Dynamic cooperative control system and method for special lane and general lane in automatic driving environment

Abstract

The invention relates to a dynamic cooperative control system and method for a special lane and a universal lane in an automatic driving environment, and belongs to the field of intelligent traffic. The method comprises the following steps: S1, establishing a special lane and general lane dynamic cooperative control system in an automatic driving environment; s2, detecting traffic flow data of various types of vehicles on different lanes between different sections of a road in real time by each group of roadside control units, realizing lane-level road traffic state monitoring, and determining a suggested lane function division scheme, a lane type division scheme, a lane-level variable speed limiting scheme and a lane opening and closing scheme through an optimization decision algorithm; and S3, issuing various schemes of corresponding sections by each group of roadside control units, and pushing the personalized suggested schemes to the network-connected automatic driving vehicle. According to the invention, the fine road management level is improved.

Description

Technical Field

[0001] The present invention belongs to the field of intelligent transportation and relates to a dynamic cooperative control system and method for dedicated lanes and general lanes in an automatic driving environment. Background Art

[0002] With the continuous development of networked autonomous driving technology, a variety of vehicles, including manually driven passenger cars, manually driven small trucks, manually driven buses, manually driven large trucks, self-driving passenger cars, self-driving small trucks, self-driving buses, and self-driving large trucks, will gradually appear on the road, and the complexity of traffic management will increase dramatically. In particular, the interference between multiple vehicles can easily lead to traffic accidents and cause traffic congestion.

[0003] To this end, it is necessary to propose a dynamic collaborative control system and method for dedicated lanes and general lanes in an autonomous driving environment to overcome the problem of insufficient refinement of existing road lane management, avoid frequent lane changes of vehicles, ensure traffic safety, and improve the level of refined road management. Summary of the invention

[0004] In view of this, the purpose of the present invention is to provide a dynamic collaborative control system and method for dedicated lanes and general lanes in an autonomous driving environment, by using lane-level variable information signs to publish lane function division plans, lane type division plans and lane opening and closing plans, using lane-level variable speed limit signs to publish lane-level variable speed limit plans, and using networked communication technology to push personalized suggestions to networked autonomous driving vehicles, so as to balance the traffic flow in each lane of the road and ensure safe and smooth traffic operation.

[0005] In order to achieve the above object, the present invention provides the following technical solutions:

[0006] A method for dynamic cooperative control of a dedicated lane and a general lane in an autonomous driving environment specifically comprises the following steps:

[0007] S1: Establish a dynamic cooperative control system for dedicated lanes and general lanes in an autonomous driving environment. Set up a group of roadside control units every 500m-2km on the main road. Each group of roadside control units is connected by communication technology for networking control and can exchange real-time information with networked autonomous driving vehicles.

[0008] S2: Each group of roadside control units detects in real time the traffic flow data such as speed, flow, density and occupancy rate of various types of vehicles (including manually driven passenger cars, manually driven small trucks, manually driven buses, manually driven large trucks, self-driving passenger cars, self-driving small trucks, self-driving buses and self-driving large trucks) on different lanes between different sections of the road, realizes lane-level road traffic status monitoring, and determines the recommended lane function division scheme, lane type division scheme, lane-level variable speed limit scheme and lane opening and closing scheme by optimizing the decision-making algorithm;

[0009] S3: Each group of roadside control units publishes the lane function division plan, lane type division plan, lane-level variable speed limit plan and lane opening and closing plan for the corresponding section, and uses networked communication technology to push personalized suggestions to the networked autonomous driving vehicles.

[0010] Furthermore, in step S1, the dynamic cooperative control system of the dedicated lane and the general lane in the autonomous driving environment is established, which specifically includes:

[0011] The data acquisition module is installed in each roadside control unit and is used to detect lane-level traffic flow data in real time and connect with connected autonomous vehicles to obtain vehicle driving data;

[0012] The roadside decision module is installed in each roadside control unit, receives real-time detection information from the data acquisition module and the control plan implemented by the information release module, determines the traffic status of each lane of the road, and determines a reasonable lane function division plan, lane type division plan, lane-level variable speed limit plan, and lane opening and closing plan by optimizing the decision algorithm;

[0013] The information publishing module uses lane-level variable information signs to publish lane function division plans, lane type division plans, and lane opening and closing plans, uses lane-level variable speed limit signs to publish lane-level variable speed limit plans, and uses networked communication technology to push personalized suggestions to networked autonomous driving vehicles;

[0014] The communication module uses communication technology to achieve real-time communication between roadside control units, between modules within a roadside control unit, and between vehicles and roadside control units.

[0015] Further, in step S2, the lane function division scheme specifically includes automatic driving dedicated lanes, manual driving dedicated lanes and general lanes; automatic driving dedicated lanes are only allowed to be used by automatic driving vehicles; manual driving dedicated lanes are only allowed to be used by manually driven vehicles; general lanes are allowed to be used by both automatic driving vehicles and manually driven vehicles.

[0016] Further, in step S2, the lane type division scheme specifically includes a small passenger lane, a passenger lane, a passenger and freight lane, a freight lane, a small lane and a large lane;

[0017] The passenger lane allows the use of small passenger cars; the passenger lane allows the use of small passenger cars and large buses; the passenger and truck lane allows the use of small passenger cars, large buses, small trucks and large trucks; the truck lane allows the use of small trucks and large trucks; the small lane allows the use of small passenger cars and small trucks; the large lane allows the use of large buses and large trucks.

[0018] Furthermore, in step S2, the lane function division scheme is combined with the lane type division scheme to designate a specific type of vehicle to use a certain lane; for example, an autonomous driving passenger lane only allows autonomous driving passenger cars to travel.

[0019] The optimization decision algorithm combining the lane function division scheme and the lane type division scheme is specifically as follows: Road Section Lane Vehicle Type They are manually driven passenger cars, manually driven small trucks, manually driven buses, manually driven large trucks, self-driving passenger cars, self-driving small trucks, self-driving buses and self-driving large trucks. They are dedicated lanes for autonomous driving, general lanes, and dedicated lanes for manual driving. They are small passenger lane, passenger lane, passenger and freight lane, and freight lane;

[0020] The probability of each vehicle type choosing a certain lane to drive is closely related to the lane management strategy, the proportion of each vehicle type, whether the road section contains an exit or entrance ramp, the driver's driving preference, the lane speed limit and vehicle performance, that is,

[0021] p i,j,t,n =f(x i,j,t,a ,x i,j,t,b ,r n ,v i,j,t ,q i,j,t,n ,q i,t,n ,q i,j,t ,c i,j,t ,…)

[0022] Among them, p i,j,t,n is the probability that vehicle type n chooses lane j to travel on road segment i in time period t; v i,j,t is the speed limit of lane j on road section i during time period t; x i,j,t,a Is lane j of section i in time period t a lane type a, x i,j,t,a ∈{0,1} are respectively no and yes; x i,j,t,b Is lane j of section i in time period t a lane type b? i,j,t,b ∈{0,1} are respectively no and yes; r nis the proportion of various vehicle types n; q i,j,t,n is the flow rate of vehicle type n choosing lane j at road segment i in time period t; i,t,n is the flow of vehicle type n at road section i in time period t; q i,j,t is the flow rate of lane j on road section i during time period t; c i,j,t is the traffic capacity of lane j in section i during time period t;

[0023] The objective function is constructed with lane flow balance as the first-level optimization goal and lane selection priority as the second-level optimization goal as follows:

[0024]

[0025] Among them, H 1 , H 2 is the priority weight of the objective function; α i,t is an intermediate variable;

[0026] Constraints:

[0027] Only when a certain type of vehicle is allowed to drive in a certain lane, the flow of this type of vehicle may be greater than 0; the flow of each lane is the sum of the flow of all types of vehicles; the sum of the flow of each type of vehicle in each lane is equal to the total flow of vehicles of that type; the dedicated lane for automatic driving must be set on the left side of the general lane, and the general lane must be set on the left side of the dedicated lane for manual driving; the small passenger lane must be set on the left side of the passenger lane, the passenger lane must be set on the left side of the passenger and freight lane, and the passenger and freight lane must be set on the left side of the freight lane; only one lane type is allowed for each lane; if the road section contains an exit or entrance ramp, vehicles on the inner lane should be able to change lanes to the outer lane; the same lane type in the two sections before and after cannot differ too much; the lane type in the two time periods before and after cannot differ too much; there must be at least one general lane;

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[0047] Among them, M is a very large constant; β i is a 0-1 variable. If the road section i belongs to the divergence area from 2 km upstream to 0 m downstream and the confluence area from 0 m upstream to 2 km downstream, then β i =1, otherwise β i =0.

[0048] Further, in step S2, the lane-level variable speed limit scheme specifically includes a minimum speed limit, a maximum speed limit and a recommended speed; the minimum speed limit is the minimum speed allowed for vehicles on a certain lane; the maximum speed limit is the maximum speed allowed for vehicles on a certain lane; the recommended speed limit is the speed recommended for vehicles on a certain lane;

[0049] The optimization decision algorithm of the lane-level variable speed limit scheme is specifically as follows:

[0050] The expected speed determination function formula is:

[0051] V(k i,j,t )=f(k i,j,t ,r n )

[0052] Among them, r n is the percentage of manually driven passenger cars, manually driven small trucks, manually driven buses, manually driven large trucks, self-driving passenger cars, self-driving small trucks, self-driving buses or self-driving large trucks; V(k i,j,t ) is the expected speed; k i,j,t is the density of lane j in section i during time period t;

[0053] The objective function is to minimize the difference between the speed limit and the expected speed;

[0054]

[0055] Among them, α i,j,t is the intermediate variable, α i,j,t ≥|v i,j,t -V(k i,j,t )|,v i,j,t is the speed limit value of lane j on road section i during time period t;

[0056] Constraints:

[0057] The speed limit of each lane in the two periods before and after shall not change by more than 20km / h; the speed limit of the same lane in the two sections before and after shall not change by more than 20km / h; the speed limit of two adjacent lanes in the same section shall not change by more than 20km / h, and the speed limit of the inner lane in the same section shall not be less than that of the outer lane;

[0058]

[0059] Among them, v i,j,t,min is the minimum speed limit of lane j on road section i during time period t; v i,j,t,max is the maximum speed limit of lane j on road section i during time period t.

[0060] (1) Low-frequency lane-level dynamic speed limit sign information release

[0061] Lane-level variable speed limit sign information is released, and the speed limit value is calculated using the model in the previous section and changes at intervals of more than 15 minutes.

[0062] (2) Personalized optimal speed recommendation for high-frequency connected autonomous driving vehicles

[0063] The expected speed is determined in real time using the following formula. Under the constraints of the speed limit value issued by the variable speed limit sign, combined with the lane where the connected autonomous driving vehicle is located, the optimal speed of each lane is pushed to the connected autonomous driving vehicle in real time. The push information can be changed every 1 minute.

[0064] V(k i,j,t )=f(k i,j,t ,r n )

[0065] Further, in step S2, the lane opening and closing scheme specifically includes lane opening, lane closing, lane changing to the left and lane changing to the right;

[0066] A green downward arrow is used to indicate that the lane is open for normal traffic. A red cross is used to indicate that the lane is closed and traffic is prohibited. A yellow leftward slanting arrow is used to indicate that the downstream lane is closed and you should change lanes to the left in advance. A yellow rightward slanting arrow is used to indicate that the downstream lane is closed and you should change lanes to the right in advance.

[0067] The optimization decision algorithm of the lane opening and closing scheme is specifically as follows: when an abnormal special traffic event occurs in a lane at a certain location or maintenance work is being carried out, the nearest roadside control unit upstream of the lane at the location issues a lane closure, and the 1 to 2 roadside control units upstream issue a lane change to the left or right;

[0068] When traffic is congested on a certain section of road and the driving speed in the adjacent lanes close to the hard shoulder is less than 60km / h, dynamic opening of the hard shoulder can be enabled.

[0069] The beneficial effects of the present invention are that the present invention can be applied to highways and urban roads, by using lane-level variable information signs to publish lane function division plans, lane type division plans and lane opening and closing plans, using lane-level variable speed limit signs to publish lane-level variable speed limit plans, and using networked communication technology to push personalized recommendation plans to networked autonomous driving vehicles, thereby realizing lane-level and vehicle-level refined intelligent control, improving road traffic efficiency, and ensuring efficient, safe and smooth traffic operation.

[0070] Other advantages, objectives and features of the present invention will be described in the following description to some extent, and to some extent, will be obvious to those skilled in the art based on the following examination and study, or can be taught from the practice of the present invention. The objectives and other advantages of the present invention can be realized and obtained through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0071] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be described in detail below in conjunction with the accompanying drawings, wherein:

[0072] Figure 1 This is a diagram of a dynamic cooperative control system of dedicated lanes and general lanes in an autonomous driving environment of the present invention;

[0073] Figure 2 This is a flow chart of a method for dynamic cooperative control of dedicated lanes and general lanes in an autonomous driving environment of the present invention;

[0074] Figure 3 A schematic diagram of a lane function division scheme and a lane type division scheme information release pattern of the dynamic cooperative control method of the present invention;

[0075] Figure 4Schematic diagram of the lane opening and closing scheme information release pattern of the dynamic cooperative control method of the present invention. DETAILED DESCRIPTION

[0076] The following describes the embodiments of the present invention by specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the illustrations provided in the following embodiments only illustrate the basic concept of the present invention in a schematic manner, and the following embodiments and features in the embodiments can be combined with each other without conflict.

[0077] Among them, the drawings are only used for illustrative explanations, and they only represent schematic diagrams rather than actual pictures, and should not be understood as limitations on the present invention. In order to better illustrate the embodiments of the present invention, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of actual products. For those skilled in the art, it is understandable that some well-known structures and their descriptions in the drawings may be omitted.

[0078] The same or similar numbers in the drawings of the embodiments of the present invention correspond to the same or similar parts; in the description of the present invention, it should be understood that if the terms "upper", "lower", "left", "right", "front", "rear", etc. indicate the orientation or position relationship, they are based on the orientation or position relationship shown in the drawings, which is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation. Therefore, the terms describing the position relationship in the drawings are only used for illustrative purposes and cannot be understood as limiting the present invention. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0079] See also Figure 1 to Figure 4 The present invention provides a method for dynamic cooperative control of a dedicated lane and a general lane in an automatic driving environment, which specifically includes the following steps:

[0080] Step 1: Establish a dynamic collaborative control system for dedicated lanes and general lanes in an autonomous driving environment. Set up a group of roadside control units every 500m-2km on the main road line. Each group of roadside control units is connected by communication technology for networking control and can exchange real-time information with networked autonomous driving vehicles.

[0081] The dynamic cooperative control system of dedicated lanes and general lanes in the autonomous driving environment includes:

[0082] The data acquisition module is installed in each roadside control unit and is used to detect road lane-level traffic flow data in real time and connect with networked autonomous driving vehicles to obtain vehicle driving data.

[0083] The roadside decision-making module is installed in each roadside control unit. It receives real-time detection information from the data acquisition module and the management and control plan implemented by the information release module, determines the traffic status of each lane of the road, and determines a reasonable lane function division plan, lane type division plan, lane-level variable speed limit plan and lane opening and closing plan by optimizing the decision-making algorithm.

[0084] The information release module uses lane-level variable information signs to publish lane function division plans, lane type division plans and lane opening and closing plans, uses lane-level variable speed limit signs to publish lane-level variable speed limit plans, and uses networked communication technology to push personalized suggestions to networked autonomous driving vehicles.

[0085] The communication module uses communication technology to achieve real-time communication between roadside control units, between modules within a roadside control unit, and between vehicles and roadside control units.

[0086] Step 2: Each group of roadside control units detects in real time the speed, flow, density, occupancy and other traffic flow data of various types of vehicles (including manually driven passenger cars, manually driven small trucks, manually driven buses, manually driven large trucks, self-driving passenger cars, self-driving small trucks, self-driving buses, and self-driving large trucks) on different lanes between different road sections, realizes lane-level road traffic status monitoring, and determines the recommended lane function division plan, lane type division plan, lane-level variable speed limit plan and lane opening and closing plan through the roadside decision unit.

[0087] Step 3: Each group of roadside control units publishes the lane function division plan, lane type division plan, lane-level variable speed limit plan and lane opening and closing plan for the corresponding section, and uses networked communication technology to push personalized recommended plans to the networked autonomous driving vehicles.

[0088] In step 2, the lane function division scheme specifically includes: dedicated lanes for autonomous driving, dedicated lanes for manual driving, and general lanes. Dedicated lanes for autonomous driving are only for autonomous driving vehicles. Dedicated lanes for manual driving are only for manual driving vehicles. General lanes are for both autonomous driving and manual driving vehicles.

[0089] The lane type division scheme in step 2 specifically includes: small passenger lane, passenger lane, passenger and truck lane, truck lane, small lane, and large lane. Small passenger lanes allow small passenger cars to use; passenger lanes allow small passenger cars and large buses to use; passenger and truck lanes allow small passenger cars, large buses, small trucks and large trucks to use; truck lanes allow small trucks and large trucks to use; small lanes allow small passenger cars and small trucks to use; and large lanes allow large buses and large trucks to use.

[0090] The lane function division scheme is combined with the lane type division scheme to specify a specific type of vehicle to use a lane. For example, an autonomous driving passenger lane only allows autonomous driving passenger cars to drive.

[0091] The optimization decision method of lane function division scheme and lane type division scheme in the autonomous driving environment is as follows:

[0092] Order period Road Section Lane Vehicle Type They are manually driven passenger cars, manually driven small trucks, manually driven buses, manually driven large trucks, self-driving passenger cars, self-driving small trucks, self-driving buses, and self-driving large trucks. They are dedicated lanes for autonomous driving, general lanes, and dedicated lanes for manual driving. They are respectively the passenger lane, passenger lane, passenger and freight lane, and freight lane.

[0093] The probability of various vehicle types choosing a certain lane to drive is closely related to the lane management strategy, the proportion of various vehicle types, whether the road section contains exit or entrance ramps, driver's driving preference, lane speed limit, vehicle performance, etc., that is,

[0094] p i,j,t,n =f(x i,j,t,a ,x i,j,t,b ,r n ,v i,j,t ,…)

[0095] Among them, p i,j,t,n is the probability that vehicle type n chooses lane j to travel on road segment i in time period t; v i,j,t is the speed limit of lane j on road section i during time period t; x i,j,t,a Is lane j of section i in time period t a lane type a, x i,j,t,a ∈{0,1} are respectively no and yes; x i,j,t,b Is lane j of section i in time period t a lane type b? i,j,t,b ∈{0,1} are respectively no and yes; r n is the proportion of various vehicle types n; q i,j,t,nis the flow rate of vehicle type n choosing lane j at road segment i in time period t; i,t,n is the flow of vehicle type n at road section i in time period t; q i,j,t is the flow rate of lane j on road section i during time period t; c i,j,t is the traffic capacity of lane j on road section i during time period t.

[0096] The objective function is constructed with lane flow balance as the first-level optimization goal and lane selection priority as the second-level optimization goal, as follows:

[0097]

[0098] Constraints:

[0099] The flow rate of vehicles of a certain type may be greater than 0 only when the lane allows the vehicle of that type to travel. The flow rate of each lane is the sum of the flow rates of all types of vehicles. The sum of the flow rates of each type of vehicle in each lane is equal to the total flow rate of vehicles of that type. The dedicated lane for autonomous driving must be set on the left side of the general lane, and the general lane must be set on the left side of the dedicated lane for manual driving. The small passenger lane must be set on the left side of the passenger lane, the passenger lane must be set on the left side of the passenger and freight lane, and the passenger and freight lane must be set on the left side of the freight lane. Only one lane type is allowed in each lane. If the road section contains an exit or entrance ramp, vehicles on the inner lane should be able to change lanes to the outer lane. The type of the same lane in the two sections before and after cannot differ too much. The type of each lane in the two time periods before and after cannot differ too much. There must be at least one general lane.

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[0121] In step 2, the lane-level variable speed limit scheme specifically includes: minimum speed limit, maximum speed limit, and recommended speed.

[0122] The minimum speed limit is the lowest speed allowed for vehicles on that lane. The maximum speed limit is the highest speed allowed for vehicles on that lane. The recommended speed limit is the recommended speed for vehicles on that lane.

[0123] A lane-level variable speed limit optimization decision method in an autonomous driving environment is as follows:

[0124] The expected speed determination function formula is:

[0125] V(k i,j,t )=f(k i,j,t ,r n )

[0126] Where: r n It is the proportion of manually driven passenger cars, manually driven small trucks, manually driven buses, manually driven large trucks, self-driving passenger cars, self-driving small trucks, self-driving buses, and self-driving large trucks.

[0127] Objective function: Minimize the difference between speed limit and expected speed

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[0129] Constraints:

[0130] The speed limit value of each lane in the two time periods shall not change by more than 20km / h; the speed limit value of the same lane in the two sections shall not change by more than 20km / h; the speed limit value of two adjacent lanes in the same section shall not change by more than 20km / h, and the speed limit value of the inner lane in the same section shall not be less than that of the outer lane.

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[0140] Among them, v i,j,t is the speed limit of lane j on road section i during time period t; v i,j,t,min is the minimum speed limit of lane j on road section i during time period t; v i,j,t,max is the maximum speed limit of lane j on road section i during time period t.

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[0142] (1) Low-frequency lane-level dynamic speed limit sign information release

[0143] Lane-level variable speed limit sign information is released, and the speed limit value is calculated using the model in the previous section and changes at intervals of more than 15 minutes.

[0144] (2) Personalized optimal speed recommendation for high-frequency connected autonomous driving vehicles

[0145] The expected speed is determined in real time using the following formula. Under the constraints of the speed limit value issued by the variable speed limit sign, combined with the lane where the connected autonomous driving vehicle is located, the optimal speed of each lane is pushed to the connected autonomous driving vehicle in real time. The push information can be changed every 1 minute.

[0146] V(k i,j,t )=f(k i,j,t ,r n )

[0147] In step 2, the lane opening and closing plan specifically includes: lane opening, lane closing, lane changing to the left, and lane changing to the right.

[0148] A green downward arrow is used to indicate that the lane is open for normal traffic. A red cross is used to indicate that the lane is closed and traffic is prohibited. A yellow leftward slanting arrow is used to indicate that the downstream lane is closed and you should change lanes to the left in advance. A yellow rightward slanting arrow is used to indicate that the downstream lane is closed and you should change lanes to the right in advance.

[0149] The optimization decision method for lane opening and closing schemes in an autonomous driving environment is as follows:

[0150] When an abnormal or special traffic incident occurs in a lane at a certain location or maintenance work is underway, the roadside control unit closest to the lane upstream of the location will issue a lane closure, and the 1 to 2 roadside control units upstream will issue a left or right lane change.

[0151] When traffic is congested on a certain section of road and the driving speed in the adjacent lanes close to the hard shoulder is less than 60km / h, dynamic opening of the hard shoulder can be enabled.

[0152] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solution of the present invention can be modified or replaced by equivalents without departing from the purpose and scope of the technical solution, which should be included in the scope of the claims of the present invention.

Claims

1. A method for dynamic cooperative control of dedicated lanes and general lanes in an autonomous driving environment, characterized in that: The method specifically comprises the following steps: S1: Establish a dynamic cooperative control system for dedicated lanes and general lanes in an autonomous driving environment. Set up a group of roadside control units every 500m-2km on the main road. Each group of roadside control units is connected by communication technology for networking control and can exchange real-time information with networked autonomous driving vehicles. S2: Each group of roadside control units detects the speed, flow, density and occupancy of various types of vehicles on different lanes between different sections of the road in real time, realizes lane-level road traffic status monitoring, and determines the recommended lane function division plan, lane type division plan, lane-level variable speed limit plan and lane opening and closing plan through the optimization decision algorithm; S3: Each group of roadside control units publishes the lane function division plan, lane type division plan, lane-level variable speed limit plan and lane opening and closing plan for the corresponding section, and uses networked communication technology to push personalized suggestions to the networked autonomous driving vehicles.

2. The method for dynamic cooperative control of dedicated lanes and general lanes in an autonomous driving environment according to claim 1, characterized in that: In step S1, the dynamic cooperative control system of the dedicated lane and the general lane in the autonomous driving environment is established, which specifically includes: The data acquisition module is installed in each roadside control unit and is used to detect lane-level traffic flow data in real time and connect with connected autonomous vehicles to obtain vehicle driving data; The roadside decision module is installed in each roadside control unit, receives the real-time detection information from the data acquisition module and the control plan implemented by the information release module, determines the traffic status of each lane of the road, and determines a reasonable lane function division plan, lane type division plan, lane-level variable speed limit plan, and lane opening and closing plan by optimizing the decision algorithm; The information publishing module uses lane-level variable information signs to publish lane function division plans, lane type division plans, and lane opening and closing plans, uses lane-level variable speed limit signs to publish lane-level variable speed limit plans, and uses networked communication technology to push personalized suggestions to networked autonomous driving vehicles; The communication module uses communication technology to achieve real-time communication between roadside control units, between modules within the roadside control unit, and between the vehicle and the roadside control unit.

3. The method for dynamic cooperative control of dedicated lanes and general lanes in an automatic driving environment according to claim 2, characterized in that: In step S2, the lane function division scheme specifically includes automatic driving dedicated lanes, manual driving dedicated lanes and general lanes; automatic driving dedicated lanes are only allowed to be used by automatic driving vehicles; manual driving dedicated lanes are only allowed to be used by manually driven vehicles; general lanes are allowed to be used by both automatic driving vehicles and manually driven vehicles.

4. The method for dynamic cooperative control of dedicated lanes and general lanes in an automatic driving environment according to claim 2, characterized in that: In step S2, the lane type division scheme specifically includes a small passenger lane, a passenger lane, a passenger and freight lane, a freight lane, a small lane and a large lane; The passenger lane allows the use of small passenger cars; the passenger lane allows the use of small passenger cars and large buses; the passenger and truck lane allows the use of small passenger cars, large buses, small trucks and large trucks; the truck lane allows the use of small trucks and large trucks; the small lane allows the use of small passenger cars and small trucks; the large lane allows the use of large buses and large trucks.

5. The method for dynamic cooperative control of dedicated lanes and general lanes in an automatic driving environment according to claim 1, characterized in that: In step S2, the lane function division scheme is combined with the lane type division scheme to designate a specific type of vehicle to use a certain lane; The optimization decision algorithm combining the lane function division scheme and the lane type division scheme is specifically as follows: Road Section Lane Vehicle Type They are manually driven passenger cars, manually driven small trucks, manually driven buses, manually driven large trucks, self-driving passenger cars, self-driving small trucks, self-driving buses and self-driving large trucks. They are dedicated lanes for autonomous driving, general lanes, and dedicated lanes for manual driving. They are small passenger lane, passenger lane, passenger and freight lane, and freight lane; The probability of each vehicle type choosing a certain lane to drive is closely related to the lane management strategy, the proportion of each vehicle type, whether the road section contains an exit or entrance ramp, the driver's driving preference, the lane speed limit and the vehicle performance, that is, p i,j,t,n =f(x i,j,t,a ,x i,j,t,b ,r n ,v i,j,t ,q i,j,t,n ,q i,t,n ,q i,j,t ,c i,j,t ,…) Among them, p i,j,t,n is the probability that vehicle type n chooses lane j to travel on road segment i in time period t; v i,j,t is the speed limit of lane j on road section i during time period t; x i,j,t,a Is lane j of section i in time period t a lane type a, x i,j,t,a ∈{0,1} are respectively no and yes; x i,j,t,b Is lane j of section i in time period t a lane type b? i,j,t,b ∈{0,1} are respectively no and yes; r n is the proportion of various vehicle types n; q i,j,t,n is the flow rate of vehicle type n choosing lane j at road segment i in time period t; i,t,n is the flow of vehicle type n at road section i in time period t; q i,j,t is the flow rate of lane j on road section i during time period t; c i,j,t is the traffic capacity of lane j in section i during time period t; The objective function is constructed with lane flow balance as the first-level optimization goal and lane selection priority as the second-level optimization goal as follows: Among them, H1 and H2 are the priority weights of the objective function; α i,t is an intermediate variable; Constraints: Only when a certain type of vehicle is allowed to drive in a certain lane, the flow of this type of vehicle may be greater than 0; the flow of each lane is the sum of the flow of all types of vehicles; the sum of the flow of each type of vehicle in each lane is equal to the total flow of vehicles of that type; the dedicated lane for automatic driving must be set on the left side of the general lane, and the general lane must be set on the left side of the dedicated lane for manual driving; the small passenger lane must be set on the left side of the passenger lane, the passenger lane must be set on the left side of the passenger and freight lane, and the passenger and freight lane must be set on the left side of the freight lane; only one lane type is allowed for each lane; if the road section contains an exit or entrance ramp, vehicles on the inner lane should be able to change lanes to the outer lane; the same lane type in the two sections before and after cannot differ too much; the lane type in the two time periods before and after cannot differ too much; there must be at least one general lane; Among them, M is a very large constant; β i is a 0-1 variable. If the road section i belongs to the divergence area from 2 km upstream to 0 m downstream and the confluence area from 0 m upstream to 2 km downstream, then β i =1, otherwise β i =0.

6. The method for dynamic cooperative control of dedicated lanes and general lanes in an automatic driving environment according to claim 5, characterized in that: In step S2, the lane-level variable speed limit scheme specifically includes a minimum speed limit, a maximum speed limit and a recommended speed; the minimum speed limit is the minimum speed allowed for vehicles on a certain lane; The maximum speed limit is the maximum speed that vehicles are allowed to travel on a certain lane; The recommended speed limit is the speed that vehicles are recommended to choose on a certain lane; The optimization decision algorithm of the lane-level variable speed limit scheme is specifically as follows: The expected speed determination function formula is: V(k i,j,t )=f(k i,j,t ,r n ) Among them, r n is the percentage of manually driven passenger cars, manually driven small trucks, manually driven buses, manually driven large trucks, self-driving passenger cars, self-driving small trucks, self-driving buses or self-driving large trucks; V(k i,j,t ) is the expected speed; k i,j,t is the density of lane j in section i during time period t; The objective function is to minimize the difference between the speed limit and the expected speed; Among them, α i,j,t is the intermediate variable, α i,j,t ≥|v i,j,t -V(k i,j,t )|,v i,j,t is the speed limit value of lane j on road section i during time period t; Constraints: The speed limit of each lane in the two periods before and after shall not change by more than 20km / h; the speed limit of the same lane in the two sections before and after shall not change by more than 20km / h; the speed limit of two adjacent lanes in the same section shall not change by more than 20km / h, and the speed limit of the inner lane in the same section shall not be less than that of the outer lane; Among them, v i,j,t,min is the minimum speed limit of lane j on road section i during time period t; v i,j,t,max is the maximum speed limit of lane j on road section i during time period t.

7. The method for dynamic cooperative control of dedicated lanes and general lanes in an automatic driving environment according to claim 6, characterized in that: In step S2, the lane opening and closing scheme specifically includes lane opening, lane closing, lane changing to the left and lane changing to the right; The optimization decision algorithm of the lane opening and closing scheme is specifically as follows: when an abnormal special traffic event occurs in a lane at a certain location or maintenance work is being carried out, the nearest roadside control unit upstream of the lane at the location issues a lane closure, and the 1 to 2 roadside control units upstream issue a lane change to the left or right; When traffic is congested on a certain road section and the driving speed in the adjacent lanes close to the hard shoulder is less than 60km / h, dynamic opening of the hard shoulder is activated.

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