Method for forming continuous flow of straight-through vehicles at crossroads with exclusive right-turn lanes

Abstract

The present invention relates to a method for forming a continuous flow of straight-through vehicles at a cross-shaped intersection with a dedicated right-turn lane, comprising the following steps: S1. Four control sections are sequentially arranged in each import direction of the intersection; S2. When a vehicle enters the sensing and pre-control section, roadside facilities sense the basic information of the vehicle; S3. Define the dynamic conflict area; S4. Obtain the extreme motion process and the minimum arrival time of the vehicle; S5. Determine the occupancy time of the vehicle in the dynamic conflict area; S6. Check the safety between all vehicles and set safety control conditions; S7. Determine the risk measure under conflict prediction; S8. Develop a vehicle speed control strategy according to the risk measure under conflict prediction; S9. After the vehicle arrives at control section four, it is sensed by roadside facilities and then regulated based on the vehicle regulation strategy. The present invention reduces the time loss in the case of vehicle waiting and decelerating at the intersection and the conflict time in the physical area of the intersection, and increases the operating speed and traffic efficiency of the intersection.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle-road cooperation, and more specifically, to a method for forming a continuous flow of straight-through vehicles at a cross-shaped intersection with a dedicated right-turn lane. Background Art

[0002] When the traffic flow at the intersection is small, vehicles usually need to decelerate or even stop to ensure traffic safety, which further increases the carbon emissions and fuel consumption of the vehicles and seriously reduces the traffic efficiency of the intersection. At the same time, since the vehicle flows in different import directions all need to utilize the physical area of the intersection, there are competitions and game decisions in the priority passage of the physical area of the intersection. Under an aggressive game strategy, there will be greater safety risks and congestion is likely to occur. Except for the oncoming vehicle flows, the vehicle flows in each import direction of the intersection conflict with each other. When passing through the intersection, the vehicle trajectories all have a common area in the physical area of the intersection, and a continuous flow cannot be formed, reducing the traffic efficiency of the intersection and affecting the operation ability of the urban road network. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide a method for forming a continuous flow of small-flow straight-through vehicles at a symmetric cross-shaped intersection with a dedicated right-turn lane under the Internet of Things, which clarifies the road right allocation among vehicles, enables the vehicles to form a continuous flow, and ensures the safety and efficiency when the continuous flow passes through the intersection.

[0004] The technical solution adopted by the present invention to solve its technical problems is: constructing a method for forming a continuous flow of straight-through vehicles at a cross-shaped intersection with a dedicated right-turn lane, including the following steps:

[0005] S1. Four control sections are sequentially set for each import direction of the intersection. When a vehicle moves in the import lane, it passes through control section one, control section two, control section three, and control section four in sequence; control section four is the extension line of the right marking of the outermost straight-through lane in each import direction of the intersection in the physical area of the intersection; control section four is within the physical area of the intersection, and the area surrounded by the control sections four in the four import directions is called the comprehensive conflict area; the area between control section four and control section three is called the adaptation section; the area between control section four and control section two is called the rectification section; the area between control section two and control section one is called the perception and pre-control section; the comprehensive conflict area, the adaptation section, the rectification section, and the perception and pre-control section are collectively called the control area;

[0006] S2. When a vehicle arrives at control section four and enters the perception and pre-control section in each import direction, the roadside facilities sense the basic information of the vehicle. The sensed information includes the initial position of vehicle i Initial speed Initial time The cross-shaped intersection includes an east import, a west import, a south import, and a north import;

[0007] S3. Define the dynamic conflict area: When vehicle i enters the perception and pre-control section and there is an intersection point between the extension line of its trajectory and other vehicle j within the control area, there is a dynamic conflict area between vehicle i and vehicle j; at most one vehicle is allowed to occupy each dynamic conflict area at any moment; the cross-section position closest to vehicle i in each dynamic conflict area is denoted as x i-c ;

[0008] S4. Obtain the extreme motion process of the vehicle and the minimum arrival time: The extreme motion process is the motion process in which the vehicle reaches the maximum speed based on the current speed with its own maximum acceleration and maintains the maximum speed; when the vehicle moves according to the extreme motion process, it will reach and pass through the dynamic conflict area in the minimum time;

[0009] S5. Determine the occupancy time of the vehicle in the dynamic conflict area;

[0010] S6. Check the safety between all vehicles and set safety control conditions;

[0011] S7. Determine the risk metric under conflict prediction;

[0012] S8. Develop a vehicle speed control strategy based on the risk metric under conflict prediction;

[0013] S9. After the vehicle reaches control section four, it is sensed by the roadside facilities and then regulated based on the vehicle regulation strategy.

[0014] According to the above solution, in the step S1, the length L of the adaptation section AS The calculation formula is shown in Equation (1):

[0015] L AS = nv max t AS (1)

[0016] In the formula, n is the safety factor, and the value range is [1, ∞); v max is the maximum driving speed at the intersection, with the unit of m / s; t AS is the minimum adaptation time, with the unit of s;

[0017] The length L of the rectification section RS The calculation formula is shown in Equation (2):

[0018]

[0019] In the formula, V min is the possible minimum speed for the straight-through vehicle to reach control section three; a max is the maximum acceleration under human comfort conditions, with the unit of m / s 2 ;

[0020] The length L of the perception and pre-control section PPS The calculation formula is as shown in Equation (3).

[0021]

[0022] Where a min is the maximum deceleration under comfortable human conditions, with the unit of m / s 2 .

[0023] According to the above solution, in the step S1, the control process of the vehicle in the control area includes:

[0024] (1) The vehicle enters the perception and pre-control section from the first control section and the initial information is sensed by the roadside facilities;

[0025] (2) After the initial information of the vehicle is sensed, according to the current vehicle and the vehicle states existing in the control area, a speed control strategy is generated by combining conflict prediction. The current vehicle is regulated by the speed control strategy in the perception and pre-control section and the rectification section, and passes through the perception and pre-control section and the rectification section without stopping with a certain speed control measure, or first stops in the perception and pre-control section so that the vehicle stops before the second control section, and then enters the rectification section after re-accelerating;

[0026] (3) The vehicle reaches the third control section at the maximum driving speed of the intersection and maintains and adapts to this speed to reach the first control section;

[0027] (4) The vehicle stabilizes the vehicle speed at the fourth control section and passes through the comprehensive conflict area.

[0028] According to the above solution, in the step S4, the method for obtaining the extreme motion process and the minimum arrival time of the vehicle includes:

[0029] When there is a dynamic conflict area between the vehicle and other vehicles, the time required for vehicle i to reach the dynamic conflict area section x i-c in the extreme motion state is the minimum arrival time; then the minimum arrival time of vehicle i includes the variable speed time during the vehicle acceleration process and the constant speed time when driving at the maximum speed The minimum arrival time is calculated as shown in Equation (4):

[0030]

[0031] Where the variable speed time and the constant speed time are as shown in Equation (5) and Equation (6):

[0032]

[0033] Where is the corresponding speed change distance during the speed change process, and the calculation formula is shown in Equation (7):

[0034]

[0035] According to the above solution, in the step S5, the method for determining the occupancy time of the vehicle in the dynamic conflict area includes:

[0036] The occupancy time of the vehicle in the dynamic conflict area is shown in Equation (8):

[0037]

[0038] In the formula, is the lane width of vehicle i, in m; L i is the length of vehicle i, in m; ΔT1 is the reserved error of the time required for the vehicle to pass through the dynamic conflict area, in s; when the perception information of the vehicle is accurate and the vehicle passes through the intersection strictly according to the regulated speed, the corresponding error ΔT1 is 0;

[0039] According to the initial time of the vehicle and the minimum arrival time of the vehicle at the dynamic conflict area the starting time of the vehicle's occupancy of the dynamic conflict area is obtained as shown in Equation (9):

[0040]

[0041] In the formula, T i is the time required for vehicle i to reach the cross-section x of the dynamic conflict area i-c ; when vehicle i reaches the cross-section x of the dynamic conflict area in the extreme motion state i-c

[0042] Combined with the above occupancy time of the vehicle in the dynamic conflict area, the termination time of the vehicle's occupancy of the dynamic conflict area is calculated as shown in Equation (10).

[0043]

[0044] According to the above solution, in the step S6, the safety control conditions between vehicles in a single import direction include:

[0045] There is a following-vehicle relationship between vehicles in the same lane in a certain import direction; the minimum headway time T h when vehicles are following should not be less than the safe headway time T secure corresponding to the stopping sight distance, as shown in Equation (11):

[0046] T​h ≥T secure (11)

[0047] Taking the vehicle in front as vehicle h and the vehicle behind as vehicle i as an example, the safe headway T corresponding to the stopping sight distance secure is calculated as shown in Equation (12):

[0048]

[0049] In the formula, V i is the driving speed of vehicle i; t is the driver's reaction time; is the longitudinal friction coefficient between the road surface and the tire; S0 is the safe distance.

[0050] According to the above scheme, in the step S6, the safety control conditions between non-opposite incoming vehicles include:[[]]

[0051] There is a dynamic conflict area between non-opposite incoming vehicles. The main conflict between vehicles lies in that the occupation time of the dynamic conflict area cannot overlap; after the previous vehicle releases the occupation of the dynamic conflict area, the next vehicle is allowed to occupy the dynamic conflict area; taking the previous vehicle as vehicle j and the next vehicle as vehicle i and the two vehicles maintaining the limit motion process as an example, the moment when the next vehicle arrives at the dynamic conflict area should be less than the moment when the previous vehicle leaves the dynamic conflict area Then the safety control conditions between non-opposite vehicles are shown in Equation (13):

[0052]

[0053] According to the above scheme, in the step S7, the method for determining the risk metric under conflict prediction includes:[[]]

[0054] When the safety control conditions cannot be met, there are the following two situations: one is that the safe headway requirement cannot be met between vehicles in a single incoming direction, and the other is that there is a situation where the previous vehicle has not released the occupation of the dynamic conflict area and the next vehicle has already started to occupy the dynamic conflict area between non-opposite vehicles; in both of these situations, a certain conflict area is reused within a certain time length;

[0055] Assume that vehicle j arrives at the control area first and vehicle i arrives at the control area later; then if both vehicles are in the same incoming direction, a following conflict will occur when the safety control conditions are not met, that is, vehicle i will intrude into the safe headway T corresponding to vehicle j secure , and its risk level is measured by T seeure -T h ; if the two vehicles belong to non-opposite incoming directions, there will be a crossing conflict between the vehicles, and vehicle i will intrude into the dynamic conflict area when vehicle j has not left the dynamic conflict area between the two; its risk level is measured by ;

[0056] The risk measurement indicators for both situations that do not meet the safety control conditions are the time differences, which can be denoted as TD ij ; Based on this time difference, an error term ΔT2 is added to ensure the stability of the regulation, TD ij The calculation formula of is shown in Equation (14):

[0057]

[0058] If the movement process of vehicle i is changed to delay the arrival time of vehicle i at the comprehensive conflict area by TD ij , then the safety control conditions can be met between vehicle i and vehicle j; the time by which the arrival time of vehicle i at the dynamic conflict area is delayed should be greater than all TDs including vehicle i ij ; that is, the minimum value TD min of the delay time of vehicle i arriving at the dynamic conflict area under the condition of ensuring safety is equal to the maximum value of the overlapping time length of the combination of vehicle i that does not meet the safety control conditions and any vehicle k, as shown in Equation (15).

[0059] TD min = max{TD ik}, k ∈ N * (15).

[0060] According to the above scheme, the vehicle speed control strategies in step S8 include Strategy A, Strategy B, and Strategy C; Strategy A is that the vehicle accelerates at a constant acceleration until it reaches the maximum driving speed at the intersection and maintains the maximum driving speed to reach Control Section 2; Strategy B is that the vehicle decelerates at a certain deceleration, maintains a relatively low speed, then accelerates at a certain acceleration, and exactly reaches the maximum driving speed at the intersection at Control Section 2; Strategy C is that the vehicle decelerates at a certain deceleration and decelerates to a speed of 0 before Control Section 3, stops and waits, and after the stop waiting time ends, moves according to further regulation strategies.

[0061] According to the above scheme, the vehicle regulation strategy process in step S8 includes:

[0062] Step1: When each vehicle is sensed in the sensing pre-control section, determine whether there is a stop in the sensing pre-control section; if there is no stop in the sensing pre-control section, execute Step2; if there is a stop in the sensing pre-control section, execute Step5.

[0063] Step2: If there is no stop in the sensing pre-control section, assume that the vehicle executes the regulation of the extreme motion process and check the safety control conditions between it and other vehicles that have been regulated. If all the safety control conditions are met, execute Step3; if there are safety conditions that are not met, execute Step4.

[0064] Step 3: If all safety control conditions are met, the vehicle immediately executes the extreme sport process and marks the vehicle as regulated;

[0065] Step 4: If there are safety conditions that are not met, design a speed control strategy for the vehicle and execute the speed control strategy in the sensing pre-control section and the rectification section, so that the vehicle accelerates, decelerates or even stops to make the vehicle meet all safety conditions; if there is a regulation response time, record the regulation response time of the vehicle; if there is no regulation response time, mark the vehicle as regulated;

[0066] Step 5: If there is a stop in the sensing pre-control section, judge whether there is a vehicle reaching the regulation response time; if there is a vehicle reaching the regulation response time, execute Step 6; if there is no vehicle reaching the regulation response time, execute Step 9;

[0067] Step 6: If there is a vehicle reaching the regulation response time, judge whether there is only one vehicle reaching the regulation response time. If so, execute Step 7; if not, execute Step 8;

[0068] Step 7: If only one vehicle reaches the regulation response time, make the vehicle immediately execute the established speed control strategy and mark the vehicle as regulated;

[0069] Step 8: If there are multiple vehicles reaching the regulation response time, form teams for all the leading vehicles reaching the regulation response time at the east-west opposite-direction entrances and the north-south opposite-direction entrances, calculate the sum of the parking waiting times of all the vehicles in the two teams respectively, make the vehicle with the larger sum of the parking waiting times immediately execute the speed control strategy, and mark all the vehicles in the team as regulated; specifically, if there are no vehicles waiting for parking at a certain opposite-direction entrance, the sum of the parking waiting times is 0; in addition, after the leading vehicle passes through control section three, if there are still other vehicles parked in the lane, move forward by one vehicle body position and generate a new leading vehicle, and calculate the regulation response time of the new leading vehicle;

[0070] Step 9: When each vehicle is sensed in the sensing pre-control section, judge whether it can become the leading vehicle of a certain straight lane in the entrance direction. If it can become the leading vehicle, execute Step 10; if not, execute Step 11;

[0071] Step 10: If the vehicle can be the leading vehicle in a straight lane in the import direction, virtually execute Step 6 to determine whether the leading vehicle waiting in line in the same import lane can be the first group of vehicles marked as regulated after the current moment, and at the same time determine whether the vehicle can reach Control Section 3 at the same time as the leading vehicle waiting in line in the same import lane under a reasonable speed control strategy; if both conditions are met, the vehicle executes this reasonable speed control strategy and marks the vehicle as regulated; otherwise, the vehicle acts as the leading vehicle in a straight lane without vehicles parked, and decelerates to a stop before Control Section 3 with the maximum deceleration, and calculates its regulation response time in combination with the deceleration information.

[0072] Step 11: If the vehicle cannot be the leading vehicle in a straight lane in the import direction, the vehicle selects the straight lane with the shortest queue length to park and decelerates to a stop with the maximum deceleration until it can become the leading vehicle.

[0073] Implementing the method for forming a continuous flow of straight vehicles at a cross-shaped intersection with a dedicated right-turn lane of the present invention has the following beneficial effects:

[0074] 1. The present invention is applicable to symmetric cross-shaped intersections, and there are no strict requirements for the number of lanes in each import direction of the intersection, the types of motor vehicles, and the traffic flow size of the intersection. By using the above-mentioned invention content, it can pass through the physical area of the intersection without stopping, breaking the traditional passing mode of waiting for release at the stop line, and greatly improving the passing efficiency of the intersection.

[0075] 2. The present invention reduces the time loss and the conflict time in the physical area of the intersection in the case of waiting and decelerating slowly at the intersection, increases the running speed and passing efficiency of the intersection, and alleviates the traffic congestion problem at key urban nodes. Brief Description of the Drawings

[0076] The following will further illustrate the present invention in conjunction with the drawings. In the drawings:

[0077] Figure 1 is a schematic diagram of the regulation section and the regulation area;

[0078] Figure 2 is a schematic diagram of the dynamic conflict area;

[0079] Figure 3 is a schematic diagram of the extreme motion state;

[0080] Figure 4 is a schematic diagram of the overlapping time;

[0081] Figure 5 is a schematic diagram of Strategy C;

[0082] Figure 6 is the vehicle regulation method flow. Detailed Embodiments

[0083] In order to have a clearer understanding of the technical features, objectives and effects of the present invention, the specific embodiments of the present invention will now be described in detail with reference to the accompanying drawings.

[0084] As shown in Figure 1-6 the method for forming a continuous straight-through traffic flow at a cross-shaped intersection with a dedicated right-turn lane in the present invention includes the following steps:

[0085] Step 1: Set control sections

[0086] For the convenience of segmentally controlling the vehicle motion state and detecting the control situation of the trajectory points, four control sections are sequentially set for each import direction of the intersection, which are respectively denoted as control section one, control section two, control section three and control section four. Vehicles pass through control section one, control section two, control section three and control section four in sequence during the movement in the import lane.

[0087] Preferably, the setting of the control section includes the following contents:

[0088] 1.1 Comprehensive conflict area

[0089] Control section four is the extension line of the right-side marking of the outermost straight-through lane in each import direction of the intersection in the physical area of the intersection. The area enclosed by the control section fours in the four import directions in the physical area of the intersection is called the comprehensive conflict area. Obviously, the conflict points of the straight-through vehicles at the intersection are all in the comprehensive conflict area, that is, when the vehicle enters the comprehensive conflict area, it will conflict with the straight-through vehicles in other directions in the intersection; after leaving the comprehensive conflict area, it will not conflict with the vehicles in the intersection.

[0090] 1.2 Adaptation section

[0091] The area between control section four and control section three is called the adaptation section. The driving task of the vehicle in the adaptation section is to adapt to and maintain the vehicle speed to control section one. The length L AS of the adaptation section is affected by the vehicle speed and the adaptation time, and the calculation process is shown in Equation (1).

[0092] L As = nv max t AS (1)

[0093] In the formula: n is the safety factor, and the value range is [1, ∞); v max is the maximum driving speed of the intersection, with the unit of m / s; t AS is the minimum adaptation time, with the unit of s.

[0094] 1.3 Rectification section

[0095] The area between control section four and control section two is called the rectifying section. The driving task of the vehicle in the rectifying section is to adjust the vehicle speed to the maximum driving speed with an appropriate acceleration. The length L of the rectifying section RS is affected by the maximum acceleration, and the calculation process is shown in Equation (2).

[0096]

[0097] In the formula, V min is the minimum possible speed for the straight vehicle to reach control section three, taking 0 m / s; a max is the maximum acceleration under human comfort conditions, generally taking values within [-5, 5], and the unit is m / s 2 ;

[0098] 1.4 Perception and pre-control section

[0099] The area between control section two and control section one is called the perception and pre-control section. The vehicle is perceived of information such as speed and position in the perception and pre-control section, and its driving task is to adjust the vehicle speed with an appropriate acceleration. The length L of the perception and pre-control section PPS is affected by the maximum deceleration, and the calculation process is shown in Equation (3).

[0100]

[0101] In the formula, a min is the maximum deceleration under human comfort conditions, generally taking values within [-5, 5], and the unit is m / s 2 .

[0102] 1.5 Control area and control process

[0103] The comprehensive conflict area, adaptation section, rectifying section, and perception and pre-control section are collectively called the control area. To maximize the traffic efficiency of vehicles at the intersection, it is considered that the vehicle should increase its speed to the maximum driving speed as soon as possible and maintain the maximum driving speed to pass through the control area in the shortest time, so as to reduce the time length of conflicts with other vehicles. At the same time, to avoid conflicts between vehicles in the intersection, conflict prediction is carried out for any two vehicles in the control area, and a targeted speed control strategy is generated for the vehicle that enters the control area later, so as to eliminate conflicts and ensure the traffic safety of vehicles.

[0104] The control process of the vehicle in the control area is as follows:

[0105] (1) The vehicle enters the perception and pre-control section from control section one and is perceived of the initial information by roadside facilities;

[0106] (2) After the initial information of the vehicle is sensed, according to the existing vehicle states of the current vehicle and in the control area, combined with conflict prediction, a speed control strategy is generated. The current vehicle is regulated by the speed control strategy in the sensing pre-control section and the rectification section, and passes through the sensing pre-control section and the rectification section without stopping with certain speed control measures, or first stops in the sensing pre-control section so that the vehicle stops before control section two, and then accelerates again to enter the rectification section;

[0107] (3) The vehicle reaches control section three at the maximum driving speed of the intersection and maintains and adapts to this speed to reach control section one;

[0108] (4) The vehicle stabilizes its speed at control section four and passes through the comprehensive conflict area.

[0109] It should be noted that during the control process, except in the cases clearly stated and required in the regulation method, overtaking of vehicles is prohibited at other times. At the same time, the intersection in this regulation method is equipped with an independent dedicated right-turn lane, and the situation of vehicle left-turns is not considered, nor is the interference of pedestrians and non-motor vehicles considered.

[0110] Step 2: Description of intersection approach combination classification and vehicle sensed information

[0111] Generally, a cross-shaped intersection includes four approach lanes, which may be called the east approach, the west approach, the south approach, and the north approach. Among them, the east and west approaches (or the south and north approaches) are opposite approaches. The remaining different approaches are combined in pairs and called non-opposite approaches, such as the east approach and the south approach, the east approach and the north approach, etc.

[0112] When a vehicle arrives at control section four and enters the sensing pre-control section in each approach direction, the roadside facilities sense the basic information of the vehicle. The sensed information includes the initial position of vehicle i Initial speed Initial time

[0113] Step 3: Definition of the dynamic conflict area

[0114] When vehicle i enters the sensing pre-control section and there is an intersection point between the extension line of its trajectory and other vehicle j in the control area, there is a dynamic conflict area between vehicle i and vehicle j. The dynamic conflict area obviously exists within the comprehensive conflict area, and its length and width are the widths of the lanes where the two vehicles are located. Since there may be multiple vehicles in the control area, there will also be multiple dynamic conflict areas including a certain vehicle i. To avoid conflicts between vehicles, at most one vehicle is allowed to occupy each dynamic conflict area at any time. The position of the section closest to vehicle i in each dynamic conflict area is denoted as x i-c .

[0115] Step 4: Extreme motion process of the vehicle and minimum arrival time

[0116] To enable the vehicle to pass through the control area as soon as possible, a limit motion process is proposed. The limit motion process is a motion process in which the vehicle reaches the maximum speed based on the current speed with its maximum acceleration and maintains the maximum speed. When the vehicle moves according to the limit motion process, it will reach and pass through the dynamic conflict area in the minimum time.

[0117] When there is a dynamic conflict area between the vehicle and other vehicles, the vehicle i reaches the cross-section x of the dynamic conflict area in the limit motion state. i-c The required time is called the minimum arrival time. Then the minimum arrival time of vehicle i includes the variable speed time during the vehicle acceleration process and the constant speed time when maintaining the maximum speed. The minimum arrival time is calculated as shown in Equation (4).

[0118]

[0119] Among them, the variable speed time and the constant speed time are shown in Equations (5) and (6),

[0120]

[0121] In the formula, is the corresponding variable speed distance during the variable speed process, and the calculation formula is shown in Equation (7).

[0122]

[0123] Since the initial speed of the vehicle Therefore, the variable speed distance of the vehicle is less than the length of the perception pre-control area and the rectification section. Therefore, the vehicle can meet the maximum speed allowed at the intersection at the regulation cross-section 3 in the limit motion state, that is, it can adapt to the control purposes of each cross-section and section proposed in Step 1.

[0124] Step 5: Occupation time of the dynamic conflict area

[0125] Since the vehicle has maintained the maximum driving speed at the intersection when it reaches the control section 2, the occupation time of the vehicle for the dynamic conflict area is shown in Equation (8).

[0126]

[0127] In the formula, is the lane width of vehicle i, unit m; L iL is the length of vehicle i, in m; ΔT1 is the reserved error of the time required for the vehicle to pass through the dynamic conflict area, in s. When the perception information of the vehicle is accurate and the vehicle passes through the intersection strictly according to the regulated speed, the corresponding error ΔT1 is 0. Generally, it is set according to the specific operating environment.

[0128] It should be noted that if the perception device does not accurately identify the vehicle length information, in order to avoid the error in the vehicle length perception, the vehicle models can be classified into large vehicles and small vehicles. The vehicle length L i no longer takes the length of vehicle i, but is calculated by substituting the maximum length of large vehicles or small vehicles.

[0129] According to the initial moment of the vehicle in step 2 and the minimum arrival time of the vehicle at the dynamic conflict area in step 4 the starting moment of the vehicle's occupation of the dynamic conflict area can be obtained as shown in Equation (9).

[0130]

[0131] In the formula, T i is the time required for vehicle i to reach the cross-section x of the dynamic conflict area i-c When vehicle i reaches the cross-section x of the dynamic conflict area in the extreme motion state i-c

[0132] Combined with the above vehicle occupation time of the dynamic conflict area, the termination moment of the vehicle's occupation of the dynamic conflict area can be calculated as shown in Equation (10).

[0133]

[0134] Step 6: Vehicle safety control conditions

[0135] To ensure the safety among all straight-going vehicles in the intersection, it is necessary to check the safety among all vehicles and set safety control boundary conditions. According to the different import directions to which the vehicles belong, the objects included in the vehicle safety control conditions can be divided into three categories, namely: between vehicles in a single import direction, between oncoming import vehicles, and between non-oncoming import vehicles.

[0136] Preferably, the vehicle safety control conditions include the following:

[0137] 6.1 Safety control conditions between vehicles in a single import direction

[0138] There is a following-following relationship between vehicles in the same lane in a certain import direction. To ensure safety, the minimum headway time T when vehicles follow each other​h It should be not less than the safe headway time T corresponding to the stopping sight distance secure , as shown in Equation (11).

[0139] T h ≥T secure (11)

[0140] Taking the leading vehicle as vehicle j and the following vehicle as vehicle i as an example, the safe headway time T corresponding to the stopping sight distance secure is calculated as shown in Equation (12).

[0141]

[0142] In the formula, V i is the driving speed of vehicle i; t is the driver's reaction time, generally taken as 2.0 s. If all vehicles are autonomous vehicles, the reaction time can be reduced according to the characteristics of autonomous vehicles, and the reaction time in the mixed driving state is taken as that of human driving; is the longitudinal friction coefficient between the road surface and the tire; S0 is the safe distance, and it is recommended to determine it according to the latest intersection design standard.

[0143] It should be noted that when there are multiple straight lanes in a certain approach direction and there are no straight vehicles in at least one straight lane, when the next straight vehicle enters this approach direction, it is not considered to be in the same lane as other straight vehicles. Because this vehicle can adjust to the straight lane without straight vehicles through a short lane-changing process, and thus there is no following relationship with other vehicles in the same lane.

[0144] 6.2 Safety control conditions for vehicles in the oncoming approach direction

[0145] Since there is no dynamic conflict area and no following relationship between vehicles in the oncoming approach direction, their movements are relatively independent, and safety can be maintained under any conditions. Therefore, there are no safety control conditions.

[0146] 6.3 Safety control conditions for non-oncoming approach vehicles

[0147] There is a dynamic conflict area between non-oncoming approach vehicles, and the main conflict between vehicles is that the occupancy time of the dynamic conflict area cannot overlap. Therefore, after the previous vehicle releases the occupancy of the dynamic conflict area, the next vehicle is allowed to occupy the dynamic conflict area. Taking the leading vehicle as vehicle j, the following vehicle as vehicle i, and the two vehicles maintaining the limit movement process as an example, the moment when the following vehicle arrives at the dynamic conflict area should be less than the moment when the leading vehicle leaves the dynamic conflict area

[0148]

[0149] Step 7: Risk Measurement under Conflict Prediction

[0150] When all vehicles are running in the extreme motion state, it may be impossible for the vehicles to meet the safety control conditions in Step 6. When the safety control conditions cannot be met, there are the following two situations: one is that the vehicles in the single import direction cannot meet the requirement of the safe headway time, and the other is that there is a situation where the previous vehicle has not released the occupancy of the dynamic conflict area, and the next vehicle has already started to occupy the dynamic conflict area among the non-opposite vehicles. In both of these situations, a certain conflict area is reused within a certain time length.

[0151] Assume that vehicle j arrives at the control area first, and vehicle i arrives at the control area later. If the two vehicles are in the same import direction, a following conflict will occur when the safety control conditions are not met, that is, vehicle i will intrude into the safe headway time T corresponding to vehicle j secure , and its risk level can be measured by using T secure -T h . If the two vehicles belong to non-opposite import directions, there will be a crossing conflict between the vehicles, and vehicle i will intrude into the dynamic conflict area when vehicle j has not left the dynamic conflict area between the two. Its risk level can be measured by .

[0152] The risk measurement indicators for both situations where the safety control conditions are not met are time differences, and this time difference can be denoted as TD ij . To avoid the influence of factors such as the instability of vehicle operation and the calculation time of conflict prediction, an error term ΔT2 is added on the basis of this time difference to ensure the stability of regulation. The calculation formula of TD ij is shown in Equation (14).

[0153]

[0154] Obviously, if the motion process of vehicle i is changed to delay the arrival time of vehicle i at the comprehensive conflict area by TD ij , then the safety control conditions can be met between vehicle i and vehicle j. Since vehicle i may have conflicts with multiple vehicles, to ensure that multiple safety control conditions are met, the delay time of vehicle i arriving at the dynamic conflict area should be greater than all TDs including vehicle i ij . That is, the minimum value TD min of the delay time of vehicle i arriving at the dynamic conflict area under the condition of ensuring safety is equal to the maximum value of the overlapping time length of the combination of vehicle i that does not meet the safety control conditions and any vehicle k, as shown in Equation (15).

[0155] TD min =max{TD ik}, k∈N * (15)

[0156] Step 8: Develop a vehicle speed control strategy

[0157] To delay the arrival time of the vehicle at the comprehensive conflict area by TD min , it is necessary to change the assumed extreme motion state of the vehicle, and thus it is necessary to develop a vehicle speed control strategy. The development of the vehicle speed control strategy includes the boundary conditions of the vehicle speed control strategy and the determination of the vehicle speed control strategy.

[0158] 8.1 Vehicle speed control strategy selection conditions

[0159] The vehicle speed control strategy includes three types, namely Strategy A, Strategy B, and Strategy C. Strategy A is for the vehicle to accelerate with a constant acceleration until it reaches the maximum driving speed at the intersection and maintain the maximum driving speed to reach Control Section 2. Strategy B is for the vehicle to decelerate with a certain deceleration, maintain a relatively low speed, then accelerate with a certain acceleration, and exactly reach the maximum driving speed at the intersection at Control Section 2. Strategy C is for the vehicle to decelerate with a certain deceleration and decelerate to a speed of 0 before Control Section 3, stop and wait. After the stop waiting time ends, it moves according to further regulation strategies.

[0160] The following gives the boundary conditions between adjacent strategies.

[0161] (1) The reference passing time of the extreme motion state

[0162] Taking the vehicle passing the perception pre-control section and the rectification section in the extreme motion state as the reference condition, the required time is T0, as shown in Equation (16).

[0163]

[0164] (2) The first boundary condition between Strategy A and Strategy B

[0165] The first critical motion state of the vehicle between Strategy A and Strategy B is: Based on the initial speed, the vehicle accelerates with a constant acceleration and just reaches the maximum driving speed at the intersection at Control Section 2.

[0166] The time T1 for the vehicle to pass the perception pre-control section and the rectification section in this first critical motion state is shown in Equation (17).

[0167]

[0168] Then the minimum value TD of the delay time of the arrival time of vehicle i at the comprehensive conflict area under the condition of ensuring safety min , when it is less than or equal to the difference T1 - T0 between the first boundary condition and the reference condition, the vehicle can be regulated using Control Strategy A; otherwise, Control Strategy B or C can be selected.

[0169] (3) The second boundary condition between Strategy B and Strategy C

[0170] The second critical motion state of the vehicle between Strategy B and Strategy C is as follows: Based on the initial speed, the vehicle decelerates at a certain deceleration rate until the speed reaches 0, and immediately increases the speed to the maximum driving speed at the intersection with the maximum acceleration when the speed is 0.

[0171] Since it is assumed in the setting of the perception pre-control section and the rectification section lengths that the vehicle enters Control Section 4 at the maximum driving speed of the intersection, the driving length in this critical state is less than the sum of the perception pre-control section and the rectification section lengths. Therefore, the vehicle can reach the maximum driving speed at the intersection at Control Section 2 under the condition of the second critical state.

[0172] The time T2 for the vehicle to pass through the perception pre-control section and the rectification section under the condition of this second critical motion state is shown in Equation (18).

[0173]

[0174] Then the minimum value TD of the delay time of the arrival time of Vehicle i at the comprehensive conflict area under the condition of ensuring safety min , when it is greater than T1 - T0 and less than or equal to the difference T2 - T0 between the second boundary condition and the reference condition, the vehicle speed control Strategy B can be used to regulate the vehicle; otherwise, the vehicle speed control Strategy C can be selected.

[0175] In summary, based on the minimum value of the delay time of the arrival time of Vehicle i at the comprehensive conflict area under the condition of ensuring safety and the two boundary conditions, the selection conditions for the vehicle speed control strategy can be obtained, as shown in Equation (19).

[0176]

[0177] 8.2 Determining the vehicle speed control strategy

[0178] Based on the selection of the vehicle speed control strategy in 8.1 and combined with TD min , the accurate control information of the vehicle speed control strategy can be determined. In Strategy A, it is mainly necessary to determine the magnitude of the acceleration during acceleration. In Strategy B, it is mainly necessary to determine the magnitude of the deceleration during deceleration, the length of the deceleration time, and the magnitude of the acceleration during acceleration. In Strategy C, it is mainly necessary to determine the magnitude of the deceleration during deceleration and the parking waiting time.

[0179] It should be noted that if the vehicle selects the vehicle speed control Strategy C, the length of the parking waiting time must be recorded. In theory, after the vehicle parking waiting time ends, secondary regulation needs to be carried out immediately. In order to better form the next regulation strategy, it is necessary to determine the moment when the parking waiting time ends according to the parking waiting time, and this moment becomes the regulation response moment.

[0180] Step 9: Vehicle regulation method

[0181] After the vehicle arrives at control section 4, it is sensed by the roadside facilities and then regulated based on the regulation method. The regulation method is based on the following basic principles:

[0182] (1) "First come, first served": The vehicle that arrives at control section 4 first is preferentially regulated.

[0183] (2) "Principle of commonality": The speed control strategy of the currently regulated vehicle is jointly determined by the position, speed, and time information of the current vehicle and the speed control strategies of the vehicles that are still in the intersection and being regulated.

[0184] (3) "Principle of preferential formation": If multiple vehicles can be formed into a formation on the basis of ensuring safety and efficiency, they are preferentially regulated in formation.

[0185] Based on the above basic principles, the specific vehicle regulation strategy process is as follows.

[0186] Step1: When each vehicle is sensed in the sensing pre-control section, determine whether there is a stop in the sensing pre-control section; if there is no stop in the sensing pre-control section, execute Step2; if there is a stop in the sensing pre-control section, execute Step5.

[0187] Step2: If there is no stop in the sensing pre-control section, assume that the vehicle executes the regulation of the extreme motion process and check the safety control conditions with other vehicles that have already been regulated. If all the safety control conditions are met, execute Step3; if there is a safety condition that is not met, execute Step4.

[0188] Step3: If all the safety control conditions are met, the vehicle immediately executes the extreme motion process and marks the vehicle as regulated;

[0189] Step4: If there is a safety condition that is not met, design a speed control strategy for the vehicle and execute the speed control strategy in the sensing pre-control section and the rectification section, causing the vehicle to accelerate, decelerate, or even stop to make the vehicle meet all the safety conditions; if there is a regulation response time, record the regulation response time of the vehicle; if there is no regulation response time, mark the vehicle as regulated.

[0190] Step5: If there is a stop in the sensing pre-control section, determine whether there is a vehicle that has reached the regulation response time. If there is a vehicle that has reached the regulation response time, execute Step6; if there is no vehicle that has reached the regulation response time, execute Step9.

[0191] Step6: If there is a vehicle that has reached the regulation response time, determine whether there is only one vehicle that has reached the regulation response time. If so, execute Step7; if not, execute Step8.

[0192] Step 7: If only one vehicle reaches the regulation response time, let this vehicle immediately execute the established speed control strategy and mark this vehicle as regulated.

[0193] Step 8: If multiple vehicles reach the regulation response time, form teams for all the leading vehicles (the leading vehicle refers to the vehicle waiting in line closest to the third regulation section in each straight lane) that reach the regulation response time at the east-west and north-south oncoming imports, calculate the sum of the parking waiting times of all vehicles within the two teams respectively, let the vehicle with the larger sum of parking waiting times immediately execute the speed control strategy, and mark all vehicles in this team as regulated. Specifically, if there are no vehicles waiting in line in a certain oncoming import direction, the sum of the parking waiting times is 0. In addition, after the leading vehicle passes through the third control section, if there are still other vehicles parked in this lane, move forward by one vehicle body position to generate a new leading vehicle, and calculate the regulation response time of the new leading vehicle.

[0194] Step 9: When each vehicle is sensed in the perception and pre-control section, determine whether it can become the leading vehicle of a certain straight lane in this import direction. If it can become the leading vehicle, execute Step 10; if not, execute Step 11.

[0195] Step 10: If the vehicle can become the leading vehicle of a certain straight lane in this import direction, virtually execute Step 6 to determine whether the leading vehicle waiting in line in the same import lane can become the first group of vehicles marked as regulated after the current moment, and at the same time determine whether this vehicle can reach the third control section at the same time as the leading vehicle waiting in line in the same import lane under a reasonable speed control strategy. If both conditions are met, this vehicle executes this reasonable speed control strategy and marks this vehicle as regulated; otherwise, this vehicle acts as the leading vehicle in the straight lane without parked vehicles, decelerates to a stop before the third control section with the maximum deceleration, and calculates its regulation response time in combination with the deceleration information at the same time.

[0196] Step 11: If the vehicle cannot become the leading vehicle of a certain straight lane in this import direction, this vehicle selects the straight lane with the shortest queue length to park and decelerates to a stop with the maximum deceleration until it can become the leading vehicle.

[0197] Parts not elaborated in detail in this specification belong to the prior art.

[0198] The embodiments of the present invention have been described above in conjunction with the accompanying drawings. However, the present invention is not limited to the above specific embodiments. The above specific embodiments are merely illustrative and not restrictive. Under the inspiration of the present invention, those of ordinary skill in the art can also make many forms without departing from the spirit and scope protected by the claims of the present invention. These all fall within the protection scope of the present invention.

Claims

1. A method for forming a continuous flow of straight vehicles at a cross intersection with a right-turn lane, characterized in that: The following steps are involved: S1. Four control sections are set in sequence for each entrance direction of the intersection. Vehicles pass through control section 1, control section 2, control section 3 and control section 4 in sequence during the movement of the entrance lane; control section 4 is the extension line of the right side marking of the outermost straight lane of each entrance direction of the intersection in the physical area of ​​the intersection; control section 4 is within the physical area of ​​the intersection, and the area surrounded by the four control sections of the four entrance directions is called the comprehensive conflict area; the area between control section 4 and control section 3 is called the adaptation section; the area between control section 3 and control section 2 is called the rectification section; the area between control section 2 and control section 1 is called the perception pre-control section; the comprehensive conflict area, adaptation section, rectification section, and perception pre-control section are collectively called the control area; Adaptation segment length The calculation formula is shown in formula (1): （1） In the formula, is the safety factor, and its value is ; is the maximum speed at the intersection, in units of ; is the minimum adaptation time, in units of ; Length of rectifier section The calculation formula is shown in formula (2): （2） In the formula, The minimum speed for straight-moving vehicles to reach control section 3; The maximum acceleration under human comfort conditions is ; Length of sensing pre-control section The calculation formula is shown in formula (3): （3） In the formula, It is the maximum deceleration under human comfort conditions, in units of ; The control process of the vehicle in the control area includes: (1) The vehicle enters the perception pre-control section from the control section and the initial information is sensed by the roadside facilities; (2) After the initial information of the vehicle is sensed, a speed control strategy is generated based on the status of the current vehicle and the existing vehicles in the control area and combined with conflict prediction. The current vehicle is regulated by the speed control strategy in the perception pre-control section and the rectification section, and passes through the perception pre-control section and the rectification section without stopping with certain speed control measures, or stops in the perception pre-control section first, so that the vehicle stops before the second control section, and then re-accelerates to enter the rectification section; (3) The vehicle reaches control section 3 at the maximum speed of the intersection and maintains and adapts to this speed to reach control section 4; (4) The vehicle stabilizes its speed at control section 4 and passes through the comprehensive conflict area; S2: When a vehicle arrives at the control section in each import direction and enters the perception pre-control section, the roadside facilities perceive the basic information of the vehicle. The perceived information includes the vehicle Initial position , initial velocity , initial moment ; The cross intersection includes the east entrance, west entrance, south entrance and north entrance; S3. Define the dynamic conflict zone; when the vehicle Entering the perception pre-control section, the extension of its trajectory is consistent with other vehicles in the control area When there is an intersection, the vehicle With vehicle There is a dynamic conflict zone between them; each dynamic conflict zone allows at most one vehicle to occupy it at any time; each dynamic conflict zone is within a certain distance of the vehicle The nearest cross-section position is recorded as ; S4. Obtaining the vehicle's extreme motion process and minimum arrival time; the extreme motion process is the process in which the vehicle reaches the maximum speed based on the current speed with its own maximum acceleration and maintains the maximum speed; when the vehicle moves according to the extreme motion process, it will arrive at and pass through the dynamic conflict zone in the shortest time; Methods for obtaining the vehicle's extreme motion process and minimum arrival time include: When there is a dynamic conflict zone between the vehicle and other vehicles, the vehicle Reach the dynamic conflict zone section in an extreme motion state The required time is the minimum arrival time; then the vehicle Minimum arrival time Including the speed change time during vehicle acceleration and the constant speed time when maintaining the maximum speed , minimum arrival time The calculation of is shown in formula (4): = （4） Among them, the speed change time and constant speed time As shown in formula (5) and formula (6): （5） （6） In the formula, is the corresponding speed change distance in the speed change process, and the calculation formula is shown in formula (7): （7）； S5. Determine the vehicle's occupation time of the dynamic conflict zone; Methods for determining the time a vehicle occupies a dynamic conflict zone include: Vehicle occupation time of dynamic conflict zone As shown in formula (8): = （8） In the formula, For vehicles Lane width, unit ; For vehicles Length, unit ; The reserved error for the time required for the vehicle to pass through the dynamic conflict zone, in units of When the vehicle's perception information is accurate and the vehicle passes through the intersection strictly according to the control speed, the corresponding error is 0; According to the initial time of the vehicle and the minimum arrival time of vehicles to the dynamic conflict zone , get the starting time of vehicle occupation of dynamic conflict zone , as shown in formula (9): （9） In the formula, For vehicles Reach the dynamic conflict zone section The time required for the vehicle Reach the dynamic conflict zone section in an extreme motion state hour, ; Combined with the above vehicle occupation time of the dynamic conflict zone, the end time of the vehicle's occupation of the dynamic conflict zone is calculated , as shown in formula (10); （10）； S6. Check the safety of all vehicles and set safety control conditions; The safety control conditions between vehicles in a single import direction include: There is a following relationship between vehicles in the same lane in a certain import direction; the minimum headway time when vehicles are following each other Should not be less than the safe headway time distance corresponding to the parking sight distance , as shown in formula (11): （11） Previously, the car was a vehicle And the following vehicle is a vehicle For example, the safe headway time corresponding to the parking sight distance is The calculation of is shown in formula (12): （12） In the formula, For vehicles The driving speed is for driver reaction time; is the longitudinal friction coefficient between the road surface and the tire; For safe distance; Safety control conditions between non-opposite imported vehicles include: There is a dynamic conflict zone between non-opposite import vehicles. The main conflict between vehicles is that the occupation time of the dynamic conflict zone cannot overlap; the next vehicle is allowed to occupy the dynamic conflict zone only after the previous vehicle releases the occupation of the dynamic conflict zone; the previous vehicle is the vehicle And the following vehicle is a vehicle As an example, when the two vehicles maintain the extreme motion process, the moment when the rear vehicle reaches the dynamic conflict zone Should be less than the time when the front vehicle leaves the dynamic conflict zone , then the safety control condition between non-opposite vehicles is as shown in formula (13): （13）； S7. Determine the risk measure under conflict prediction; Methods for determining risk measures under conflict prediction include: There are two situations when the safety control conditions cannot be met: one is that the safety headway requirement cannot be met between vehicles in a single import direction; the other is that the previous vehicle has not yet released the occupation of the dynamic conflict zone between non-opposite vehicles, and the next vehicle has already started to occupy the dynamic conflict zone; in both cases, a conflict zone is repeatedly used within a certain length of time; Assume vehicle First reach the control area, the vehicle If the two vehicles are in the same import direction, a following vehicle conflict will occur if the safety control conditions are not met, that is, the vehicles Invasion of vehicles Corresponding safe headway , the degree of risk is to measure; if the two vehicles are from non-opposite import directions, there is a cross conflict between the vehicles. Will be in the vehicle Invasion of the dynamic conflict zone without leaving the dynamic conflict zone between the two; the risk level is determined by to measure; The risk measurement indicators for the two situations that do not meet the safety control conditions are both time differences, which can be recorded as ; Based on this time difference, add the error term To ensure the stability of regulation, The calculation formula is shown in formula (14): （14） If you change the vehicle The movement process makes the vehicle Arrival at the integrated conflict zone delayed , then the vehicle and vehicles The safety control conditions are met between vehicles The delay in arriving at the dynamic conflict zone should be greater than the delay of all vehicles involved. of ; That is, vehicle Minimum delay time to reach the dynamic conflict zone under safety conditions , which is equal to vehicles that do not meet the safety control conditions With any vehicle The maximum value of the combined overlapping time length; S8. Formulate a vehicle speed control strategy based on the risk measurement under conflict prediction; The vehicle speed control strategies include strategy A, strategy B and strategy C; strategy A is that the vehicle accelerates at a constant acceleration until it reaches the maximum speed of the intersection, and maintains the maximum speed to reach control section 2; strategy B is that the vehicle decelerates at a certain deceleration, maintains a lower speed, and then accelerates at a certain acceleration, and reaches the maximum speed of the intersection just at control section 2; strategy C is that the vehicle decelerates at a certain deceleration, and decelerates to 0 speed before control section 3, stops and waits, and moves according to further control strategies after the parking waiting time ends; S9, after the vehicle reaches the control section 4, it is sensed by the roadside facilities and then regulated based on the vehicle regulation strategy; The vehicle control strategy process includes: Step 1: When each vehicle is sensed in the sensing pre-control section, it is determined whether there is a stop in the sensing pre-control section; if there is no stop in the sensing pre-control section, Step 2 is executed; if there is a stop in the sensing pre-control section, Step 5 is executed; Step 2: If there is no parking in the perception pre-control section, assume that the vehicle performs the control of the extreme motion process and check the safety control conditions between it and other controlled vehicles; if all safety control conditions are met, execute Step 3; if there are safety conditions that are not met, execute Step 4; Step 3: If all safety control conditions are met, the vehicle immediately executes the extreme motion process and marks the vehicle as controlled; Step 4: If any safety conditions are not met, a speed control strategy is designed for the vehicle, and the speed control strategy is executed in the perception pre-control section and the rectification section, so that the vehicle is accelerated, decelerated, or even stopped to meet all safety conditions; if there is a control response moment, the control response moment of the vehicle is recorded; if there is no control response moment, the vehicle is marked as controlled; If the vehicle selects speed control strategy C, the length of the parking waiting time must be recorded. After the vehicle's parking waiting time ends, secondary control needs to be performed immediately. In order to better form the next control strategy, the time when the parking waiting time ends needs to be determined based on the parking waiting time. This time becomes the control response time; Step 5: If the vehicle stops in the pre-control section, determine whether there is a vehicle that has reached the control response time; if there is a vehicle that has reached the control response time, execute Step 6; if there is no vehicle that has reached the control response time, execute Step 9; Step 6: If there is a vehicle that has reached the control response time, determine whether there is only one vehicle that has reached the control response time. If so, execute Step 7; if not, execute Step 8; Step 7: If only one vehicle reaches the control response time, the vehicle is ordered to immediately execute the established speed control strategy and is marked as controlled; Step 8: If there are multiple vehicles that have reached the control response time, form a team for all the leading vehicles that have reached the control response time at the east-west and north-south opposite imports, calculate the sum of the parking waiting time of all vehicles in the two teams, and make the vehicle with the larger sum of parking waiting time immediately implement the speed control strategy, and mark all vehicles in the team as regulated; if there are no vehicles waiting in a certain opposite import direction, the sum of the parking waiting time is 0; in addition, after the leading vehicle passes through control section 3, if there are still other vehicles parked in the lane, move forward one vehicle body position and generate a new leading vehicle, and calculate the control response time of the new leading vehicle; Step 9: When each vehicle is sensed in the sensing pre-control section, it is determined whether it can become the leading vehicle in a certain straight lane in the import direction. If it can become the leading vehicle, execute Step 10; if not, execute Step 11; Step 10: If the vehicle becomes the leading vehicle in a straight lane in the import direction, then step 6 is virtually executed to determine whether the leading vehicle waiting in the same import lane can become the first group of vehicles marked as regulated after the current moment, and at the same time determine whether the vehicle can reach control section 3 at the same time as the leading vehicle waiting in the same import lane under a reasonable speed control strategy; if both conditions are met, the vehicle executes the reasonable speed control strategy and is marked as regulated; otherwise, the vehicle acts as the leading vehicle in a straight lane where no vehicles are parked, and decelerates and stops before control section 3 at the maximum deceleration, and calculates its regulation response time in combination with the deceleration information; Step 11: If the vehicle cannot become the leading vehicle in a straight lane in the import direction, the vehicle will choose to stop in the straight lane with the shortest queue length and slow down and stop at the maximum deceleration until it can become the leading vehicle.

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