Roadside guidance control method for highway merging area of mixed traffic flow

Abstract

The application discloses a highway merging area vehicle roadside guidance control method for mixed traffic flow, and comprises the following steps: determining the optimal sequence of vehicles passing through a merging point to obtain a cooperative merging sequence; constructing a cooperative merging operation scheme between front and rear vehicles according to the operation states of the front and rear vehicles; and scheduling the vehicles based on the cooperative merging sequence and the cooperative merging operation scheme to realize lane changing of the vehicles to complete merging. The application can improve the operation efficiency and safety of the ramp merging area of the expressway, realizes dynamic management of vehicles in the merging area and traffic flow optimization, and provides a solution idea and technical guidance for the development of an intelligent traffic system.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of intelligent transportation, in particular to a highway merging area vehicle roadside guidance control method for mixed traffic flow. BACKGROUND

[0002] Ramp merging area is a high-incidence area of traffic congestion and traffic accidents, and becomes a bottleneck restricting traffic operation. The development of vehicle-road cooperation technology provides a new method for alleviating ramp merging problems. Connected and automated vehicles (CAV) can coordinate the operation of vehicles in the merging area through vehicle-to-vehicle (V2V) and vehicle-to-everything (V2X) communication, thereby improving traffic efficiency and reducing traffic accident rate.

[0003] The existing ramp merging area of highway ramp has problems of lack of pertinence and flexibility in the design of acceleration lane and transition section, and the changes of traffic flow, driver behavior and road characteristics are not fully considered, so it is easy to cause merging difficulty, traffic confusion and safety hazards. The main problems are: lack of flexibility in strategy: the traffic management strategy lacks flexibility and pertinence, and cannot respond to sudden situations or traffic changes in time, affecting traffic smoothness and safety. Imbalance of right-of-way scheduling: imbalance of right-of-way scheduling of vehicles at ramp entrance and main road, causing some vehicles to wait for a long time and cannot smoothly merge, causing congestion and unfairness. Unscientific guidance control: the guidance control measures lack scientificity and effectiveness, and cannot effectively guide the driver to adjust the speed reasonably and safely merge, causing traffic safety problems.

[0004] Therefore, in order to solve the above problems, a highway merging area vehicle roadside guidance control method for mixed traffic flow is needed, which can improve the operation efficiency and safety of the ramp merging area of highway, realize dynamic management of vehicles in the merging area and traffic flow optimization, and provide a solution and technical guidance for the development of intelligent transportation system. SUMMARY

[0005] Therefore, the purpose of the present application is to overcome the defects in the prior art, provide a highway merging area vehicle roadside guidance control method for mixed traffic flow, which can improve the operation efficiency and safety of the ramp merging area of highway, realize dynamic management of vehicles in the merging area and traffic flow optimization, and provide a solution and technical guidance for the development of intelligent transportation system.

[0006] The highway merging area vehicle roadside guidance control method for mixed traffic flow of the present application comprises:

[0007] determining the best sequence of vehicles passing through the merging point to obtain a cooperative merging sequence;

[0008] According to the operation states of the front and rear vehicles, a cooperative merging operation scheme between the front and rear vehicles is constructed;

[0009] Based on the cooperative merging sequence and the cooperative merging operation scheme, the vehicles are dispatched to realize lane changing and merging.

[0010] Further, the optimal sequence of the vehicles passing through the merging point is determined to obtain the cooperative merging sequence, specifically including:

[0011] S11. Determine whether the ramp vehicle r reaching the merging decision point is a CAV, if yes, go to step S12; if no, go to step S13;

[0012] S12. If the main line vehicle m is a CAV, compare the arrival time at the merging point, and the shorter one obtains the right of way; otherwise, the main line vehicle m obtains the right of way;

[0013] S13. If the main line vehicle m is a CAV, the ramp vehicle r obtains the right of way, otherwise, the main line vehicle m obtains the right of way;

[0014] S14. Analogize all vehicles according to steps S11-S13, and generate the cooperative merging sequence according to the sequence of the vehicles passing through the merging point;

[0015] Wherein, CAV represents a networked automatic driving vehicle, the merging decision point is a certain position in the cooperative control area, and the cooperative control area is a set area behind the merging area.

[0016] Further, the cooperative merging sequence is updated once every certain time interval.

[0017] Further, the cooperative merging operation scheme includes cooperative merging between CAV-CAV and cooperative merging between CAV-HDV; wherein, CAV represents a networked automatic driving vehicle, and HDV represents a manually driven vehicle.

[0018] Further, the cooperative merging between CAV-CAV is:

[0019] When the current vehicle reaches the merging area, the speeds of the front and rear CAVs should be as equal as possible, and a safety distance is ensured, that is,

[0020]

[0021] In the formula, is the speed of the front vehicle C i at time t m,i ; is the position of the front vehicle C i at time t m,i ; T min,1The minimum headway time when the mainline CAV and ramp CAV merge;

[0022] If t m,i+1 -t m,i ≤T min,1 , that is, the time difference of the two vehicles passing through the merging point is less than the minimum headway time when the mainline and ramp vehicles merge, to avoid the rear vehicle C i+1 colliding with the front vehicle C i , the acceleration of the rear vehicle C i+1 is:

[0023] a i+1 =min{min(a m ,a c ),a n};

[0024] In the formula, a n is the conventional acceleration determined by the driving rule; a c is the comfortable acceleration; a m is the acceleration required for merging determined according to the motion equation, where t is the time required for merging.

[0025] Further, the cooperative merging between the CAV and HDV is:

[0026] When the front vehicle H i arrives at the merging area at time t m , the position of the rear vehicle C i+1 is determined by the position and speed detected at the detection time t0:

[0027]

[0028]

[0029] In the formula, t m is the estimated time when the front vehicle H i arrives at the merging area; t0 is the time when the rear vehicle C i+1 is detected by the detector; is the position and speed of the front vehicle H i at time t0; L is the length of the cooperative control area; is the speed of the rear vehicle C i+1 at time t0; the front and rear vehicles are HDV and CAV respectively;

[0030] When falls into the interval [x up , x down ], to avoid the rear vehicle C i+1 colliding with the front vehicle H iIf a collision occurs, and the speeds of vehicles on the main road and those on the ramp should be as equal as possible, then: C i+1 The acceleration is:

[0031] a i+1 =min{min(a m ,a c ),a n};

[0032] In the formula, a n The standard acceleration defined by driving rules; a c For comfortable acceleration; a m The acceleration required for the confluence, as determined by the equations of motion. T min,2 The minimum headway when CAV and HDV merge; x up x down Rear car C i+1 The upstream and downstream boundaries of the confluence safety zone.

[0033] Furthermore, determine the rear vehicle C according to the following formula. i+1 Upstream and downstream boundaries of the merging safety zone:

[0034]

[0035] In the formula: x m This is the upstream boundary of the confluence zone.

[0036] Furthermore, based on the cooperative merging sequence and cooperative merging operation plan, vehicles are scheduled, specifically including:

[0037] Construct a vehicle network; the vehicle network includes an intelligent roadside decision-making system, communication links supporting multiple V2X and V2V, and dispatched vehicles; the intelligent roadside decision-making system includes a centralized controller;

[0038] Obtain vehicle information; the vehicle information includes vehicle ID, vehicle speed, vehicle acceleration, and vehicle location;

[0039] The scheduling weight factor is calculated to merge V2V links that meet the resource reuse conditions into communication groups; among them, CAV vehicles can obtain the channel state information of V2V communication links, and the central controller receives the channel state information and vehicle information.

[0040] The scheduling weight factors of communication links are sorted in descending order, and communication links with higher scheduling weight factors are used first.

[0041] If the data buffer to be transmitted is empty, proceed to step a; otherwise, proceed to step b.

[0042] a. If the communication link stack waiting to be scheduled is empty, broadcast the scheduling decision to all vehicles; otherwise, for data transmission, schedule the communication link with the highest weight factor in the current stack, put the transmission data of the scheduled communication link into the buffer, and return to determine whether the data buffer to be transmitted is empty.

[0043] b. Calculate the time slots in the transmitted data and update the time slots; allocate the required time slots to the corresponding communication links, and then clear the buffer; if the available time slots > 0, return to determine if the communication link stack waiting for scheduling is empty; otherwise, broadcast the scheduling decision to all vehicles.

[0044] The scheduling decision includes vehicle decision and lane decision; the vehicle decision includes guidance information, driving suggestions, and guidance type for a future period of time; the lane decision includes lane information, suggested speed limit, and driving behavior.

[0045] The beneficial effects of this invention are as follows: This invention discloses a roadside guidance and control method for vehicles in merging zones of highways with mixed traffic flow. Through cooperative merging strategies, scheduling algorithms based on these strategies, and vehicle transit scheduling algorithms, it achieves roadside guidance and control of vehicles, optimizing the merging sequence and real-time scheduling of vehicle cooperation. This effectively improves traffic flow and operational efficiency, while reducing traffic accidents. It adapts to traffic environments where autonomous and manual driving coexist, enhancing the flexibility of traffic management. It provides technical support for the development and practical application of intelligent transportation systems and offers a technical reference for future traffic management. Attached Figure Description

[0046] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0047] Figure 1 This is a schematic diagram of an example scenario of the present invention;

[0048] Figure 2 This is a schematic diagram of the collaborative merging hierarchy of the present invention;

[0049] Figure 3 This is a schematic diagram illustrating the generation of a cooperative merging sequence according to the present invention;

[0050] Figure 4 This is a flowchart of the vehicle scheduling process based on the cooperative merging strategy of the present invention. Detailed Implementation

[0051] The present invention will be further described below with reference to the accompanying drawings, as shown in the figures:

[0052] This embodiment discloses a vehicle roadside guidance and control method for merging traffic zones on highways with mixed traffic flows, including the following steps:

[0053] Determine the optimal order in which vehicles pass through the merging point to obtain a cooperative merging sequence;

[0054] Based on the operating status of the two vehicles, a collaborative merging operation plan between the two vehicles is constructed;

[0055] Based on the cooperative merging sequence and cooperative merging operation scheme, vehicles are scheduled to complete the merging by changing lanes.

[0056] In this embodiment, the scenario of the present invention is a merging zone on a highway, and the research object is the traffic flow where connected autonomous vehicles and human-driven vehicles are mixed. In this case, the CAV (connected autonomous vehicle) can automatically adjust its state in real time through information collected by the roadside unit and its own perception information, while the HDV (human-driven vehicle) adjusts its vehicle state in real time based on the information of the vehicle in front.

[0057] The two lanes of the mainline traffic flow are called the outer lane and the inner lane, respectively, while the ramp lanes are called ramp lanes. The lane closer to the ramp is the outer lane, and the lane farther from the ramp is the inner lane. The intersection of the mainline traffic flow and the ramp traffic flow is defined as the merging point, which corresponds to the origin of the one-dimensional coordinate system. A centralized control system, called the Intelligent Roadside Decision System (RSU+MEC), is set up in this merging area. The RSU (Cooperative Intelligent Transportation System, which can act as a centralized controller) and MEC (Multi-access Edge Computing) are key devices in the roadside equipment of intelligent connected vehicles to realize vehicle-to-infrastructure communication. The CAV periodically sends information to the RSU, including vehicle ID, location, speed, acceleration, etc. The Intelligent Roadside Decision System uses this information to control the vehicle's speed, acceleration, and lane-changing behavior.

[0058] like Figure 1 As shown, the entire scenario is divided into three areas: the pre-cooperative control area, the cooperative control area, and the merging area. The focus is primarily on the pre-cooperative control area and the cooperative control area. Lane changes are only permitted within the pre-cooperative control area when the intelligent roadside decision-making system directs and schedules vehicle traffic; lane changes are not allowed in other areas.

[0059] For ease of analysis, the following assumptions are made: (1) The ramp lanes only cooperate with the outermost lane of the main line to merge; (2) The trajectory of the HDV is predictable in a short time (e.g., within a few seconds); (3) Each CAV is equipped with sensors, and there is no delay in information collection and transmission; (4) Lane changing behavior is instantaneous, and lateral vehicle control is not considered; (5) Overtaking is not allowed in the cooperative control zone.

[0060] The collaborative merging strategy framework of this invention is structured as follows: Figure 2As shown, the invention comprises two algorithm modules: a vehicle cooperative merging sequence generation or scheduling algorithm and a vehicle cooperative merging operation scheme algorithm. The cooperative merging sequence generation is primarily used to determine the order in which vehicles pass through the merging zone. Since HDV driving behavior is random, and the acceleration and deceleration of cooperative vehicles in high-density environments can severely impact the state of subsequent vehicles, this invention proposes a real-time dynamic merging sequence determination method to address the impact of vehicle interactions on subsequent merging sequences. The cooperative merging operation scheme mainly includes a speed control model, which is used for cooperative merging between CAVs and between CAVs and HDVs. By controlling the speed of the CAVs, it enables vehicles on the ramps to smoothly merge into the main line.

[0061] To determine the optimal order for vehicles to pass through merging points, based on the principles of "first-in, first-out" and "mainline priority," and considering the dynamic changes in vehicle status, a method for determining the real-time merging sequence is proposed: When a ramp vehicle enters the cooperative control area, the arrival time of the vehicle at the merging point is calculated and compared with the arrival time of mainline vehicles within the cooperative control area. Simultaneously, the position of the ramp vehicle in the merging sequence is determined. When both mainline and ramp vehicles are HDVs (High-Depth Vehicles), the mainline vehicle gains priority according to the "mainline priority" principle.

[0062] like Figure 3 As shown, the optimal order in which vehicles pass through the merging point is determined, resulting in a cooperative merging sequence, which specifically includes:

[0063] S11. Determine whether the vehicle r arriving at the merging decision point on the ramp is a CAV. If yes, proceed to step S12; otherwise, proceed to step S13.

[0064] S12. If the mainline vehicle m is a CAV, then compare the arrival times at the merging point, and the one with the shorter arrival time shall have the right of way; otherwise, the mainline vehicle m shall have the right of way.

[0065] S13. If the mainline vehicle m is a CAV, then the ramp vehicle r has the right of way; otherwise, the mainline vehicle m has the right of way.

[0066] S14. Repeat steps S11-S13 for all vehicles and generate a cooperative merging sequence according to the order in which the vehicles pass through the merging point;

[0067] Here, CAV stands for Connected Autonomous Vehicle, and the merging decision point is a location within the cooperative control zone, which is a designated area behind the merging zone.

[0068] In addition, to reduce the impact of HDV volatility, the merging sequence will be adjusted in real time, that is, the cooperative merging sequence will be updated at regular intervals.

[0069] In this embodiment, the collaborative merging operation scheme includes collaborative merging between CAVs and between CAVs and HDVs; wherein, CAV represents connected autonomous vehicles and HDV represents manually driven vehicles.

[0070] Collaboration and convergence between CAVs:

[0071] Based on the merging sequence, when the cooperative merging between two vehicles is CAV-CAV, it can be divided into the following two cases: ① The mainline CAV merging sequence is after the ramp CAV, and the mainline CAV yields to the ramp CAV; ② The ramp CAV merging sequence is after the mainline CAV, and the ramp CAV yields to the mainline CAV. The underlying principles of these two cases are similar, both relying on communication between CAVs to achieve cooperative merging between CAVs. Therefore, only case ① will be discussed.

[0072] At any time t, the current car is C. i When the i-th CAV arrives at the merging zone, its arrival time t is... m,i It can be accurately determined. The following car C... i+1 Time t to reach the merging zone m,i+1 It can also be obtained accurately.

[0073] When C i Upon reaching the merging zone, to ensure safety and improve efficiency, the speeds of the two CAVs should be as equal as possible, and a safe distance should be maintained, utilizing communication between CAVs.

[0074]

[0075] In the formula: For vehicle i at time t m,i The speed at that time; For vehicle i at time t m,i The position of time; T min,1 The minimum headway when the mainline CAV and the ramp CAV merge.

[0076] If t m,i+1 -t m,i ≤T min,1 That is, the time difference between the two vehicles passing through the merging point is less than the minimum headway when vehicles from the main line and the ramp merge, in order to avoid C i+1 With C i A collision occurred, C i+1 There are two options: Option 1, slow down and create sufficient safe distance; Option 2, accelerate and pass through the merging safety zone ahead of time. However, in practical applications, although C i+1 It can transmit acceleration information to the vehicle in front and accelerate along with it. However, in mixed traffic situations, the vehicle in front may not be a CAV (Caravan Driver) and may not be able to accept CAV.i+1 The information being transmitted is limited, making it difficult to guarantee a sufficient acceleration distance. Therefore, only option 1 is considered.

[0077] To achieve option 1, C i+1 The acceleration is:

[0078] a i+1 =min{min(a m ,a c ),a n}

[0079] In the formula: a n The standard acceleration defined by driving rules; a c For comfortable acceleration; a m The acceleration required for the confluence, as determined by the equations of motion, is: Where t is the time required for the merging.

[0080] Collaboration and merging between CAV and HDV:

[0081] Based on the merging sequence, when the cooperative merging between two vehicles is CAV-HDV, it can be divided into two cases: ① Mainline CAV yields to ramp HDV; ② Ramp CAV yields to mainline HDV. According to the merging sequence and the deployment of roadside units, when a ramp vehicle is about to reach the merging zone, the roadside unit will transmit relevant information to the CAVs around that vehicle. By controlling the acceleration and deceleration of the CAVs, a safe gap is created with the vehicle in front, optimizing the merging process. Essentially, the principles behind these two cases are similar; therefore, case ① will be described.

[0082] The current vehicle is H i When the i-th HDV is detected, H is estimated using roadside units or surrounding CAVs. i The arrival time, i.e.:

[0083] In the formula: t m ti is the estimated time when the i-th vehicle arrives at the merging zone; t0 is the time when the following vehicle is detected by the detector; Let L be the position and speed of the preceding vehicle i at time t0; L is the length of the cooperative control zone.

[0084] Since the speed of HDV is difficult to predict over a long period of time, it is necessary to reassess the time it takes for HDV to reach the merging zone at regular intervals.

[0085] At time t m At that time, the car behind C i+1 The position can be determined by the position and velocity detected at detection time t0, specifically:

[0086]

[0087] Ramp vehicles at time t m At that time, relative to the mainline vehicle C i+1 The merging safety zone and vehicle C i+1 It is related to the speed, that is:

[0088]

[0089] In the formula: x up x down Vehicle C i+1 The upstream and downstream boundaries of the merging safety zone; x m The upstream boundary of the confluence zone; T min,2 This is the minimum headway when CAV and HDV merge.

[0090] when Falling into the interval [x up ,x down When [C], to avoid i+1 C collided with the vehicle in front. i+1 Similarly, faced with the choice of deceleration or acceleration, this discussion focuses solely on deceleration. Furthermore, to ensure merging efficiency and safety, it is desirable that the speeds of vehicles on the mainline and those on the ramps be as equal as possible during the merging time.

[0091]

[0092] when Falling into the interval [x up ,x down In order to achieve selective deceleration, C i+1 The acceleration is

[0093] a i+1 =min{min(a m ,a c ),a n}

[0094] In the formula: a m The acceleration required for the confluence, as determined by the equations of motion, is:

[0095]

[0096] In this embodiment, for vehicle scheduling, the present invention proposes a vehicle network consisting of an intelligent roadside decision-making system (including RSU and MEC) and vehicles traveling at highway ramp exits. This network employs the TDMA protocol to support multiple V2X and V2V communication links. The RSU acts as a centralized controller, collecting channel state information and individual information of communication links within its communication coverage area, and then making scheduling decisions for time slots in each transmission frame. CAV vehicles can obtain the channel state information of V2V communication links and feed it back to the RSU along with other individual information. A right-of-way scheduling model based on weighting factors integrated into the roadside cooperative control unit is designed, performing right-of-way scheduling according to different priorities, and a centralized scheduling protocol based on TDMA is designed. In the designed centralized scheduling protocol based on TDMA, all communication links with higher requirements need to periodically report their channel state information and individual information to the RSU.

[0097] The collaborative merging sequence and collaborative merging operation plan are used as collaborative merging strategies, such as... Figure 4 As shown, vehicle scheduling is based on a collaborative merging strategy, specifically including:

[0098] Construct a vehicle network; the vehicle network includes an intelligent roadside decision-making system, communication links supporting multiple V2X and V2V, and dispatched vehicles; the intelligent roadside decision-making system includes a centralized controller;

[0099] Obtain vehicle information; the vehicle information includes vehicle ID, vehicle speed, vehicle acceleration, and vehicle location;

[0100] The scheduling weight factor is calculated to merge V2V links that meet the resource reuse conditions into communication groups; among them, CAV vehicles can obtain the channel state information of V2V communication links, and the central controller receives the channel state information and vehicle information.

[0101] The scheduling weight factors of communication links are sorted in descending order, and communication links with higher scheduling weight factors are used first.

[0102] If the data buffer to be transmitted is empty, proceed to step a; otherwise, proceed to step b.

[0103] a. If the communication link stack waiting to be scheduled is empty, broadcast the scheduling decision to all vehicles; otherwise, for data transmission, schedule the communication link with the highest weight factor in the current stack, put the transmission data of the scheduled communication link into the buffer, and return to determine whether the data buffer to be transmitted is empty.

[0104] b. Calculate the time slots in the transmitted data and update the time slots; allocate the required time slots to the corresponding communication links, and then clear the buffer; if the available time slots > 0, return to determine if the communication link stack waiting for scheduling is empty; otherwise, broadcast the scheduling decision to all vehicles.

[0105] The scheduling decision includes vehicle decision and lane decision; the vehicle decision includes guidance information, driving suggestions, and guidance type for a future period of time; the lane decision includes lane information, suggested speed limit, and driving behavior.

[0106] Specifically, in V2X communication links, information feedback is provided by the mobile vehicle, including the current channel state information and the vehicle's speed. In V2V communication links, information feedback is provided by the CAV (Continuing Access Vehicle) vehicle, including the current channel state information, the relative speed between the two vehicles, and the CAV vehicle's position. At the beginning of each transmission frame, the RSU collects feedback information from all communication links within its coverage area and then calculates the corresponding scheduling weight factor based on the collected information. During scheduling, the RSU collects reported information, including current channel state information, position and relative speed information, and transmission vehicle characteristic information from the RSU. It then updates the scheduling weight factor for each communication link at the beginning of each transmission frame.

[0107] In this process, any V2V communication link that meets the resource reuse mode conditions will be merged into an enhanced communication group. The scheduling weight factor of this communication group is the sum of the scheduling weight factors of all V2V communication links within it. The scheduling weight factors of the communication links / groups are then sorted in descending order. Communication links with higher scheduling weight factors will always be given priority in the current transmission frame until their transmission needs are met. This scheduling process continues until all transmission requests are satisfied or all time slots in the current transmission frame are fully scheduled. Then, the RSU will broadcast the scheduling decision to all vehicles, based on which the communication links acquiring resources can perform their respective data transmissions during the allocated time slots.

[0108] Finally, CAV and HDV vehicles receive vehicle cooperation and merging information transmitted by RSU, including real-time vehicle location, speed, lane change information, and traffic order. They make decisions and controls through their own upper-level controllers, and then the lower-level controllers implement the decisions to quickly respond and complete the lane change to merge into the main line, thus safely and efficiently merging into the main line.

[0109] This invention constructs a cooperative merging strategy and uses a scheduling algorithm based on this strategy to dispatch vehicles, achieving roadside guidance and control. By optimizing the merging sequence and real-time scheduling of vehicle cooperation, it effectively improves traffic flow and operational efficiency, while reducing traffic accidents. It adapts to traffic environments where autonomous and manual driving coexist, enhancing the flexibility of traffic management. This not only improves the driving experience and provides technical support and theoretical foundation for the development of intelligent transportation systems, but also offers technical references for the formulation of relevant traffic strategies, positively impacting traffic safety, energy conservation, and environmental protection.

[0110] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A method for roadside guidance and control of vehicles in merging zones of highways oriented towards mixed traffic flow, characterized in that: include: Determine the optimal order in which vehicles pass through the merging point to obtain a cooperative merging sequence; Based on the operating status of the two vehicles, a collaborative merging operation plan between the two vehicles is constructed; Based on the cooperative merging sequence and cooperative merging operation scheme, vehicles are scheduled to achieve lane changing to complete the merging; Based on the cooperative merging sequence and cooperative merging operation plan, vehicles are scheduled, specifically including: Construct a vehicle network; the vehicle network includes an intelligent roadside decision-making system, communication links supporting multiple V2X and V2V, and dispatched vehicles; the intelligent roadside decision-making system includes a centralized controller; Obtain vehicle information; the vehicle information includes vehicle ID, vehicle speed, vehicle acceleration, and vehicle location; The scheduling weight factor is calculated to merge V2V links that meet the resource reuse conditions into a communication group; among them, CAV vehicles can obtain the channel state information of V2V communication links, and the central controller receives the channel state information and vehicle information. The scheduling weight factors of communication links are sorted in descending order, and communication links with higher scheduling weight factors are used first. If the data buffer to be transmitted is empty, proceed to step a; otherwise, proceed to step b. a. If the communication link stack waiting to be scheduled is empty, broadcast the scheduling decision to all vehicles; otherwise, for data transmission, schedule the communication link with the highest weight factor in the current stack, put the transmission data of the scheduled communication link into the buffer, and return to determine whether the data buffer to be transmitted is empty. b. Calculate the time slots in the transmitted data and update the time slots; allocate the required time slots to the corresponding communication links, and then clear the buffer; if the available time slots > 0, return to determine if the communication link stack waiting for scheduling is empty; otherwise, broadcast the scheduling decision to all vehicles. The scheduling decision includes vehicle decision and lane decision; the vehicle decision includes guidance information, driving suggestions, and guidance type for a future period of time; the lane decision includes lane information, suggested speed limit, and driving behavior.

2. The method for vehicle roadside guidance and control in merging zones of highways oriented towards mixed traffic flow as described in claim 1, characterized in that: Determining the optimal order in which vehicles pass through the merging point yields a cooperative merging sequence, which specifically includes: S11. Determine whether the vehicle r arriving at the merging decision point on the ramp is a CAV. If yes, proceed to step S12; otherwise, proceed to step S13. S12. If the mainline vehicle m is a CAV, then compare the arrival times at the merging point, and the one with the shorter arrival time shall have the right of way; otherwise, the mainline vehicle m shall have the right of way. S13. If the mainline vehicle m is a CAV, then the ramp vehicle r has the right of way; otherwise, the mainline vehicle m has the right of way. S14. Repeat steps S11-S13 for all vehicles and generate a cooperative merging sequence according to the order in which the vehicles pass through the merging point; Here, CAV stands for Connected Autonomous Vehicle, and the merging decision point is a location within the cooperative control zone, which is a designated area behind the merging zone.

3. The method for vehicle roadside guidance and control in merging zones of highways oriented towards mixed traffic flow as described in claim 2, characterized in that: The collaborative merging sequence is updated at regular intervals.

4. The method for vehicle roadside guidance and control in merging zones of highways oriented towards mixed traffic flow as described in claim 1, characterized in that: The collaborative merging operation scheme includes collaborative merging between CAVs and between CAVs and HDVs; where CAV represents connected autonomous vehicles and HDV represents manually driven vehicles.

5. The method for vehicle roadside guidance and control in merging zones of highways oriented towards mixed traffic flow as described in claim 4, characterized in that: The collaborative merging between CAVs is as follows: When the preceding vehicle reaches the merging zone, the speeds of the two CAVs in front and behind should be as equal as possible, while maintaining a safe distance. This means: In the formula, For the car in front C i At time t m,i The speed at that time; For the car in front C i At time t m,i The position of time; T min,1 The minimum headway when the mainline CAV and the ramp CAV merge; If t m,i+1 -t m,i ≤T min,1 This means that the time difference between the two vehicles passing through the merging point is less than the minimum headway when vehicles merge from the main line and the ramp. This is to avoid the following vehicle C... i+1 With the car in front C i A collision occurred, and the rear vehicle C i+1 The acceleration is: in i+1 =min{min(a m ,in c ),in n }; In the formula, a n The standard acceleration defined by driving rules; a c For comfortable acceleration; a m The acceleration required for the confluence, as determined by the equations of motion. Where t is the time required for the merging.

6. The method for vehicle roadside guidance and control in merging zones of highways oriented towards mixed traffic flow as described in claim 4, characterized in that: The collaborative merging between CAV-HDV is as follows: In front of the car H i Time t to reach the merging zone m At that time, the car behind C i+1 The position is determined by the position and velocity detected at detection time t0: In the formula, t m For the inferred front vehicle H i Time of arrival at the merging zone; t0 is the following car C i+1 The time monitored by the detector; For the vehicle in front H i Position and velocity at time t0; L is the length of the cooperative control zone; For the car behind C i+1 The speed at time t0; the two vehicles in front and behind are HDV and CAV respectively; when Falling into the interval [x up ,x down At that time, to avoid the following car C i+1 With the car in front H i If a collision occurs, and the speeds of vehicles on the main road and those on the ramp should be as equal as possible, then: C i+1 The acceleration is: in i+1 =min{min(a m ,in c ),in n }; In the formula, a n The standard acceleration defined by driving rules; a c For comfortable acceleration; a m The acceleration required for the confluence, as determined by the equations of motion. T min,2 The minimum headway when CAV and HDV merge; x up x down Rear car C i+1 The upstream and downstream boundaries of the confluence safety zone.

7. The method for vehicle roadside guidance and control in merging zones of highways oriented towards mixed traffic flow as described in claim 6, characterized in that: The following formula determines the rear vehicle C. i+1 Upstream and downstream boundaries of the merging safety zone: In the formula: x m This is the upstream boundary of the confluence zone.

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