Dynamic switching control method and system for multi-stage traffic guidance of expressway

Abstract

The application discloses a dynamic conversion control method and system for multi-stage traffic guide and conversion of an expressway, and the method comprises the following steps: acquiring real-time traffic data of a main line and a ramp in a guide and conversion area, and dividing a guide and conversion process into multiple stages according to a guide and conversion plan, wherein each stage comprises a target lane set to be opened; constructing a lane allocation optimization model according to the real-time traffic data, taking a lane allocation ratio of the main line and the ramp in each stage as a decision variable, taking minimizing a value of the lane allocation optimization model as a target, and obtaining a final lane allocation ratio; and after the guide and conversion is started, allocating the lane into a main line, a ramp or a mixed form of the main line and the ramp according to the final lane allocation ratio, so as to complete dynamic conversion of the lane.

Description

Technical Field

[0001] This invention belongs to the field of multi-stage traffic diversion technology for highways, and more specifically, relates to a dynamic conversion control method and system for multi-stage traffic diversion on highways. Background Technology

[0002] In existing technologies, when implementing phased traffic diversion construction on highways, lane closures and diversions are generally based on fixed planning schemes. This means that before the diversion, the design unit develops several phases of diversion layout plans and traffic organization schemes based on empirical traffic volume forecasts. During actual construction, manual intervention is used to replace signs and markings, move guardrails, and manage traffic flow between different phases. This traditional diversion method has the following limitations: First, most existing diversion schemes assume relatively stable traffic volume during construction, failing to fully consider the strong time-varying and random nature of traffic volume on high-saturation traffic sections. When actual traffic volume exceeds expectations, a severe imbalance occurs between the number of closed lanes, remaining capacity, and vehicle queue length, leading to prolonged congestion on the main line and even backflow to interchanges, significantly reducing operational efficiency. Second, existing schemes typically divide the diversion phases into a few fixed sections, requiring pauses or large-scale lane changes during phase transitions. This lack of refined dynamic control means results in poor transitions between phases, with a large number of vehicles needing to change lanes or merge at transition points, easily leading to conflicts and accidents.

[0003] Therefore, there is an urgent need for a technical solution that can dynamically adjust lane resource allocation and quickly configure the traffic capacity of temporary ramps during the traffic diversion period. Summary of the Invention

[0004] To address the above technical problems, this invention proposes a dynamic transition control method for multi-stage traffic diversion on highways, comprising:

[0005] Step 101: Obtain real-time traffic data of the main line and ramps in the diversion area, and divide the diversion process into multiple stages according to the diversion plan. Each stage includes a set of target traffic lanes to be opened.

[0006] Step 102: Based on the real-time traffic data, construct a lane allocation optimization model, taking the lane allocation ratio of the main line and ramps at each stage as decision variables, with the goal of minimizing the value of the lane allocation optimization model, to obtain the final lane allocation ratio.

[0007] Step 103: After the traffic diversion begins, the traffic lanes are allocated to main lines, ramps, or a combination of main lines and ramps according to the final traffic lane allocation ratio to complete the dynamic conversion of traffic lanes.

[0008] Furthermore, steps 101-102 are executed before the modification begins;

[0009] The traffic lane belongs to the set of target traffic lanes to be opened.

[0010] Furthermore, the lane allocation optimization model includes:

[0011]

[0012] Where S′ represents the total number of stages. For the lane assignment optimization model, t s Let t be the start time of the s-th stage. s+1 Let Π(ρ(t)) be the start time of the (s+1)th stage, and x be the value of Π(ρ(t)). s，l (t) represents the vehicle density ρ(t) at time t and the lane allocation ratio x of the l-th lane at time t in the s-th stage. s，l λ is the traffic pressure operator with parameters ρ(t), ρ(t) is the vehicle density at time t, and λ is the traffic pressure operator with parameters ρ(t). Ψ To switch weights, Ψ(x) s，l (t), x s-1，l (t - ()) represents the lane allocation ratio x for the l-th traffic lane at time t in the s-th stage. s，l (t) and time t - The lane allocation ratio x for the l-th traffic lane in the (s-1)-th stage s-1，l (t - () Switching smoothing operator.

[0013] Furthermore, the vehicle density ρ(t) at time t and the lane allocation ratio x of the l-th lane at time t in the s-th stage. s，l The traffic pressure operator Π(ρ(t), x) is a parameter. s，l (t) includes:

[0014]

[0015] Where T is the transpose, α is the weight of the horizontal distance, and d′ ll′ Let d'0 be the lateral distance between lane l and lane l′, β be the reference distance, and s″ be the weight of the functional difference index. ll′ Let l be the functional difference index between lane l and lane l′. If lane l is a main line and lane l′ is a ramp, then the functional difference index is 1; otherwise, it is 0.

[0016] Furthermore, the smoothing operator Ψ(x) is switched. s，l (t), x s-1，l (t - ))include:

[0017]

[0018] in, Ω is the number of traffic lanes, κ is the first adjustment factor of the switching smoothing operator, p′ is the second adjustment factor of the switching smoothing operator, and Ω is the number of traffic lanes. l Let Ω be the switching vulnerability coefficient for the l-th traffic lane. l >0.

[0019] Furthermore, at time t, in the s-th stage, the lane allocation ratio x for the l-th traffic lane. s，l (t) is greater than or equal to the minimum lane allocation ratio of the l-th lane to ensure road safety.

[0020] Furthermore, the process involves multiple phases, including: preparation phase, initial guidance and modification phase, two-way traffic phase, and recovery phase.

[0021] This invention also proposes a dynamic conversion control system for multi-stage traffic diversion on highways, comprising:

[0022] The data acquisition module is used to acquire real-time traffic data of the main line and ramps in the diversion area, and divide the diversion process into multiple stages according to the diversion plan. Each stage includes a set of target traffic lanes to be opened.

[0023] The lane allocation module is used to construct a lane allocation optimization model based on the real-time traffic data, taking the traffic lane allocation ratio of the main line and ramps at each stage as decision variables, with the goal of minimizing the value of the lane allocation optimization model to obtain the final traffic lane allocation ratio.

[0024] The conversion module is used to allocate traffic lanes as main lines, ramps, or a combination of main lines and ramps according to the final traffic lane allocation ratio after the traffic diversion begins, so as to complete the dynamic conversion of traffic lanes.

[0025] Furthermore, steps 101-102 are executed before the modification begins;

[0026] The traffic lane belongs to the set of target traffic lanes to be opened.

[0027] Furthermore, the lane allocation optimization model includes:

[0028]

[0029] Where S′ represents the total number of stages. For the lane assignment optimization model, t s Let t be the start time of the s-th stage. s+1Let Π(ρ(t),x) be the start time of the (s+1)th stage. s,l (t) represents the vehicle density ρ(t) at time t and the lane allocation ratio x of the l-th lane at time t in the s-th stage. s，l λ is the traffic pressure operator with parameters ρ(t), ρ(t) is the vehicle density at time t, and λ is the traffic pressure operator with parameters ρ(t). Ψ To switch weights, Ψ(x) s，l (t), x s-1，l (t - ()) represents the lane allocation ratio x for the l-th traffic lane at time t in the s-th stage. s,l (t) and time t - The lane allocation ratio x for the l-th traffic lane in the (s-1)-th stage s-1，l (t - () Switching smoothing operator.

[0030] In summary, the technical solutions conceived by this invention have the following beneficial effects compared with the prior art:

[0031] When carrying out multi-stage traffic diversion construction on high-traffic road sections, the technical solution of this invention can dynamically adjust the allocation of lane resources and the traffic direction between the main line and ramps according to the traffic density of different time periods and areas, ensuring seamless switching between different stages of diversion schemes, significantly reducing the risk of bottleneck congestion and vehicle conflicts caused by diversion, improving the overall traffic efficiency and safety during diversion, while reducing reliance on manual scheduling, reducing traffic management costs and safety hazards. Attached Figure Description

[0032] Figure 1 This is a flowchart of the method in Embodiment 1 of the present invention;

[0033] Figure 2 This is a system structure diagram of Embodiment 2 of the present invention. Detailed Implementation

[0034] To better understand the above technical solutions, the following will provide a detailed explanation of the technical solutions in conjunction with the accompanying drawings and specific implementation methods.

[0035] The method provided by this invention can be implemented in a terminal environment that may include one or more of the following components: a processor, a storage medium, and a display screen. The storage medium stores at least one instruction, which is loaded and executed by the processor to implement the method described in the following embodiments.

[0036] A processor may include one or more processing cores. The processor uses various interfaces and lines to connect various parts of the terminal, and performs various functions and processes data by running or executing instructions, programs, code sets or instruction sets stored in the storage medium, and by calling data stored in the storage medium.

[0037] Storage media can include random access memory (RAM) or read-only memory (ROM). Storage media can be used to store instructions, programs, code, code sets, or instructions.

[0038] The display screen is used to show the user interface of each application.

[0039] In addition, those skilled in the art will understand that the structure of the terminal described above does not constitute a limitation on the terminal. The terminal may include more or fewer components, or combine certain components, or have different component arrangements. For example, the terminal may also include radio frequency circuits, input units, sensors, audio circuits, power supplies, and other components, which will not be described in detail here.

[0040] Example 1

[0041] like Figure 1 As shown in the figure, this embodiment proposes a dynamic transition control method for multi-stage traffic diversion on highways, including:

[0042] Step 101: Obtain real-time traffic data of the main line and ramps in the diversion area, and divide the diversion process into multiple stages according to the diversion plan. Each stage includes a set of target traffic lanes to be opened.

[0043] Specifically, steps 101-102 are executed before the traffic modification begins; the traffic lane belongs to the set of target traffic lanes to be opened.

[0044] Specifically, the process involves multiple phases, including: preparation phase, initial guidance and modification phase, two-way traffic phase, and recovery phase.

[0045] Preferably, regarding the preparation phase: the main line maintains normal two-way traffic (without changes); the construction unit builds the foundation of a temporary ramp at the emergency lane location (not open to traffic), with the aim of completing the physical preparation of the temporary ramp without affecting traffic.

[0046] Regarding the initial diversion phase: some lanes on the main line (such as the two inner lanes) will be closed for construction; a temporary ramp will be opened to guide some vehicles to detour via the temporary ramp; speed limits will be implemented on the remaining lanes on the main line.

[0047] Regarding the two-way traffic phase: the construction area has been expanded to most sections of the main line; "two-way traffic on the main line" has been opened: part of the opposite lanes have been converted into temporary reverse lanes; temporary ramps and reverse lanes are used in conjunction to form detour loops; real-time traffic monitoring determines the number and time periods for opening reverse lanes.

[0048] Regarding the recovery phase: The main line construction is completed, and normal lane allocation is restored; all temporary ramps are closed; and traffic flow is ensured to smoothly transition to normal operation.

[0049] Step 102: Based on the real-time traffic data, construct a lane allocation optimization model, taking the lane allocation ratio of the main line and ramps at each stage as decision variables, with the goal of minimizing the value of the lane allocation optimization model, to obtain the final lane allocation ratio.

[0050] Specifically, the lane allocation optimization model includes:

[0051]

[0052] Where S′ represents the total number of stages. For the lane assignment optimization model, t s Let t be the start time of the s-th stage. s+1 Let be the start time of the (s+1)th stage, and ∏(ρ(t), x s，l (t) represents the vehicle density ρ(t) at time t and the lane allocation ratio x of the l-th lane at time t in the s-th stage. s，l λ is the traffic pressure operator with parameters ρ(t), ρ(t) is the vehicle density at time t, and λ is the traffic pressure operator with parameters ρ(t). Ψ To switch weights, Ψ(x) s，l (t), x s-1，l (t - ()) represents the lane allocation ratio x for the l-th traffic lane at time t in the s-th stage. s，l (t) and time t - The lane allocation ratio x for the l-th traffic lane in the (s-1)-th stage s-1，l (t - () Switching smoothing operator.

[0053] Specifically, the vehicle density ρ(t) at time t and the lane allocation ratio x of the l-th lane at time t in the s-th stage. s，l The traffic pressure operator Π(ρ(t), x) is a parameter. s，l (t) includes:

[0054]

[0055] Where T is the transpose, α is the weight of the horizontal distance, and d′ll′ Let d'0 be the lateral distance between lane l and lane l′, β be the reference distance, and s″ be the weight of the functional difference index. ll′ Let l be the functional difference index between lane l and lane l′. If lane l is a main line and lane l′ is a ramp, then the functional difference index is 1; otherwise, it is 0.

[0056] Specifically, the smoothing operator Ψ(x) is switched. s,l (t),x s-1,l (t - ))include:

[0057]

[0058] in, Let Ω be the number of traffic lanes, κ be the first adjustment factor of the switching smoothing operator (κ can range from [0.1, 1.0]), p′ be the second adjustment factor of the switching smoothing operator (p′ can range from [1.0, 2.0]), and Ω be the number of traffic lanes. l Let Ω be the switching vulnerability coefficient for the l-th traffic lane. l >0, preferred, Ω l The range can be [0.1, 1.0], Ω l The smaller the value, the more difficult it is to switch lanes safely.

[0059] Specifically, at time t, in the s-th stage, the lane allocation ratio x for the l-th traffic lane. s，l (t) is greater than or equal to the minimum lane allocation ratio of the l-th lane to ensure road safety.

[0060] Step 103: After the traffic diversion begins, the traffic lanes are allocated to main lines, ramps, or a combination of main lines and ramps according to the final traffic lane allocation ratio to complete the dynamic conversion of traffic lanes.

[0061] Example 2

[0062] like Figure 2 As shown, this embodiment proposes a dynamic conversion control system for multi-stage traffic diversion on highways, including:

[0063] The data acquisition module is used to acquire real-time traffic data of the main line and ramps in the diversion area, and divide the diversion process into multiple stages according to the diversion plan. Each stage includes a set of target traffic lanes to be opened.

[0064] Specifically, steps 101-102 are executed before the traffic modification begins; the traffic lane belongs to the set of target traffic lanes to be opened.

[0065] Specifically, the process involves multiple phases, including: preparation phase, initial guidance and modification phase, two-way traffic phase, and recovery phase.

[0066] Preferably, regarding the preparation phase: the main line maintains normal two-way traffic (without changes); the construction unit builds the foundation of a temporary ramp at the emergency lane location (not open to traffic), with the aim of completing the physical preparation of the temporary ramp without affecting traffic.

[0067] Regarding the initial diversion phase: some lanes on the main line (such as the two inner lanes) will be closed for construction; a temporary ramp will be opened to guide some vehicles to detour via the temporary ramp; speed limits will be implemented on the remaining lanes on the main line.

[0068] Regarding the two-way traffic phase: the construction area has been expanded to most sections of the main line; "two-way traffic on the main line" has been opened: part of the opposite lanes have been converted into temporary reverse lanes; temporary ramps and reverse lanes are used in conjunction to form detour loops; real-time traffic monitoring determines the number and time periods for opening reverse lanes.

[0069] Regarding the recovery phase: The main line construction is completed, and normal lane allocation is restored; all temporary ramps are closed; and traffic flow is ensured to smoothly transition to normal operation.

[0070] The lane allocation module is used to construct a lane allocation optimization model based on the real-time traffic data, taking the traffic lane allocation ratio of the main line and ramps at each stage as decision variables, with the goal of minimizing the value of the lane allocation optimization model to obtain the final traffic lane allocation ratio.

[0071] Specifically, the lane allocation optimization model includes:

[0072]

[0073] Where S′ represents the total number of stages. For the lane assignment optimization model, t s Let t be the start time of the s-th stage. s+1 Let Π(ρ(t)) be the start time of the (s+1)th stage, and x be the value of Π(ρ(t)). s，l (t) represents the vehicle density ρ(t) at time t and the lane allocation ratio x of the l-th lane at time t in the s-th stage. s，l λ is the traffic pressure operator with parameters ρ(t), ρ(t) is the vehicle density at time t, and λ is the traffic pressure operator with parameters ρ(t). Ψ To switch weights, Ψ(x) s，l (t), x s-1，l (t - ()) represents the lane allocation ratio x for the l-th traffic lane at time t in the s-th stage. s，l (t) and time t -The lane allocation ratio x for the l-th traffic lane in the (s-1)-th stage s-1，l (t - () Switching smoothing operator.

[0074] Specifically, the vehicle density ρ(t) at time t and the lane allocation ratio x of the l-th lane at time t in the s-th stage. s,l The traffic pressure operator Π(ρ(t),x) is a parameter. s,l (t) includes:

[0075]

[0076] Where T is the transpose, α is the weight of the horizontal distance, and d′ ll′ Let d'0 be the lateral distance between lane l and lane l′, β be the reference distance, and s″ be the weight of the functional difference index. ll′ Let l be the functional difference index between lane l and lane l′. If lane l is a main line and lane l′ is a ramp, then the functional difference index is 1; otherwise, it is 0.

[0077] Specifically, the smoothing operator Ψ(x) is switched. s,l (t),x s-1,l (t - ))include:

[0078]

[0079] in, Let Ω be the number of traffic lanes, κ be the first adjustment factor of the switching smoothing operator (κ can range from [0.1, 1.0]), p′ be the second adjustment factor of the switching smoothing operator (p′ can range from [1.0, 2.0]), and Ω be the number of traffic lanes. l Let Ω be the switching vulnerability coefficient for the l-th traffic lane. l >0, preferred, Ω l The range can be [0.1, 1.0], Ω l The smaller the value, the more difficult it is to switch lanes safely.

[0080] Specifically, at time t, in the s-th stage, the lane allocation ratio x for the l-th traffic lane. s，l (t) is greater than or equal to the minimum lane allocation ratio of the l-th lane to ensure road safety.

[0081] The conversion module is used to allocate traffic lanes as main lines, ramps, or a combination of main lines and ramps according to the final traffic lane allocation ratio after the traffic diversion begins, so as to complete the dynamic conversion of traffic lanes.

[0082] Example 3

[0083] This invention also proposes a storage medium storing multiple instructions for implementing the dynamic conversion control method for multi-stage traffic diversion on highways.

[0084] Optionally, in this embodiment, the storage medium may be located in any computer terminal in a group of computer terminals in a computer network, or in any mobile terminal in a group of mobile terminals.

[0085] Optionally, in this embodiment, the storage medium is configured to store program code for performing the following method steps: Step 101, obtain real-time traffic data of the main line and ramps in the diversion area, and divide the diversion process into multiple stages according to the diversion plan, wherein each stage includes a set of target traffic lanes to be opened;

[0086] Specifically, steps 101-102 are executed before the traffic modification begins; the traffic lane belongs to the set of target traffic lanes to be opened.

[0087] Specifically, the process involves multiple phases, including: preparation phase, initial guidance and modification phase, two-way traffic phase, and recovery phase.

[0088] Preferably, regarding the preparation phase: the main line maintains normal two-way traffic (without changes); the construction unit builds the foundation of a temporary ramp at the emergency lane location (not open to traffic), with the aim of completing the physical preparation of the temporary ramp without affecting traffic.

[0089] Regarding the initial diversion phase: some lanes on the main line (such as the two inner lanes) will be closed for construction; a temporary ramp will be opened to guide some vehicles to detour via the temporary ramp; speed limits will be implemented on the remaining lanes on the main line.

[0090] Regarding the two-way traffic phase: the construction area has been expanded to most sections of the main line; "two-way traffic on the main line" has been opened: part of the opposite lanes have been converted into temporary reverse lanes; temporary ramps and reverse lanes are used in conjunction to form detour loops; real-time traffic monitoring determines the number and time periods for opening reverse lanes.

[0091] Regarding the recovery phase: The main line construction is completed, and normal lane allocation is restored; all temporary ramps are closed; and traffic flow is ensured to smoothly transition to normal operation.

[0092] Step 102: Based on the real-time traffic data, construct a lane allocation optimization model, taking the lane allocation ratio of the main line and ramps at each stage as decision variables, with the goal of minimizing the value of the lane allocation optimization model, to obtain the final lane allocation ratio.

[0093] Specifically, the lane allocation optimization model includes:

[0094]

[0095] Where S′ represents the total number of stages. For the lane assignment optimization model, t s Let t be the start time of the s-th stage. s+1 Let Π(ρ(t)) be the start time of the (s+1)th stage, and x be the value of Π(ρ(t)). s，l (t) represents the vehicle density ρ(t) at time t and the lane allocation ratio x of the l-th lane at time t in the s-th stage. s，l λ is the traffic pressure operator with parameters ρ(t), ρ(t) is the vehicle density at time t, and λ is the traffic pressure operator with parameters ρ(t). Ψ To switch weights, Ψ(x) s，l (t), x s-1，l (t - ()) represents the lane allocation ratio x for the l-th traffic lane at time t in the s-th stage. s，l (t) and time t - The lane allocation ratio x for the l-th traffic lane in the (s-1)-th stage s-1，l (t -1 () Switching smoothing operator.

[0096] Specifically, the vehicle density ρ(t) at time t and the lane allocation ratio x of the l-th lane at time t in the s-th stage. s，l The traffic pressure operator Π(ρ(t), x) is a parameter. s，l (t) includes:

[0097]

[0098] Where T is the transpose, α is the weight of the horizontal distance, and d′ ll′ Let d'0 be the lateral distance between lane l and lane l′, β be the reference distance, and s″ be the weight of the functional difference index. ll′ Let l be the functional difference index between lane l and lane l′. If lane l is a main line and lane l′ is a ramp, then the functional difference index is 1; otherwise, it is 0.

[0099] Specifically, the smoothing operator Ψ(x) is switched. s，l (t), x s-1，l (t - ))include:

[0100]

[0101] in, Let Ω be the number of traffic lanes, κ be the first adjustment factor of the switching smoothing operator (κ can range from [0.1, 1.0]), p′ be the second adjustment factor of the switching smoothing operator (p′ can range from [1.0, 2.0]), and Ω be the number of traffic lanes. l Let Ω be the switching vulnerability coefficient for the l-th traffic lane. l >0, preferred, Ω l The range can be [0.1, 1.0], Ω l The smaller the value, the more difficult it is to switch lanes safely.

[0102] Specifically, at time t, in the s-th stage, the lane allocation ratio x for the l-th traffic lane. s,l (t) is greater than or equal to the minimum lane allocation ratio of the l-th lane to ensure road safety.

[0103] Step 103: After the traffic diversion begins, the traffic lanes are allocated to main lines, ramps, or a combination of main lines and ramps according to the final traffic lane allocation ratio to complete the dynamic conversion of traffic lanes.

[0104] Example 4

[0105] This invention also proposes an electronic device, including a processor and a storage medium connected to the processor. The storage medium stores multiple instructions, which can be loaded and executed by the processor to enable the processor to execute the dynamic conversion control method for multi-stage traffic diversion on highways.

[0106] Specifically, the electronic device in this embodiment can be a computer terminal, which may include one or more processors and a storage medium.

[0107] The storage medium can be used to store software programs and modules, such as the dynamic transition control method for multi-stage traffic diversion on highways in this embodiment of the invention. The processor executes various functional applications and data processing by running the software programs and modules stored in the storage medium, thus realizing the aforementioned dynamic transition control method for multi-stage traffic diversion on highways. The storage medium may include high-speed random access storage media, and may also include non-volatile storage media, such as one or more magnetic storage systems, flash memory, or other non-volatile solid-state storage media. In some instances, the storage medium may further include storage media remotely configured relative to the processor, which can be connected to the terminal via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0108] The processor can call the information and application stored in the storage medium through the transmission system to execute the following method steps: Step 101, obtain real-time traffic data of the main line and ramps in the diversion area, and divide the diversion process into multiple stages according to the diversion plan, wherein each stage includes a set of target traffic lanes to be opened;

[0109] Specifically, steps 101-102 are executed before the traffic modification begins; the traffic lane belongs to the set of target traffic lanes to be opened.

[0110] Specifically, the process involves multiple phases, including: preparation phase, initial guidance and modification phase, two-way traffic phase, and recovery phase.

[0111] Preferably, regarding the preparation phase: the main line maintains normal two-way traffic (without changes); the construction unit builds the foundation of a temporary ramp at the emergency lane location (not open to traffic), with the aim of completing the physical preparation of the temporary ramp without affecting traffic.

[0112] Regarding the initial diversion phase: some lanes on the main line (such as the two inner lanes) will be closed for construction; a temporary ramp will be opened to guide some vehicles to detour via the temporary ramp; speed limits will be implemented on the remaining lanes on the main line.

[0113] Regarding the two-way traffic phase: the construction area has been expanded to most sections of the main line; "two-way traffic on the main line" has been opened: part of the opposite lanes have been converted into temporary reverse lanes; temporary ramps and reverse lanes are used in conjunction to form detour loops; real-time traffic monitoring determines the number and time periods for opening reverse lanes.

[0114] Regarding the recovery phase: The main line construction is completed, and normal lane allocation is restored; all temporary ramps are closed; and traffic flow is ensured to smoothly transition to normal operation.

[0115] Step 102: Based on the real-time traffic data, construct a lane allocation optimization model, taking the lane allocation ratio of the main line and ramps at each stage as decision variables, with the goal of minimizing the value of the lane allocation optimization model, to obtain the final lane allocation ratio.

[0116] Specifically, the lane allocation optimization model includes:

[0117]

[0118] Where S′ represents the total number of stages. For the lane assignment optimization model, t s Let t be the start time of the s-th stage. s+1 Let Π(ρ(t)) be the start time of the (s+1)th stage, and x be the value of Π(ρ(t)). s，l (t) represents the vehicle density ρ(t) at time t and the lane allocation ratio x of the l-th lane at time t in the s-th stage.s，l λ is the traffic pressure operator with parameters ρ(t), ρ(t) is the vehicle density at time t, and λ is the traffic pressure operator with parameters ρ(t). Ψ To switch weights, Ψ(x) s，l (t), x s-1，l (t - ()) represents the lane allocation ratio x for the l-th traffic lane at time t in the s-th stage. s，l (t) and time t - The lane allocation ratio x for the l-th traffic lane in the (s-1)-th stage s-1，l (t - () Switching smoothing operator.

[0119] Specifically, the vehicle density ρ(t) at time t and the lane allocation ratio x of the l-th lane at time t in the s-th stage. s，l The traffic pressure operator Π(ρ(t), x) is a parameter. s，l (t) includes:

[0120]

[0121] Where T is the transpose, α is the weight of the horizontal distance, and d′ ll′ Let d'0 be the lateral distance between lane l and lane l′, β be the reference distance, and s″ be the weight of the functional difference index. ll′ Let l be the functional difference index between lane l and lane l′. If lane l is a main line and lane l′ is a ramp, then the functional difference index is 1; otherwise, it is 0.

[0122] Specifically, the smoothing operator Ψ(x) is switched. s,l (t),x s-1,l (t - ))include:

[0123]

[0124] in, Let Ω be the number of traffic lanes, κ be the first adjustment factor of the switching smoothing operator (κ can range from [0.1, 1.0]), p′ be the second adjustment factor of the switching smoothing operator (p′ can range from [1.0, 2.0]), and Ω be the number of traffic lanes. l Let Ω be the switching vulnerability coefficient for the l-th traffic lane. l >0, preferred, Ω l The range can be [0.1, 1.0], Ω l The smaller the value, the more difficult it is to switch lanes safely.

[0125] Specifically, at time t, in the s-th stage, the lane allocation ratio x for the l-th traffic lane. s，l (t) is greater than or equal to the minimum lane allocation ratio of the l-th lane to ensure road safety.

[0126] Step 103: After the traffic diversion begins, the traffic lanes are allocated to main lines, ramps, or a combination of main lines and ramps according to the final traffic lane allocation ratio to complete the dynamic conversion of traffic lanes.

[0127] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0128] In the several embodiments provided by this invention, it should be understood that the disclosed technical content can be implemented in other ways. The system embodiments described above are merely illustrative; for example, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, indirect coupling or communication connection between units or modules, and may be electrical or other forms.

[0129] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0130] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0131] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes: USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, optical disks, and other media capable of storing program code.

[0132] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A dynamic conversion control method for multi-stage traffic diversion on highways, characterized in that, include: Step 101: Obtain real-time traffic data of the main line and ramps in the diversion area, and divide the diversion process into multiple stages according to the diversion plan. Each stage includes a set of target traffic lanes to be opened. Step 102: Based on the real-time traffic data, construct a lane allocation optimization model, taking the lane allocation ratio of the main line and ramps at each stage as decision variables, with the goal of minimizing the value of the lane allocation optimization model, to obtain the final lane allocation ratio. Perform steps 101-102 before starting the modification; The traffic lane belongs to the set of target traffic lanes to be opened; The lane assignment optimization model includes: ， in, The total number of stages, For lane assignment optimization model, For the first The start time of each phase, For the first The start time of the phase, For time Vehicle density and time At the time The first stage Lane allocation ratio for each traffic lane Traffic pressure operator with parameters For time Vehicle density at time To switch weights, For time At the time The first stage Lane allocation ratio for each traffic lane With time At the time The first stage Lane allocation ratio for each traffic lane The switching smoothing operator; Switching smoothing operator include: ， in, The number of traffic lanes, To switch the first adjustment factor of the smoothing operator, To switch the second adjustment factor of the smoothing operator, For the first Vulnerability coefficient of switching between traffic lanes, ; Step 103: After the traffic diversion begins, the traffic lanes are allocated to main lines, ramps, or a combination of main lines and ramps according to the final traffic lane allocation ratio to complete the dynamic conversion of traffic lanes.

2. The dynamic conversion control method for multi-stage traffic diversion on highways as described in claim 1, characterized in that, time Vehicle density and time At the time The first stage Lane allocation ratio for each traffic lane Traffic pressure operator with parameters include: ， in, It is a transpose operator. The weights are the horizontal distances. For the first The first traffic lane and the second The lateral distance between the two traffic lanes For reference distance, The weights of the functional difference index, For the first The first traffic lane and the second The functional difference index of each traffic lane, if the first lane The first traffic lane and the second If there are two traffic lanes, one is a main line and the other is a ramp, then the functional difference index is 1; otherwise, it is 0.

3. The dynamic conversion control method for multi-stage traffic diversion on highways as described in claim 1, characterized in that, time At the time The first stage Lane allocation ratio for each traffic lane Greater than or equal to the The minimum lane allocation ratio for each traffic lane is determined to ensure road safety.

4. The dynamic conversion control method for multi-stage traffic diversion on highways as described in claim 1, characterized in that, The process involves multiple phases, including: preparation phase, initial guidance and modification phase, two-way traffic phase, and recovery phase.

5. A dynamic conversion control system for multi-stage traffic diversion on highways, characterized in that, include: The data acquisition module is used to acquire real-time traffic data of the main line and ramps in the diversion area, and divide the diversion process into multiple stages according to the diversion plan. Each stage includes a set of target traffic lanes to be opened. The lane allocation module is used to construct a lane allocation optimization model based on the real-time traffic data, taking the traffic lane allocation ratio of the main line and ramps at each stage as decision variables, with the goal of minimizing the value of the lane allocation optimization model to obtain the final traffic lane allocation ratio. Perform steps 101-102 before starting the modification; The traffic lane belongs to the set of target traffic lanes to be opened; The lane assignment optimization model includes: ， in, The total number of stages, For lane assignment optimization model, For the first The start time of each phase, For the first The start time of the phase, For time Vehicle density and time At the time The first stage Lane allocation ratio for each traffic lane Traffic pressure operator with parameters For time Vehicle density at time To switch weights, For time At the time The first stage Lane allocation ratio for each traffic lane With time At the time The first stage Lane allocation ratio for each traffic lane The switching smoothing operator; Switching smoothing operator include: ， in, The number of traffic lanes, To switch the first adjustment factor of the smoothing operator, To switch the second adjustment factor of the smoothing operator, For the first Vulnerability coefficient of switching between traffic lanes, ; The conversion module is used to allocate traffic lanes as main lines, ramps, or a combination of main lines and ramps according to the final traffic lane allocation ratio after the traffic diversion begins, so as to complete the dynamic conversion of traffic lanes.

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