Road lane management and control method and system based on dynamically variable lane width

Abstract

The invention relates to a road lane management and control method and system based on lane width dynamic variation, and belongs to the field of intelligent traffic. The method comprises the following steps: S1, establishing a road lane management and control system based on lane width dynamic variation, arranging a group of management and control units on a road main line at intervals, performing networking control by adopting a communication technology, and performing real-time information interaction with a vehicle with a networking function; s2, detecting traffic flow data of different types of vehicles in real time by each group of management and control units, and determining a lane management and control scheme through a decision-making unit in combination with lane widths required by the different types of vehicles, including a suggested lane number, lane widths, allowed driving types, lane opening and closing conditions and speed limitation; and S3, each group of management and control units issues a lane management and control scheme of a corresponding section, the lane management and control scheme comprises the width of each lane, the type of vehicles allowed to run, the lane opening and closing condition and the speed limit value, and the scheme is pushed to the network-connected vehicles by using the network-connected communication technology.

Description

Technical Field

[0001] The present invention belongs to the field of intelligent transportation and relates to a road lane control method and system based on dynamically variable lane widths. Background Art

[0002] With the continuous growth of traffic volume, traffic congestion has become more and more normal. The current road design generally adopts a standardized mode with fixed lane widths, which can meet the basic needs of mixed traffic of various vehicles, but it is difficult to adapt to the spatio-temporal imbalance characteristics of dynamic traffic flow. Traditional physical expansion means are restricted by construction costs and land resources, and the implementation difficulty is significantly increased in the renovation of built-up areas, forcing the industry to explore new intelligent road resource optimization schemes.

[0003] The current lane width specification is determined based on the vehicle safety envelope under the most unfavorable working conditions. However, in actual operation, the traffic composition with small passenger cars accounting for more than 80% and the low-speed driving state during peak hours result in a large amount of road space being inefficiently utilized. Research shows that when the actual operating speed is lower than the design speed threshold, the lateral offset of the vehicle is significantly reduced, which provides a safety redundancy space for dynamic lane width compression. However, existing variable lane technologies are mostly limited to the adjustment of driving directions and have not yet touched the field of intelligent adjustment of lane widths.

[0004] The development of emerging technologies has created conditions for the implementation of dynamic lane control: The intelligent traffic sign system has achieved centimeter-level positioning accuracy and can dynamically project lane boundary lines; vehicle-road collaborative technology ensures that vehicles can obtain lane parameters in real time through millisecond-level communication delays; the improvement of the lateral control accuracy of autonomous vehicles provides technical guarantees for safe driving under narrow lane conditions. These technological breakthroughs make it possible to dynamically optimize lane widths according to traffic flow conditions - compress lane widths during peak traffic hours to improve traffic capacity and restore standard widths during off-peak hours to ensure driving speed.

[0005] The current technical bottleneck that needs to be broken through urgently is to build a dynamic lane control system to achieve intelligent decision-making on the spatio-temporal allocation of road resources. This system needs to integrate key technologies such as real-time traffic flow detection, dynamic adjustment of lane boundaries, and vehicle collaborative control to form a safe and reliable lane width adaptive adjustment mechanism, fundamentally improving the dynamic configuration efficiency of road resources. Summary of the Invention

[0006] In view of this, the purpose of the present invention is to provide a road lane control method and system based on dynamically variable lane widths, to overcome the problem of insufficient road traffic capacity, alleviate traffic congestion, and improve the utilization rate of road traffic resources through intelligent expansion.

[0007] To achieve the above purpose, the present invention provides the following technical solutions:

[0008] A road lane control method based on dynamically variable lane widths, specifically including the following steps:

[0009] S1: Establish a road lane control system based on dynamically variable lane widths. Set a group of control units at intervals (such as 500m - 2km) on the main road line, use communication technology for network control, and enable real-time information interaction with vehicles with network connection functions;

[0010] S2: Each group of control units detects traffic flow data of different types of vehicles in real time. Combining the lane widths required by different types of vehicles, determine the lane control plan through a decision-making unit, including the proposed number of lanes (the number of traffic lanes allowing vehicles to drive), lane widths (the width values of the left roadside strip, traffic lanes, and emergency lanes), allowed driving types (vehicle size types such as cars, buses, light trucks, heavy trucks, etc., vehicle driving types such as autonomous vehicles and manually driven vehicles), lane opening and closing conditions (lane open, lane closed, lane change to the left, lane change to the right), and speed limits (speed limit values in multiples of 10km / h), etc., for the lane control plan;

[0011] S3: Each group of control units publishes the lane control plan for the corresponding section, including the width of each lane, allowed vehicle types, lane opening and closing conditions, and speed limit values, etc., and pushes it to the network-connected vehicles using network communication technology.

[0012] Further, in step S1, the established road lane control system based on dynamically variable lane widths specifically includes: Deploy a group of control units on each road section. Each group of control units consists of multiple information publishing devices, and deploy the number of information publishing devices according to the maximum number of traffic lanes that can be set on the road section plus 1 emergency lane.

[0013] Further, in step S1, the information publishing device includes an attitude control module and a variable information publishing module;

[0014] The attitude control module is used to adjust the horizontal lateral position and the rotation angle along the horizontal axis of each information publishing device on the gantry;

[0015] The variable information publishing module is used to publish the lane control plan, including a lane vehicle type control publishing sub-module, a lane speed limit control publishing sub-module, and a lane opening and closing control publishing sub-module.

[0016] Further, in step S1, the attitude control module includes a horizontal movement axis, a horizontal axis rotation block, a horizontal axis sliding block, a horizontal axis power conversion device, a horizontal axis transmission device, a driving device, and a vertical fixed axis.

[0017] Further, in step S1, the lane vehicle type control and release sub-module is used to dynamically release the vehicle types allowed to pass on this lane, including vehicle size types such as cars, buses, light trucks, heavy trucks, etc., and combinations of vehicle driving types such as autonomous vehicles and human-driven vehicles. For example, it releases texts such as "autonomous driving dedicated car" and "human driving dedicated passenger and freight vehicle".

[0018] The lane speed limit control and release sub-module is used to dynamically release the speed limit value of this lane, including speed limit values such as 120 km / h, 110 km / h, 100 km / h, 90 km / h, 80 km / h, 70 km / h, 60 km / h, 50 km / h, 40 km / h, 30 km / h, 20 km / h, 10 km / h, etc.; the lane opening and closing control and release sub-module is used to dynamically release the opening and closing conditions of this lane, including lane open, lane closed, lane change to the left or lane change to the right.

[0019] Further, in step S2, the lane control plan specifically includes: on the premise that the road section width remains unchanged, a dynamic allocation plan for the number and width of lanes in the road section is formed by 1 left edge strip + multiple driving lanes + 1 emergency lane;

[0020] The width of the left edge strip is determined by factors such as the speed limit value and the interference situation on the roadside, and generally has multiple width values such as 0.25 m, 0.50 m, 0.75 m, etc.; vehicles are not allowed to drive on the left edge strip;

[0021] The width of the driving lane is determined by factors such as the speed limit value, the vehicle types allowed to drive, and the interference situation of adjacent lanes, and generally has multiple width values such as 3.75 m, 3.50 m, 3.25 m, 3.00 m, 2.80 m, 2.75 m, 2.60 m, 2.50 m, etc.; vehicles of specified types are allowed to drive in the normal passing state on the driving lane under specific speed limit values;

[0022] The width of the emergency lane is determined by factors such as the speed limit value, the vehicle types allowed to drive, the interference situation of adjacent lanes, and the interference situation on the roadside, and generally has multiple width values such as 3.50 m, 3.25 m, 3.00 m, 2.80 m, 2.75 m, 2.60 m, 2.50 m, 2.00 m, etc.; vehicles of specified types are allowed to drive temporarily in the emergency state on the emergency lane under specific speed limit values.

[0023] Further, in step S2, in the lane control plan, the sum of the widths of 1 left curb strip + multiple traffic lanes + 1 emergency lane should be set equal to the road section width. The number of traffic lanes is allowed to be different under different lane quantity and width control plans, and the widths of multiple traffic lanes are allowed to be different under the same lane quantity and width control plan. For example, 1 left curb strip (0.75m) + 3 traffic lanes (3.75m + 3.75m + 3.75m) + 1 emergency lane (3.00m) = road section width (15.00m), 1 left curb strip (0.50m) + 4 traffic lanes (2.75m + 3.00m + 3.25m + 3.50m) + 1 emergency lane (2.00m) = road section width (15.00m).

[0024] Further, in step S3, the specific steps for the control unit to issue the lane control plan are as follows:

[0025] S31: The control unit receives the lane control plans such as the number, width, type, opening and closing of lanes for different road sections given by the decision-making unit;

[0026] S32: The control unit moves the corresponding number of information release devices on the gantry to the road according to the number of lanes, and moves the redundant information release devices on the gantry outside the road to avoid causing ambiguity in driver understanding; at the same time, the variable lane markings corresponding to the lanes on the road surface are illuminated; the width and position of "1 left curb strip + multiple traffic lanes + 1 emergency lane" are adjusted through the variable lane markings on the entire road section, and 1 set of information release devices is deployed corresponding to each traffic lane and emergency lane; for example, if the lane control plan is 1 left curb strip (0.75m) + multiple traffic lanes (3.75m + 3.75m + 3.75m) + 1 emergency lane (3.00m) = road section width (15.00m), then the variable lane markings on the road surface 0.75m away from the left side of the road section show the edge line, the variable lane markings 0.75m + 3.75m and 0.75m + 3.75m + 3.75m away from the left side show the lane line that can be crossed in the same direction, and the variable lane markings 0.75m + 3.75m + 3.75m + 3.75m away from the left side show the edge line, realizing the adjustment of the number and position of the left curb strip + traffic lane + traffic lane + traffic lane + emergency lane.

[0027] S33: The control unit dynamically releases the lane control information of each lane through the information release device above the lane, including the type of vehicles allowed to drive in the lane, the opening and closing status of the lane, and the speed limit value, etc.

[0028] Further, the decision-making algorithms adopted by the decision-making unit include:

[0029] Objective function: A two - level optimization objective is adopted. The first - level optimization objective ensures the maximization of the actual driving speed of each lane allowed to pass, improving the road traffic efficiency; the second - level optimization objective ensures that the traffic flow differences of each lane allowed to pass are not significant, avoiding excessive traffic flow on a certain lane, which may lead to unreasonable vehicle type restrictions on that lane. The formula is as follows:

[0030] min H1α + H2β (1)

[0031] Where, α is the normalization of the minimum actual driving speed of all lanes allowed to pass; β is the minimum saturation of all lanes allowed to pass; H1 and H2 are the weight coefficients of the objective function, and H1 >> H2;

[0032] Constraints: Only when a lane is allowed to pass, it makes sense to ensure that the actual driving speed of this lane is as large as possible, as shown in Equation (2); the free - flow speed of each lane is determined by factors such as lane width and interference on both sides of the lane, as shown in Equation (3); whether a certain type of vehicle is allowed to drive on each lane is determined by factors such as lane width, interference on both sides of the lane, the width of this type of vehicle, the performance of this type of vehicle, and the management requirements for vehicle types passing through the lane, as shown in Equation (4); the speed limit value of each lane is determined by factors such as the vehicle types allowed to pass, lane width, interference on both sides of the lane, the width of this type of vehicle, and the performance of this type of vehicle, as shown in Equation (5); the actual driving speed of each lane is determined by factors such as lane traffic flow, lane density, vehicle types allowed to pass on this lane, lane width, and interference on both sides of the lane, as shown in Equation (6); vehicles are prohibited from passing through the left - turn road edge strip, as shown in Equation (7); each lane is considered to be allowed to pass only when at least one type of vehicle is allowed to pass, as shown in Equation (8); when a lane is not allowed to pass, the lane width is equal to zero, as shown in Equation (9); the widths of each driving lane and the emergency lane have minimum and maximum constraints, as shown in Equation (10); the width of the left - hand road edge strip has minimum and maximum constraints, as shown in Equation (11); the sum of the widths of 1 left - hand road edge strip + multiple driving lanes + 1 emergency lane should be set equal to the road cross - section width, as shown in Equation (12); only when a lane is allowed to pass, it makes sense to ensure that the saturation of this lane is as small as possible, as shown in Equation (13); the traffic capacity of each lane is determined by factors such as vehicle types allowed to pass, lane width, and interference on both sides of the lane, as shown in Equation (14); the traffic flow on each lane is equal to the sum of the traffic flows of all vehicle types on this lane, as shown in Equation (15); the traffic flow of each vehicle type is equal to the sum of the traffic flows of this vehicle type on all lanes, as shown in Equation (16); the total traffic flow of the road cross - section is equal to the sum of the traffic flows of all lanes, as shown in Equation (17);

[0033]

[0034]

[0035] Among them, i is the lane number, i ∈ I, and I = {1, 2, …, n} is the set of lane numbers from the left side to the right side in the driving direction. i = 1 is always the left curb lane number, i = n is always the emergency lane number, and i ∈ {2, …, n - 1} is the driving lane number; n is the sum of the maximum number of driving lanes that can be set at this section, plus 1 emergency lane and 1 left curb lane; v i is the actual driving speed of lane i; v i,free is the free flow speed of lane i; x i indicates whether lane i allows vehicles to pass. x i ∈ {0, 1} represents no and yes respectively; w i is the width of lane i; is the interference situation on both sides of lane i; f1(·) is the free flow speed calculation function; j is the vehicle type number, j ∈ J, and is classified and numbered according to the vehicles allowed to pass on this road; w j is the width of vehicle type j; δ j is the performance of vehicle type j; θ i,j indicates whether the management personnel agree that lane i allows vehicle type j to drive; y i,j indicates whether lane i allows vehicle type j to drive. y i,j ∈ {0, 1} represents no and yes respectively; f2(·) is the function for calculating the vehicle types allowed to pass on the lane; v i,limit is the speed limit value of lane i; f3(·) is the speed limit value calculation function; q i is the traffic flow of lane i; k i is the density of lane i; f4(·) is the actual driving speed calculation function of the lane; W is the total width of the road section; c i is the traffic capacity of lane i; f5(·) is the traffic capacity calculation function of the lane; q i,j is the traffic flow of vehicle type j on lane i; q j is the traffic flow of vehicle type j; q is the total traffic flow of the road section.

[0036] The beneficial effects of the present invention are as follows:

[0037] (1) Dynamically optimize the utilization rate of road resources: By real-time detecting the traffic flow state, dynamically adjusting the lane number, width and control strategy, compress the lane width during peak hours (such as 3.5m → 2.8m) to increase the virtual lane number, so as to improve the traffic capacity; restore the standard width during off-peak hours to ensure the driving speed. Compared with the fixed lane design, the utilization rate of road resources is greatly improved, breaking through the bottleneck of traditional physical expansion.

[0038] (2) Real-time intelligent regulation to adapt to traffic demand: Based on the networking of control units (deployed at intervals of 500m - 2km) and the two-level optimization algorithm, realize the dynamic adjustment of lane parameters with a second-level response speed;

[0039] Two-level optimization goal: Prioritize maximizing the actual driving speed of lanes, sub-optimally balance the lane flow, and avoid local congestion;

[0040] Multi-constraint collaborative decision-making: Comprehensively consider dynamic parameters such as lane width, interference situation, vehicle type, speed limit threshold, etc., to ensure the unity of safety and efficiency.

[0041] (3) Multi-dimensional information collaboration to improve traffic efficiency:

[0042] Dynamic marking system: Real-time reconstruct the lane layout through variable lane markings with centimeter-level accuracy, supporting flexible combinations of "left edge strip + multiple driving lanes + emergency lane" (for example, a 15m section can be expanded from 3 lanes to 4 lanes);

[0043] Intelligent interaction interface: The information release device dynamically displays vehicle type restrictions, speed limit values, and opening and closing instructions (such as "automatic driving dedicated cars"), and combines with networked communication technology (C-V2X latency ≤ 20ms) to achieve millisecond-level synchronization of lane parameters and vehicles.

[0044] (4) Compatible with multiple vehicle types and driving modes:

[0045] Precise vehicle classification: Distinguish cars, trucks, and autonomous vehicles, and dynamically match lane resources according to vehicle width (such as 2.8 - 3.5m);

[0046] Differentiated speed limit control: Based on lane width and vehicle performance, automatically set hierarchical speed limits (multiples of 10km / h) to ensure the lateral control accuracy of autonomous vehicles and the safety of manual driving under narrow lanes.

[0047] (5) Advantages in the whole life cycle cost:

[0048] Zero land occupation: Replace physical widening with virtual expansion to avoid the land acquisition cost of urban road reconstruction and expansion;

[0049] Modular deployment: Adopt movable information release devices and standardized control units to shorten the transformation cycle.

[0050] (6) Promote the development of the intelligent transportation ecosystem: Provide high-precision lane-level navigation data for L4-level autonomous vehicles to promote the implementation of vehicle-road collaborative technologies; Build a closed-loop optimization system of "dynamic lanes - connected vehicles - control center" to provide the core regulation paradigm for future intelligent roads.

[0051] This solution realizes the coordinated improvement of traffic capacity and driving safety through the dynamic variable technology of lane width, providing an innovative solution to solve urban traffic congestion.

[0052] Other advantages, objects, and features of the present invention will be set forth in part in the following description, and in part will be obvious to those skilled in the art based on an examination of the following, or may be learned from the practice of the present invention. The objects and other advantages of the present invention may be realized and obtained by the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] In order to make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be described in detail with reference to the accompanying drawings, where:

[0054] Figure 1 is a flowchart of a road lane control method based on dynamically variable lane widths according to the present invention;

[0055] Figure 2 is a schematic diagram of an information release device;

[0056] Figure 3 is a schematic diagram of an information release pattern for the first lane control scheme (1 left curb lane (0.75 m) + 3 driving lanes (3.75 m + 3.75 m + 3.75 m) + 1 emergency lane (3.00 m) = road section width (15.00 m));

[0057] Figure 4 is a schematic diagram of an information release pattern for the second lane control scheme (1 left curb lane (0.50 m) + 4 driving lanes (2.75 m + 3.00 m + 3.25 m + 3.50 m) + 1 emergency lane (2.00 m) = road section width (15.00 m)). DETAILED DESCRIPTION OF THE EMBODIMENTS

[0058] The following specific examples illustrate the embodiments of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments. Various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the diagrams provided in the following embodiments only illustrate the basic concept of the present invention schematically. Without conflict, the following embodiments and the features in the embodiments can be combined with each other.

[0059] Among them, the accompanying drawings are only for illustrative purposes, showing only schematic diagrams, not physical diagrams, and should not be construed as a limitation on the present invention; for better illustrating the embodiments of the present invention, some components in the drawings will be omitted, enlarged, or reduced, and do not represent the dimensions 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.

[0060] In the accompanying drawings of the embodiments of the present invention, the same or similar reference numerals correspond to the same or similar components; in the description of the present invention, it should be understood that if there are terms such as "upper", "lower", "left", "right", "front", "rear", etc. indicating the orientation or positional relationship, they are based on the orientation or positional relationship shown in the accompanying drawings. This 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 operated in a specific orientation. Therefore, the terms describing the positional relationship in the accompanying drawings are only for illustrative purposes and should not be construed as a limitation of the present invention. For those of ordinary skill in the art, the specific meanings of the above terms can be understood according to specific circumstances.

[0061] Please refer to Figures 1 to 4 , the present invention provides a road lane control method based on dynamically variable lane width, which specifically includes the following steps:

[0062] Step 1: Establish a road lane control system based on dynamically variable lane width. Set a set of control units every 500m - 2km on the main road line, use communication technology for network control, and can perform real-time information interaction with vehicles with network connection functions.

[0063] To establish a road lane control system based on dynamically variable lane width, specifically, deploy a set of control units on each road section. Each set of control units consists of multiple information release devices, and deploy the number of information release devices according to the maximum number of traffic lanes that can be set on this road section plus 1 emergency lane.

[0064] The information release device consists of an attitude control module and a variable information release module.

[0065] The attitude control module can adjust the horizontal lateral position and the rotation angle along the horizontal axis of each information release device on the gantry, and is composed of a horizontal movement axis, a horizontal axis rotating block, a horizontal axis sliding block, a horizontal axis power conversion device, a horizontal axis transmission device, a driving device, and a vertical fixed axis.

[0066] The variable information release module is used to release lane control plans, and consists of a lane vehicle type control release sub-module, a lane speed limit control release sub-module, and a lane opening and closing control release sub-module. The lane vehicle type control release sub-module dynamically releases the types of vehicles allowed to pass on the lane, including combinations of vehicle size types such as cars, buses, light trucks, heavy trucks, etc. and vehicle driving types such as autonomous vehicles and human-driven vehicles. For example, it releases texts such as "Autonomous-driving only cars" and "Human-driven only passenger and freight vehicles". The lane speed limit control release sub-module dynamically releases the speed limit values of the lane, including speed limit values such as 120 km / h, 110 km / h, 100 km / h, 90 km / h, 80 km / h, 70 km / h, 60 km / h, 50 km / h, 40 km / h, 30 km / h, 20 km / h, 10 km / h, etc. The lane opening and closing control release sub-module dynamically releases the opening and closing conditions of the lane, including lane open, lane closed, lane change to the left, and lane change to the right.

[0067] Step 2: Each group of control units real-time detects the traffic flow data of different types of vehicles, and combines with the lane widths required by different types of vehicles. Through the decision-making unit, it determines the recommended lane quantity (the number of lanes allowed for vehicles to travel), width (the width values of the left curb strip, driving lane, and emergency lane), type (vehicle size types such as cars, buses, light trucks, heavy trucks, etc., vehicle driving types such as autonomous vehicles and human-driven vehicles), opening and closing (lane open, lane closed, lane change to the left, lane change to the right), speed limit (speed limit values that are multiples of 10 km / h), and other lane control plans.

[0068] The lane quantity and width control plan specifically includes: On the premise that the width of the road section remains unchanged, a dynamic distribution plan for the lane quantity and width of the road section is formed by 1 left curb strip + multiple driving lanes + 1 emergency lane.

[0069] The width of the left curb strip is determined by factors such as the speed limit value and the interference situation on the roadside, and generally has multiple width values such as 0.25 m, 0.50 m, 0.75 m, etc. Vehicles are not allowed to drive on the left curb strip.

[0070] The width of the driving lane is determined by factors such as the speed limit value, the types of vehicles allowed to drive, and the interference situation of adjacent lanes, and generally has multiple width values such as 3.75 m, 3.50 m, 3.25 m, 3.00 m, 2.80 m, 2.75 m, 2.60 m, 2.50 m, etc. At a specific speed limit value, the driving lane allows specified types of vehicles to drive in a normal passing state.

[0071] The width of the emergency lane is determined by factors such as the speed limit value, the types of vehicles allowed to travel, the interference from adjacent lanes, and the interference from the roadside. Generally, there are various width values such as 3.50m, 3.25m, 3.00m, 2.80m, 2.75m, 2.60m, 2.50m, 2.00m, etc. The emergency lane allows specified types of vehicles to travel temporarily in case of emergencies under a specific speed limit value.

[0072] The sum of the widths of 1 left edge strip + multiple traffic lanes + 1 emergency lane should be set equal to the road section width. The number of traffic lanes may not be the same under different lane quantity and width control schemes, and the widths of multiple traffic lanes may also not be the same under the same lane quantity and width control scheme. For example:

[0073] The first scheme: 1 left edge strip (0.75m) + 3 traffic lanes (3.75m + 3.75m + 3.75m) + 1 emergency lane (3.00m) = road section width (15.00m);

[0074] The second scheme: 1 left edge strip (0.50m) + 4 traffic lanes (2.75m + 3.00m + 3.25m + 3.50m) + 1 emergency lane (2.00m) = road section width (15.00m).

[0075] The steps for the control unit to issue the lane control scheme specifically include:

[0076] 1) The decision-making unit gives lane control schemes such as the number, width, type, opening and closing of lanes for different road sections and sends them to the control units of the corresponding road sections.

[0077] 2) The control unit moves the corresponding number of information release devices on the gantry to the road according to the number of lanes, and moves the redundant information release devices on the gantry outside the road to avoid causing ambiguity in driver understanding. At the same time, the variable lane markings corresponding to the lanes on the road surface are lit. The width and position of "1 left edge strip + multiple lanes + 1 emergency lane" of the entire road section are adjusted through the variable lane markings on the road surface, and 1 set of information release devices is deployed correspondingly above each lane and emergency lane. For example, if the lane control plan is 1 left edge strip (0.75m) + multiple lanes (3.75m + 3.75m + 3.75m) + 1 emergency lane (3.00m) = road section width (15.00m), then the variable lane markings on the road surface at 0.75m from the left side of the road section show the edge line, and the variable lane markings at 0.75m + 3.75m and 0.75m + 3.75m + 3.75m from the left side show the lane lines that can be crossed in the same direction, and the variable lane markings at 0.75m + 3.75m + 3.75m + 3.75m from the left side show the edge line, realizing the adjustment of the number and position of lanes of the left edge strip + lane + lane + lane + emergency lane.

[0078] 3) The control unit dynamically releases the lane control information of each lane above the information release device, including the vehicle types allowed to drive in the lane, the opening and closing status of the lane, the speed limit value, etc.

[0079] The lane control decision algorithm adopted by the decision-making unit is specifically as follows:

[0080] Objective function: Adopt a two-level optimization objective. The first-level optimization objective ensures that the actual driving speeds of the lanes allowed to pass are maximized to improve the road traffic efficiency. The second-level optimization objective ensures that the traffic flows of the lanes allowed to pass are not very different, avoiding excessive traffic flow in a certain lane, resulting in unreasonable vehicle type restrictions in that lane. As follows

[0081] minH1α + H2β(1)

[0082] Constraints: Only when a certain lane is allowed to pass, it makes sense to ensure that the actual driving speed of this lane is as large as possible, as shown in Equation (2); the free flow speed of each lane is determined by factors such as lane width and interference on both sides of the lane, as shown in Equation (3); whether a certain type of vehicle is allowed to drive on each lane is determined by factors such as lane width, interference on both sides of the lane, the width of this type of vehicle, the performance of this type of vehicle, and the management requirements for vehicle types passing through the lane by the management personnel, as shown in Equation (4); the speed limit value of each lane is determined by factors such as the type of vehicle allowed to pass, lane width, interference on both sides of the lane, the width of this type of vehicle, and the performance of this type of vehicle, as shown in Equation (5); the actual driving speed of each lane is determined by factors such as lane flow, lane density, the type of vehicle allowed to pass on this lane, lane width, and interference on both sides of the lane, as shown in Equation (6); vehicles are prohibited from passing through the left turn shoulder, as shown in Equation (7); each lane is considered allowed to pass only when at least one type of vehicle is allowed to pass, as shown in Equation (8); when a lane is not allowed to pass vehicles, the lane width is equal to zero, as shown in Equation (9); the width of each driving lane and the emergency lane has minimum and maximum constraints, as shown in Equation (10); the width of the left shoulder has minimum and maximum constraints, as shown in Equation (11); the sum of the widths of 1 left shoulder + multiple driving lanes + 1 emergency lane should be set equal to the road section width, as shown in Equation (12); only when a certain lane is allowed to pass, it makes sense to ensure that the saturation of this lane is as small as possible, as shown in Equation (13); the traffic capacity of each lane is determined by factors such as the type of vehicle allowed to pass, lane width, and interference on both sides of the lane, as shown in Equation (14); the flow on each lane is equal to the sum of the flows of all types of vehicles on this lane, as shown in Equation (15); the flow of each type of vehicle is equal to the sum of the flows of this type of vehicle on all lanes, as shown in Equation (16); the total flow of the road section is equal to the sum of the flows of all lanes, as shown in Equation (17).

[0083]

[0084] Among them, α is the normalization of the minimum actual driving speed of all lanes allowed to pass; β is the minimum saturation of all lanes allowed to pass; H1 and H2 are the weight coefficients of the objective function, and H1 >> H2; i is the lane number, i ∈ I, I = {1, 2,..., n} are the lane number sets from the left side to the right side in the driving direction respectively. i = 1 is always the left shoulder number, i = n is always the emergency lane number, and i ∈ {2,..., n - 1} are the driving lane numbers; n is the sum of the maximum number of driving lanes that can be allowed to be set on this section plus the number of 1 emergency lane and 1 left shoulder; v i is the actual driving speed of lane i; v i,free is the free flow speed of lane i; x i is whether vehicles are allowed to pass on lane i, x i ∈ {0, 1} are no and yes respectively; w iis the width of lane i; is the interference situation on both sides of lane i; f1(·) is the free flow speed calculation function; j is the vehicle type number, j ∈ J, which is classified and numbered according to the vehicles allowed to pass on this road; w j is the width of vehicle type j; δ j is the performance of vehicle type j; θ i,j indicates whether the management personnel agree that lane i allows vehicles of vehicle type j to travel; y i,j indicates whether lane i allows vehicles of vehicle type j to travel, y i,j ∈ {0, 1} are no and yes respectively; f2(·) is the lane allowed passing vehicle type calculation function; v i,limit is the speed limit value of lane i; f3(·) is the lane speed limit value calculation function; q i is the traffic flow of lane i; k i is the density of lane i; f4(·) is the actual driving speed calculation function of the lane; W is the total width of the road section; c i is the traffic capacity of lane i; f5(·) is the traffic capacity calculation function of the lane; q i,j is the traffic flow of vehicle type j on lane i; q j is the traffic flow of vehicle type j; q is the total traffic flow of the road section.

[0085] Step 3: Each group of control units release the lane control plans such as the width of each lane, the allowed passing vehicle types, the opening and closing conditions of the lane, and the speed limit value of the corresponding section, and push them to the connected vehicles by using the connected communication technology.

[0086] The present invention can be applied to urban roads, expressways and ordinary roads. The lane control plans such as the number, width, type, opening and closing, and speed limit of the lanes are released by using lane control signs, and are pushed to the connected vehicles by using the connected communication technology. Under the limitation of a certain road section width, the number and width of lanes are dynamically adjusted, and the road traffic efficiency is improved through intelligent expansion to ensure the efficient, safe and smooth operation of the traffic.

[0087] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be modified or equivalently replaced without departing from the purpose and scope of the present technical solution, and they should all be covered within the scope of the claims of the present invention.

Claims

1. A road lane control method based on dynamically variable lane widths, characterized in that The method specifically includes the following steps: S1: Establish a road lane control system with dynamically variable lane widths. Set a group of control units at regular intervals on the main road section, use communication technology for network control, and interact with the real-time information of vehicles with connected functions in real time; S2: Each group of control units detects the traffic flow data of different types of vehicles in real time. Combining with the lane widths required by different types of vehicles, determine the lane control plan through the decision-making unit, including the recommended number of lanes, lane widths, permitted driving types, lane opening and closing conditions, and speed limits; S3: Each group of control units publishes the lane control plan for the corresponding section, including the width of each lane, the types of permitted vehicles, the lane opening and closing conditions, and the speed limit value, and pushes it to the connected vehicles using connected communication technology.

2. The road lane control method according to claim 1, wherein In step S1, the established road lane control system with dynamically variable lane widths specifically includes: Deploy a group of control units on each road section. Each group of control units consists of multiple information release devices, and deploy the number of information release devices according to the maximum number of traffic lanes that can be set on the road section plus 1 emergency lane.

3. The road lane control method according to claim 2, wherein In step S1, the information release device includes an attitude control module and a variable information release module; The attitude control module is used to adjust the horizontal lateral position and the rotation angle along the horizontal axis of each information release device on the gantry; The variable information release module is used to publish the lane control plan, including a lane vehicle type control release sub-module, a lane speed limit control release sub-module, and a lane opening and closing control release sub-module.

4. The road lane control method according to claim 3, wherein In step S1, the attitude control module includes a horizontal movement axis, a horizontal axis rotation block, a horizontal axis sliding block, a horizontal axis power conversion device, a horizontal axis transmission device, a driving device, and a vertical fixed axis.

5. The road lane control method according to claim 3, characterized in that In step S1, the lane vehicle type control release sub-module is used to dynamically publish the types of vehicles permitted to pass through the lane, including vehicle size types, as well as combinations of driving types of autonomous vehicles and manually driven vehicles; The lane speed limit control release sub-module is used to dynamically publish the lane speed limit value; the lane opening and closing control release sub-module is used to dynamically publish the lane opening and closing conditions, including lane opening, lane closing, lane changing to the left or lane changing to the right.

6. The road lane control method according to claim 1, characterized in that In step S2, the lane control plan specifically includes: On the premise that the width of the road section remains unchanged, form a dynamic distribution plan for the number and width of lanes on the road section lane by 1 left curb strip + multiple traffic lanes + 1 emergency lane; The width of the left curb strip is determined by the speed limit value and the roadside interference situation; vehicles are not allowed to drive on the left curb strip; The width of the traffic lane is determined by the speed limit value, the types of permitted vehicles, and the interference situation of adjacent lanes; the traffic lane allows specified types of vehicles to drive in the normal passing state under a specific speed limit value; The width of the emergency lane is determined by the speed limit value, the types of permitted vehicles, the interference situation of adjacent lanes, and the roadside interference situation; the emergency lane allows specified types of vehicles to drive temporarily in the emergency state under a specific speed limit value.

7. The road lane control method according to claim 6, characterized in that, In step S2, in the lane control plan, the sum of the widths of one left edge strip + multiple driving lanes + one emergency lane should be set to be equal to the road section width. The number of driving lanes is allowed to be different under different lane quantity and width control plans, and the widths of multiple driving lanes are allowed to be different under the same lane quantity and width control plan.

8. The road lane control method according to claim 3, wherein In step S3, the specific steps for the control unit to issue the lane control plan are as follows: S31: The control unit receives the lane control plans for different road sections given by the decision-making unit; S32: The control unit moves the corresponding number of information release devices on the gantry to the road according to the number of lanes, and moves the redundant information release devices on the gantry to outside the road; at the same time, the variable lane markings corresponding to the lanes on the road surface are lit; the width and position of "one left edge strip + multiple driving lanes + one emergency lane" are adjusted through the variable lane markings on the entire road section, and one set of information release device is deployed corresponding to each driving lane and emergency lane; S33: The control unit dynamically releases the lane control information through the information release devices above each lane, including the types of vehicles allowed to drive in the lane, the opening and closing conditions of the lane, and the speed limit value.

9. The road lane control method according to claim 1 or 8, characterized in that, The decision-making algorithm adopted by the decision-making unit includes: Objective function: A two-level optimization objective is adopted. The first-level optimization objective ensures that the actual driving speeds of all lanes allowed to pass are maximized; the second-level optimization objective ensures that the traffic flow differences of all lanes allowed to pass are not significant; as follows: minH1α + H2β (1) where α is the normalization of the minimum actual driving speed of all lanes allowed to pass; β is the minimum saturation of all lanes allowed to pass; H1 and H2 are the weight coefficients of the objective function, and H1 >> H2; Constraints: Only when a certain lane is allowed to pass, ensure that the actual driving speed of this lane is high, as shown in Equation (2); the free flow speed of each lane is determined by the lane width and the interference conditions on both sides of the lane, as shown in Equation (3); whether a certain type of vehicle is allowed to drive on each lane is determined by the lane width, the interference conditions on both sides of the lane, the width of this type of vehicle, the performance of this type of vehicle and the management requirements for the types of vehicles passing through the lane, as shown in Equation (4); the speed limit value of each lane is determined by the types of vehicles allowed to pass, the lane width, the interference conditions on both sides of the lane, the width of this type of vehicle and the performance of this type of vehicle, as shown in Equation (5); the actual driving speed of each lane is determined by the lane flow, lane density, the types of vehicles allowed to pass on this lane, the lane width and the interference conditions on both sides of the lane, as shown in Equation (6); vehicles are prohibited from passing through the left turn shoulder, as shown in Equation (7); only when at least one type of vehicle is allowed to pass on each lane, this lane is considered to be allowed to pass, as shown in Equation (8); when a lane is not allowed to pass vehicles, the lane width is equal to zero, as shown in Equation (9); the widths of each driving lane and the emergency lane have minimum and maximum value constraints, as shown in Equation (10); the width of the left shoulder has minimum and maximum value constraints, as shown in Equation (11); the sum of the widths of 1 left shoulder + multiple driving lanes + 1 emergency lane should be set equal to the road section width, as shown in Equation (12); only when a certain lane is allowed to pass, it makes sense to ensure that the saturation of this lane is small, as shown in Equation (13); the traffic capacity of each lane is determined by the types of vehicles allowed to pass, the lane width and the interference conditions on both sides of the lane, as shown in Equation (14); the flow on each lane is equal to the sum of the flows of all types of vehicles on this lane, as shown in Equation (15); the flow of each type of vehicle is equal to the sum of the flows of this type of vehicle on all lanes, as shown in Equation (16); the total flow of the road section is equal to the sum of the flows of all lanes, as shown in Equation (17); Among them, i is the lane number, i ∈ I, and I = {1, 2, …, n} is the set of lane numbers from the left to the right in the driving direction. i = 1 is always the left curb lane number, i = n is always the emergency lane number, and i ∈ {2, …, n - 1} is the driving lane number; n is the sum of the maximum number of driving lanes that can be set in the cross-section, 1 emergency lane, and 1 left curb lane; v i is the actual driving speed of lane i; v i,free is the free flow speed of lane i; x i indicates whether lane i allows vehicles to pass. x i ∈ {0, 1} represents no and yes respectively; w i is the width of lane i; is the interference situation on both sides of lane i; f1(·) is the free flow speed calculation function; j is the vehicle type number, j ∈ J, which is classified and numbered according to the vehicles allowed to pass on the road; w j is the width of vehicle type j; δ j is the performance of vehicle type j; θ i,j indicates whether the management personnel agree that lane i allows vehicles of vehicle type j to drive; y i,j indicates whether lane i allows vehicles of vehicle type j to drive. y i,j ∈ {0, 1} represents no and yes respectively; f2(·) is the function for calculating the vehicle types allowed to pass on the lane; v i,limit is the speed limit value of lane i; f3(·) is the function for calculating the speed limit value of the lane; q i is the traffic flow of lane i; k i is the density of lane i; f4(·) is the function for calculating the actual driving speed of the lane; W is the total width of the road cross-section; c i is the traffic capacity of lane i; f5(·) is the function for calculating the traffic capacity of the lane; q i,j is the traffic flow of vehicle type j on lane i; q j is the traffic flow of vehicle type j; q is the total traffic flow of the road cross-section.

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