A ramp merge method, system, device and medium for mixed traffic flow

Abstract

This invention provides a method, system, device, and medium for merging mixed traffic flows at ramps, including: acquiring driving data of vehicles on the main road and ramps; determining cooperating vehicles based on the driving data; calculating the longitudinal distance between the ramp and main road intersection and the cooperating vehicles, and determining a minimum acceptable distance based on the driving data of the cooperating vehicles; for cooperating vehicles whose longitudinal distance is less than the minimum acceptable distance, calculating the speed-changing efficiency of the cooperating vehicle with main road vehicles in front of and behind it in the current lane, and the lane-changing efficiency of the cooperating vehicle with main road vehicles in adjacent lanes; and generating acceleration / deceleration commands or lane-changing commands based on the speed-changing efficiency and lane-changing efficiency. This invention solves the problem in the prior art where, during merging planning, only main lane vehicles are allowed to accelerate / decelerate to cooperate with ramp vehicles merging, without considering whether these vehicles can change lanes, making it difficult to truly improve merging efficiency and road capacity.

Description

Technical Field

[0001] This invention relates to the field of intelligent transportation technology, and in particular to a method, system, device and medium for merging mixed traffic flows on ramps. Background Technology

[0002] With the continuous advancement of intelligent connected vehicle technology, merging areas of highways or urban expressways have gradually become one of the key scenarios for intelligent transportation systems. Currently, in practice, macro-control methods such as flow control lights and variable speed limits are mainly used to regulate ramp traffic flow. However, these methods can only constrain traffic volume and lack fine-grained control over individual vehicle behavior, making it difficult to adapt to complex dynamic changes in traffic flow.

[0003] To improve merging efficiency and safety, some studies have introduced intelligent connected vehicle cooperative control strategies, such as (1) setting merging priorities and vehicle sorting rules; (2) constructing objective functions to optimize the speed, acceleration, or trajectory of merging vehicles; and (3) simulating the interactive game behavior between vehicles to guide merging decisions. These methods have achieved certain results in simulation and under some ideal conditions, but they are all designed based on the idea of ​​"main lane vehicles staying in place and ramp vehicles inserting". In other words, they only allow main lane vehicles to cooperate with ramp vehicles by accelerating and decelerating, without considering whether these vehicles can change lanes to make room for a larger merging gap. On multi-lane highways, this approach is equivalent to wasting the road resources that can be allocated and it is difficult to truly improve merging efficiency and road capacity. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a method, system, device, and medium for merging mixed traffic flows on ramps. It solves the problem that existing technologies, when planning merging, only allow vehicles in the main lane to accelerate and decelerate to cooperate with vehicles on the ramps, without considering whether these vehicles can change lanes, thus failing to truly improve merging efficiency and road capacity.

[0005] According to an embodiment of the present invention, a method for merging mixed traffic flows at ramps includes:

[0006] Acquire driving data of vehicles on the main road and on the ramps, and determine the cooperating vehicles based on the driving data;

[0007] Calculate the longitudinal distance between the intersection of the ramp and the main road and the collaborating vehicle, and determine the minimum acceptable distance based on the collaborating vehicle's driving data;

[0008] For cooperative vehicles with a longitudinal distance less than the minimum acceptable distance, calculate the speed change benefits between the cooperative vehicle and the main road vehicles in front of and behind the cooperative vehicle in the current lane, as well as the lane change benefits between the cooperative vehicle and the main road vehicles in front of and behind the cooperative vehicle in the adjacent lane.

[0009] Based on the speed change and lane change benefits, acceleration / deceleration commands or lane change commands are generated, and cooperating vehicles accelerate / decelerate or change lanes according to the acceleration / deceleration commands or lane change commands.

[0010] Preferably, the method for determining cooperative vehicles based on driving data includes:

[0011] Using the intersection of the main road and the ramp as the boundary, the main road before the intersection is divided into a merging zone and the main road after the intersection is divided into a cooperation zone, according to the direction of travel on the main road.

[0012] Calculate the merging time of vehicles on the ramps to the merging point, and then calculate the position of vehicles on the main road that are currently in the cooperation zone after the merging time based on the driving data of vehicles on the main road.

[0013] The first vehicle on the main road before the junction is designated as the lead vehicle, and the first vehicle on the main road after the junction is designated as the follow vehicle. Then, the lead vehicle and the follow vehicle are designated as cooperative vehicles.

[0014] Preferably, the formula for calculating the longitudinal distance is as follows:

[0015]

[0016] in, The vertical distance is... The longitudinal position of the intersection point. For the merging time, Main road vehicles at a constant speed driving The expected location reached later. The distance between the ramp vehicles and the intersection. The speed of vehicles traveling on the ramp. Main road vehicles The vertical position of the location Main road vehicles The length.

[0017] Preferably, if the longitudinal distance between the following vehicle and the leading vehicle is less than the minimum acceptable distance, the distance between the following vehicle and the leading vehicle should be adjusted to be greater than the preset ideal following distance.

[0018] Preferably, the formula for calculating the lane change benefit is as follows:

[0019]

[0020] The formula for calculating the speed change efficiency is as follows:

[0021]

[0022] in, and These are weighting coefficients. Let CV be the acceleration of the cooperating vehicle at time t, TLV be the main road vehicle in the adjacent lane behind the cooperating vehicle, TFV be the main road vehicle in the adjacent lane in front of the cooperating vehicle, LV be the main road vehicle in the current lane behind the cooperating vehicle, and FV be the main road vehicle in the current lane in front of the cooperating vehicle. The acceleration of the main road vehicle TLV relative to the cooperating vehicle CV in the adjacent lane and behind the cooperating vehicle at time t. Let TVL be the acceleration of the main road vehicle in the adjacent lane and behind the cooperating vehicle relative to the cooperating vehicle CV. Other algebraic expressions follow the same logic.

[0023] Preferably, if the speed change benefit is greater than the lane change benefit, the corresponding cooperating vehicle accelerates or decelerates; if the lane change benefit is greater than the speed change benefit, the corresponding cooperating vehicle changes lanes.

[0024] Preferably, if the speed change benefit is greater than the lane change benefit, it is also necessary to calculate the collision time between the vehicle behind and the vehicle in front of the cooperating vehicle at the current speed and the cooperating vehicle. If either time is less than the preset safety time, the cooperating vehicle is allowed to change lanes.

[0025] On the other hand, according to embodiments of the present invention, a ramp merging system for mixed traffic flows is also provided, the system using the above-described ramp merging method for mixed traffic flows, comprising:

[0026] The data acquisition module is used to collect driving data of vehicles on the main road and vehicles on the ramps;

[0027] The calculation module is used to calculate merging time, longitudinal distance, speed change benefits, and lane change benefits;

[0028] The decision module is used to determine the cooperating vehicles based on driving data and longitudinal distance, and to generate acceleration / deceleration commands or lane change commands based on speed change benefits and lane change benefits.

[0029] A communication module is used to send acceleration / deceleration commands or lane change commands to cooperating vehicles.

[0030] On the other hand, according to an embodiment of the present invention, a computer is also provided, including at least one processor and a memory, the memory storing a computer program configured to be executed by the processor to implement the above-described method for merging mixed traffic flows at ramps.

[0031] On the other hand, according to embodiments of the present invention, a storage medium is also provided, which is a computer-readable storage medium storing a computer program that can be executed by one or more processors to implement the above-described method for merging mixed traffic flows at ramps.

[0032] Compared with the prior art, the present invention has the following beneficial effects:

[0033] This invention uses the form data of vehicles on the main road and vehicles on the ramp to determine which vehicles on the main road can cooperate with the ramp vehicles when they merge. Then, based on the longitudinal distance between the intersection of the ramp and the main road and the cooperating vehicles, the corresponding cooperating vehicles are instructed to accelerate, decelerate or change lanes according to the magnitude of the speed change benefit or lane change benefit, thereby creating a larger merging gap and improving merging efficiency and road capacity. Attached Figure Description

[0034] Figure 1 This is a flowchart illustrating the ramp merging process according to an embodiment of the present invention.

[0035] Figure 2 This is a schematic diagram of road division according to an embodiment of the present invention.

[0036] Figure 3 This is a schematic diagram of main road vehicles in a single lane during ramp merging, according to an embodiment of the present invention.

[0037] Figure 4 This is a schematic diagram of main road vehicles in multiple lanes during ramp merging, according to an embodiment of the present invention. Detailed Implementation

[0038] The technical solutions of the present invention will be further described below with reference to the accompanying drawings and embodiments.

[0039] like Figure 1 As shown in the figure, an embodiment of the present invention proposes a ramp merging method for mixed traffic flows, including:

[0040] Acquire driving data of vehicles on the main road and on the ramps, and determine the cooperating vehicles based on the driving data;

[0041] This invention is applicable to multi-lane highways or urban expressways with typical ramp merging structures, and is particularly suitable for complex traffic environments requiring simultaneous coordination of multi-lane mainlines and entrance ramps, as well as CAV and HDV collaborative control. To support the phased implementation of merging point prediction and behavioral decision-making models, such as... Figure 2 As shown, the present invention structurally divides the merging region into three functional sections:

[0042] Normal Zone: refers to the main road section where vehicles have not yet entered the merging intervention area, and can be regarded as the operating area outside the control boundary of this invention;

[0043] Cooperation Zone: Located before the end of the ramp (the point where the ramp intersects with the main road) (depending on the direction of travel on the main road), this invention identifies the merging intentions of ramp vehicles in this zone and plans the behavior of relevant cooperating vehicles (CVs) in advance. According to common designs, the cooperation zone length can be set to approximately 70 meters to ensure that control commands have sufficient lead time for execution.

[0044] Merging Zone: This is the physical junction where vehicles from ramps formally merge into the mainline lanes. No new decision-making operations are performed in this area; vehicles complete the merging process according to the previously planned sequence. The typical length of the merging zone is approximately 100 meters to accommodate the maneuvering space required for a safe lane change.

[0045] To ensure safe and efficient merging of vehicles on the main road (i.e., lane 2), the ideal merging point for ramp vehicles in lane 2 needs to be determined in advance, such as... Figure 3 As shown, vehicles traveling before and after the expected merging point are defined as cooperating vehicles (CVs). They will cooperate with the vehicles about to merge (called ramp vehicles MVs) to ensure that sufficient merging space is provided for the MVs. By identifying suitable merging positions for MVs and assigning corresponding cooperating vehicles to each MV, the safety and smoothness of the merging process can be promoted.

[0046] In time The vehicle group that may generate a merging gap for MV is defined as:

[0047]

[0048] Constraints:

[0049]

[0050] in Represents a set of vehicles Vehicles inside . Indicates in The total number of vehicles that may create lane-merging gaps for MV at any given time. and Representing vehicles and MV in time The vertical position. Represents the length of the RSU communication range. All vehicles are within MV's communication range In this invention, Set to 800m.

[0051] Then calculate all vehicles traveling at the current speed. Vehicle in time The expected destination within. It refers to MV at a constant speed Drive from its current location to The time required for the convergence point to occur.

[0052] set up All vehicles in time The set of expected longitudinal spacings is :

[0053]

[0054] All for Vehicles at all times The longitudinal distance between its expected destination and the intersection point Calculated in the following way:

[0055]

[0056] in, The vertical distance is... The longitudinal position of the intersection point. For the merging time, Main road vehicles at a constant speed driving The expected location reached later. The distance between the ramp vehicles and the intersection. The speed of vehicles traveling on the ramp. Main road vehicles The vertical position of the location Main road vehicles The length.

[0057] If satisfied and The condition indicates that when MV reaches the intersection, the vehicle in front... The vehicle has passed the interchange, and All subsequent vehicles remain upstream of the junction. In this situation, the vehicles... The vehicle is identified as the expected leading vehicle (CLV), while the vehicle immediately following it is designated as the expected following vehicle (CFV). Therefore, the space between the CLV and CFV is considered as the expected position of the MV in lane 2, treating them as cooperating vehicles.

[0058] Calculate the longitudinal distance between the intersection of the ramp and the main road and the collaborating vehicle, and determine the minimum acceptable distance based on the collaborating vehicle's driving data;

[0059] The longitudinal distance between two cooperating vehicles can be obtained using the above formula. Let... and They are respectively The expected longitudinal spacing between the leading vehicle (CLV) and the following vehicle (CFV) at any given time, and These represent the minimum acceptable distances between MV and CLV, and between MV and CFV, respectively. The constraints on the expected longitudinal spacing between CLV and CFV can be expressed by the following formula:

[0060] (1)

[0061]

[0062] in and They represent The speed of MV and CFV at any given moment This indicates the minimum acceptable time interval expected during the collaborative merger process.

[0063] The cooperative properties of cooperative vehicles are given by the following formula:

[0064]

[0065] Where 0 and 1 represent maneuvers that do not require coordination and maneuvers that require coordination, respectively, based on the constraints of equation (1), we can subdivide the cooperative scenario into four different cases:

[0066] Case 1: Both constraints in equation (1) are satisfied. In this case, when MV arrives at the starting point of the merging zone, the distance between CFV and CLV ensures that MV can safely and smoothly merge into lane 2 while all three vehicles maintain their current speeds. Therefore, no cooperative operation is required, and the cooperative attribute... and .

[0067] Case 2: Only the first constraint in equation (1) needs to be satisfied. In this case, the expected longitudinal distance between the MV (located at the starting point of the merging zone) and the CFV is less than the minimum acceptable distance. Therefore, the CFV needs to perform cooperative maneuvers, and the cooperative attributes... ,and .

[0068] Case 3: Only the second constraint in equation (1) is satisfied. In this case, the expected longitudinal spacing between the CLV and the MV (located at the starting point of the merging zone) is less than the minimum acceptable spacing. Therefore, the CLV needs to perform cooperative maneuvers, and the cooperative attributes... ,and .

[0069] Case 4: Neither of the two constraints in equation (1) is satisfied. In this case, both the CLV and CFV need to perform cooperative maneuvers, and the cooperative attribute... and .

[0070] In cases 2 and 4, to ensure that the CFV can adjust to provide the merge clearance required by the MV, thereby satisfying the two constraints in equation (1), the ideal following distance of the CFV is calculated by the following formula:

[0071]

[0072] In Case 3, although the distance between MV and CLV fails to meet the first constraint in Equation (1), MV can still consider CLV as its leading vehicle and meet the constraint by adjusting the distance. In this case, it is not necessary for CFV to meet the ideal following distance. Similarly, in Case 1, since both constraints in Equation (1) are met, it is also not necessary for CFV to meet the ideal following distance.

[0073] It is worth noting that the method described above may generate different cooperating vehicles for the MV at each time step, which may lead to different cooperating merging situations. Frequent updates of cooperating vehicles and switching between different situations may affect the stability of the mainline traffic flow. Given that traffic conditions change over time, cooperating vehicles and merging situations that are fixed once determined may no longer be applicable in the future. To address this issue, we introduce a decision time interval. It specifies that the method of the present invention is performed every [time period]. The time is based on the frequency of real-time traffic information updates for collaborative vehicles and the merging status of each MV.

[0074] For cooperative vehicles with a longitudinal distance less than the minimum acceptable distance, calculate the speed change benefits between the cooperative vehicle and the main road vehicles in front of and behind the cooperative vehicle in the current lane, as well as the lane change benefits between the cooperative vehicle and the main road vehicles in front of and behind the cooperative vehicle in the adjacent lane.

[0075] When the main road contains multiple lanes, such as Figure 4 As shown, when there are two lanes, there are two strategies available for CV and MV to cooperate:

[0076] 1) Change from lane 2 to lane 1;

[0077] 2) Continue to drive in lane 2.

[0078] like Figure 4 As shown, TLV and TFV represent the vehicle in front of and behind a CV in the target lane (lane 1), respectively. Here, the CV can be a leading vehicle (CLV) or a following vehicle (CFV). FV and LV represent the vehicle in front of and behind a CV in the current lane, respectively.

[0079] This invention is illustrated using case 2. Since the leading vehicle (CLV) satisfies the first condition of formula (1), only the following vehicle (CFV) needs to cooperate in this case. Therefore, the following vehicle (CFV) is replaced by a CV here. In this case, the CV faces two choices during the cooperation process, as described in detail below:

[0080] Option 1: The CV changes from lane 2 to lane 1. In this case, the TFV (the vehicle in front in the target lane) and the CV form one subsystem, and the CV and the TLV (the vehicle behind in the target lane) form another subsystem. The new accelerations of the TFV and CV are respectively... and This indicates that TLV, CV, and TFV together constitute the lane change demand system.

[0081] Option 2: The CV continues driving in lane 2. In this case, the FV (the vehicle in front in the current lane) and the CV form one subsystem, and the CV and the LV (the vehicle behind in the current lane) form another subsystem. The new accelerations of the FV and CV are respectively... and This indicates that LV, CV, and FV together constitute a system with no lane-changing requirements.

[0082] When making decisions about a CV (Continuous Vehicle), not only its own safety is considered, but also the impact of each option on upstream vehicles, as well as the acceleration and comfort benefits that can be obtained through that option in the collaborative decision-making process. Based on these factors, the selection of a CV can lead to options with higher overall system efficiency.

[0083] The benefit functions for the two options are as follows:

[0084] The formula for calculating lane change benefits is as follows:

[0085]

[0086] The formula for calculating the efficiency of variable speed is as follows:

[0087]

[0088]

[0089] in, and These represent CV at different times. The utility of two options available at the time. CV in time acceleration express. Indicates time Vehicle Relative to vehicles The deceleration required to avoid a collision serves as an indicator of safety measures. Here, It can be CV, LV, or TLV, and It can be CV, TFV, or FV. The smaller the value, the safer it is. and These are the weighting coefficients, where It is a negative number. It is a positive number, and It is a negative number.

[0090] The first term in the formula for lane change benefit represents the safety considerations of the CV and following vehicles; a higher value indicates higher safety. The second term reflects the impact of the CV's choice on the following vehicle; a lower value indicates a greater impact. The third term represents the acceleration gain the CV can obtain from its choice; a higher value indicates a greater potential speed increase. The fourth term represents the difference between the CV's current acceleration and its new acceleration, reflecting driving comfort; a lower value for the fourth term indicates a more comfortable driving experience.

[0091] Therefore, if the speed change benefit is greater than the lane change benefit, the corresponding cooperating vehicle will accelerate or decelerate; if the lane change benefit is greater than the speed change benefit, the corresponding cooperating vehicle will change lanes.

[0092] If the CV is selected to be variable speed, the following constraints must also be met:

[0093]

[0094]

[0095] in, This refers to the time required for the following vehicle to collide with the vehicle in front if both vehicles maintain their current speed and acceleration. Typically, Values ​​below 1.5s are considered unsafe. Therefore, The value was set to 1.5s. Finally... The value is determined according to the following rules:

[0096] 1) If two If all values ​​are positive, the smaller one is chosen as the final value.

[0097] 2) If a If one value is positive and the other is negative, then the positive value is chosen as the final value.

[0098] Finally, acceleration / deceleration commands or lane change commands are generated based on the speed change and lane change benefits, and the cooperating vehicles accelerate / decelerate or change lanes according to the acceleration / deceleration commands or lane change commands.

[0099] On the other hand, embodiments of the present invention also provide a ramp merging system for mixed traffic flows, which uses the above-described ramp merging method for mixed traffic flows, including:

[0100] The data acquisition module is used to collect driving data of vehicles on the main road and on the ramps;

[0101] The calculation module is used to calculate merging time, longitudinal distance, speed change benefits, and lane change benefits.

[0102] The decision-making module is used to determine the cooperating vehicles based on driving data and longitudinal distance, and to generate acceleration / deceleration commands or lane change commands based on speed change benefits and lane change benefits.

[0103] The communication module is used to send acceleration / deceleration commands or lane change commands to the cooperating vehicles.

[0104] On the other hand, embodiments of the present invention also provide a computer, including at least one processor and a memory, the memory storing a computer program configured to be executed by the processor to implement the above-described method for merging mixed traffic flows at ramps.

[0105] On the other hand, embodiments of the present invention also provide a storage medium, which is a computer-readable storage medium storing a computer program. The computer program can be executed by one or more processors to implement the above-described method for merging mixed traffic flows at ramps.

[0106] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A method for merging mixed traffic flows at ramps, characterized in that: include: Acquire driving data of vehicles on the main road and on the ramps, and determine the cooperating vehicles based on the driving data; Calculate the longitudinal distance between the intersection of the ramp and the main road and the collaborating vehicle, and determine the minimum acceptable distance based on the collaborating vehicle's driving data; For cooperative vehicles with a longitudinal distance less than the minimum acceptable distance, calculate the speed change benefit between the cooperative vehicle and the main road vehicles in front of and behind it in the current lane, and the lane change benefit between the cooperative vehicle and the main road vehicles in front of and behind it in the adjacent lane. The formula for calculating the lane change benefit is as follows: The formula for calculating the speed change efficiency is as follows: in, and These are weighting coefficients. Let CV be the acceleration of the cooperating vehicle at time t, TLV be the main road vehicle in the adjacent lane behind the cooperating vehicle, TFV be the main road vehicle in the adjacent lane in front of the cooperating vehicle, LV be the main road vehicle in the current lane behind the cooperating vehicle, and FV be the main road vehicle in the current lane in front of the cooperating vehicle. At time t, the deceleration of the main road vehicle TLV relative to the cooperating vehicle CV in the adjacent lane and behind the cooperating vehicle. The TVL of the main road vehicle in the adjacent lane and behind the cooperating vehicle is the new acceleration relative to the CV of the cooperating vehicle, and other algebraic expressions follow the same pattern. Based on the speed change and lane change benefits, acceleration / deceleration commands or lane change commands are generated, and cooperating vehicles accelerate / decelerate or change lanes according to the acceleration / deceleration commands or lane change commands.

2. The ramp merging method for mixed traffic flow as described in claim 1, characterized in that: Methods for determining cooperative vehicles based on driving data include: Using the intersection of the main road and the ramp as the boundary, the main road before the intersection is divided into a merging zone and the main road after the intersection is divided into a cooperation zone, according to the direction of travel on the main road. Calculate the merging time of vehicles on the ramps to the merging point, and then calculate the position of vehicles on the main road that are currently in the cooperation zone after the merging time based on the driving data of vehicles on the main road. The first vehicle on the main road before the junction is designated as the lead vehicle, and the first vehicle on the main road after the junction is designated as the follow vehicle. Then, the lead vehicle and the follow vehicle are designated as cooperative vehicles.

3. The ramp merging method for mixed traffic flow as described in claim 1, characterized in that: The formula for calculating the longitudinal distance is as follows: in, The vertical distance is... The longitudinal position of the intersection point. For the merging time, Main road vehicles at a constant speed driving The expected location reached later. The distance between the ramp vehicles and the intersection. The speed of vehicles traveling on the ramp. Main road vehicles The vertical position of the location Main road vehicles The length.

4. The ramp merging method for mixed traffic flow as described in claim 1, characterized in that: If the longitudinal distance between the following vehicle and the leading vehicle is less than the minimum acceptable distance, the distance between the following vehicle and the leading vehicle needs to be adjusted to be greater than the preset ideal following distance.

5. The ramp merging method for mixed traffic flow as described in claim 1, characterized in that: If the speed change benefit is greater than the lane change benefit, the corresponding cooperating vehicle will accelerate or decelerate; if the lane change benefit is greater than the speed change benefit, the corresponding cooperating vehicle will change lanes.

6. The ramp merging method for mixed traffic flow as described in claim 5, characterized in that: If the speed change benefit is greater than the lane change benefit, it is also necessary to calculate the collision time between the vehicle behind and the vehicle in front of the collaborating vehicle at the current speed. If either time is less than the preset safe time, the collaborating vehicle is allowed to change lanes.

7. A ramp merging system for mixed traffic flows, characterized in that: The system uses a ramp merging method for mixed traffic flow as described in any one of claims 1-6, comprising: The data acquisition module is used to collect driving data of vehicles on the main road and vehicles on the ramps; The calculation module is used to calculate merging time, longitudinal distance, speed change benefits, and lane change benefits; The decision module is used to determine the cooperating vehicles based on driving data and longitudinal distance, and to generate acceleration / deceleration commands or lane change commands based on speed change benefits and lane change benefits. A communication module is used to send acceleration / deceleration commands or lane change commands to cooperating vehicles.

8. A computer, characterized in that: It includes at least one processor and a memory, the memory storing a computer program configured to be executed by the processor to implement a ramp merging method for mixed traffic flows as described in any one of claims 1-6.

9. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, on which a computer program is stored. The computer program can be executed by one or more processors to implement a ramp merging method for mixed traffic flow as described in any one of claims 1-6.

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