CN116229715A - Continuous flow generation method and system for road interleaving area - Google Patents
Continuous flow generation method and system for road interleaving area Download PDFInfo
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Abstract
The invention provides a continuous flow generation method and a continuous flow generation system for a road interleaving area, which belong to the technical field of traffic information automation and comprise the following steps: determining a road partition driving strategy; obtaining ramp zigzag track change region parameters and main line zigzag track change region parameters based on a road partition driving strategy; determining a main line vehicle formation strategy, a ramp vehicle formation strategy, a main line rectifying section parameter and a ramp rectifying section parameter according to the ramp zigzag track change region parameter and the main line zigzag track change region parameter; and synthesizing the parameters of the ramp zigzag track change region, the parameters of the main line zigzag track change region, the main line vehicle formation strategy, the ramp vehicle formation strategy, the parameters of the main line rectifying section and the parameters of the ramp rectifying section to obtain the track point adjustment strategy of the interweaving region. According to the invention, a plurality of reference factors for vehicle running in the road interweaving area are designed, and the integrated regulation and control are performed by combining with the Internet of things facilities, so that the interweaving flow forming steady-state formation is orderly guided, the road safety and the traffic efficiency are effectively improved, and the road congestion condition can be greatly relieved.
Description
Technical Field
The invention relates to the technical field of traffic information automation, in particular to a continuous flow generation method and system for a road interleaving area.
Background
In traffic informatization, traditional continuous flow design refers to that by designing traffic facilities, road traffic flows are not interfered by external equipment and run without blocking.
Along with the development of the technology of the vehicle-road cooperation and the Internet of things, an ideal continuous flow can coordinate and control vehicles through an intelligent road side decision system, and two traffic flows which are intersected or interweaved and collide on a road can smoothly, quickly and massively pass through traffic collision road sections at any time period. The central platform provides conditions for interaction between road side facilities and road vehicles, and the edge computing nodes track vehicle behaviors in real time by acquiring perception data such as laser radars, cameras and millimeter wave radars, so that a vehicle-road cooperative target decision is formed, especially, the situation that an automatic driving vehicle and a natural person driving vehicle are mixed to run can be considered, and subjective activity of natural person driving and coordination compliance of the automatic driving vehicle can be considered. In order to ensure that vehicles form continuous flow, the regulation strategy needs to be oriented to various behaviors of the vehicles, especially the converging and diverging behaviors of the hybrid driving vehicles under high flow. The entrance and exit of the large-flow down ramp vehicles interfere the normal operation of the main line vehicles, meanwhile, the interweaving of the ramp vehicles and the main line vehicles further causes traffic jam, reduces the overall traffic efficiency of the road section, and is easy to cause accidents. There are several problems generally:
(1) The vehicle-road cooperation system is complex, has high cost and needs a large amount of infrastructure support, including high-precision technologies such as communication and positioning, and the existing hardware conditions are difficult to realize large-scale installation of high-calculation-force and high-precision vehicle-road cooperation integrated equipment;
(2) The vehicle behavior in the interweaving area is complex, traffic jam is caused by diversion and confluence frequently, the overall traffic capacity of a road section is reduced, and the interweaving of the main line and the ramp vehicles is lack of orderly and reasonable formation;
(3) The lack of reasonable linkage between road vehicles and intelligent road side facilities is usually an individual with isolated function;
(4) The method has the technical problems that the average head distance required to be kept for forming a steady-state interweaved flow between an automatic driving vehicle and a natural man driving vehicle in a heterogeneous traffic flow, the speed calculation and the like.
Therefore, an efficient and intelligent continuous flow generation method is required to be provided for the road interleaving area.
Disclosure of Invention
The invention provides a continuous flow generation method and a continuous flow generation system for a road interleaving region, which are used for solving the defect that the design guidance of the continuous flow of the road interleaving region in the prior art lacks a high-efficiency accurate regulation and control means.
In a first aspect, the present invention provides a method for generating a continuous flow in a road interleaving area, including:
determining a road partition driving strategy;
acquiring ramp zigzag track change region parameters and main line zigzag track change region parameters based on the road partition driving strategy;
determining a main line vehicle formation strategy, a ramp vehicle formation strategy, a main line rectifying section parameter and a ramp rectifying section parameter according to the ramp zigzag track change region parameter and the main line zigzag track change region parameter;
and integrating the parameters of the ramp zigzag track change area, the parameters of the main line zigzag track change area, the main line vehicle formation strategy, the ramp vehicle formation strategy, the main line rectifying section parameters and the ramp rectifying section parameters to obtain an interweaving area track point adjustment strategy.
According to the continuous flow generation method of the road interleaving area provided by the invention, the determination of the road partition driving strategy comprises the following steps:
acquiring a ramp partition, a plurality of main line lane partitions, a ramp main line junction point and a main line ramp junction point in a vehicle driving road;
and determining ramp driving speeds in the ramp subareas, and determining a plurality of main line driving speeds in the main line lane subareas.
According to the continuous flow generation method of the road interleaving area provided by the invention, based on the road partition driving strategy, ramp zigzag track change area parameters and main line zigzag track change area parameters are obtained, and the continuous flow generation method comprises the following steps:
acquiring the ramp running speed, the main line running speed of a main line lane adjacent to the ramp subarea and the included angle between the main line running speed and the main line running distance of the vehicle, and obtaining the ramp lane change distance by adopting a lane change distance function;
determining ramp acceleration, and obtaining a ramp deceleration distance according to the ramp acceleration, the ramp running speed and the main line running speed;
adding the ramp exchange distance and the ramp deceleration distance to obtain a first switching transverse total distance, and determining a first main line zigzag exchange area virtual regulation line in the adjacent main line lanes of the ramp subarea based on the first switching transverse total distance and the main line ramp converging point;
obtaining the reaction time of a driver, the friction longitudinal friction coefficient of a road surface tire and the preset safety distance of a vehicle, and obtaining the stopping sight distance of a main line by combining the running speed of the main line;
determining the main line acceleration and the included angle of the vehicle converging main line, and obtaining the main line track changing distance by adopting the track changing distance function;
obtaining a main line acceleration distance according to the main line acceleration, the ramp running speed and the main line running speed;
and adding the main line parking apparent distance, the main line track changing distance, the main line accelerating distance and the preset standard vehicle body length to obtain a second switching transverse total distance, and determining a first ramp saw-tooth track changing region virtual regulating line in the ramp subarea based on the second switching transverse total distance and the first main line saw-tooth track changing region virtual regulating line.
According to the continuous flow generation method of the road interleaving area, which is provided by the invention, a main line vehicle formation strategy and a ramp vehicle formation strategy are determined according to the ramp zigzag track change area parameter and the main line zigzag track change area parameter, and the continuous flow generation method comprises the following steps:
adding the main line parking sight distance to the second switching transverse total distance to obtain a driving safety distance, wherein the driving safety distance is used as a main line driving safety distance and a ramp driving safety distance respectively;
determining the initial speed of the vehicle reaching the main line junction of the ramp by the radius of the ramp circle curve, the transverse force coefficient and the ultrahigh parameter;
the initial speed is limited by a preset acceleration length, and the ramp driving safety distance is determined based on the initial speed.
According to the continuous flow generation method of the road interweaving area, which is provided by the invention, the main line rectifying section parameter and the ramp rectifying section parameter are determined according to the ramp zigzag track changing area parameter and the main line zigzag track changing area parameter, and the continuous flow generation method comprises the following steps:
determining an interleaving area channel changing coefficient, and multiplying the interleaving area channel changing coefficient by the driving safety distance to obtain the length of a zigzag channel changing section;
determining a second main line zigzag track change zone virtual regulation line in the ramp zone adjacent main line lane based on the zigzag track change zone length and the first main line zigzag track change zone virtual regulation line;
determining a second ramp saw-tooth lane change region virtual regulation line in the ramp partition based on the saw-tooth lane change section length and the first ramp saw-tooth lane change region virtual regulation line;
determining a highway congestion speed and a preset rectifying section acceleration, and obtaining the length of the rectifying section according to the main line running speed, the highway congestion speed and the preset rectifying section acceleration;
taking the second main line zigzag track change zone virtual regulating line as a first main line rectifying section virtual regulating line, and taking the second ramp zigzag track change zone virtual regulating line as a first ramp rectifying section virtual regulating line;
determining a second main line rectifying section virtual regulating line in the adjacent main line lanes of the ramp subareas according to the rectifying section length and the first main line rectifying section virtual regulating line;
and determining a second ramp rectifying segment virtual regulating line in the ramp subarea according to the rectifying segment length and the first ramp rectifying segment virtual regulating line.
According to the continuous flow generation method for the road interweaving area provided by the invention, the track point adjustment strategy for the interweaving area is obtained by integrating the ramp zigzag track change area parameter, the main line vehicle formation strategy, the ramp vehicle formation strategy, the main line rectifying section parameter and the ramp rectifying section parameter, and comprises the following steps:
if it is determined that the ramp subarea and two adjacent vehicles in front and back in the main line lanes adjacent to the ramp subarea are both changed, subtracting the main line parking apparent distance from the driving safety distance to obtain a first vehicle formation distance;
if it is determined that no track changing vehicle exists in the ramp subarea and the main line lanes adjacent to the ramp subarea, taking the main line parking sight distance as a second vehicle formation distance;
and if only 1 lane change vehicle is determined to be in front of and behind the ramp zone and the main line lane adjacent to the ramp zone, taking the driving safety distance as a third vehicle formation distance.
According to the continuous flow generation method for the road interweaving area, the ramp running speed and the main line running speed are obtained according to the running safety distance, the preset standard length of the small-sized vehicle and the safety coefficient.
In a second aspect, the present invention further provides a continuous flow generating system for a road interleaving area, including:
the determining module is used for determining the road partition driving strategy;
the acquisition module is used for acquiring ramp zigzag track changing area parameters and main line zigzag track changing area parameters based on the road partition driving strategy;
the processing module is used for determining a main line vehicle formation strategy, a ramp vehicle formation strategy, a main line rectifying section parameter and a ramp rectifying section parameter according to the ramp zigzag track change area parameter and the main line zigzag track change area parameter;
the adjusting module is used for integrating the ramp zigzag track changing area parameters, the main line vehicle formation strategy, the ramp vehicle formation strategy, the main line rectifying section parameters and the ramp rectifying section parameters to obtain an interweaving area track point adjusting strategy.
In a third aspect, the present invention also provides an electronic device, including a memory, a processor, and a computer program stored on the memory and executable on the processor, where the processor implements any one of the road-interleaving-area continuous-flow generating methods described above when executing the program.
In a fourth aspect, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements a road interleaving region continuous flow generation method as any one of the above.
According to the road interleaving region continuous flow generation method and system, the road interleaving region vehicles are designed to run by a plurality of reference factors, and the road interleaving region continuous flow is integrally regulated and controlled by combining with the Internet of things facilities to form the interleaving flow of the steady-state formation for orderly guiding, so that the road safety and the traffic efficiency are effectively improved, and the road congestion condition can be greatly relieved.
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In order to more clearly illustrate the invention or the technical solutions of the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of a continuous flow generation method of a road interleaving region provided by the invention;
FIG. 2 is a schematic diagram of a virtual control line A according to the present invention 1 B (B) 1 A schematic diagram;
FIG. 3 is a schematic illustration of formation control provided by the present invention;
FIG. 4 is a zigzag cross-flow schematic provided by the present invention;
FIG. 5 is a schematic view of a rectifying section and a zig-zag lane change area provided by the present invention;
FIG. 6 is a schematic diagram of a road interleaving region continuous flow generating system according to the present invention;
fig. 7 is a schematic structural diagram of an electronic device provided by the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Because of a plurality of imperfections in the design of the continuous flow of the road traffic interweaving area, the invention focuses on road sections with complex vehicle behaviors in the road interweaving area from the reasons, and utilizes the technology of the Internet of things to provide a continuous flow forming method, so that ramp vehicles can enter in high speed and orderly, main line vehicles can exit in high speed and orderly, vehicles can be led to form a train for driving under different permeability, and a zigzag operation mechanism is adopted, so that high-density interweaving flows form a continuous flow without conflict.
Fig. 1 is a flow chart of a method for generating a continuous flow in a road interleaving area according to an embodiment of the present invention, as shown in fig. 1, including:
step 100: determining a road partition driving strategy;
step 200: acquiring ramp zigzag track change region parameters and main line zigzag track change region parameters based on the road partition driving strategy;
step 300: determining a main line vehicle formation strategy, a ramp vehicle formation strategy, a main line rectifying section parameter and a ramp rectifying section parameter according to the ramp zigzag track change region parameter and the main line zigzag track change region parameter;
step 400: and integrating the parameters of the ramp zigzag track change area, the parameters of the main line zigzag track change area, the main line vehicle formation strategy, the ramp vehicle formation strategy, the main line rectifying section parameters and the ramp rectifying section parameters to obtain an interweaving area track point adjustment strategy.
Specifically, complex road environment information is firstly extracted, a road zone driving strategy is determined according to multiple lane information such as a main line lane and a ramp, and then ramp saw-tooth lane change area parameters and main line saw-tooth lane change area parameters are calculated, namely, the division principle and specific range of the two types of areas are determined; further, a vehicle formation strategy in the running process of the main line vehicle and the ramp vehicle can be calculated according to the parameters of the ramp saw-tooth track change area and the parameters of the main line saw-tooth track change area, and the corresponding parameters of the main line and the ramp rectifying area are obtained; and finally, combining all the parameters, and carrying out fine adjustment on the track point adjustment strategy of the interweaving area by combining the primary-secondary relation of the road interweaving area and the running rule of the vehicle.
According to the invention, a plurality of reference factors for vehicle running in the road interweaving area are designed, and the integrated regulation and control are performed by combining with the Internet of things facilities, so that the interweaving flow forming steady-state formation is orderly guided, the road safety and the traffic efficiency are effectively improved, and the road congestion condition can be greatly relieved.
Based on the above embodiment, step 100 includes:
acquiring a ramp partition, a plurality of main line lane partitions, a ramp main line junction point and a main line ramp junction point in a vehicle driving road;
and determining ramp driving speeds in the ramp subareas, and determining a plurality of main line driving speeds in the main line lane subareas.
It will be appreciated that constraints on the division principle and setting of initial parameters on the road are required before planning the continuous stream of interleaved regions.
For example, as shown in FIG. 2, the embodiment of the present invention is illustrated with four different types of vehicles, respectively electric vehicle C 1 Truck C 2 Tank truck C 3 And a fuel car C4.
Setting expected regulation speed for each lane of the interweaving area, and setting V from ramp to ramp 1 The main line lanes are V in turn 2 、V 3 The main line lane numbers are lane 2, lane 3 and lane … … in sequence. The virtual regulating lines A are arranged on the ramp and the lane 2 respectively 1 And B is connected with 1 、A 2 And B is connected with 2 And A 3 、B 3 Section A 1 And A is a 2 Between, B 1 And B is connected with 2 The two are respectively a ramp zigzag track change area, a main line zigzag track change area and a section A 3 And A is a 2 Between, B 3 And B is connected with 2 The ramp rectifying section and the main line rectifying section are respectively arranged between the two sections. On-ramp vehicles are arranged in ramp saw-tooth-shaped lane change area (A) 1 A 2 ) Change track and accelerate into lane 2, and the vehicle on lane 2 changes track area (B) 1 B 2 ) Changing lanes and decelerating into ramp.
Here, V in the present invention refers to the vehicle speed in meters per second; the units of the distance are meters; the units of time are seconds, and the units of acceleration are meters per second 2 。
Based on the above embodiment, step 200 includes:
acquiring the ramp running speed, the main line running speed of a main line lane adjacent to the ramp subarea and the included angle between the main line running speed and the main line running distance of the vehicle, and obtaining the ramp lane change distance by adopting a lane change distance function;
determining ramp acceleration, and obtaining a ramp deceleration distance according to the ramp acceleration, the ramp running speed and the main line running speed;
adding the ramp exchange distance and the ramp deceleration distance to obtain a first switching transverse total distance, and determining a first main line zigzag exchange area virtual regulation line in the adjacent main line lanes of the ramp subarea based on the first switching transverse total distance and the main line ramp converging point;
obtaining the reaction time of a driver, the friction longitudinal friction coefficient of a road surface tire and the preset safety distance of a vehicle, and obtaining the stopping sight distance of a main line by combining the running speed of the main line;
determining the main line acceleration and the included angle of the vehicle converging main line, and obtaining the main line track changing distance by adopting the track changing distance function;
obtaining a main line acceleration distance according to the main line acceleration, the ramp running speed and the main line running speed;
and adding the main line parking apparent distance, the main line track changing distance, the main line accelerating distance and the preset standard vehicle body length to obtain a second switching transverse total distance, and determining a first ramp saw-tooth track changing region virtual regulating line in the ramp subarea based on the second switching transverse total distance and the first main line saw-tooth track changing region virtual regulating line.
Specifically, in fig. 2, first, the main line zigzag track-change area exit section B is determined 1 The intelligent road test in the Internet of things gives a command to guide the lane 2 to reach the virtual regulation line B 1 The vehicle formation deceleration entering ramp is driven off the interweaving area, and the specific steps are as follows:
virtual regulating line B when calculating vehicle deceleration driving-in ramp of lane 2 1 Is assumed to be vehicle C 3 Maintaining the main line travel speed V on the lane 2 2 Running for a period of time to reach the virtual regulating line B 1 After changing the road, driving into the ramp, and then decelerating to the ramp driving speed V according to the given deceleration 1 And in the latest case, the track is replaced and approaches to the ramp ZH/ZY point (straight slow point or straight round point, namely the main track converging point) to enter the moderating curve section. C (C) 3 The distance required for the lane change is:
in the formula (1), HD is a channel change distance function, theta 1 For vehicle C 3 The included angle of the straight line in the front-back direction of the track changing running, namely the included angle of the vehicle running away from the main line.
C 3 The speed is reduced to V after the channel change is completed 1 The ramp deceleration distance required for deceleration is:
in the formula (2), a 1 Giving the road side facilities a recommended deceleration, i.e. ramp acceleration, S to avoid insufficient deceleration length Deceleration of At least greater than 20m.
Thus, vehicle C 3 From virtual regulation lineB 1 The first switching lateral total distance to the ramp ZH/ZY point (straight slow or straight round point) movement is:
as shown in fig. 2, a virtual control line B 1 The position of the ramp ZH/ZY point is at the left side of the section
Distance, the position on the corresponding lane 2.
Then determining the exit section A of the ramp zigzag lane change area 1 Is issued by intelligent road test to guide the ramp to reach the virtual regulating line A 1 The vehicles are led into the lane 2 by forming a queue and lane changing, so that the vehicles which are led out of the tail end of the interweaving area orderly form collision-free cross flow, and the method is as follows:
calculating the stopping vision distance of the main line and the vehicle C 3 In the process of advancing or changing lanes and leaving the interweaving area, a vehicle C exists behind the ramp 4 Suppose C 3 Arrive at virtual control line B 1 Ready to continue on lane 2, at which point C 4 Through the virtual regulating line A 1 The lane change acceleration driving into the lane 2 is completed. To ensure C 4 And C in the advancing process 3 No conflict is generated, C 4 And C 3 Transversely maintaining at least one main line stopping vision distance:
in the formula (4), t is the reaction time of a driver during mixed driving, generally 2.5s is taken, and if the vehicle is a fully automatic driving vehicle, the value can be taken according to the specific characteristics of the automatic driving vehicle;
is the longitudinal friction coefficient between the road surface and the tire; s is S 0 For the safety distance, generally take 5-10 m, consult the latest road design rule and take value.
Then determining A 1 Position, calculate vehicle C 4 From virtual control line A 1 The main line lane changing distance C for finishing lane changing acceleration driving into lane 2 driving 4 The distance required for the lane change is:
in the formula (5), HD is a channel change distance function, θ 2 For vehicle C 3 The included angle of the straight line in the front-back direction of the track changing running, namely the included angle of the converging main line of the vehicle.
C 4 The speed is also increased to V after the channel change is completed 2 The main line acceleration distance is:
in the formula (6), a 2 Giving recommended main line acceleration for road side facilities, S to avoid insufficient acceleration length Acceleration of At least greater than 20m.
To sum up, a virtual control line A is obtained 1 And virtual control line B 1 The second switching lateral total distance between is:
in the formula (7), L is the length of the vehicle body, and C is 3 For example, it is generally recommended to take the length of a heavy goods vehicle, i.e. 9.6m, for safety purposes, to take a value with reference to the national vehicle's latest standards.
Due to the virtual regulating line B 1 The position of the virtual control line A can be determined from this 1 Locations on the ramp as shown in fig. 2.
Based on the above embodiment, determining the main line vehicle formation strategy and the ramp vehicle formation strategy in step 300 according to the ramp saw-tooth track change region parameter and the main line saw-tooth track change region parameter includes:
adding the main line parking sight distance to the second switching transverse total distance to obtain a driving safety distance, wherein the driving safety distance is used as a main line driving safety distance and a ramp driving safety distance respectively;
determining the initial speed of the vehicle reaching the main line junction of the ramp by the radius of the ramp circle curve, the transverse force coefficient and the ultrahigh parameter;
the initial speed is limited by a preset acceleration length, and the ramp driving safety distance is determined based on the initial speed.
Specifically, in order to ensure that the vehicles on the main line and the ramp cannot be jammed due to factors such as track replacement in the driving process, a vehicle formation method of the main line and the ramp, namely, driving safety distances of the front and rear vehicles, needs to be further confirmed.
Taking fig. 3 as an example, C on lane 2 3 Rear vehicle C 1 And C 3 Keep the safe distance to go forward in order, and C 1 The rear vehicles of the train are sequentially kept at a safe distance from the front vehicles, and the train is formed to have a consistent speed V 2 Is orderly advanced or lane-changed to leave the interleaving area. C for safety reasons when the front car is not changing lanes 1 And C 3 On the basis of the formula (7), the two vehicles should keep a parking sight distance, and the driving safety distance is:
therefore, the main line driving safety distance maintained by the main line vehicle formation is S Anan (safety) 。
Here, it is also necessary to determine the speed of the ramp vehicle at which the vehicle exits, i.e., determine vehicle C 4 An initial velocity V reached by the ramp HZ/YZ point (slow straight point/round straight point) 0 . Can be obtained by ramp moderation curve design specification, C 4 Initial ramp speed V reaching ramp HZ/YZ point (slow straight point/round straight point) 0 The method comprises the following steps:
in the formula (9), R is a radius of a circular curve (unit m), u is a transverse force coefficient, i is an ultrahigh, "+" is adopted when ultrahigh is set, "-" is adopted when reverse ultrahigh is set, ultrahigh refers to the transverse gradient of a road surface, "+" represents a gradient greater than a normal transverse gradient, and "-" represents reverse ultrahigh and means that the transverse gradient is opposite to the normal gradient.
To avoid insufficient acceleration length here, the acceleration section should be kept at least Δl, typically in the range of 5 to 20m.
Then determining the formation of vehicles on the ramp, and vehicles C on the ramp 4 Rear vehicle C 2 And C 4 Keep the safe distance to go forward in order, and C 2 The rear vehicles of the train are sequentially kept at a safe distance from the front vehicles, and the train is formed to have a consistent speed V 1 Is orderly advanced or changed into lane 2; preferably, C 2 And C 4 The safety distance between the two vehicles is required to be kept, and the ideal safety distance is shown in a formula (8). To form a saw-tooth collision-free lane change, ramp vehicle formation is restricted by main line vehicle formation, as shown in fig. 4.
Based on the above embodiment, determining the main line rectifying section parameter and the ramp rectifying section parameter according to the ramp zigzag track change region parameter and the main line zigzag track change region parameter, including:
determining an interleaving area channel changing coefficient, and multiplying the interleaving area channel changing coefficient by the driving safety distance to obtain the length of a zigzag channel changing section;
determining a second main line zigzag track change zone virtual regulation line in the ramp zone adjacent main line lane based on the zigzag track change zone length and the first main line zigzag track change zone virtual regulation line;
determining a second ramp saw-tooth lane change region virtual regulation line in the ramp partition based on the saw-tooth lane change section length and the first ramp saw-tooth lane change region virtual regulation line;
determining a highway congestion speed and a preset rectifying section acceleration, and obtaining the length of the rectifying section according to the main line running speed, the highway congestion speed and the preset rectifying section acceleration;
taking the second main line zigzag track change zone virtual regulating line as a first main line rectifying section virtual regulating line, and taking the second ramp zigzag track change zone virtual regulating line as a first ramp rectifying section virtual regulating line;
determining a second main line rectifying section virtual regulating line in the adjacent main line lanes of the ramp subareas according to the rectifying section length and the first main line rectifying section virtual regulating line;
and determining a second ramp rectifying segment virtual regulating line in the ramp subarea according to the rectifying segment length and the first ramp rectifying segment virtual regulating line.
Specifically, after obtaining parameters of a ramp saw-tooth track change area and parameters of a main line saw-tooth track change area, initial positions of a rectifying section and the saw-tooth track change area are required to be determined, in order to facilitate a ramp vehicle to safely change tracks and drive into a lane 2, an intelligent road side decision system issues a command to control the motion of the vehicle, the front and rear vehicles of the main line lane such as the lane 2 are ensured to keep a given distance and speed, the rectifying section and the saw-tooth track change area are designed before an HZ/YZ point, the rectifying section and the saw-tooth track change area are required to be calculated, and initial section positions of the rectifying section and the saw-tooth track change area are determined through calculation of the determined section positions.
Firstly, determining the length of a zigzag track change area, connecting the zigzag track change area after a rectifying section, and virtually regulating and controlling a line A at a ramp and a main line respectively 1 And B 1 And then, ensuring that the front and rear vehicles stably run according to the speed and the distance. The zigzag track segment length (in m) is:
S lane changing area ＝n×S Anan (safety) (10)
Wherein n is an interleaving region channel changing coefficient, a positive integer is taken, and the n is determined according to the traffic flow of the interleaving region.
Virtual control line A on ramp and main line 1 And B 1 Upstream distance S Lane changing area The position is provided with a substitution initial virtual regulating line A at the ramp and the lane 2 respectively 2 And B 2 Rectifying section and zigzag exchange as shown in fig. 5A track area.
The length of the rectifying section is then determined, and the purpose of the rectification is to better realize zigzag channel switching. In the rectifying section, the vehicle receives a motion control command, adjusts the distance between itself and the head of the front vehicle and the target control speed until guaranteeing S with the front vehicle Anan (safety) Distance and speed of vehicle reach V 2 . The rectifying section length is:
wherein V is min Taking 1.5m/s for the speed of the expressway in congestion; a (m/s) 2 ) For a given rectifying section acceleration, generally [ -5,5]Between them.
In section A of ramp and lane 2 2 And B 2 Upstream S Rectifying device At a distance, a rectifying segment start position A is set as shown in FIG. 5 3 And B 3 。
Based on the above embodiment, the ramp running speed and the main line running speed are obtained according to a running safety distance, a preset small vehicle standard length and a safety coefficient.
Optionally, for key parameter ramp travel speed V in continuous flow 1 And main line travel speed V 2 It is necessary to calculate the desired control speed recommendation in the case of continuous flow. The basic traffic capacity C (V) of the road is used for deriving V and making it zero, and the equation is solved to obtain the expected control speed V of high-efficiency operation under the condition of large-flow continuous flow 1 And V 2 Is a recommended value for (1):
wherein c is a safety factor, and 0.01 is taken as a reference; d, d 1 For the length of the vehicle, a standard length of 5m for a small vehicle is preferable as a reference.
Based on the above embodiment, step 400 includes:
if it is determined that the ramp subarea and two adjacent vehicles in front and back in the main line lanes adjacent to the ramp subarea are both changed, subtracting the main line parking apparent distance from the driving safety distance to obtain a first vehicle formation distance;
if it is determined that no track changing vehicle exists in the ramp subarea and the main line lanes adjacent to the ramp subarea, taking the main line parking sight distance as a second vehicle formation distance;
and if only 1 lane change vehicle is determined to be in front of and behind the ramp zone and the main line lane adjacent to the ramp zone, taking the driving safety distance as a third vehicle formation distance.
The ramp vehicle was mounted on the ramp rectifying section (section a 3 And A is a 2 Between) to complete rectification, and the vehicle head reaches the virtual regulating line A 2 Previously, the vehicle distance maintenance S was realized Anan (safety) Vehicle speed maintenance V 1 The method comprises the steps of carrying out a first treatment on the surface of the Lane 2 vehicles in the main line rectifying section (section B 3 And B is connected with 2 Between) to complete rectification, and the vehicle head reaches the virtual regulating line B 2 Previously, the vehicle distance maintenance S was realized Anan (safety) Vehicle speed maintenance V 2 . Then, the ramp vehicles keep the distance and speed to enter the ramp saw-tooth lane change area to freely change lanes and accelerate to enter the lane 2, but at the latest, the ramp vehicles should arrive at the virtual regulating line A at the head 1 The lane change is started at the position; the vehicles in lane 2 keep the distance and speed to enter the main line zigzag track changing area, can freely change tracks and decelerate to enter the ramp, but at the latest should arrive at the virtual regulating line B at the head 1 And finishing the channel changing. Therefore, the corresponding adjacent vehicles of the ramp and the main line need to arrive at the key track at the same time to form a point, namely A 3 And B is connected with 3 、A 2 And B is connected with 2 And A 1 And B is connected with 1 As shown in fig. 2.
Optionally, in order to more accurately acquire the vehicle lane changing intention under the condition that the vehicle lane changing intention cannot be accurately ascertained, the running efficiency of the road section is improved, and the vehicle formation distance is adjusted as follows:
(1) If two adjacent vehicles in front and back on the lane 2 and the lane 1 are changed, the distance between the vehicles in front and back on the same lane can be shortened to
(2) If the lane change is not performed, the distance between the front and rear vehicles on the same lane can be shortened to S Anan (safety) ＝S Stop and stop ；
(3) If only 1 vehicle is changed between two adjacent vehicles in front of and behind lane 2 and lane 1, the distance between the vehicles in formation is kept S Anan (safety) 。
The invention can form consistent higher running speed by orderly guiding the interweaved flow forming the steady formation, ensures traffic efficiency, reserves sufficient vehicle spacing, and ensures traffic safety by considering the spacing arrangement of automatic driving vehicles and natural people driving vehicles under the mixed driving condition. Has higher popularization and implementation values, can reduce casualties and property loss, has lower equipment installation requirements and controllable cost, and can generate better economic and social benefits.
The continuous flow generating system of the road interleaving area provided by the invention is described below, and the continuous flow generating system of the road interleaving area described below and the continuous flow generating method of the road interleaving area described above can be correspondingly referred to each other.
Fig. 6 is a schematic structural diagram of a continuous flow generating system of a road interleaving area provided by the present invention, as shown in fig. 6, including: a determining module 61, an acquiring module 62, a processing module 63 and an adjusting module 64, wherein:
the determining module 61 is used for determining a road partition driving strategy; the obtaining module 62 is configured to obtain a ramp zigzag track change area parameter and a main line zigzag track change area parameter based on the road partition driving strategy; the processing module 63 is configured to determine a main line vehicle formation strategy, a ramp vehicle formation strategy, a main line rectifying section parameter and a ramp rectifying section parameter according to the ramp zigzag track change region parameter and the main line zigzag track change region parameter; the adjustment module 64 is configured to integrate the ramp zigzag track-changing region parameter, the main line vehicle formation strategy, the ramp vehicle formation strategy, the main line rectifying section parameter, and the ramp rectifying section parameter to obtain an interleaving region track point adjustment strategy.
Fig. 7 illustrates a physical schematic diagram of an electronic device, as shown in fig. 7, which may include: processor 710, communication interface (Communications Interface) 720, memory 730, and communication bus 740, wherein processor 710, communication interface 720, memory 730 communicate with each other via communication bus 740. Processor 710 may invoke logic instructions in memory 730 to perform a road interleaving region continuous stream generation method comprising: determining a road partition driving strategy; acquiring ramp zigzag track change region parameters and main line zigzag track change region parameters based on the road partition driving strategy; determining a main line vehicle formation strategy, a ramp vehicle formation strategy, a main line rectifying section parameter and a ramp rectifying section parameter according to the ramp zigzag track change region parameter and the main line zigzag track change region parameter; and integrating the parameters of the ramp zigzag track change area, the parameters of the main line zigzag track change area, the main line vehicle formation strategy, the ramp vehicle formation strategy, the main line rectifying section parameters and the ramp rectifying section parameters to obtain an interweaving area track point adjustment strategy.
Further, the logic instructions in the memory 730 described above may be implemented in the form of software functional units and may be stored in a computer readable storage medium when sold or used as a stand alone product. Based on this understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
In another aspect, the present invention also provides a computer program product, the computer program product including a computer program, the computer program being storable on a non-transitory computer readable storage medium, the computer program, when executed by a processor, being capable of executing the road interleaving region continuous flow generating method provided by the above methods, the method comprising: determining a road partition driving strategy; acquiring ramp zigzag track change region parameters and main line zigzag track change region parameters based on the road partition driving strategy; determining a main line vehicle formation strategy, a ramp vehicle formation strategy, a main line rectifying section parameter and a ramp rectifying section parameter according to the ramp zigzag track change region parameter and the main line zigzag track change region parameter; and integrating the parameters of the ramp zigzag track change area, the parameters of the main line zigzag track change area, the main line vehicle formation strategy, the ramp vehicle formation strategy, the main line rectifying section parameters and the ramp rectifying section parameters to obtain an interweaving area track point adjustment strategy.
In yet another aspect, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, is implemented to perform the method for generating a continuous flow of road interleaving areas provided by the above methods, the method comprising: determining a road partition driving strategy; acquiring ramp zigzag track change region parameters and main line zigzag track change region parameters based on the road partition driving strategy; determining a main line vehicle formation strategy, a ramp vehicle formation strategy, a main line rectifying section parameter and a ramp rectifying section parameter according to the ramp zigzag track change region parameter and the main line zigzag track change region parameter; and integrating the parameters of the ramp zigzag track change area, the parameters of the main line zigzag track change area, the main line vehicle formation strategy, the ramp vehicle formation strategy, the main line rectifying section parameters and the ramp rectifying section parameters to obtain an interweaving area track point adjustment strategy.
The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.
From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. A method for continuously generating a road interleaving region, comprising:
determining a road partition driving strategy;
acquiring ramp zigzag track change region parameters and main line zigzag track change region parameters based on the road partition driving strategy;
determining a main line vehicle formation strategy, a ramp vehicle formation strategy, a main line rectifying section parameter and a ramp rectifying section parameter according to the ramp zigzag track change region parameter and the main line zigzag track change region parameter;
and integrating the parameters of the ramp zigzag track change area, the parameters of the main line zigzag track change area, the main line vehicle formation strategy, the ramp vehicle formation strategy, the main line rectifying section parameters and the ramp rectifying section parameters to obtain an interweaving area track point adjustment strategy.
2. The method for generating a continuous flow of road interleaving area according to claim 1, wherein the determining a road partition driving strategy comprises:
acquiring a ramp partition, a plurality of main line lane partitions, a ramp main line junction point and a main line ramp junction point in a vehicle driving road;
and determining ramp driving speeds in the ramp subareas, and determining a plurality of main line driving speeds in the main line lane subareas.
3. The method for generating continuous flow in a road interleaving area according to claim 2, wherein the obtaining ramp zigzag track switching area parameters and main line zigzag track switching area parameters based on the road partition driving strategy includes:
acquiring the ramp running speed, the main line running speed of a main line lane adjacent to the ramp subarea and the included angle between the main line running speed and the main line running distance of the vehicle, and obtaining the ramp lane change distance by adopting a lane change distance function;
determining ramp acceleration, and obtaining a ramp deceleration distance according to the ramp acceleration, the ramp running speed and the main line running speed;
adding the ramp exchange distance and the ramp deceleration distance to obtain a first switching transverse total distance, and determining a first main line zigzag exchange area virtual regulation line in the adjacent main line lanes of the ramp subarea based on the first switching transverse total distance and the main line ramp converging point;
obtaining the reaction time of a driver, the friction longitudinal friction coefficient of a road surface tire and the preset safety distance of a vehicle, and obtaining the stopping sight distance of a main line by combining the running speed of the main line;
determining the main line acceleration and the included angle of the vehicle converging main line, and obtaining the main line track changing distance by adopting the track changing distance function;
obtaining a main line acceleration distance according to the main line acceleration, the ramp running speed and the main line running speed;
and adding the main line parking apparent distance, the main line track changing distance, the main line accelerating distance and the preset standard vehicle body length to obtain a second switching transverse total distance, and determining a first ramp saw-tooth track changing region virtual regulating line in the ramp subarea based on the second switching transverse total distance and the first main line saw-tooth track changing region virtual regulating line.
4. The continuous flow generation method of a road interleaving area according to claim 3, wherein determining a main line vehicle formation strategy and a ramp vehicle formation strategy according to the ramp zigzag track change area parameter and the main line zigzag track change area parameter comprises:
adding the main line parking sight distance to the second switching transverse total distance to obtain a driving safety distance, wherein the driving safety distance is used as a main line driving safety distance and a ramp driving safety distance respectively;
determining the initial speed of the vehicle reaching the main line junction of the ramp by the radius of the ramp circle curve, the transverse force coefficient and the ultrahigh parameter;
the initial speed is limited by a preset acceleration length, and the ramp driving safety distance is determined based on the initial speed.
5. The continuous flow generation method of a road interleaving area according to claim 4, wherein determining a main line rectifying section parameter and a ramp rectifying section parameter according to the ramp zigzag track switching area parameter and the main line zigzag track switching area parameter comprises:
determining an interleaving area channel changing coefficient, and multiplying the interleaving area channel changing coefficient by the driving safety distance to obtain the length of a zigzag channel changing section;
determining a second main line zigzag track change zone virtual regulation line in the ramp zone adjacent main line lane based on the zigzag track change zone length and the first main line zigzag track change zone virtual regulation line;
determining a second ramp saw-tooth lane change region virtual regulation line in the ramp partition based on the saw-tooth lane change section length and the first ramp saw-tooth lane change region virtual regulation line;
determining a highway congestion speed and a preset rectifying section acceleration, and obtaining the length of the rectifying section according to the main line running speed, the highway congestion speed and the preset rectifying section acceleration;
taking the second main line zigzag track change zone virtual regulating line as a first main line rectifying section virtual regulating line, and taking the second ramp zigzag track change zone virtual regulating line as a first ramp rectifying section virtual regulating line;
determining a second main line rectifying section virtual regulating line in the adjacent main line lanes of the ramp subareas according to the rectifying section length and the first main line rectifying section virtual regulating line;
and determining a second ramp rectifying segment virtual regulating line in the ramp subarea according to the rectifying segment length and the first ramp rectifying segment virtual regulating line.
6. The method for generating a continuous flow in a road interleaving area according to claim 4, wherein the synthesizing the ramp zigzag track-changing area parameter, the main line vehicle formation strategy, the ramp vehicle formation strategy, the main line rectifying section parameter and the ramp rectifying section parameter to obtain an interleaving area track point adjustment strategy comprises:
if it is determined that the ramp subarea and two adjacent vehicles in front and back in the main line lanes adjacent to the ramp subarea are both changed, subtracting the main line parking apparent distance from the driving safety distance to obtain a first vehicle formation distance;
if it is determined that no track changing vehicle exists in the ramp subarea and the main line lanes adjacent to the ramp subarea, taking the main line parking sight distance as a second vehicle formation distance;
and if only 1 lane change vehicle is determined to be in front of and behind the ramp zone and the main line lane adjacent to the ramp zone, taking the driving safety distance as a third vehicle formation distance.
7. The continuous flow generation method of a road intersection as claimed in claim 2, wherein the ramp running speed and the main line running speed are obtained based on a running safety distance, a preset small vehicle standard length, and a safety factor.
8. A continuous flow generation system for a road interleaving region, comprising:
the determining module is used for determining the road partition driving strategy;
the acquisition module is used for acquiring ramp zigzag track changing area parameters and main line zigzag track changing area parameters based on the road partition driving strategy;
the processing module is used for determining a main line vehicle formation strategy, a ramp vehicle formation strategy, a main line rectifying section parameter and a ramp rectifying section parameter according to the ramp zigzag track change area parameter and the main line zigzag track change area parameter;
the adjusting module is used for integrating the ramp zigzag track changing area parameters, the main line vehicle formation strategy, the ramp vehicle formation strategy, the main line rectifying section parameters and the ramp rectifying section parameters to obtain an interweaving area track point adjusting strategy.
9. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the road-interleaving-region continuous-flow generation method according to any one of claims 1 to 7 when executing the program.
10. A non-transitory computer readable storage medium having stored thereon a computer program, characterized in that the computer program, when executed by a processor, implements the road interleaving region continuous flow generation method according to any one of claims 1 to 7.
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| CN116884257B (en) * | 2023-06-30 | 2024-05-28 | 武汉理工大学 | Method for controlling continuous flow in confluence area of heterogeneous traffic flow |
| CN117975737A (en) * | 2024-04-02 | 2024-05-03 | 北京中交华安科技有限公司 | Vehicle active guidance and intelligent control method for highway interweaving area |
| CN117975737B (en) * | 2024-04-02 | 2024-05-31 | 北京中交华安科技有限公司 | Vehicle active guidance and intelligent control method for highway interweaving area |
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