CN116704793A - Control method for improving traffic capacity of bottleneck section in expressway tunnel - Google Patents
Control method for improving traffic capacity of bottleneck section in expressway tunnel Download PDFInfo
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Abstract
The invention relates to a control method for improving traffic capacity of a bottleneck section in a highway tunnel, and belongs to the technical field of intelligent traffic control. The method comprises the following steps: sensing and identifying the road bottleneck in the expressway tunnel, dividing a road section control area, numbering lanes, numbering each lane CAC and CHV of a control area, feeding back traffic flow information at the road bottleneck to each control area, performing projection pre-lane changing for reducing the traffic flow of the lane in a projection adjusting area, controlling lane changing to a preset position in an actual lane changing area, and adjusting the cruising speed and the distance of the traffic flow to an ideal range in a following navigation area, wherein the expected speed and the distance are related to the traffic flow information. Aiming at the traffic flow characteristics of expressway tunnel scenes, the invention provides a new way for improving the traffic efficiency and safety problems.
Description
Technical Field
The invention belongs to the technical field of intelligent traffic control, and relates to a control method for improving traffic capacity of bottleneck sections in expressway tunnels.
Background
With the continuous rise of the automatic driving level and the continuous perfection of the C-V2X technology of cellular mobile communication systems, it is foreseen that a hybrid traffic mode consisting of intelligent internet-connected vehicles (CAV) and internet-connected human driving (CHV) is imminent. Meanwhile, the proportion of expressway tunnels is improved year by year, and the accident rate is obviously higher than that of common expressway sections. Congestion or secondary accidents are easily caused in the case that an internal road is narrowed to form a road bottleneck due to accidents. Therefore, it is necessary to design an optimization improvement method aiming at the safe and efficient traffic problem of the bottleneck section inside the expressway tunnel.
In the prior art, aiming at the road bottleneck problem, a relevant scholars take variable speed limit control (VaribleSpeedLimit, VSL) as a classical speed coordination control method, and the variable speed control method has a certain effect on the road bottleneck problem. However, the wide-range laying of variable speed limit information boards is poor in economy, and the VSL control method is highly dependent on the driver's compliance with the speed change inducing information. The patent application with publication number of CN114999158A discloses a mixed traffic mass-slave throttling control method for inhibiting the negative effect of a expressway bottleneck, and the method relies on a controllable CAV throttling control method in a mixed traffic scene, and the traffic capacity of the bottleneck section is ensured by forming a CAV throttling vehicle group at the upstream of the bottleneck section to alleviate the direct impact of vehicle flow on the bottleneck section. The method achieves certain effects, but is not suitable for expressway tunnel scenes.
Therefore, there is a need for a hybrid traffic flow cooperative control method capable of effectively improving the efficiency and safety of road bottleneck traffic inside an expressway tunnel.
Disclosure of Invention
Therefore, the invention aims to provide a control method for improving the traffic capacity of the bottleneck section in the expressway tunnel, and provides a cooperative control method suitable for traffic of the bottleneck in the expressway tunnel aiming at the traffic characteristics of the expressway tunnel scene, thereby providing a new way for improving traffic efficiency and safety.
In order to achieve the above purpose, the present invention provides the following technical solutions:
a control method for improving the traffic capacity of a bottleneck section in a highway tunnel specifically comprises the following steps:
s1: sensing the occurrence of a road bottleneck in the expressway tunnel, and identifying the type and the specific position of the bottleneck;
s2: dividing a road with a road bottleneck extending to a set distance from upstream to downstream in an expressway tunnel into a control area, namely a projection adjusting area, an actual lane changing area, a following navigation area and a bottleneck area, and numbering N lanes of the expressway tunnel into a 1 st lane, a 2 nd lane, a … th lane and an N th lane according to the running direction of the vehicle from left to right;
s3: in the projection adjusting area, CAV and CHV on N lanes are respectively numbered as No. 1 CAV, no. 2 CHV and …; wherein CAV is an Internet-connected automatic vehicle, and CHV is an Internet-connected person driving;
s4: acquiring traffic flow information of a bottleneck area in a set time interval;
s5: in the projection adjusting area, the vehicles on the reduced lanes are projected to the passable lanes to form PV according to a projection algorithm, and the speed and the distance of the traffic flow on the passable lanes are pre-adjusted; wherein the PV is a projection vehicle;
s6: in the actual lane change area, the lane change of the vehicle flow on the reduced lane is controlled to a preset position according to the designed lane change rule;
s7: and in the following navigation area, controlling the mixed traffic flow after lane change to execute group cruising speed adjustment and traffic flow form adjustment according to a set following rule.
In step S2, the lengths of the projection adjusting area, the actual lane changing area and the following navigation area are respectively set as X, Y, Z and unit m according to the algorithm execution time length and the bottleneck area traffic flow road data;
the projection adjustment area is defined as: setting the positions (Y+Z) m to (X+Y+Z) m on the upstream of the road bottleneck as projection adjusting areas; according to a designed sequential projection algorithm in the area, CAV and CHV in mixed traffic flows of the right (N-1) lanes are projected to the 1 st lane which can pass through according to the spatial position sequence, and the following distance of the original vehicle of the 1 st lane is correspondingly adjusted, so that lane changing can be realized more smoothly in an actual lane changing area; the method is concretely realized as follows: firstly, inserting and performing air projection on vehicles in a middle lane in the area to a passable 1 st lane according to the front-rear position sequence to form a projection vehicle (PV 2-1) to form a virtual traffic flow, and then projecting the traffic flow of the rightmost lane to a left passable lane according to the method to form a projection vehicle (PVN-1); the implementation of the projection algorithm can be completed in a short time, and more time and space of the projection lane change area are used for adjusting the following distance of the virtual traffic flow formed by one lane in advance so as to facilitate the lane change of other lanes in the actual lane change area. The working principle diagram is shown in figure 2.
The actual track change area is defined as: dividing the upstream Ym to (Y+Z) m of the road bottleneck into an actual lane change area; on the basis of the work done by the projection adjusting area, traffic flows on the 2 nd, 3 rd, … th and N th lanes are changed according to the optimized lane changing rule; the method is concretely realized as follows: the middle lane vehicle directly performs lane changing to the left side of the passable 1 st lane; lane changing rules are executed for a plurality of times until the lane 1 can be passed through on the left side; the working principle diagram is shown in figure 2.
The following cruise zone is defined as: dividing the upstream 0 to Z of the road bottleneck into following navigation areas; the area mainly executes a following algorithm, and the traffic flow after lane change is regulated to a preset following distance and a queue cruising speed; because the traffic flow is possibly decelerated due to the poor driving environment, psychological stress of a driver and the like when the vehicle passes through the bottleneck section, the following distance and the cruising speed are adjusted to an ideal range in advance in a following adjustment area in order to reduce the impact of the rear vehicle on the front vehicle at the bottleneck position of the road and ensure the stability of the traffic flow.
Further, in step S5, by means of the information physical system (CPS) concept, in the projection adjustment area, the vehicles on the reduced lane are projected to the passable lane to form PV, and the speed and the distance of the virtual traffic flow formed in the passable lane after the projection is completed are adjusted, specifically: the method comprises the steps of widely collecting vehicle position and speed data of each lane of a projection regulation area, combining road bottleneck type data and traffic flow data to form a digital layer (cyber system), calculating and making a decision through a central data processor, and performing closed-loop control on a physical layer (pysical system) formed by vehicles and roads in the projection regulation area.
In step S6, the designed lane changing rule is aimed at the traffic flow characteristics of the expressway tunnel, and the lane changing machine, the lane changing safety condition, the lane changing probability and the specific lane changing model are considered;
the lane change machine is as follows:
d 0 ＞d i
wherein d 0 Representing the head space between the vehicle in the current lane and the front vehicle in the left adjacent lane; d, d i Representing the head distance between the current lane vehicle and the front vehicle of the own lane, len car Representing the length of the body of the vehicle, d i -len car Representing a longitudinal safety distance between vehicles; v (t) represents the current vehicle speed,representing a maximum speed value of the vehicle; the method is characterized in that when the front of the current lane is blocked and the left adjacent lane has a larger safety space, a lane changing machine is generated;
the lane change safety conditions are as follows:
d h -len car ＞V(t) h
wherein d h Representing the safe distance between the vehicle in the current lane and the vehicle behind the left lane, V (t) h Representing a current speed of the vehicle behind the left lane; the lane change behavior of the vehicle is not threatening to the coming vehicles behind the left lane, and the lane change safety condition is met;
when the vehicle meets the lane changing machine and the lane changing safety condition at the same time, the vehicle can change lanes with a certain probability; the concrete lane change model is as follows:
d _l_f ＞d i
d _l_h -len car ＞V(t) h
rand(1)≤P lc
wherein d _l_f Representing the head space between the vehicle in front of the left lane and the vehicle in the current lane; d, d _l_h Representing the head space between the vehicle behind the left lane and the vehicle in the current lane; v (t) h Representing a current speed of the vehicle behind the left lane; the rand (1) is the random generation probability of the computer; p (P) lc The probability of a vehicle lane change to the left in case of meeting the lane change motivation and safety conditions is indicated.
Further, in step S7, the following rule considers a slow start process, a random slowing process, a location update of a reaction time, an acceleration process and a deceleration process for the bottleneck road traffic characteristics;
the slow start process is specifically as follows:
V i CAV (t) =0 and rand (1) < p slow ,V i CAV (t+1)＝0
V i CHV (t) =0 and rand (1) < p slow ,V i CHV (t+1)＝0
Wherein V is i CAV (t) and V i CHV (t) represents the speed of the ith CAV and the ith CHV at time t, respectively; p is p slow Representing slow start probability, rand (1) is the random generation probability of the computer; when the vehicle speed is reduced to 0, the vehicle is not accelerated to the original speed immediately, but a delay exists for a period of time, and when the vehicle speed is still 0 at the next moment, the slow start delay of the vehicle is approximately considered to be 1 second;
the random slowing process specifically comprises the following steps:
V i CAV (t+1)＝max(V i CAV (t)-b i CAV ,0)
V i CHV (t+1)＝max(V i CHV (t)-b i CHV ,0)
the method is used for representing random deceleration behaviors of the vehicle due to driving habits or traffic flow conditions of a driver, and is more realistic in restoring real driving conditions of bottleneck road traffic;
the position update of the reaction time is specifically:
X i CAV (t+1)＝X i CAV (t)+(1+τ)V i CAV (t)
X i CHV (t+1)＝X i CHV (t)+(1+τ)V i CHV (t)
wherein X is i CAV (t) and X i CHV (t) represents the current positions of the ith CAV and the ith CHV, respectively, at time t; x is X i CAV (t+1) and X i CHV (t+1) represents the positions of the ith CAV and the next instant of the ith CHV, respectively, taking into consideration the reaction time; τ represents the reaction delay time of the CAV execution system or CHV driver;
the acceleration process specifically comprises the following steps:
V i CAV (t+1)＝min(V i CAV (t)+a i CAV ,V max_CAV ,d i (t)-len CAV )
V i CHV (t+1)＝min(V i CHV (t)+a i CHV ,V max_CHV ,d i (t)-len CHV )
wherein V is i CAV (t) and V i CHV (t) represents the speed of the ith CAV and the ith CHV at time t, respectively; v (V) max_CAV And V max_CHV Maximum travel speed values of CAV and CHV are respectively represented; a, a i CAV And a i CHV Acceleration values respectively representing the ith CAV and the ith CHV; d, d i (t) represents the head space between the current vehicle and the preceding vehicle; len (len) CAV And len CHV Represents the length of two vehicles, thus d i (t)-len CAV 、d i (t)-len CHV I.e. representing the current vehicle and the social vehicle in frontSafety distance of the vehicle; the method indicates that the speed value of the vehicle at the next moment does not exceed the minimum safety distance in the acceleration process of the vehicle so as to avoid rear-end collision;
the deceleration process specifically comprises the following steps:
V i CAV (t+1)＝min(V i CAV (t)-b i CAV ,d i (t)-len CAV )
V i CHV (t+1)＝min(V i CHV (t)-b i CHV ,d i (t)-len CHV )
wherein b i CAV 、b i CHV The acceleration values of the ith CAV and the ith CHV during deceleration are respectively shown; likewise, the maximum speed during deceleration must not exceed the minimum safe distance.
The invention has the beneficial effects that:
aiming at the difficult problem of road bottleneck traffic in a highway tunnel, the invention designs a projection lane change cooperative traffic method by means of an information physical system (CPS) concept under the mixed traffic flow mode consisting of a network-Connected Automatic Vehicle (CAV) and a network-connected man-driven vehicle (CHV) by considering the road traffic flow characteristics of high lane change difficulty, high speed, large following safety distance and the like, and the method can effectively improve the traffic flow traffic efficiency and safety at the road bottleneck.
In addition, the control method disclosed by the invention has the advantages that the traffic safety and the traffic flow stability are both considered on the basis of ensuring the traffic efficiency of the bottleneck region, the traffic effect at the bottleneck position of the road is improved, and the driving experience is also improved. The novel control idea can be provided at the initial stage of the fusion of the traditional traffic system and the intelligent technology.
Additional advantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention. The objects and other advantages of the invention may be realized and obtained by means of the instrumentalities and combinations particularly pointed out in the specification.
Drawings
For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in the following preferred detail with reference to the accompanying drawings, in which:
fig. 1 is a flowchart of a control method for improving the traffic capacity of a bottleneck section in an expressway tunnel according to the embodiment;
fig. 2 is a schematic diagram of an application scenario of a control method for improving the traffic capacity of a bottleneck section in an expressway tunnel according to the embodiment;
fig. 3 is a schematic diagram of the working principle of the projection adjusting area and the actual lane change area of the control method for improving the traffic capacity of the bottleneck section in the expressway tunnel according to the embodiment;
fig. 4 is a logic frame diagram of a control method for improving the traffic capacity of the bottleneck section inside the expressway tunnel according to the present embodiment.
Detailed Description
Other advantages and effects of the present invention will become apparent to those skilled in the art from the following disclosure, which describes the embodiments of the present invention with reference to specific examples. The invention may be practiced or carried out in other embodiments that depart from the specific details, and the details of the present description may be modified or varied from the spirit and scope of the present invention. It should be noted that the illustrations provided in the following embodiments merely illustrate the basic idea of the present invention by way of illustration, and the following embodiments and features in the embodiments may be combined with each other without conflict.
Wherein the drawings are for illustrative purposes only and are shown in schematic, non-physical, and not intended to limit the invention; for the purpose of better illustrating embodiments of the invention, certain elements of the drawings may be omitted, enlarged or reduced and do not represent the size of the actual product; it will be appreciated by those skilled in the art that certain well-known structures in the drawings and descriptions thereof may be omitted.
The same or similar reference numbers in the drawings of embodiments of the invention correspond to the same or similar components; in the description of the present invention, it should be understood that, if there are terms such as "upper", "lower", "left", "right", "front", "rear", etc., that indicate an azimuth or a positional relationship based on the azimuth or the positional relationship shown in the drawings, it is only for convenience of describing the present invention and simplifying the description, but not for indicating or suggesting that the referred device or element must have a specific azimuth, be constructed and operated in a specific azimuth, so that the terms describing the positional relationship in the drawings are merely for exemplary illustration and should not be construed as limiting the present invention, and that the specific meaning of the above terms may be understood by those of ordinary skill in the art according to the specific circumstances.
Referring to fig. 1 to 4, an embodiment of the present invention provides a control method for improving traffic capacity of a bottleneck section in an expressway tunnel, as shown in fig. 1, which specifically includes the following steps:
st1: and sensing the occurrence of a road bottleneck in the expressway tunnel, and identifying the type and the specific position of the bottleneck.
In step St1, the information sensing system is formed by the vehicle-mounted radar and the road side equipment in the expressway tunnel, and when the traffic bottleneck is formed by the reduction of the road due to the accident in the expressway tunnel, the information sensing system recognizes the occurrence of the traffic bottleneck and identifies the type of the bottleneck. As shown in fig. 2, the present embodiment of the present invention is described with respect to a road bottleneck example where a three-lane highway tunnel scene is reduced to a left one lane.
St2: the method comprises the steps that a road with a road bottleneck extending to the upstream by a set distance in an expressway tunnel is divided into a control area from the upstream to the downstream, wherein the control area is respectively a projection adjusting area, an actual lane changing area, a following navigation area and a bottleneck area, and N lanes of the expressway tunnel are numbered as 1 lane, 2 lanes, … and N lanes from left to right.
On the basis of St1, roads extending to the upstream by a set distance from the bottleneck area of the internal roads of the expressway tunnel are sequentially divided into a projection adjusting area, an actual lane changing area, a following navigation area and the bottleneck area according to the sequence from the upstream to the downstream, and 3 lanes of the expressway tunnel are numbered into a lane one, a lane two and a lane three according to a certain rule. The set distances were set to 500, 800, 700 meters, respectively. The projection adjusting area represents an area for pre-adjusting the vehicle flow channel switching by a projection algorithm in the projection channel switching cooperative control method. The actual channel change area represents an area for executing a channel change rule in the projection channel change cooperative control method. The following navigation area represents an area for pre-adjusting the speed and the form of the traffic flow at the bottleneck of the road by executing the following rule in the projection lane change cooperative control method. And the acquisition of traffic flow data is mainly implemented in the bottleneck region and fed back to the upstream following navigation region for preconditioning.
St3: in the projection adjusting area, the internet-Connected Automatic Vehicles (CAV) and internet-connected man-driven vehicles (CHV) in the three lanes are numbered. Each lane of vehicles is individually numbered according to the space front-back sequence, such as a lane: CAV No. 1, CHV No. 2, …, CAV/CHV No. n; two lanes: CAV No. 1, CHV No. 2, …, CAV/CHV No. n; three lanes: CAV No. 1, CHV No. 2, …, CAV/CHV No. n.
St4: and acquiring traffic flow information of the bottleneck area at a set time interval.
And acquiring the traffic flow information of the bottleneck region at set time intervals, and acquiring the position and speed information of all vehicles (including all CAVs and CHVs) in the bottleneck region at certain time intervals by one or more drive test equipment, so as to acquire the traffic flow information of the bottleneck region. The time interval may be any time period, such as 2 seconds, 3 seconds, 4 seconds, 5 seconds, 6 seconds, 7 seconds, 8 seconds, 9 seconds, 10 seconds, etc.
St5: in the projection adjusting area, the vehicles on the reduced lanes are projected to the passable lanes to form Projection Vehicles (PV) according to a projection algorithm, and the speed and the distance of the traffic flow on the passable lanes are pre-adjusted.
Firstly, mapping the traffic flow, the physical layer information of the road and the physical layer information of the road to a central data processing system, forming a self-projection vehicle projected to a lane in a digital space according to an optimized projection rule by using CAV and CHV on a second lane and a third lane, and completing projection lane changing. Then, the central data processing system makes a decision according to virtual traffic flow data formed by the original CAV and CHV of a lane and the Projection Vehicle (PV), and applies the decision to the original CAV and CHV of the lane, so as to regulate the original vehicle of the lane to reduce the speed and enlarge the following distance, thereby facilitating the direct safe lane change of the actual lane change area.
St6: and in the actual lane change area, the lane change of the vehicle flow on the reduced lane is controlled to a preset position according to the designed lane change rule.
Based on St5, in the actual lane change area, CAV of the two and three lanes is controlled and CHV is guided to be changed to the corresponding position of PV. The adjacent middle lane only needs to execute the lane change rule once, and the right interval lane needs to execute the lane change rule twice continuously.
Before the vehicle changes the lane, the lane changing machine is judged first, and the lane changing machine is generated only when the front of the current lane is blocked and the left adjacent lane has a larger safety space. The channel changing machine comprises the following concrete steps:
d 0 ＞d i
wherein d 0 Representing the head space between the vehicle in the current lane and the front vehicle in the left adjacent lane; d, d i Representing the head distance between the current lane vehicle and the front vehicle of the own lane; d, d i -len car Representing a longitudinal safety distance between vehicles; v (t) represents the current vehicle speed,representing a maximum speed value of the vehicle. This indicates that a lane change motive will be generated when the front of the current lane is blocked and there is more safety space in the left adjacent lane.
After the lane changing machine is provided, whether the vehicle meets lane changing safety conditions or not is further required to be judged, and the safety conditions are specifically as follows:
d h -len car ＞V(t) h
wherein d h Representing the safe distance between the vehicle in the current lane and the vehicle behind the left lane, V (t) h Indicating the current speed of the vehicle behind the left lane. The lane change safety condition is met, and the lane change behavior of the vehicle is not threatening to the coming vehicles behind the left lane.
When the vehicle meets the lane changing machine and the lane changing condition at the same time, the vehicle can change lanes with a certain probability. The concrete lane change model is as follows:
d _l_f ＞d i
d _l_h -len car ＞V(t) h
rand(1)≤P lc
wherein d _l_f Representing the head space between the vehicle in front of the left lane and the vehicle in the current lane; d, d _l_h The head space between the vehicle behind the left lane and the vehicle in the current lane; p (P) lc The probability of a vehicle lane change to the left in case of meeting the lane change motivation and safety conditions is indicated.
St7: and in the following navigation area, controlling the mixed traffic flow after lane change to execute group cruising speed adjustment and traffic flow form adjustment according to a set following rule.
Based on St6, in the following cruising area, speed and shape of the mixed traffic flow formed after the lane change is completed are adjusted by combining bottleneck area feedback data, so that the traffic flow is more stable when passing through the bottleneck area. Control is applied according to the designed following rules.
The slow start process is specifically shown as follows:
V i CAV (t) =0 and rand (1) < p slow ,V i CAV (t+1)＝0
V i CHV (t) =0 and rand (1) < p slow ,V i CHV (t+1)＝0
Wherein p is slow Representing the slow start probability, rand (1) is the computer randomly generated probability. When the vehicle speed is to be 0, the vehicle is not immediately accelerated to the original speed, but there is a delay for a period of time, and when the vehicle speed is still 0 at the next moment, the slow start delay of the vehicle is approximately regarded as 1 second.
Wherein, the random slowing process is embodied as follows:
V i CAV (t+1)＝max(V i CAV (t)-b i CAV ,0)
V i CHV (t+1)＝max(V i CHV (t)-b i CHV ,0)
the method is used for representing random deceleration behaviors of the vehicle due to driving habits or traffic flow conditions of a driver, and the real running conditions of bottleneck road traffic are restored more truly.
Wherein, the position update considering the reaction time is embodied as:
X i CAV (t+1)＝X i CAV (t)+(1+τ)V i CAV (t)
X i CHV (t+1)＝X i CHV (t)+(1+τ)V i CHV (t)
wherein X is i CAV (t) and X i CHV (t) represents the current positions of the ith CAV and the ith CHV, respectively, at time t; x is X i CAV (t+1) and X i CHV (t+1) each represents a position of the vehicle at the next time in consideration of the reaction time; τ represents the reaction delay time of the CAV execution system or CHV driver.
The acceleration process is specifically embodied as follows:
V i CAV (t+1)＝min(V i CAV (t)+a i CAV ,V max_CAV ,d i (t)-len CAV )
V i CHV (t+1)＝min(V i CHV (t)+a i CHV ,V max_CHV ,d i (t)-len CHV )
wherein V is i CAV (t) and V i CHV (t) represents the speed of the ith CAV and the ith CHV at time t, respectively; v (V) i CAV (t+1) and V i CHV (t+1) respectively represents the speed of the vehicle at the next moment; v (V) max_CAV And V max_CHV Maximum travel speed values of CAV and CHV are respectively represented; a, a i CAV And a i CHV Acceleration values respectively representing the ith CAV and the ith CHV; d, d i (t) represents the head space between the current vehicle and the preceding vehicle; len (len) CAV And len CHV Represents the length of two vehicles, thus d i (t)-len CAV 、d i (t)-len CHV I.e. the safe distance between the current vehicle and the social vehicle in front. The formula indicates that the speed value of the vehicle at the next moment does not exceed the minimum safety distance in the process of accelerating the vehicle so as to avoid rear-end collision.
Wherein, the deceleration process is embodied as follows:
V i CAV (t+1)＝min(V i CAV (t)-b i CAV ,d i (t)-len CAV )
V i CHV (t+1)＝min(V i CHV (t)-b i CHV ,d i (t)-len CHV )
wherein b is i CAV 、b i CHV The acceleration values at the time of deceleration of the ith CAV and the ith CHV are shown, respectively. Likewise, the maximum speed during deceleration must not exceed the minimum safe distance.
Finally, it is noted that the above embodiments are only for illustrating the technical solution of the present invention and not for limiting the same, and although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that modifications and equivalents may be made thereto without departing from the spirit and scope of the present invention, which is intended to be covered by the claims of the present invention.
Claims (5)
1. A control method for improving the traffic capacity of a bottleneck section in an expressway tunnel is characterized by comprising the following steps:
s1: sensing the occurrence of a road bottleneck in the expressway tunnel, and identifying the type and the specific position of the bottleneck;
s2: dividing a road with a road bottleneck extending to a set distance from upstream to downstream in an expressway tunnel into a control area, namely a projection adjusting area, an actual lane changing area, a following navigation area and a bottleneck area, and numbering N lanes of the expressway tunnel into a 1 st lane, a 2 nd lane, a … th lane and an N th lane according to the running direction of the vehicle from left to right;
s3: in the projection adjusting area, CAV and CHV on N lanes are respectively numbered as No. 1 CAV, no. 2 CHV and …; wherein CAV is an Internet-connected automatic vehicle, and CHV is an Internet-connected person driving;
s4: acquiring traffic flow information of a bottleneck area in a set time interval;
s5: in the projection adjusting area, the vehicles on the reduced lanes are projected to the passable lanes to form PV according to a projection algorithm, and the speed and the distance of the traffic flow on the passable lanes are pre-adjusted; wherein the PV is a projection vehicle;
s6: in the actual lane change area, the lane change of the vehicle flow on the reduced lane is controlled to a preset position according to the designed lane change rule;
s7: and in the following navigation area, controlling the mixed traffic flow after lane change to execute group cruising speed adjustment and traffic flow form adjustment according to a set following rule.
2. The control method according to claim 1, wherein in step S2, the lengths of the projection adjustment area, the actual lane change area and the following navigation area are set to X, Y, Z, respectively, according to the algorithm execution duration in combination with the bottleneck area traffic flow road data;
the projection adjustment area is defined as: setting the positions (Y+Z) to (X+Y+Z) of the upstream of the road bottleneck as projection adjusting areas; according to a designed sequential projection algorithm in the area, CAV and CHV in mixed traffic flows of the right (N-1) lanes are projected to the 1 st lane which can pass through according to the spatial position sequence, and the following distance of the original vehicle of the 1 st lane is correspondingly adjusted, so that lane changing can be realized more smoothly in an actual lane changing area; the method is concretely realized as follows: firstly, inserting and performing air projection on vehicles in a middle lane in the area to a passable 1 st lane according to the front-rear position sequence to form a projection vehicle (PV 2-1) to form a virtual traffic flow, and then projecting the traffic flow of the rightmost lane to a left passable lane according to the method to form a projection vehicle (PVN-1);
the actual track change area is defined as: dividing the upstream Y to (Y+Z) of the road bottleneck into an actual lane change area; on the basis of the work done by the projection adjusting area, traffic flows on the 2 nd, 3 rd, … th and N th lanes are changed according to the optimized lane changing rule; the method is concretely realized as follows: the middle lane vehicle directly performs lane changing to the left side of the passable 1 st lane; lane changing rules are executed for a plurality of times until the lane 1 can be passed through on the left side;
the following cruise zone is defined as: dividing the upstream 0 to Z of the road bottleneck into following navigation areas; and executing a following algorithm in the area, and adjusting the traffic flow after lane change to a preset following distance and a queue cruising speed.
3. The control method according to claim 1, wherein in step S5, by means of the information physical system concept, in the projection adjustment area, the vehicles on the reduced lanes are projected to the passable lane to form PV, and the speed and the distance of the virtual traffic formed in the passable lane after the projection is completed are adjusted, specifically: and collecting vehicle position and speed data of each lane of the projection adjustment area, combining road bottleneck type data and traffic flow data to form a digital layer, calculating and making a decision through a central data processor, and performing closed-loop control on a physical layer formed by vehicles and roads in the projection adjustment area.
4. The control method according to claim 1, wherein in step S6, the lane change rule is designed for the characteristics of the expressway tunnel traffic flow, taking into account the lane change machine, the lane change safety condition, the lane change probability and the specific lane change model;
the lane change machine is as follows:
d 0 ＞d i
wherein d 0 Indicating that the vehicle in the current lane is adjacent to the left sideThe distance between the heads of the vehicles in front of the lane; d, d i Representing the head distance between the current lane vehicle and the front vehicle of the own lane, len car Representing the length of the body of the vehicle, d i -len car Representing a longitudinal safety distance between vehicles; v (t) represents the current vehicle speed,representing a maximum speed value of the vehicle; the method is characterized in that when the front of the current lane is blocked and the left adjacent lane has a larger safety space, a lane changing machine is generated;
the lane change safety conditions are as follows:
d h -len car ＞V(t) h
wherein d h Representing the safe distance between the vehicle in the current lane and the vehicle behind the left lane, V (t) h Representing a current speed of the vehicle behind the left lane; the lane change behavior of the vehicle is not threatening to the coming vehicles behind the left lane, and the lane change safety condition is met;
when the vehicle meets the lane changing machine and the lane changing safety condition at the same time, the vehicle can change lanes with a certain probability; the concrete lane change model is as follows:
d _l_f ＞d i
d _l_h -len car ＞V(t) h
rand(1)≤P lc
wherein d _l_f Representing the head space between the vehicle in front of the left lane and the vehicle in the current lane; d, d _l_h Representing the head space between the vehicle behind the left lane and the vehicle in the current lane; v (t) h Representing a current speed of the vehicle behind the left lane; the rand (1) is the random generation probability of the computer; p (P) lc The probability of a vehicle lane change to the left in case of meeting the lane change motivation and safety conditions is indicated.
5. The control method according to claim 1, wherein in step S7, the following rule is for bottleneck road traffic characteristics, taking into account a slow start process, a random slowing process, a location update of reaction time, an acceleration process and a deceleration process;
the slow start process is specifically as follows:
V i CAV (t) =0 and rand (1) < p slow ,V i CAV (t+1)＝0
V i CHV (t) =0 and rand (1) < p slow ,V i CHV (t+1)＝0
Wherein V is i CAV (t) and V i CHV (t) represents the speed of the ith CAV and the ith CHV at time t, respectively; p is p slow Representing slow start probability, rand (1) is the random generation probability of the computer; when the vehicle speed is reduced to 0, the vehicle is not accelerated to the original speed immediately, but a delay exists for a period of time, and when the vehicle speed is still 0 at the next moment, the slow start delay of the vehicle is approximately considered to be 1 second;
the random slowing process specifically comprises the following steps:
V i CAV (t+1)＝max(V i CAV (t)-b i CAV ,0)
V i CHV (t+1)＝max(V i CHV (t)-b i CHV ,0)
the method is used for representing random deceleration behaviors of the vehicle due to driving habits or traffic conditions of a driver;
the position update of the reaction time is specifically:
X i CAV (t+1)＝X i CAV (t)+(1+τ)V i CAV (t)
X i CHV (t+1)＝X i CHV (t)+(1+τ)V i CHV (t)
wherein X is i CAV (t) and X i CHV (t) represents the current positions of the ith CAV and the ith CHV, respectively, at time t; x is X i CAV (t+1) and X i CHV (t+1) represents the positions of the ith CAV and the next instant of the ith CHV, respectively, taking into consideration the reaction time; τ represents the reaction delay time of the CAV execution system or CHV driver;
the acceleration process specifically comprises the following steps:
wherein V is i CAV (t) and V i CHV (t) represents the speed of the ith CAV and the ith CHV at time t, respectively; v (V) max_CAV And V max_CHV Maximum travel speed values of CAV and CHV are respectively represented; a, a i CAV And a i CHV Acceleration values respectively representing the ith CAV and the ith CHV; d, d i (t) represents the head space between the current vehicle and the preceding vehicle; len (len) CAV And len CHV Represents the length of two vehicles, thus d i (t)-len CAV 、d i (t)-len CHV Namely, the safety distance between the current vehicle and the front social vehicle is represented; the method indicates that the speed value of the vehicle at the next moment does not exceed the minimum safety distance in the acceleration process of the vehicle so as to avoid rear-end collision;
the deceleration process specifically comprises the following steps:
V i CAV (t+1)＝min(V i CAV (t)-b i CAV ,d i (t)-len CAV )
V i CHV (t+1)＝min(V i CHV (t)-b i CHV ,d i (t)-len CHV )
wherein b i CAV 、b i CHV The acceleration values of the ith CAV and the ith CHV during deceleration are respectively shown; likewise, the maximum speed during deceleration must not exceed the minimum safe distance.
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| CN117681878B (en) * | 2024-02-04 | 2024-04-16 | 西南交通大学 | Intelligent network-connected automobile collaborative lane changing method based on formation perception |
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