Vehicle mixed driving control method and system based on cooperative vehicle infrastructure technology

Abstract

The invention relates to the technical field of traffic management, in particular to a vehicle mixed driving control method and system based on a cooperative vehicle infrastructure technology. Analyzing the maximum queuing length of the bus at the downstream intersection j in the nth signal period of the downstream intersection j and the dissipation time of the tail end of the corresponding queuing queue; according to the driving data of the bus, time data of the bus arriving at the downstream intersection j is analyzed; generating a dynamic clearing distance according to the maximum queuing length, the dissipation time, the longitudinal position coordinates of the stop line of the downstream intersection j and the time data of the bus arriving at the downstream intersection j; and sending leaving information to the social vehicles within the dynamic clearing distance. By adopting the scheme, the public transportation lane resources can be reasonably utilized while the priority of passing of the public transportation vehicles is ensured, so that the complex requirements of urban traffic are better met, traffic congestion is effectively relieved, and the overall efficiency of the urban traffic is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of traffic management, and particularly relates to a vehicle mixed - traffic control method and system based on vehicle - road cooperation technology. Background Art

[0002] The rapid development of urbanization and the surging travel demand have posed huge challenges to urban traffic. Traffic congestion not only affects the travel experience of citizens but also causes environmental pollution and energy waste. To address these problems, developing public transportation has become the key, and setting up bus lanes is a common measure. However, this strategy has also brought new challenges.

[0003] Bus lanes are designed to ensure the priority of buses and improve the efficiency of public transportation. However, at key locations such as intersections, these dedicated lanes occupy limited road resources, exacerbating the delay of social vehicles and further intensifying the supply - demand contradiction in urban traffic. In addition, urban road infrastructure has reached saturation and is difficult to cope with the increasing traffic flow, resulting in severe congestion and delays. It can be seen that although bus lanes help improve bus efficiency, their low utilization rate is in sharp contrast to the congestion of social lanes. Therefore, reasonably utilizing bus lane resources while ensuring the right - of - way priority of bus vehicles has become an urgent problem to be solved.

[0004] In summary, the existing bus lane management methods still need to be improved to better meet the complex needs of urban traffic, effectively relieve traffic congestion, and improve the overall efficiency of urban traffic. Summary of the Invention

[0005] The present invention provides a vehicle mixed - traffic control method and system based on vehicle - road cooperation technology, which can, while ensuring the right - of - way priority of bus vehicles, reasonably utilize bus lane resources to better meet the complex needs of urban traffic, effectively relieve traffic congestion, and improve the overall efficiency of urban traffic.

[0006] The first basic solution provided by the present invention:

[0007] A vehicle mixed - traffic control method based on vehicle - road cooperation technology, comprising:

[0008] Obtaining the driving data of buses;

[0009] Obtaining the vehicle flow conditions and signal timing plans of downstream intersections;

[0010] Analyzing the maximum queue length of the downstream intersection j and the dissipation time at the end of the corresponding queue in the nth signal cycle of the downstream intersection j according to the vehicle flow conditions and signal timing plans of the downstream intersection and the dissipation time at the end of the corresponding queue

[0011] Analyze the time data of the bus arriving at the downstream intersection j according to the driving data of the bus. The time data includes the moment when the bus reaches the position of the stop line of the downstream intersection j at the current speed and the moment when the bus joins the queue of the downstream intersection j at the current speed;

[0012] Generate a dynamic clearance distance according to the maximum queue length, dissipation time, longitudinal position coordinate of the stop line of the downstream intersection j, and the time data of the bus arriving at the downstream intersection j;

[0013] Send a departure message to the social vehicles within the dynamic clearance distance in the bus lane.

[0014] Furthermore, the calculation formulas for the maximum queue length and dissipation time are as follows:

[0015]

[0016] In the formula, is the maximum queue length, is the longitudinal position coordinate of the stop line of the downstream intersection j; is the remaining queue length that has not dissipated at the downstream intersection j in the (n - 1)th cycle, and are the start time of the green light and the start time of the red light at the downstream intersection j in the nth signal cycle respectively, is the dissipation time, w1 is the queue shock wave speed, w2 is the shock wave dissipation speed, q k is the arrival flow at the downstream intersection in the kth time period, k jam is the jam density, v f is the free flow speed.

[0017] Furthermore, the calculation formula for the time data is as follows:

[0018]

[0019] In the formula, is the moment when the bus reaches the position of the stop line of the downstream intersection j at the current speed, is the moment when the bus joins the queue of the downstream intersection j at the current speed, x k is the position of the bus at time k, v k is the speed of the bus at time k, t k is the moment of the kth time step.

[0020] Furthermore, the length constraint conditions of the dynamic clearance distance include:

[0021]

[0022] In the formula, is the minimum value of the dynamic clearance distance, is the maximum value of the dynamic clearance distance, d i is the dynamic clearance distance of the upstream section corresponding to the downstream intersection j, d min is the minimum safe headway.

[0023] Furthermore, according to the maximum queue length, dissipation time, longitudinal position coordinate of the stop line of the downstream intersection j, and the time data of the bus arriving at the downstream intersection j, a dynamic clearance distance is generated, including:

[0024] According to the maximum queue length, dissipation time, longitudinal position coordinate of the stop line of the downstream intersection j, and the time data of the bus arriving at the downstream intersection j, it is analyzed whether there is a queue when the bus reaches the downstream intersection j. If so, a dynamic clearance distance is generated according to the signal timing plan. If not, no dynamic clearance distance is generated.

[0025] Furthermore, generating a dynamic clearance distance according to the signal timing plan includes:

[0026] According to the signal timing plan, analyze the lit color of the signal light when the bus arrives at the downstream intersection j;

[0027] If the signal light is green when the bus arrives at the downstream intersection j, the corresponding dynamic clearance distance calculation formula is:

[0028] and

[0029] In the formula, is the dynamic clearance distance when the signal light is green, is the start time of the green light of the downstream intersection j in the (n + 1)-th signal cycle;

[0030] If the signal light is red when the bus arrives at the downstream intersection j, the corresponding dynamic clearance distance calculation formula is:

[0031] and

[0032] In the formula, is the dynamic clearance distance when the signal light is red, v d is the expected operating speed of the bus.

[0033] Furthermore, analyzing whether there is a queue when the bus reaches the downstream intersection j includes: If then it is determined that there is no queue when the bus reaches the downstream intersection j, otherwise it is determined that there is a queue.

[0034] Basic Solution 2 provided by the present invention: A vehicle mixed traffic control system based on vehicle-road cooperation technology uses the above-mentioned vehicle mixed traffic control method based on vehicle-road cooperation technology.

[0035] The principle and advantages of the present invention are as follows: By obtaining the driving data of the bus, the vehicle flow condition and signal timing plan of the downstream intersection in real time, this solution can accurately calculate the maximum queue length and dissipation time of the bus at the downstream intersection, and generate a dynamic clearance distance based on these data, so as to effectively control the departure of social vehicles in the bus lane, and improve the overall efficiency and safety of the traffic system. Specifically, it includes the following beneficial effects:

[0036] 1. Improve the passing efficiency of buses. In this solution, by accurately predicting the queuing situation of the bus when it arrives at the downstream intersection and generating a dynamic clearance distance according to the calculation of the maximum queue length and dissipation time, it ensures that the bus can pass quickly when it arrives at the intersection, reducing the queuing waiting time.

[0037] 2. Optimize the driving routes of social vehicles. In this solution, by sending departure information to social vehicles within the dynamic clearance distance in the bus lane, it can effectively guide social vehicles to leave the bus lane in advance, avoiding conflicts with buses. This not only reduces the residence time of social vehicles in the bus lane, but also optimizes the driving routes of social vehicles, improving the overall road passing capacity. At the same time, the generation of the dynamic clearance distance takes into account the minimum safe headway, ensuring the safety of the departure process of social vehicles.

[0038] 3. Reduce intersection congestion. In this solution, by accurately calculating the maximum queue length and dissipation time of the downstream intersection, it can predict the congestion situation of the downstream intersection in advance and adjust the dynamic clearance distance according to the signal timing plan. When the bus arrives at the downstream intersection, if there is a queue, the system will generate a corresponding dynamic clearance distance according to the color of the traffic signal, ensuring that the bus can pass through the intersection smoothly and reducing the intersection congestion caused by queuing.

[0039] 4. Enhance traffic safety. When generating the dynamic clearance distance, this solution fully considers the minimum safe headway and the expected operating speed of the bus, ensuring that social vehicles will not pose a safety hazard to buses and other vehicles when leaving the bus lane, avoiding traffic accidents caused by unexpected situations, and significantly improving the safety of the traffic system.

[0040] 5. Adapt to complex traffic environments. The dynamic clearance distance generation method of this solution has strong adaptability and can cope with traffic flow changes at different intersections and adjustments to signal timing plans. Whether during peak hours or off-peak hours, the system can generate a reasonable dynamic clearance distance based on real-time traffic data to ensure the smooth passage of buses and social vehicles. This method is particularly suitable for urban roads with heavy traffic and complex intersections, and can effectively relieve traffic pressure and improve road capacity.

[0041] In summary, this solution realizes the collaborative management of buses and social vehicles, significantly improves the passing efficiency of buses, can ensure the priority right of way of bus vehicles while reasonably utilizing the bus lane resources, better adapt to the complex needs of urban traffic, effectively relieve traffic congestion, and improve the overall efficiency of urban traffic. Brief Description of the Drawings

[0042] Figure 1 It is a flowchart of an embodiment of a vehicle mixed traffic control method based on vehicle-road cooperation technology of the present invention.

[0043] Figure 2 It is a schematic diagram of the setting method of the dynamic clearance distance in a vehicle mixed traffic control method based on vehicle-road cooperation technology of the present invention.

[0044] Figure 3 It is a schematic diagram of the time data of a bus arriving at a downstream intersection in a vehicle mixed traffic control method based on vehicle-road cooperation technology of the present invention. Detailed Embodiment

[0045] The following is a further detailed description through specific embodiments:

[0046] Embodiment 1:

[0047] To solve the problem that the entry of social vehicles into the bus lane affects the priority right of way of buses, this solution proposes a vehicle mixed traffic control method based on vehicle-road cooperation technology. To implement this solution, first, it is necessary to collect the driving data of buses on the bus lane (including speed, acceleration, and geographical location) through perception devices deployed at the roadside (including cameras, ultrasonic radars, millimeter-wave radars, and lidar), and at the same time, it is also necessary to detect the vehicle flow situation on the downstream intersection section. Then, the roadside edge computing platform processes the detected basic traffic data information and transmits it to social vehicles on the general lane to achieve real-time intercommunication of driving data information between social vehicles and buses.

[0048] In the intelligent connected vehicle environment, social vehicles can obtain driving information such as the speed and position of the same type of vehicles through vehicle-to-vehicle (V2V) communication technology to achieve real-time two-way information communication between vehicles. And in this solution, buses can be set as Figure 2Drive away the social vehicles running on the bus lane by the shown dynamic clearing distance, so as to ensure the priority right of way of buses.

[0049] As Figure 1 shown, the vehicle mixed traffic control method based on vehicle-road collaborative technology specifically includes the following steps:

[0050] Obtain the driving data of the bus; in this solution, the driving data of the bus on the bus lane is obtained through the above-mentioned sensing devices, and the driving data includes the speed, acceleration and geographical location of the bus.

[0051] Obtain the vehicle flow situation and signal timing plan of the downstream intersection, and analyze the maximum queue length of the downstream intersection j and the dissipation time at the end of the corresponding queue in the nth signal cycle of the downstream intersection j according to the vehicle flow situation and signal timing plan of the downstream intersection. and the dissipation time at the end of the corresponding queue The calculation formulas for the maximum queue length and dissipation time are as follows:

[0052]

[0053] In the formula, is the maximum queue length (m), is the longitudinal position coordinate of the stop line of the downstream intersection j (m); is the remaining queue length that has not dissipated at the downstream intersection j in the (n - 1)th cycle (m), and are respectively the start time of the green light and the start time of the red light of the downstream intersection j in the nth signal cycle (s), is the dissipation time (s), w1 is the queue shock wave speed (m / s), w2 is the shock wave dissipation speed (m / s), q k is the arrival flow at the downstream intersection in the kth time period (veh / s), k jam is the jam density (veh / s), v f is the free flow speed (m / s).

[0054] According to the driving data of the bus, analyze the time data when the bus arrives at the downstream intersection j. As Figure 3 shown, the time data includes the moment when the bus arrives at the position of the stop line of the downstream intersection j at the current speed and the moment when the bus joins the queue of the downstream intersection j at the current speed. Figure 3Among them, point A represents the moment when the bus joins the queue of the downstream intersection j at the current speed, point B represents the time when the bus is released from the queue after queuing, point C represents the critical time when the bus is released from the queue without queuing at the current speed, and point D represents the critical joining time of the interference-free queue without queuing. The calculation formulas for the time data are as follows:

[0055]

[0056] In the formula, is the moment (s) when the bus reaches the stop line position of the downstream intersection j at the current speed, that is, the moment when the bus reaches the stop line position of the downstream intersection j at the current speed under unobstructed conditions, is the moment (s) when the bus joins the queue of the downstream intersection j at the current speed, x k is the position of the bus at time k, v k is the speed of the bus at time k (m / s), t k is the moment (s) of the k-th time step.

[0057] To ensure the priority right of way of the bus, the queuing process needs to be optimized so that the leading social vehicle in the prediction queue that obstructs the bus driving changes lanes to the adjacent lane in advance, reducing the length of the queuing queue. The critical time when the bus after queuing optimization is released from the queuing queue without queuing at the current speed and the corresponding critical joining time of the interference-free queue are as follows:

[0058]

[0059] According to the maximum queue length, dissipation time, longitudinal position coordinate of the stop line of the downstream intersection j, and the time data of the bus arriving at the downstream intersection j, a dynamic clearance distance is generated; specifically, according to the maximum queue length, dissipation time, longitudinal position coordinate of the stop line of the downstream intersection j, and the time data of the bus arriving at the downstream intersection j, it is analyzed whether there is a queuing queue when the bus reaches the downstream intersection j. If so, a dynamic clearance distance is generated according to the signal timing plan. If not, no dynamic clearance distance is generated. Specifically, if then it is determined that there is no queuing queue when the bus reaches the downstream intersection j, otherwise it is determined that there is a queuing queue.

[0060] To meet the actual road conditions and safety guarantee, in this scheme, a length constraint condition for the dynamic clearance distance is set. Specifically, the length constraint condition for the dynamic clearance distance includes:

[0061]

[0062] In the formula,[[]]END]] is the minimum value (m) of the dynamic clearance distance, is the maximum value (m) of the dynamic clearance distance, d i is the dynamic clearance distance (m) of the upstream road section corresponding to the downstream intersection j, d min is the minimum safe headway (m).

[0063] Generate the dynamic clearance distance according to the signal timing plan, including: Analyze the lit signal color of the traffic signal when the bus arrives at the downstream intersection j according to the signal timing plan.

[0064] If the traffic signal is green when the bus arrives at the downstream intersection j, when the bus arrives at time, the queuing phenomenon just disappears, and the bus can reach the stop line of the downstream intersection. At this time, the bus can just pass through the intersection; then only the social vehicles on the road section between it and the end of the maximum queue length need to be cleared. Therefore, the corresponding formula for calculating the dynamic clearance distance is:

[0065] and

[0066] In the formula, is the dynamic clearance distance (m) when the traffic signal is green, is the start time (s) of the green light at the downstream intersection j in the (n + 1)-th signal cycle;

[0067] If the traffic signal is red when the bus arrives at the downstream intersection j, the bus's right of way needs to be guaranteed by passing through the downstream intersection during the green light time of the next signal cycle. At this time, the corresponding formula for calculating the dynamic clearance distance is:

[0068] and

[0069] In the formula, is the dynamic clearance distance (m) when the traffic signal is red, v d is the expected operating speed (m / s) of the bus.

[0070] Send departure information to the social vehicles waiting to change lanes within the dynamic clearance distance in the bus lane, allowing them to change lanes to the general lane or accelerate and drive out of the dynamic clearance distance, and the social vehicles on other general lanes are not allowed to change lanes to the bus lane within the clearance distance. However, the social vehicles on the general lane can enter the bus lane following the bus behind on the premise of ensuring that they do not affect the subsequent right of way of the bus and meeting the cooperative lane-changing control strategy, and the lane-changing behavior of the existing social vehicles on the bus lane is not restricted.

[0071] It further includes a vehicle mixed traffic control system based on vehicle-road collaborative technology, which uses the above-mentioned vehicle mixed traffic control method based on vehicle-road collaborative technology.

[0072] Thus, this solution realizes the collaborative management of buses and social vehicles, significantly improves the passing efficiency of buses, can rationally utilize the bus lane resources while ensuring the priority right of way of bus vehicles, better adapts to the complex needs of urban traffic, effectively alleviates traffic congestion, and improves the overall efficiency of urban traffic.

[0073] Embodiment 2:

[0074] The basic principle of Embodiment 2 is the same as that of Embodiment 1. The difference is that in Embodiment 2, first, when the social vehicle is not within the dynamic clearance distance of the bus or is queuing at the signalized intersection and does not affect the bus as the first starting vehicle to depart, it is allowed to enter the bus lane and form a mixed traffic flow with the bus. At the same time, the bus will set a reasonable dynamic clearance distance according to the state of arriving at the intersection (three situations) to ensure whether it can pass through the intersection without stopping or ensure that there are no social vehicles queuing ahead.

[0075] When the driving influence range generated by the social vehicle entering the bus lane affects the dynamic clearance distance of the bus, it is prohibited from entering the bus lane. If the driving influence range of the social vehicle on the bus lane does not affect the dynamic clearance distance range of the bus and it is driving normally, first, it is preferentially judged that the social vehicle is allowed to enter the bus lane; then, it is secondly judged whether the social vehicle will affect the passing situation and queuing state of the bus at the signal intersection. If it affects the driving of the bus, it will drive the social vehicle to leave the bus lane during the driving process; when the social vehicle enters the general lane, it will adopt a cooperative lane-changing control strategy in which the social vehicle in front on the general lane accelerates to provide a lane-changing space and the vehicle behind decelerates to provide a safe lane-changing space. In addition, if the social vehicle does not meet the lane-changing conditions for leaving the bus lane and entering the general lane; when the social vehicle enters the dynamic clearance distance range of the bus, it will adopt a mandatory lane change combining the cooperative lane-changing strategy and the reverse lane-changing decision of the social vehicle within the dynamic clearance distance to ensure the priority right of way of the bus.

[0076] The vehicle mixed traffic control method based on vehicle-road collaborative technology further includes:

[0077] When there is no bus on the bus lane, social vehicles can adopt a cooperative lane-changing control strategy to enter the bus lane, and social vehicles can drive on the bus lane in the same way as on a normal lane. When a bus enters the bus lane in this section, the dynamic clearance distance is activated according to the arrival status of the bus at the next intersection and the intersection queue prediction status. Only when the bus will stop at the intersection during the red light, in order to ensure the priority right of way of the overall buses on the bus lane, there should be no social vehicles in front of the first bus queuing for the red light. Therefore, social vehicles need to drive out of the bus lane before being forced to enter the dynamic clearance distance of the bus under the premise of meeting the cooperative lane-changing control strategy.

[0078] To improve the lane-changing efficiency and safety of social vehicles, after the social vehicle to change lanes receives the lane-changing signal, a cooperative lane-changing decision control between the social vehicle and the vehicle in front on the target lane is implemented, and a combination of accelerating the vehicle in front and decelerating the following vehicle on the target lane is used to provide a lane-changing space for the social vehicle waiting to change lanes on the bus lane. Thus, the speed loss of social vehicles on the target lane can be reduced to a certain extent.

[0079] Obtain the cooperative vehicle position data, which includes the position data of the social vehicle waiting to change lanes within the dynamic clearance distance in the bus lane and the position data of the vehicle in front and the following vehicle adjacent to the social vehicle waiting to change lanes in the target lane. According to the cooperative vehicle position data, calculate the lane-changing space length provided by the superimposed acceleration of the vehicle in front and the lane-changing space length provided by the superimposed deceleration of the following vehicle, and generate the available lane-changing space. The calculation formulas for the lane-changing space length provided by the superimposed acceleration of the vehicle in front and the lane-changing space length provided by the superimposed deceleration of the following vehicle are as follows:

[0080]

[0081] d ar =2(L c +d min )-d pa

[0082] In the formula, d af and d ar respectively represent the lane-changing space length provided by the superimposed acceleration of the vehicle in front on the target lane and the lane-changing space length provided by the superimposed deceleration of the following vehicle (m), is the position of the vehicle in front of the vehicle in front on the target lane at the kth moment (m), is the position of the vehicle in front on the target lane at the kth moment (m), L c represents the lengths of the vehicle in front and the following vehicle (m), d min is the minimum safety distance between vehicles (m), d pa is the headway between the vehicle in front and the following vehicle on the target lane (m).

[0083] The speeds of the leading vehicle and the trailing vehicle adjacent to the lane-changing social vehicle in the target lane can be expressed as follows:

[0084]

[0085] In the formula, v afa represents the speed of the leading vehicle (m / s), and v afd represents the speed of the trailing vehicle (m / s). is the speed of the lane-changing social vehicle at the k-th moment (m / s), Δt is the duration of the vehicle speed optimization process (m), and d rd is the headway between the trailing vehicle and the lane-changing vehicle on the target lane (m), a is the vehicle acceleration (m / s 2 ), and b is the vehicle deceleration (m / s 2 ).

[0086] When the social vehicle on the bus lane cannot effectively change lanes beyond the dynamic clearance distance, the social vehicle will enter the dynamic clearance distance of the bus, affecting the unobstructed driving of the bus. At this time, the lane-changing decision of the corresponding social vehicle is affected by the dynamic clearance distance. If the social vehicle is driving within the dynamic clearance distance of the bus, it needs to change lanes in a timely manner to provide a safe and unobstructed driving space for the bus. The lane-changing motivation formula is as follows:

[0087]

[0088] In the formula, is the position of the bus at the l-th moment (m), is the position of the connected vehicle at the l-th moment (m), is the dynamic clearance distance of the bus (m).

[0089] When the lane-changing social vehicle is within the dynamic clearance distance of the bus, the lane-changing social vehicle must perform a forced lane-changing behavior; from the perspective of interaction, the change in the forward distance between the bus and the lane-changing social vehicle in front can be considered as reverse driving. In this way, the lane-changing social vehicle in front becomes the trailing vehicle, and the bus driving behind becomes the leading vehicle. In this way, it can be modeled and analyzed from the perspective of the vehicle needing to change lanes to reach the desired speed. The trailing lane-changing social vehicle judges according to the actual traffic state. When the lane-changing social vehicle approaches the bus, the lane-changing social vehicle changes lanes to meet its own desired speed requirement. In this way, the lane-changing social vehicle within the dynamic clearance distance can be regarded as the object that needs to change lanes, and the bus can be regarded as the object that keeps going straight in front. The model formula for judging the driving state of the connected vehicle according to the traffic environment is as follows:

[0090]

[0091] In the formula, an represents the acceleration of vehicle n, v n represents the speed of vehicle n, Δv n+i and Δx n+i respectively represent the relative speed and the headway between vehicle n+i and the leading vehicle n+i+1. V is the legal speed function that describes the speed chosen by the driver based on their perception of the headway Δx n of the leading vehicle. W is a co-frequency perception that represents the driver's sensitivity to the relative speed Δv n+i h c is the safe headway, that is, the minimum distance for a vehicle to follow the vehicle in front without braking. s is the smoothing coefficient, η is the driver's sensitivity to the relative speed, τ is the driver's reaction time, which can also be regarded as the reciprocal of the relaxation term of the legal speed, v max is the maximum free-flow speed, r i and u i are the proximity coefficients used to define the interaction strength between vehicle n and the surrounding vehicles (0≤i≤m) within their interaction range. For the convenience of simple calculation, the condition of equal weights can be selected to a certain extent, that is, r i =u i .

[0092] For simplicity, the same weight is assigned to the relative speed and the headway, that is, (r i =u i ) 0≤i≤m. As mentioned above, the unstable condition in the case of an interactive and cooperative traffic environment is:

[0093]

[0094] The interactive cooperation between vehicles reduces the potential threat factors in space. The candidate lane-changing decision based on reverse lane-changing is:

[0095]

[0096] N s ={j∈V s : 0≤||x sv -x j ||≤L}, S = C or T

[0097] TS = argmax T∈{L,R} U(sv, C, T)

[0098] Subject to U(sv, C, T)>Δa th

[0099]

[0100] Wherein, C and T respectively represent the current lane and the target lane, L and R respectively represent the left and right target lanes, U(sv, C, T) represents the overall benefit of the lane-changing vehicle sv changing from the current lane C to the target lane T in the case of reverse interaction, N T and N C respectively represent the sets of following vehicles on the current lane and the target lane during the lane-changing process of the vehicle, a represents the current acceleration of the vehicle, represents the assumed acceleration of the vehicle when the target vehicle changes lanes, and the subscripts c and t respectively indicate that the following vehicle belongs to the N C group and the N T group, x represents the current position of the vehicle, V S represents the set of vehicles on lane S at a given moment (excluding the main vehicle sv), ||·|| is the Euclidean norm, L represents the distance range between vehicles, p is the courtesy factor, and q is the benefit factor.

[0101] After the above lane-changing control strategy, when the social vehicle is mixed with the bus in the bus lane, it can reasonably utilize the road space resources on the premise of ensuring the bus's right of way.

[0102] The above are only the embodiments of the present invention. Specific structures and characteristics and other common knowledge in the solution are not described in detail here. Those of ordinary skill in the art know all the common general technical knowledge in the technical field to which the invention belongs before the application date or the priority date, can know all the existing technologies in this field, and have the ability to apply the conventional experimental means before this date. Those of ordinary skill in the art can, under the inspiration given in this application, combine their own abilities to complete and implement this solution. Some typical well-known structures or well-known methods should not become an obstacle for those of ordinary skill in the art to implement this application. It should be noted that for those skilled in the art, without departing from the structure of the present invention, several deformations and improvements can still be made, and these should also be regarded as the protection scope of the present invention, and these will not affect the implementation effect of the present invention and the practicality of the patent. The protection scope required by this application should be subject to the content of its claims, and the specific implementation manners and the like recorded in the specification can be used to interpret the content of the claims.

Claims

1. A vehicle mixed traffic control method based on vehicle-road collaborative technology, characterized in that: Including: Obtain the driving data of the bus; Obtain the vehicle flow conditions and signal timing plans at the downstream intersection; Analyze the maximum queue length at downstream intersection j and the dissipation time at the end of the corresponding queue in the nth signal cycle at downstream intersection j according to the vehicle flow conditions and signal timing plans at the downstream intersection and the dissipation time at the end of the corresponding queue According to the driving data of the bus, analyze the time data when the bus arrives at the downstream intersection j, where the time data includes the moment when the bus reaches the stop line position of the downstream intersection j at the current speed and the moment when the bus joins the queue of the downstream intersection j at the current speed; Generate a dynamic clearance distance according to the maximum queue length, dissipation time, longitudinal position coordinates of the stop line of the downstream intersection j, and the time data when the bus arrives at the downstream intersection j; Send departure information to the social vehicles within the dynamic clearance distance in the bus lane.

2. The vehicle mixed traffic control method based on vehicle-road collaborative technology according to claim 1, wherein: The calculation formulas for the maximum queue length and dissipation time are as follows: In the formula, is the maximum queue length, is the longitudinal position coordinate of the stop line of the downstream intersection j; is the remaining queue length that has not dissipated at the downstream intersection j in the (n - 1)-th cycle, and are respectively the start time of the green light and the start time of the red light at the downstream intersection j in the n-th signal cycle, is the dissipation time, w1 is the queue shock wave speed, w2 is the shock wave dissipation speed, q k is the arrival flow rate at the downstream intersection in the k-th time period, k jam is the jam density, v f is the free flow speed.

3. The vehicle mixed traffic control method based on vehicle-road collaborative technology according to claim 2, characterized in that: The calculation formula for the time data is as follows: In the formula, is the moment when the bus reaches the stop line position of the downstream intersection j at the current speed, is the moment when the bus joins the queue of the downstream intersection j at the current speed, x k is the position of the bus at time step k, v k is the bus speed at time step k, t k is the moment of the k-th time step.

4. The vehicle mixed traffic control method based on vehicle-road collaborative technology according to claim 3, characterized in that: The length constraint conditions of the dynamic clearance distance include: wherein, is the minimum value of the dynamic clearance distance, is the maximum value of the dynamic clearance distance, d i is the dynamic clearance distance of the upstream section corresponding to the downstream intersection j, d min is the minimum safe headway.

5. The vehicle mixed traffic control method based on vehicle-road collaborative technology according to claim 3, characterized in that: Generate a dynamic clearance distance according to the maximum queue length, dissipation time, longitudinal position coordinates of the stop line of the downstream intersection j, and the time data when the bus arrives at the downstream intersection j, including: According to the maximum queue length, dissipation time, longitudinal position coordinates of the stop line of the downstream intersection j, and the time data when the bus arrives at the downstream intersection j, analyze whether there is a queue when the bus reaches the downstream intersection j. If so, generate a dynamic clearance distance according to the signal timing plan. If not, do not generate a dynamic clearance distance.

6. The vehicle mixed traffic control method based on vehicle-road collaborative technology according to claim 5, characterized in that: Generate a dynamic clearance distance according to the signal timing plan, including: According to the signal timing plan, analyze the lit lamp color of the signal light when the bus arrives at the downstream intersection j; If the signal light is green when the bus arrives at the downstream intersection j, the corresponding calculation formula for the dynamic clearance distance is: and In the formula, is the dynamic clearance distance when the signal light is green; is the start time of the green light at the downstream intersection j in the (n + 1)-th signal cycle; If the signal light is red when the bus arrives at the downstream intersection j, the corresponding calculation formula for the dynamic clearance distance is: and In the formula, is the dynamic clearing distance when the signal light is red, and v d is the expected operating speed of the bus.

7. The vehicle mixed traffic control method based on vehicle-road collaborative technology according to claim 5, characterized in that: Analyze whether there is a queue when the bus arrives at the downstream intersection j, including: if it is determined that there is no queue when the bus arrives at the downstream intersection j, otherwise it is determined that there is a queue.

8. A vehicle mixed traffic control system based on vehicle-road collaborative technology, characterized in that: The vehicle mixed traffic control method based on vehicle-road cooperation technology described in any one of claims 1 to 7 above is used.

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