demand of the upstream lane of unit (i,j) in the (t+1)th control cycle; This represents the flow rate from unit (i,j) to downstream unit (i+1,h) during the (t+1)th control cycle; When i > 1, the density k of unit (i,j) in the (t+1)th control cycle can be obtained by equation (13). i,j (t+1); In equation (13), This represents the flow rate from unit (i-1, h) to downstream unit (i, j) during the (t+1)th control cycle; Step 2: Construct a variable speed limit control model for the upstream lane of the traffic bottleneck under the connected vehicle dedicated lane setting; Step 2.1 Construct an objective function z(t+1) with the goal of minimizing the total vehicle travel time in the (t+1)th control cycle using equation (14); Step 2.2 Construct the constraints of the variable speed limit model using equations (15) to (17): u min ≤u i,j (t+1)≤u max (15) |u i,j (t+1)-u i+1,j (t+1)|≤Δu max (17) In equations (15) to (17), u max and u min These represent the maximum speed limit and the minimum speed limit, respectively, Δu max Indicates the maximum speed difference; u represents the actual speed limit value of unit (i,j) in the t-th control cycle. i+1,j (t+1) is the speed limit value of unit (i+1,j) randomly initialized in the (t+1)th control cycle; Step 3 uses a genetic algorithm to solve the lane variable speed limit model to obtain the optimal speed limit values ​​for all lanes on all road segments in the upstream lane of the traffic bottleneck during the (t+1)th control cycle. This represents the optimal speed limit value for unit (i,j) of the upstream lane of the traffic bottleneck in the (t+1)th control cycle. Step 4: Set the optimal speed limit. Interval T in the (t+1)th control period s The values ​​are displayed on the corresponding lanes of each road segment and serve as the actual speed limits for each lane in the (t+1)th control cycle. After assigning t+1 to t, proceed to step 1.

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 variable speed limiting control method of 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, The computer program is executed by the processor to perform the steps of the variable speed limiting control method of claim 1.

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