Vehicle alternate driving indication control method

Abstract

The invention discloses a vehicle alternate driving indication control method, which comprises the following steps of: calculating the traffic flow of a main lane and a ramp, and when a confluence entrance needs to be alternated and vehicles are detected at the confluence entrance of the main lane and the ramp, controlling a guide lamp in a third guide area to display green, the guide lamps of the first guide area and the second guide area are alternately turned on in red and green directions, so that vehicles at the main lane and ramp convergence entrance are alternately converged into the main vehicle lane; in the alternative operation process of the guide lamps of the first guide area and the second guide area, when a lane on one side is not guided by the guide lamps of the lane and runs illegally, the guide lamp corresponding to the normal driving side displays green, the guide lamp on the violation side displays red, half of the guide lamps of the third guide area realizes red, and half of the guide lamps of the third guide area realizes green. And after the normal driving side detects that the vehicle drives away from the guide lamp of the guide area, the guide lamp of the normal driving side turns red, the guide lamps of the violation side and the third guide area both display green, the vehicle returns to normal, and the process is repeated.

Description

Technical Field

[0001] The present invention relates to a method for controlling vehicle alternating driving indication. Background Art

[0002] In road traffic, when driving from a viaduct ramp and merging, or when two lanes merge into one lane, or during road construction, etc. Currently, in such situations, vehicles often scramble to enter the merged lane disorderly, which will lead to increased traffic congestion, not only reducing the road passing efficiency, but also easily causing traffic accidents, and increasing the energy consumption and exhaust emissions of vehicles. Current traffic management measures lack effective and automated vehicle coordination methods when dealing with such problems, and it is difficult to efficiently guide vehicles to pass through the merged lane section in an orderly manner. Summary of the Invention

[0003] The present invention provides a method for controlling vehicle alternating driving indication in order to solve the problems existing in the above-mentioned prior art.

[0004] The technical solutions adopted by the present invention are as follows:

[0005] A method for controlling vehicle alternating driving indication, comprising the following steps:

[0006] Road diversion area: Divide the intersection with a ramp into three diversion areas, namely the first, the second, and the third. Among them, the first diversion area and the second diversion area are respectively at the confluence entrances of the main lane and the ramp, and the third diversion area is located on the main vehicle lane after confluence;

[0007] System layout: Guide lights that can display red and / or green are provided in all three diversion areas;

[0008] Set the alternating control strategy as follows:

[0009] Calculate the traffic flow of the main lane and the ramp. When alternating is required at the confluence entrance:

[0010] When it is detected that there are vehicles at both confluence entrances of the main lane and the ramp, control the guide light in the third diversion area to display green, and the guide lights in the first diversion area and the second diversion area alternately light up red and green, so that the vehicles at the confluence entrances of the main lane and the ramp alternately merge into the main vehicle lane;

[0011] During the alternating operation of the guiding lights in the first guiding area and the second guiding area, when a vehicle in one lane violates the regulations by not following the guiding lights of that lane, the guiding lights on the normal - driving side show green, and the guiding lights on the violating side show red. Half of the guiding lights in the third guiding area show red and half show green, and the red - side corresponds to the lane of the violating - driving side. After a vehicle on the normal - driving side is detected to leave the guiding lights of this guiding area, the guiding lights on the normal - driving side turn red, and the guiding lights on the violating side and in the third guiding area both show green, returning to normal, and this cycle repeats.

[0012] Further, both the first and second guiding areas are equipped with cameras and geomagnetic sensors. After the geomagnetic sensor detects that a vehicle has left the corresponding guiding area, it controls the guiding lights of the corresponding guiding area to change color, and the camera correspondingly captures the driving behaviors of vehicles in each guiding area.

[0013] Further, the method also includes: establishing a mathematical model by real - time monitoring the traffic flow at the ramp entrance and the congestion situation on the main road, and real - time adjusting the alternating time interval of the guiding lights in the first and second guiding areas.

[0014] Further, the mathematical model is as follows:

[0015] (1) Through the vehicle - alternating - cycle model, calculate the optimal time interval for each alternating cycle T. The vehicle - alternating - cycle model is:

[0016]

[0017] Where: N is the number of vehicles currently waiting to enter the ramp; v is the vehicle flow passing on the main road, unit: vehicle / second; λ is the vehicle arrival rate at the ramp entrance, unit: vehicle / second; T is the alternating time between the ramp and the main road, that is, the vehicle - alternating - driving cycle, unit: second;

[0018] is the average queuing time of vehicles under the current traffic - flow conditions;

[0019] is to calculate the necessary adjustment time of the ramp - control cycle according to the relationship between the vehicle arrival rate at the ramp entrance and the vehicle flow on the main road;

[0020] Δt is the time - correction factor used to adjust sudden changes in traffic conditions;

[0021] (2) Through the multi - state traffic - flow model, consider the vehicle - alternating - driving behaviors in different time periods and different traffic states, classify different vehicle - flow states, and decide whether to adjust the alternating cycle or increase the vehicle - passing priority according to the vehicle - flow state. The multi - state traffic - flow model is:

[0022] Assume that the vehicle flow state of the ramp is represented by S t and the values of S t are as follows:

[0023] S 1 : indicating that the vehicle flow is smooth and the ramp does not need to alternate frequently;

[0024] S 2 : indicating that the vehicle flow is moderate and the ramp alternating control is normal;

[0025] S 3 : indicating that there is congestion on the main road or ramp, and the time interval of vehicle alternation needs to be extended;

[0026] The mathematical expression of the multi-state traffic flow model is:

[0027] S t = f(v, λ, N,)

[0028] where the function f represents the traffic state under specific flow rates.

[0029] Furthermore, the method also has a feedback mechanism for coping with sudden changes in the traffic flow of the ramp and the main road. Through the PID controller, the alternation period is dynamically adjusted according to the real-time monitored flow rate and queuing information. The feedback mechanism is as follows:

[0030]

[0031] Assume that the current alternation period is T

[0032] , and the expected value is T current , and the output of the PID controller is: desired

[0033] where: K p is the proportionality coefficient of the PID controller, K i is the integral coefficient of the PID controller, and K d is the differential coefficient of the PID controller;

[0034] ΔT is the output of the PID controller, that is, the adjustment amount, representing the result after the difference between the expected value and the current value is calculated by the PID controller.

[0035] The present invention has the following beneficial effects:

[0036] (1) The installation work amount of the present invention is small, the project period is short, and the promotion and application advantages are obvious; the floor area is small, and it is suitable for the transformation of most lanes;(1) The installation work amount of the present invention is small, the project period is short, and the promotion and application advantages are obvious; the floor area is small, and it is suitable for the transformation of most lanes;

[0037] (2) The overall structure of the present invention has a small number of components, a simple structure, low application costs, and low subsequent maintenance costs; it greatly improves the vehicle passing efficiency during congestion, reduces the energy consumption of vehicles and the exhaust emissions of fuel vehicles, achieving energy conservation and emission reduction; it is more user-friendly for some novice drivers, saves congestion time, avoids traffic accidents caused by cutting in line or jostling for lanes, makes the road rights more equitable, calms the driver's mind, and improves the sense of happiness. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 FIG. is a schematic diagram of driving on the main lane of the present invention.

[0039] Figures 2 to 3 FIG. is a schematic diagram of alternating from the main lane to the ramp for driving.

[0040] Figures 4 to 5 FIG. is a schematic diagram of alternating from the ramp to the main lane for driving.

[0041] In the figures, a, b, c, and d all represent vehicles in motion. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0042] The present invention will be further described below in conjunction with the accompanying drawings.

[0043] The hardware modules of the present invention include: a control center, a camera 101, a geomagnetic sensor 102, and a guiding light.

[0044] The control center receives the data from the camera 101 and the geomagnetic sensor 102, controls the guiding light to display the corresponding color, and the control center can also store data. When a vehicle does not drive according to the prompt of the guiding light, the camera 101 can take a photo of the vehicle's driving behavior and store it in the control center.

[0045] The intersection with a ramp is divided into three guiding areas, namely the first, the second, and the third. Among them, the first guiding area 31 and the second guiding area 32 are respectively at the confluence entrances of the main lane and the ramp, and the third guiding area 33 is located on the main vehicle lane after confluence. Guiding lights that can display red and / or green are provided in all three guiding areas. The camera 101 and the geomagnetic sensor 102 in each area form an identification and detection module, that is, the one on the main lane is the first vehicle identification and detection module, and the one on the ramp is the second vehicle identification and detection module.

[0046] Control method:

[0047] The first vehicle identification and detection module identifies the vehicles on the left side (driving direction) of the lane, and the second vehicle identification and detection module identifies the vehicles on the right side (driving direction) of the lane, and transmits the identification information to the control center.

[0048] The control center calculates the traffic flow of the main lane and the ramp. When alternating is required at the confluence entrance, it gives instructions to the guiding indication module in the corresponding guiding area as follows:

[0049] S1: When the first vehicle identification and detection module identifies a vehicle on the current lane, the guiding lights in the first guiding area 31 display green, the guiding lights in the second guiding area 32 display red, and the guiding lights in the third guiding area 33 display green. At this time, the vehicles on the left side of the main lane can pass, and the vehicles on the right side of the main lane wait to pass (as Figure 1 ).

[0050] S2: When the current vehicle passes through the first guiding area 31, the geomagnetic sensor 102 in this guiding area sends a signal to the control center to control the guiding lights in the first guiding area 31 to display red, the guiding lights in the second guiding area 32 to display green, and the guiding lights in the third guiding area 33 to display green. At this time, the vehicles on the ramp can pass, and the vehicles on the left side of the main lane wait to pass (as Figure 2 and Figure 3 ).

[0051] S3: When the vehicle passes through the second guiding area 32, the geomagnetic sensor in this guiding area sends a signal to the control center to control the guiding lights in the second guiding area 32 to display red, the guiding lights in the first guiding area 31 to display green, and the guiding lights in the third guiding area 33 to display green, and so on in a cycle (as Figure 4 and Figure 5 ).

[0052] S4: When the vehicle travels according to the vehicle guiding instructions and there is a violation on the other side, all lights display red. The guiding lights in the guiding area corresponding to the normally traveling side display green, and the guiding lights in the guiding area corresponding to the violating side display red. Half of the third guiding area 33 corresponding to the normally traveling vehicle displays green and the other half displays red. When the geomagnetic sensor 102 corresponding to the normally traveling vehicle detects that it has left the corresponding vehicle guiding instruction guiding area, the guiding lights in the guiding area of the vehicle guiding instruction of this guiding area display red, and the guiding lights in the guiding area of the vehicle guiding display where the violating vehicle is located are green, and it returns to normal, and so on in a cycle.

[0053] A mathematical model is set in the control center. By real-time monitoring of the traffic flow at the ramp entrance and the congestion situation on the main road, the alternating time interval of the guiding lights in the first and second guiding areas is adjusted in real time.

[0054] The mathematical model is as follows:

[0055] (1) Through the vehicle alternating cycle model, calculate the optimal time interval for each alternating cycle T. The vehicle alternating cycle model is as follows:

[0056]

[0057] Where: N is the number of vehicles currently waiting to enter the ramp; v is the vehicle flow passing on the main road, unit: vehicles per second; λ is the vehicle arrival rate at the ramp entrance, unit: vehicles per second; T is the alternating time between the ramp and the main road, that is, the vehicle alternating driving cycle, unit: seconds;

[0058] is the average queuing time of vehicles under the current traffic flow conditions;

[0059] is the necessary adjustment time for calculating the ramp control cycle according to the relationship between the vehicle arrival rate at the ramp entrance and the traffic flow on the main road;

[0060] Δt is the time correction factor for adjusting sudden changes in traffic conditions;

[0061] (2) By considering the behavior of vehicles alternating driving in different time periods and different traffic states through a multi-state traffic flow model, classify different vehicle flow states, and decide whether to adjust the alternating cycle or increase the vehicle passing priority according to the vehicle flow state. The multi-state traffic flow model is:

[0062] Assume that the vehicle flow state of the ramp is represented by S t and the value of S t is:

[0063] S 1 : It means that the vehicle flow is smooth, and the ramp does not need to alternate frequently, or does not alternate;

[0064] S 2 : It means that the vehicle flow is moderate, and the ramp alternating control is normal;

[0065] S 3 : It means that there is congestion on the main road or the ramp, and the time interval for vehicle alternation needs to be extended;

[0066] The mathematical expression of the multi-state traffic flow model is:

[0067] S t = f(v, λ, N, )

[0068] where the function f represents the traffic state under specific traffic flows.

[0069] 5. The vehicle alternating driving indication system and control method according to claim 4, characterized in that: the method is further provided with a feedback mechanism for coping with sudden changes in the traffic flows of the ramp and the main road, and dynamically adjusts the alternating cycle through a PID controller according to the traffic flow and queuing information monitored in real time. The feedback mechanism is:

[0070] Assume that the current alternating cycle is T current , and the expected value is Tdesired , the output of the PID controller is:

[0071]

[0072] where: K p is the proportional coefficient of the PID controller, K i is the integral coefficient of the PID controller, K d is the differential coefficient of the PID controller;

[0073] ΔT is the output of the PID controller, i.e., the adjustment amount, representing the result after the difference between the expected value and the current value is calculated by the PID controller.

[0074] Table 1 is for real-time traffic flow monitoring and control cycle. This table is used to monitor the ramp traffic flow and the main road traffic flow in real time and dynamically calculate the control vehicle alternating driving cycle T (unit: second).

[0075] Table 1

[0076]

[0077] Note: Each row represents the calculation of the traffic flow and the control cycle within a time period.

[0078] Table 2 is for vehicle traffic flow state evaluation. This table is used to record the traffic flow states of the ramp and the main road in different time periods and evaluate the current traffic flow state S t . In Table 2, f(v, λ, N,) is used to evaluate the traffic flow state, and it is judged whether the ramp is in a smooth, normal or congested state according to different traffic flow parameters.

[0079] Table 2

[0080]

[0081] Table 3 is used to record the feedback control adjustment information for each time period. The control strategy is adjusted according to the difference between the current control cycle and the expected cycle. By calculating the difference between the current cycle and the expected cycle, the controller outputs the corresponding adjustment value, and finally determines the adjusted control cycle T adjusted .

[0082] Table 3

[0083]

[0084] Table 4 is used to analyze the traffic flow difference between the main road and the ramp, evaluate the balance between vehicle traffic flows, and optimize the ramp alternating control strategy according to the results. This table helps to evaluate the difference between the ramp and the main road traffic flows, check whether the traffic flow is in a balanced state, and avoid congestion caused by excessive ramp traffic flow.

[0085] Table 4

[0086]

[0087] The above are only the preferred embodiments of the present invention. It should be noted that for those of ordinary skill in the art, several improvements can be made without departing from the principle of the present invention, and these improvements should also be regarded as the protection scope of the present invention.

Claims

1. A vehicle alternate driving indication control method, characterized in that: The steps include: Road guide area division: dividing the intersection with the ramp into three guide areas: the first, second and third guide areas, wherein the first guide area (31) and the second guide area (32) are respectively located at the confluence entrances of the main lane and the ramp, and the third guide area (33) is located on the main lane after the confluence; System layout: There are guide lights that can display red and / or green in all three guide areas; The alternating control strategy is set as follows: Calculate the traffic flow of the main lane and ramp when alternation is required at the merging entrance: When it is detected that there are vehicles at both the main lane and the ramp converging entrance, the guide light of the third guide area (33) is controlled to be displayed in green, and the guide lights of the first guide area (31) and the second guide area (32) are alternately lit in red and green, so that the vehicles at the main lane and the ramp converging entrance merge into the main vehicle lane alternately; During the alternating operation of the guide lights of the first guide area (31) and the second guide area (32), if one lane is not guided by the guide lights of the lane and is driving illegally, the guide lights corresponding to the normal driving side are displayed green, and the guide lights on the illegal side are displayed red. The guide lights of the third guide area (33) are half red and half green, and the red side corresponds to the lane on the illegal driving side. After the normal driving side detects that the vehicle has left the guide lights of the guide area, the guide lights on the normal driving side turn red, and the guide lights on the illegal side and the third guide area (33) are both displayed green, returning to normal, and this cycle repeats.

2. The vehicle alternate driving indication system and control method according to claim 1, characterized in that: The first and second guide areas are both provided with a camera (101) and a geomagnetic sensor (102). After the geomagnetic sensor (102) detects that a vehicle has left the corresponding guide area, it controls the guide light of the corresponding guide area to change color, and the camera (101) photographs the driving behavior of the vehicle in each guide area.

3. The vehicle alternate driving indication system and control method as claimed in claim 1, characterized in that: The method further comprises: establishing a mathematical model by real-time monitoring the traffic flow at the ramp entrance and the congestion situation of the main road, and adjusting the alternating time interval of the guide lights of the first and second guide areas in real time.

4. The vehicle alternate driving indication system and control method as claimed in claim 3, characterized in that: The mathematical model is: (1) The optimal time interval of each alternating period T is calculated by using the vehicle alternating period model, wherein the vehicle alternating period model is: Where: N is the number of vehicles currently waiting to enter the ramp; v is the vehicle flow on the main road, unit: vehicle / second; λ is the vehicle arrival rate at the ramp entrance, unit: vehicle / second; T is the alternation time between the ramp and the main road, that is, the vehicle alternating driving cycle, unit: second; is the average queuing time of vehicles under current traffic conditions; To express the relationship between the vehicle arrival rate at the ramp entrance and the traffic volume on the main road, the necessary adjustment time of the ramp control cycle is calculated; Δt is the time correction factor used to adjust for sudden changes in traffic conditions; (2) The multi-state traffic flow model is used to consider the alternating behavior of vehicles in different time periods and different traffic conditions, classify different vehicle flow conditions, and determine whether to adjust the alternating cycle or increase the vehicle traffic priority according to the vehicle flow conditions. The multi-state traffic flow model is: Assume that the vehicle flow state of the ramp is represented by S t To indicate that S t The value of is: S1: indicates that the vehicle flow is smooth and the ramp does not need to be frequently changed; S2: indicates that the vehicle flow is moderate and the ramp alternation control is normal; S3: Indicates that the main road or ramp is congested and the time interval between vehicle alternations needs to be extended; The mathematical expression of the multi-state traffic flow model is: S t =f(v,λ,N,) Among them, function f represents the traffic state under a specific flow rate.

5. The vehicle alternate driving indication system and control method as claimed in claim 4, characterized in that: The method is also provided with a feedback mechanism for dealing with sudden changes in ramp and trunk road traffic flow, and dynamically adjusting the alternating cycle according to the real-time monitored traffic flow and queuing information through a PID controller, and the feedback mechanism is: Assume that the current alternation period is T current , the expected value is T desired , the output of the PID controller is: Where: K p is the proportional coefficient of the PID controller, K i is the integral coefficient of the PID controller, K d is the differential coefficient of the PID controller; ΔT is the output of the PID controller, that is, the adjustment value, which represents the difference between the expected value and the current value after being calculated by the PID controller.

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