CN111640297A - Multi-turn-lane cooperative control and driving assisting method under cooperative vehicle and road environment - Google Patents
Multi-turn-lane cooperative control and driving assisting method under cooperative vehicle and road environment Download PDFInfo
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- CN111640297A CN111640297A CN202010391729.1A CN202010391729A CN111640297A CN 111640297 A CN111640297 A CN 111640297A CN 202010391729 A CN202010391729 A CN 202010391729A CN 111640297 A CN111640297 A CN 111640297A
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Abstract
The invention relates to the technical field of traffic control, and aims to improve the operation efficiency and operation safety of an expressway and increase the actual traffic capacity of the conventional expressway. Therefore, the technical scheme adopted by the invention is that the multi-turn road cooperative control and auxiliary driving method under the road cooperative environment utilizes the road cooperative roadside facility to acquire road condition traffic parameters in real time, utilizes the road real-time interaction of the road cooperative environment to guide the driving speed of the vehicle, realizes the optimized adjustment of the turn control information, ensures that the control mode of the turn signal lamp is not fixed any more, can carry out real-time adjustment and control according to the current vehicle occupancy of the main line section of the expressway and the turn queuing condition, and maximizes the actual traffic capacity of the main line section. The invention is mainly applied to traffic control occasions.
Description
Technical Field
The invention relates to the technical field of traffic control, in particular to a cooperative control and driving assistance system for a plurality of entrance ramps of an expressway.
Background
The rapid increase of vehicles leads to the rapid increase of the traffic density of the highway, thereby causing the reduction of the running efficiency of the highway and the increase of traffic accidents. Compared with other roads, the expressway is a closed road, and vehicles can only pass through the entrance ramp and the exit ramp to run at high speed up and down. Managers mainly rely on ramp control to adjust the high-speed operation condition, and the high-speed operation efficiency and the operation safety are directly influenced by the quality of the control technology. At present, the detection of the traditional traffic flow and the acquisition of related data are realized by detectors such as video, radar and the like, and the information release is realized by an internet navigation product and a variable information board. The direct information asymmetry between the expressway administrator and the vehicle user is not beneficial to the whole-network multi-ramp optimization control of the expressway. With the development of the vehicle-road cooperation technology and the further application of the communication technologies such as 5G and the like in the traffic industry, a manager is facilitated to further acquire driving data such as real-time vehicle speed and the like, travel OD data, road condition data and weather data of a vehicle, timely and accurately master the running conditions of a main line section and an entrance ramp of an expressway, and meanwhile, the information symmetry problem of the manager and a vehicle user is realized through the vehicle-road cooperation technology, and the auxiliary driving function is realized. The entrance ramp is used as the only channel entering the main line section of the highway, and the control of ramp traffic flow plays a decisive role in the traffic flow and speed of the main line section and the traffic capacity of the whole highway.
In many research directions of highway management, the control problem of the entrance ramp is always a research hotspot, and aims to adjust the traffic volume of the entrance ramp by adopting different control methods, further adjust the traffic volume of a main line section of the highway, excavate the potential traffic capacity of the main line section and reduce the total traffic delay. The control scheme of the single ramp can relieve traffic congestion of a main line section at the downstream of the ramp to a certain extent, but only improves the traffic efficiency of a section in a smaller range at the downstream of the ramp, the traffic efficiency of the whole section is not obviously improved, and if the queuing length of the ramp is too long, the adjacent road is influenced. In order to improve the overall traffic efficiency of the highway and realize overall optimization control, experts and scholars at home and abroad carry out extensive research. The traditional control methods such as ALINEA and ZONE can only control the flow of the ramp generally, and the information obtained by the technical problem is not accurate and can not achieve the best effect.
Under the development of a mature vehicle-road cooperative system, an expressway manager can perform inward control on a ramp section and can perform main line flow control and vehicle auxiliary control at the same time. At present, the development of the vehicle-road cooperative technology is not perfect, and the research on the ramp control technology under the vehicle-road cooperative environment at home and abroad is less. Through the construction of the vehicle-road cooperative roadside facility, the vehicle-end system and the rear-end center, a vehicle-road cooperative environment is constructed, and an expressway operation manager can more quickly and efficiently manage and control the vehicles on the ramp-in and the upstream and the downstream from the whole situation.
In summary, the existing highway control technology is still in need of further improvement and development.
Disclosure of Invention
In order to overcome the defects of the prior art, the invention aims to provide a highway multi-ramp cooperative control and auxiliary driving system under a vehicle-road cooperative environment on the basis of real-time data under the vehicle-road cooperative environment and single-point entrance ramp control so as to improve the operation efficiency and the operation safety of a highway and increase the actual traffic capacity of the existing highway. Therefore, the technical scheme adopted by the invention is that the multi-turn road cooperative control and auxiliary driving method under the road cooperative environment utilizes the road cooperative roadside facility to acquire road condition traffic parameters in real time, utilizes the road real-time interaction of the road cooperative environment to guide the driving speed of the vehicle, realizes the optimized adjustment of the turn control information, ensures that the control mode of the turn signal lamp is not fixed any more, can carry out real-time adjustment and control according to the current vehicle occupancy of the main line section of the expressway and the turn queuing condition, and maximizes the actual traffic capacity of the main line section.
The method comprises the following specific steps:
s100 highway vehicle road collaborative environment construction
Arranging vehicle-road cooperative roadside devices on a main line section, an entrance ramp and a main section of the expressway to construct an expressway vehicle-road cooperative environment, arranging the vehicle-road cooperative roadside devices at an entrance, an exit and a section adjacent to an entrance and an exit of the ramp to realize real-time detection of the queuing lengths of the entrance ramp and the exit ramp, detection of section traffic volume of the main line section, driving speed of the main line section, section traffic volume of the exit ramp and detection of OD (origin-destination) information of passing vehicles; setting 2/3 that the maximum allowable queuing length is the length of the ramp, the traffic density of the adjacent downstream main line section is smaller than the optimal running density of the vehicle, when the queuing length of the entrance ramp or the traffic density of the main line section exceeds the set threshold value, carrying out cooperative control, notifying the vehicle through the road side equipment, assisting the vehicle driving, and distributing the queuing pressure of the ramp to the adjacent upstream entrance ramp;
s200 single-ramp control and auxiliary driving module construction and control
Aiming at a single ramp control module, a method of controlling variable regulation rate by demand-capacity difference is adopted to regulate the real-time traffic flow of the expressway; the method comprises the steps that the running state of the expressway is measured in real time according to the relation among the speed, the density and the flow of vehicles, and then the regulation rate of an entrance ramp is determined, so that the running state of the expressway is kept in a non-crowded state;
s300 multi-ramp cooperative control and auxiliary driving module construction and control
On the multi-turn-channel cooperative control layer, the specific calculation of the key parameters constructed by the multi-turn-channel regulation rate module is as follows:
s301, detecting and determining a traffic bottleneck a of a main line section;
if a certain main line section of the highway meets the following two conditions, the dynamic traffic bottleneck of the section can be considered to appear:
O(a,k)≥OC(a)
Qs(a,k)+Qi(a,k)≥Qx(a,k)+Qj(a,k)
in the formula:
o (a, k) -the average occupancy of the downstream section of the road section a in the time period of t (k-1) to t (k);
OC(a) -critical occupancy of section a downstream section;
Qs(a, k) -the traffic flow of the section a upstream section in the time period of t (k-1) t (k);
Qi(a, k) -the total inflow of all the entrance ramps in the range of the road section a in the time period of t (k-1) to t (k);
Qx(a, k) -the traffic flow of the downstream section of the road section a in the time period of t (k-1) to t (k);
Qj(a, k) -the total output of all the exit ramps in the range of the road section a in the time period of t (k-1) to t (k);
s302, according to the flow conservation principle, aiming at a bottleneck road section a, defining the range of an upstream ramp influenced by the bottleneck road section a, calculating the total amount of the regulation rate required to be reduced of each influenced ramp, and distributing the reduction amount to each entrance ramp associated with each ramp according to the real-time traffic weight of the adjacent main line section of each ramp entrance section; the regulation rate distribution weight of each ramp in the influence range is comprehensively determined according to the distance between each ramp and a bottleneck road section and the flow in the road section, wherein the flow in the road section is acquired by real-time data acquired by road side facilities, and the specific calculation process of each relevant parameter of the module is as follows:
Qre(a,k+1)＝[Qs(a,k)+Qi(a,k)]-[Qx(a,k)+Qj(a,k)]
Rre(b,a,k+1)＝Qre(a,k+1)·Fba/Fba
in the formula:
Qre(a, k +1) -the total amount of traffic reduction (in the time period t (k) ≦ t (k + 1)) flowing into each associated entrance ramp within the upstream influence range of the bottleneck section a;
Rre(b, a, k +1) -the traffic flow reduction amount of the upstream on-ramp b associated with the bottleneck section a;
Fba-the upstream ingress ramp b associated with the bottleneck section a adjusts the rate-reduced weighting factor;
n is the number of relevant ramps;
s303, calculating the regulation rate adopted by each entrance ramp b in the influenced range during cooperative control, wherein the specific calculation formula of the regulation rate of the module is as follows:
ri(b,k+1)＝Q(b,k)-Rre(b,a,k+1)
in the formula:
q (b, k) -the actual inflow of the entry ramp b in the time period t (k-1). ltoreq.t.ltoreq.t (k);
ri(b, k +1) -the regulation rate of the entrance ramp b of the cooperative layer in the time period of t (k) is more than or equal to t and less than or equal to t (k + 1);
r(b,k+1)＝min(ri(b,k+1),rj(b,k+1))
s304, constructing auxiliary driving of the downstream main line section:
determining the vehicle running speed of a downstream main line section according to the main line traffic running condition and the upstream ramp control condition, performing real-time regulation and control, and constructing a vehicle auxiliary driving system, wherein the method for determining the main parameters of the vehicle speed guide module for vehicle auxiliary driving comprises the following steps:
v(b,k+1)＝(C+r(b,k+1))T/ρ
v (b, k +1) -speed suggested by the downstream road section;
rho is the optimal running density of the main section of the expressway.
Step S200 further includes the following steps:
s201, determining real-time running conditions of a main line section according to traffic running parameters (section flow, speed and the like) acquired by a highway, a vehicle and a road cooperating with roadside facilities in real time, comparing the real-time running conditions with a traffic flow basic curve, and judging the section position of the current running situation;
s202, calculating the maximum flow allowed to enter the ramp part of the expressway, and determining an adjustment rate module. Calculated by the acceptable residual flow rate of the downstream main line section adjacent to the ramp.
The operation calculation method of the regulation rate module comprises the following steps:
rmin≤r(k)≤rmax
in the formula:
r (k) -ramp regulation rate (veh/h) within time t (k) t ≦ t (k + 1);
Qd(k-1) -measuring the traffic volume (veh/h) of the main line at the upstream of the ramp in real time within the time t (k-1) and t (k);
c, real-time measurement and calculation of traffic capacity (veh/h) of a main line at the downstream of the ramp;
d (k) -ramp vehicle arrival rate (veh/h) for the kth control period;
l(k)、Lmax-the ramp queue length and the maximum allowed queue length, the maximum allowed queue length of the ramp being 2/3 times the ramp length;
t is the control period length;
k-the kth control segment;
rmin、rmax-practical minimum and maximum turn-turns regulation;
o (k) -average occupancy of the section downstream section t (k-1) and t (k) within a time period;
OC-critical occupancy of section downstream.
S203, constructing auxiliary driving of the downstream main line section:
and determining the vehicle running speed of the downstream main line section according to the main line traffic running condition and the upstream ramp control condition, and carrying out real-time regulation and control to construct a vehicle auxiliary driving system. The method for determining the main parameters of the vehicle speed guiding module for assisting the driving of the vehicle comprises the following steps:
v＝(C+r)T/ρ
v-downstream road segment suggested speed of vehicle;
rho is the optimal running density of the main section of the expressway.
The invention has the characteristics and beneficial effects that:
the invention provides a highway multi-ramp cooperative control and auxiliary driving system under a vehicle-road cooperative environment, and by means of the vehicle-road cooperative system, the cooperative control of a highway single ramp and a highway multi-ramp is based on real-time data; meanwhile, the integrated system for multi-ramp cooperative control and auxiliary driving of main line vehicles and ramp vehicles on the expressway is constructed, so that the speed guidance of the vehicles is realized, and the traffic capacity of a main line section and a ramp is maximized.
Description of the drawings:
FIG. 1 is a flow chart of the present invention.
Detailed Description
In view of the defects in the prior art, the invention aims to provide a multi-ramp cooperative control and driving assistance system for an expressway in a vehicle-road cooperative environment on the basis of real-time data in the vehicle-road cooperative environment and single-point entrance ramp control, so as to improve the operation efficiency and the operation safety of the expressway and increase the actual traffic capacity of the conventional expressway.
The vehicle-road cooperative system can timely acquire vehicle information (license plate number, vehicle type and vehicle condition) and traffic information (speed, lane and OD data) of passing vehicles through the road-side facilities and real-time communication transmission, and meanwhile, latest information can be transmitted to the vehicles passing through the main line section of the highway, so that information interaction, sharing and auxiliary driving are realized, and highway managers can more quickly and efficiently manage and control the entrance ramp and the vehicles on the upstream and the downstream. The invention is based on a vehicle-road cooperative system, realizes cooperative control of a plurality of entrance ramps under the conditions of frequent congestion and normal traffic of the expressway through information interaction between an expressway manager and a traffic traveler, can give guidance speed of each ramp adjacent to a downstream main road, assists vehicle driving, and achieves the maximization of traffic capacity of the main line section of the expressway.
The present invention will be described in further detail with reference to the accompanying drawings and specific examples.
S100 highway vehicle road collaborative environment construction
And arranging vehicle-road cooperative roadside equipment on a main line section, an entrance ramp and a main road section of the expressway to construct an expressway vehicle-road cooperative environment. And the road cooperative roadside equipment is arranged at the entrance and the exit of the ramp and at the road sections adjacent to the entrance and the exit of the ramp, so that the real-time detection of the queuing lengths of the entrance and the exit ramps, the detection of the section traffic volume of the main line section, the driving speed of the main line section, the section flow of the exit ramp and the OD information of the passing vehicles are realized. Setting 2/3 that the maximum allowable queuing length is the ramp length, the traffic density of the adjacent downstream main line section should be less than the optimal running density of the vehicle, when the queuing length of the entrance ramp or the traffic density of the main line section exceeds the set threshold value, performing cooperative control, notifying the vehicle through the road side equipment, assisting the vehicle driving, and distributing the queuing pressure of the ramp to the adjacent upstream entrance ramp.
S200 single-ramp control and auxiliary driving module construction
Aiming at the single-ramp control module, the real-time traffic flow of the expressway is regulated by adopting a method of controlling the variable regulation rate by the demand-capacity difference. The running state of the expressway is measured in real time according to the relation among the speed, the density and the flow of the vehicle, and then the regulation rate of the entrance ramp is determined, so that the running state of the expressway is kept in a non-congestion state. The specific module construction basic steps are as follows:
s201, determining real-time running conditions of a main line section according to traffic running parameters (section flow, speed and the like) acquired by a highway, a vehicle and a road cooperating with roadside facilities in real time, comparing the real-time running conditions with a traffic flow basic curve, and judging the section position of the current running situation;
s202, calculating the maximum flow allowed to enter the ramp part of the expressway, and determining an adjustment rate module. Calculated by the acceptable residual flow rate of the downstream main line section adjacent to the ramp.
The operation calculation method of the regulation rate module comprises the following steps:
rmin≤r(k)≤rmax
in the formula:
r (k) -ramp regulation rate (veh/h) within time t (k) t ≦ t (k + 1);
Qd(k-1) -measuring the traffic volume (veh/h) of the main line at the upstream of the ramp in real time within the time t (k-1) and t (k);
c, real-time measurement and calculation of traffic capacity (veh/h) of a main line at the downstream of the ramp;
d (k) -ramp vehicle arrival rate (veh/h) for the kth control period;
l(k)、Lmax-the ramp queue length and the maximum allowed queue length, the maximum allowed queue length of the ramp being 2/3 times the ramp length;
t is the control period length;
k-the kth control segment;
rmin、rmax-practical minimum and maximum turn-turns regulation;
o (k) -average occupancy of the section downstream section t (k-1) and t (k) within a time period;
OC-critical occupancy of section downstream.
S203, constructing auxiliary driving of the downstream main line section:
and determining the vehicle running speed of the downstream main line section according to the main line traffic running condition and the upstream ramp control condition, and carrying out real-time regulation and control to construct a vehicle auxiliary driving system. The method for determining the main parameters of the vehicle speed guiding module for assisting the driving of the vehicle comprises the following steps:
v＝(C+r)T/ρ
v-downstream road segment suggested speed of vehicle;
rho is the optimal running density of the main section of the highway;
s300 multi-ramp cooperative control and auxiliary driving module construction
On the multi-turn-channel cooperative control layer, the specific calculation of the key parameters constructed by the multi-turn-channel regulation rate module is as follows:
s301, detecting and determining a traffic bottleneck a of a main line section;
if a certain main line section of the highway meets the following two conditions, the dynamic traffic bottleneck of the section can be considered to appear:
O(a,k)≥OC(a)
Qs(a,k)+Qi(a,k)≥Qx(a,k)+Qj(a,k)
in the formula:
o (a, k) -the average occupancy of the downstream section of the road section a in the time period of t (k-1) to t (k);
OC(a) -critical occupancy of section a downstream section;
Qs(a, k) -the traffic flow of the section a upstream section in the time period of t (k-1) t (k);
Qi(a, k) -the total inflow of all the entrance ramps in the range of the road section a in the time period of t (k-1) to t (k);
Qx(a, k) -the traffic flow of the downstream section of the road section a in the time period of t (k-1) to t (k);
Qj(a, k) -the total output of all the exit ramps in the range of the road section a in the time period of t (k-1) to t (k).
S302, according to the flow conservation principle, aiming at a bottleneck road section a, defining the range of an upstream ramp influenced by the bottleneck road section a, calculating the total amount of the regulation rate required to be reduced of each influenced ramp, and distributing the reduction amount to each entrance ramp associated with each ramp according to the real-time traffic weight of the adjacent main line section of each ramp entrance section; and the adjustment rate distribution weight of each ramp in the influence range is comprehensively determined according to the distance between each ramp and the bottleneck road section and the flow in the road section, wherein the flow in the road section is acquired by real-time data acquired by road side facilities. The specific calculation process of each relevant parameter of the module is as follows:
Qre(a,k+1)＝[Qs(a,k)+Qi(a,k)]-[Qx(a,k)+Qj(a,k)]
Rre(b,a,k+1)＝Qre(a,k+1)·Fba/∑Fba
in the formula:
Qre(a, k +1) -the total amount of traffic reduction (in the time period t (k) ≦ t (k + 1)) flowing into each associated entrance ramp within the upstream influence range of the bottleneck section a;
Rre(b, a, k +1) -the traffic flow reduction amount of the upstream on-ramp b associated with the bottleneck section a;
Fba-the upstream ingress ramp b associated with the bottleneck section a adjusts the rate-reduced weighting factor;
n is the number of relevant ramps.
S303 calculates the adjustment rate to be taken in the cooperative control for each entrance ramp b in the affected range. The specific calculation formula of the module regulation rate is as follows:
ri(b,k+1)＝Q(b,k)-Rre(b,a,k+1)
in the formula:
q (b, k) -the actual inflow of the entry ramp b in the time period t (k-1). ltoreq.t.ltoreq.t (k);
ri(b, k +1) -the regulation rate of the cooperative level entrance ramp b in a time period of t (k) and t (k + 1).
r(b,k+1)＝min(ri(b,k+1),rj(b,k+1))
S304, constructing auxiliary driving of the downstream main line section:
and determining the vehicle running speed of the downstream main line section according to the main line traffic running condition and the upstream ramp control condition, and carrying out real-time regulation and control to construct a vehicle auxiliary driving system. The method for determining the main parameters of the vehicle speed guiding module for assisting the driving of the vehicle comprises the following steps:
v(b,k+1)＝(C+r(b,k+1))T/ρ
v (b, k +1) -speed suggested by the downstream road section;
rho is the optimal running density of the main section of the expressway.
According to the invention, road condition traffic parameters are acquired in real time by using the road and road side facilities, the ramp control regulation rate module is constructed, a vehicle auxiliary driving system is constructed by using the road and road real-time interaction advantage of the road and road cooperative environment, the driving speed of a vehicle is guided, and the optimized regulation of ramp control information is realized, so that the ramp signal lamp control mode is not fixed any more, the real-time regulation and control can be carried out according to the current vehicle occupancy of the main line section of the expressway and the ramp queuing condition, the actual traffic capacity of the main line section is maximized, and the ramp queuing and traffic jam are reduced as much as possible.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (5)
1. A multi-turn road cooperative control and auxiliary driving method under a vehicle-road cooperative environment is characterized in that road conditions and traffic parameters are collected in real time by using a vehicle-road cooperative roadside facility, vehicle running speed is guided by using vehicle-road real-time interaction of the vehicle-road cooperative environment, and ramp control information is optimized and adjusted, meanwhile, a ramp signal lamp control mode is not fixed, real-time regulation and control can be carried out according to the current vehicle occupancy rate of a main line section of a highway and the queuing condition of a ramp, and the actual traffic capacity of the main line section is maximized.
2. The multi-turn lane cooperative control and driving assistance method in the vehicle-road cooperative environment according to claim 1, comprising the steps of:
s100 highway vehicle road collaborative environment construction
Arranging vehicle-road cooperative roadside devices on a main line section, an entrance ramp and a main section of the expressway to construct an expressway vehicle-road cooperative environment, arranging the vehicle-road cooperative roadside devices at an entrance, an exit and a section adjacent to an entrance and an exit of the ramp to realize real-time detection of the queuing lengths of the entrance ramp and the exit ramp, detection of section traffic volume of the main line section, driving speed of the main line section, section traffic volume of the exit ramp and detection of OD (origin-destination) information of passing vehicles; setting 2/3 that the maximum allowable queuing length is the length of the ramp, the traffic density of the adjacent downstream main line section is smaller than the optimal running density of the vehicle, when the queuing length of the entrance ramp or the traffic density of the main line section exceeds the set threshold value, carrying out cooperative control, notifying the vehicle through the road side equipment, assisting the vehicle driving, and distributing the queuing pressure of the ramp to the adjacent upstream entrance ramp;
s200 single-ramp control and auxiliary driving module construction and control
Aiming at a single ramp control module, a method of controlling variable regulation rate by demand-capacity difference is adopted to regulate the real-time traffic flow of the expressway; the method comprises the steps that the running state of the expressway is measured in real time according to the relation among the speed, the density and the flow of vehicles, and then the regulation rate of an entrance ramp is determined, so that the running state of the expressway is kept in a non-crowded state;
s300 multi-ramp cooperative control and auxiliary driving module construction and control
On the multi-turn-channel cooperative control layer, the specific calculation of the key parameters constructed by the multi-turn-channel regulation rate module is as follows:
s301, detecting and determining a traffic bottleneck a of a main line section;
if a certain main line section of the highway meets the following two conditions, the dynamic traffic bottleneck of the section can be considered to appear:
O(a,k)≥OC(a)
Qs(a,k)+Qi(a,k)≥Qx(a,k)+Qj(a,k)
in the formula:
o (a, k) -the average occupancy of the downstream section of the road section a in the time period of t (k-1) to t (k);
OC(a) -critical occupancy of section a downstream section;
Qs(a, k) -the traffic flow of the section a upstream section in the time period of t (k-1) t (k);
Qi(a,k) -total inflow of all entrance ramps in the section a in the time period t (k-1) t (k);
Qx(a, k) -the traffic flow of the downstream section of the road section a in the time period of t (k-1) to t (k);
Qj(a, k) -the total output of all the exit ramps in the range of the road section a in the time period of t (k-1) to t (k);
s302, according to the flow conservation principle, aiming at a bottleneck road section a, defining the range of an upstream ramp influenced by the bottleneck road section a, calculating the total amount of the regulation rate required to be reduced of each influenced ramp, and distributing the reduction amount to each entrance ramp associated with each ramp according to the real-time traffic weight of the adjacent main line section of each ramp entrance section; the regulation rate distribution weight of each ramp in the influence range is comprehensively determined according to the distance between each ramp and a bottleneck road section and the flow in the road section, wherein the flow in the road section is acquired by real-time data acquired by road side facilities, and the specific calculation process of each relevant parameter of the module is as follows:
Qre(a,k+1)＝[Qs(a,k)+Qi(a,k)]-[Qx(a,k)+Qj(a,k)]
Rre(b,a,k+1)＝Qre(a,k+1)·Fba/ΣFba
in the formula:
Qre(a, k +1) -the total amount of traffic reduction (in the time period t (k) ≦ t (k + 1)) flowing into each associated entrance ramp within the upstream influence range of the bottleneck section a;
Rre(b, a, k +1) -the traffic flow reduction amount of the upstream on-ramp b associated with the bottleneck section a;
Fba-the upstream ingress ramp b associated with the bottleneck section a adjusts the rate-reduced weighting factor;
n is the number of relevant ramps;
s303, calculating the regulation rate adopted by each entrance ramp b in the influenced range during cooperative control, wherein the specific calculation formula of the regulation rate of the module is as follows:
ri(b,k+1)＝Q(b,k)-Rre(b,a,k+1)
in the formula:
q (b, k) -the actual inflow of the entry ramp b in the time period t (k-1). ltoreq.t.ltoreq.t (k);
ri(b, k +1) -the regulation rate of the entrance ramp b of the cooperative layer in the time period of t (k) is more than or equal to t and less than or equal to t (k + 1);
r(b,k+1)＝min(ri(b,k+1),rj(b,k+1))
s304, constructing auxiliary driving of the downstream main line section:
determining the vehicle running speed of a downstream main line section according to the main line traffic running condition and the upstream ramp control condition, performing real-time regulation and control, and constructing a vehicle auxiliary driving system, wherein the method for determining the main parameters of the vehicle speed guide module for vehicle auxiliary driving comprises the following steps:
v(b,k+1)＝(C+r(b,k+1))T/ρ
v (b, k +1) -speed suggested by the downstream road section;
rho is the optimal running density of the main section of the expressway.
3. The multi-turn lane cooperative control and driving assistance method in a vehicle-road cooperative environment according to claim 2, characterized by the steps of
S200 further comprises the following specific steps:
s201, determining real-time running conditions of a main line section according to traffic running parameters (section flow, speed and the like) acquired by a highway, a vehicle and a road cooperating with roadside facilities in real time, comparing the real-time running conditions with a traffic flow basic curve, and judging the section position of the current running situation;
s202, calculating the maximum flow allowed to enter the ramp part of the expressway, and determining an adjustment rate module. Calculated by the acceptable residual flow rate of the downstream main line section adjacent to the ramp.
4. The multi-turn lane cooperative control and driving assistance method in the vehicle-road cooperative environment as claimed in claim 2, wherein the adjustment rate module operation calculation method is:
rmin≤r(k)≤rmax
in the formula:
r (k) -ramp regulation rate (veh/h) within time t (k) t ≦ t (k + 1);
Qd(k-1) -measuring the traffic volume (veh/h) of the main line at the upstream of the ramp in real time within the time t (k-1) and t (k);
c, real-time measurement and calculation of traffic capacity (veh/h) of a main line at the downstream of the ramp;
d (k) -ramp vehicle arrival rate (veh/h) for the kth control period;
l(k)、Lmax-the ramp queue length and the maximum allowed queue length, the maximum allowed queue length of the ramp being 2/3 times the ramp length;
t is the control period length;
k-the kth control segment;
rmin、rmax-practical minimum and maximum turn-turns regulation;
o (k) -average occupancy of the section downstream section t (k-1) and t (k) within a time period;
OC-critical occupancy of section downstream.
5. The multi-turn lane cooperative control and assistant driving method in a vehicle-road cooperative environment according to claim 3, further comprising the step S203 of constructing an assistant driving of the downstream main line section:
and determining the vehicle running speed of the downstream main line section according to the main line traffic running condition and the upstream ramp control condition, and carrying out real-time regulation and control to construct a vehicle auxiliary driving system. The method for determining the main parameters of the vehicle speed guiding module for assisting the driving of the vehicle comprises the following steps:
v＝(C+r)T/ρ
v-downstream road segment suggested speed of vehicle;
rho is the optimal running density of the main section of the expressway.
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