CN117975737A - Vehicle active guidance and intelligent control method for highway interweaving area - Google Patents

Abstract

The invention provides a vehicle active induction and intelligent control method facing a highway interweaving area, which comprises the following steps: judging traffic flow in an interweaving area; executing an active induction model when the small traffic flow state of the interweaving area is achieved; and executing the intelligent linkage management and control model of the vehicles in the interweaving area when the interweaving area is in a large traffic flow state. The invention aims at solving the optimal traffic goal of the regional road network, and achieves the rapid and safe traffic of the vehicles in the road interweaving area by actively inducing the vehicles in the small-flow traffic and intelligently controlling the large-flow traffic through intelligent linkage, thereby reducing the traffic conflict in the road interweaving area, improving the road traffic efficiency of the regional road network and having practical application value in the aspects of road traffic management and control.

Description

Vehicle active guidance and intelligent control method for highway interweaving area

Technical Field

The invention belongs to the technical field of traffic control, and particularly relates to a vehicle active induction and intelligent control method for a highway interweaving area.

Background

The highway interweaving area is an on-side up-down ramp area or an on-side out-of highway area which is adjacent to a highway on the same side and is adjacent to a highway small-distance interchange, and is characterized in that the distance between an in-main line road ramp and an out-main line road ramp is relatively short, vehicles in the area are frequently interweaved in and out of the main line road, and traffic collision is serious.

At present, various solutions are provided for solving the traffic conflict problem of the short-distance interleaving area of the highway, and the traffic conflict problem of the interleaving area is solved to a certain extent only in a single traffic state, but the applicability is insufficient, especially when the traffic conflict of the interleaving area is solved in a large traffic flow, the traffic jam of the interleaving area is often easy to cause, and the road traffic efficiency of the regional road network is lower.

Disclosure of Invention

Aiming at the defects existing in the prior art, the invention provides a vehicle active induction and intelligent control method facing a highway interweaving area, which can effectively solve the problems.

The technical scheme adopted by the invention is as follows:

The invention provides a vehicle active induction and intelligent control method facing a highway interweaving area, which comprises the following steps:

Step S1, judging traffic flow in an interweaved area:

Acquiring the vehicle queuing length L _zp of a main line outer lane at the upstream side of an interweaving area, the vehicle queuing length L _rp of an entrance ramp of the interweaving area and the vehicle queuing length L _cp of an exit ramp of the interweaving area in real time;

If the queuing length L _zp = 0 of the traffic lane on the outer side of the main line and the queuing length L _rp = 0 of the traffic ramp on the entrance of the interweaving area and the queuing length L _cp of the traffic ramp on the exit of the interweaving area are smaller than the maximum allowable queuing length L _cmp of the traffic ramp on the exit of the interweaving area, the traffic lane on the outer side of the main line and the traffic ramp on the entrance of the interweaving area are not queued, and the traffic ramp on the exit of the interweaving area does not reach the saturated state, the interweaving area is judged to be in a state of small traffic flow at the moment, and the step S2 is executed;

If the vehicle queuing length L _zp of the lane on the outer side of the main line is not equal to 0, or the vehicle queuing length L _rp of the entrance ramp of the interweaving area is not equal to 0, or the vehicle queuing length L _cp of the exit ramp of the interweaving area is not less than the maximum allowable queuing length L _cmp of the exit ramp of the interweaving area, judging that the interweaving area is in a large traffic flow state at the moment, and executing the step S3;

Step S2, executing an active induction model when the small traffic flow state of the interweaved area is achieved: an active induction unit is arranged in a track changing area of the interweaving area, and a lane vehicle outside a main line and an entrance ramp vehicle of the interweaving area are led to change tracks at the selected track changing position of the track changing area of the interweaving area, so that traffic collision is avoided;

Step S3, executing an intelligent linkage management and control model of the vehicle in the interweaved area when the interweaved area is in a large traffic flow state: and the signal lamp control strategy of the signal intersection behind the entrance ramp of the interleaving area and the signal intersection in front of the exit ramp of the interleaving area and the traffic condition of the exit ramp of the interleaving area are synthesized, the signal lamps of the main line signal control point O on the upstream side of the interleaving area and the signal control point Z of the entrance ramp of the interleaving area are controlled, the traffic jam of the interleaving area is furthest reduced by indicating the traffic lane vehicles on the outer side of the main line and the entrance ramp vehicles of the interleaving area to pass through the interleaving area according to the indication of the signal lamps.

Preferably, step S2 specifically includes:

step S2.1, installing a main line vehicle detection unit at the position of a main line vehicle detection point (A) of a main line outer lane at the upstream side of the interweaving zone; an entrance ramp vehicle detection unit and a variable speed limit display unit are sequentially arranged at the position of a detection point (B) and the position of a prompting position point (X) of the entrance ramp vehicle according to the running direction of the vehicle in the interweaving area; two end points of the channel change area of the interweaving area are respectively a starting point (C) and an end point (D);

Step S2.2, the main line vehicle detecting unit detects in real time the traveling speed v _i and the passing time t _i of the main line vehicle i passing through the main line vehicle detecting point (a);

Step S2.3, estimating the time range [ t _{min_i},t_{max_i} ] of the main line vehicle i entering the interleaving region for changing the track, wherein t _{min_i} is the minimum time value of the main line vehicle i in the interleaving region for changing the track, and t _{max_i} is the maximum time value of the main line vehicle i in the interleaving region for changing the track;

In step S2.4, since the on-ramp vehicle detection unit detects the running speed and the passing time of the on-ramp vehicle passing through the on-ramp vehicle detection point (B) in real time, when the main line vehicle detection unit detects that the main line vehicle i passes through the main line vehicle detection point (a), the running speed and the passing time of the on-ramp vehicle passing through the on-ramp vehicle detection point (B) at the moment closest to the passing time t _i are obtained, which is noted as: an on-ramp vehicle j having a travel speed v _j through an on-ramp vehicle detection point (B) and a passage time t _j;

Estimating a time range [ t _{min_j},t_{max_j} ] when the entrance ramp vehicle j enters the interweaving region for lane change, wherein t _{min_j} is a minimum time value of the entrance ramp vehicle j in the interweaving region for lane change, and t _{max_j} is a maximum time value of the entrance ramp vehicle j in the interweaving region for lane change;

s2.5, judging whether intersection exists between a time range [ t _{min_i},t_{max_i} ] and a time range [ t _{min_j},t_{max_j} ], if not, indicating that the main line vehicle i and the entrance ramp vehicle j do not have conflict in the interleaving region track change region, and changing tracks at any position of the interleaving region track change region by the main line vehicle i and the entrance ramp vehicle j; if so, executing the step S2.6;

Step S2.6, predicting the time t _{mid_i} for changing the track of the main line vehicle i in the middle part of the track changing area of the interweaving area, wherein t _{mid_i}=（t_{min_i}+t_{max_i})/2;

Estimating the time t _{mid_j} of the entrance ramp vehicle j for changing lanes in the middle of the lane change area of the interweaving area, wherein t _{mid_j}=（t_{min_j}+t_{max_j})/2;

Estimating the time interval Deltat _ij：△t_ij=t_{mid_i}-t_{mid_j} between the main line vehicle i and the entrance ramp vehicle j and the middle part of the track change area of the interweaving area; further judging whether the time interval Deltat _ij is larger than or equal to the time t ₀ from the occurrence of the abnormality of the driver to the occurrence of the braking of the vehicle, if so, indicating that the main line vehicle i and the entrance ramp vehicle j do not have conflict when the middle part of the interweaving region changes the track, and guiding the main line vehicle i and the entrance ramp vehicle j to change the track in the middle part of the interweaving region; if not, executing the step S2.7;

Step S2.7, further comparing the time t _{mid_i} with the time t _{mid_j}, if t _{mid_i}<t_{mid_j}, indicating that the time when the main line vehicle i reaches the middle of the interleaving area is earlier than the time when the entrance ramp vehicle j reaches the middle of the interleaving area, executing step S2.8: if t _{mid_i p}≥t_{mid_j} shows that the time when the main line vehicle i reaches the middle part of the interweaving area and the track change area is later than the time when the entrance ramp vehicle j reaches the middle part of the interweaving area and the track change area, executing the step S2.9;

step S2.8: guiding the main line vehicle i to change tracks in the rear section area of the track change area of the interweaving area, and guiding the entrance ramp vehicle j to change tracks in the middle section area of the track change area of the interweaving area;

Step S2.9, the driving speed of the main line vehicle i is not interfered, and the driving speed of the entrance ramp vehicle j is interfered, and the method comprises the following steps:

Obtaining a speed limit value v _z specified by an entrance ramp; comparing whether the running speed v _j of the entrance ramp vehicle j is greater than or equal to the speed limit value v _z, if so, executing deceleration avoidance behavior on the entrance ramp vehicle j, and guiding the entrance ramp vehicle j to change lanes in the rear section area of the lane change area of the interweaving area; if not, executing acceleration passing behavior on the entrance ramp vehicle j, and guiding the entrance ramp vehicle j to change lanes in the front section area of the interchange area of the interweaving area.

Preferably, in step S2.3, t _{min_i} and t _{max_i} are determined using the following formulas:

t_{min_i}=L₁/v_i

t_{max_i=}L₁/v_i+2L₂/(v_i+v_n)

wherein:

L ₁ represents the distance from the main line vehicle detection point (A) to the starting point (C) of the interleaving area track change area;

l ₂ represents the distance from the start point (C) to the end point (D) of the interleaving area channel change region;

v _n represents the highest speed limit of the main line vehicle entering the interleaving area track change area.

Preferably, in step S2.4, t _{min_j} and t _{max_j} are determined using the following formulas:

t_{min_j}=2L₃/(v_j+v_m)

t_{max_j}=L₃/v_j+2L₂/(v_j+v_m)

wherein:

L ₃ represents the distance between the entrance ramp vehicle detection point (B) and the starting point (C) of the interweaving area lane change area;

v _m represents the lowest speed limit for an on-ramp vehicle entering the interchange area of the interchange area.

Preferably, in step S2.9, when the deceleration avoidance behavior is executed on the on-ramp vehicle j, the following method is adopted to obtain the vehicle speed v _new0__j at the time of deceleration:

1) The following method is adopted to obtain the safe time length delta t _new0__j which is required by the entrance ramp vehicle j to reach the starting point (C) of the interchange area from the entrance ramp vehicle detection point (B) in a decelerating manner and does not conflict with the main line vehicle i:

t_new0__j=△t_ij+L₃/v_j

Wherein: l ₃ represents the distance between the entrance ramp vehicle detection point (B) and the starting point (C) of the interweaving area lane change area;

2) The following is adopted to obtain the recommended speed v _new0__j during deceleration:

v_new0__j=L₃/t_new0__j

in step S2.9, when the acceleration passing behavior is executed on the entrance ramp vehicle j, the following method is adopted to obtain the recommended vehicle speed v _new1__j at acceleration:

1) The following method is adopted to obtain the safe time length delta t _new1__j which is required by the on-ramp vehicle j to reach the starting point (C) of the interchange area from the on-ramp vehicle detection point (B) in an accelerating way and does not conflict with the main line vehicle i:

t_new1__j=L₃/v_j-t₀+△t_ij

2) The following formula is adopted to obtain the recommended vehicle speed v _new1__j during acceleration:

v_new1__j=L₃/t_new1__j

the recommended speed of the on-ramp vehicle j is thus obtained.

Preferably, the step S3 specifically includes:

Step S3.1, if the condition is satisfied: the vehicle queuing length L _rp of the entrance ramp of the interleaving area is smaller than the maximum allowable queuing length L _rpm of the entrance ramp of the interleaving area, the vehicle queuing length L _cp of the exit ramp of the interleaving area is smaller than the maximum allowable queuing length L _cpm of the exit ramp of the interleaving area, which indicates that the signal intersection does not overflow after the entrance ramp of the interleaving area, and the queuing length of the exit ramp of the interleaving area is not in a saturated state, and at the moment, the single-area control mode of the interleaving area in the step S3.2 is executed; otherwise, executing the interleaving area linkage control mode in the step S3.3;

step S3.2, interleaving area single area control mode: according to the traffic condition of the exit ramp of the interweaving area, signal control is carried out on a main line signal control point O and an entrance ramp signal control point Z of the interweaving area;

step S3.3, interweaving area linkage control mode: according to the signal lamp control strategy of the signal intersection behind the entrance ramp of the interweaving area and the signal intersection in front of the exit ramp of the interweaving area, the signal lamps of the main line signal control point O on the upstream side of the interweaving area and the signal lamp of the entrance ramp signal control point Z of the interweaving area are controlled in a linkage mode, and the lane vehicles on the outer side of the main line and the entrance ramp vehicles of the interweaving area are indicated to pass through the interweaving area according to the signal lamp indication.

Preferably, the step S3.2 specifically includes:

Step S3.2.1, obtaining the number of vehicles N _{Container with a cover} which can be continuously accommodated by the exit ramp of the interweaving area at present by adopting the following formula:

N _{Container with a cover} =(L_cpm-L_cp)/ △L

wherein: Δl is the average road length taken up by a single vehicle when excluded;

Step S3.2.2, obtaining the estimated release time length DeltaT ₁ of releasing N _{Container with a cover} vehicles at the position O of the main line signal control point by adopting the following formula:

△T₁=f(N _{Container with a cover} )

wherein: f () represents a relation function of the number of vehicles released and the release time length of the main line signal control point O;

Step S3.2.3, obtaining the estimated ideal release time length DeltaT ₂ of the signal control point Z of the entrance ramp of the interweaving area according to the proportional relation of the vehicle queuing length L _rp of the entrance ramp of the interweaving area and the vehicle queuing length L _zp of the lane outside the main line:

△T₂=△T₁*L_rp/L_zp

Step S3.2.4, judging whether the sum of DeltaT ₁ and DeltaT ₂ is greater than or equal to the minimum release duration T _cmin allowed by the signal control of the interleaving region, if so, executing a first signal control strategy: firstly, a main line signal control point O releases vehicles according to a predicted release time length DeltaT ₁, and an interweaving area entrance ramp signal control point Z in the time period prohibits the vehicles from passing; then, the interweaving area entrance ramp signal control point Z releases the vehicle according to the estimated ideal release time length DeltaT ₂, and the main line signal control point O in the time period prohibits the vehicle from passing, so as to finish one-round signal control;

If not, a second signal control strategy is executed: the main line signal control point O releases the vehicle according to the estimated release time length DeltaT ₁, and the interweaving area entrance ramp signal control point Z in the time period prohibits the vehicle from passing; then, the intersection ramp signal control point Z of the interweaving area releases the vehicle according to T _cmin-△T₁, and the main line signal control point O in the time period prohibits the vehicle from passing, so as to finish one-round signal control.

Preferably, step S3.3 specifically includes:

Step S3.3.1, if the condition is satisfied: the first linkage control mode of step S3.3.2 is executed if the interweaving area entrance ramp vehicle queuing length L _rp is less than the interweaving area entrance ramp vehicle maximum allowable queuing length L _rpm, and the interweaving area exit ramp vehicle queuing length L _cp is greater than or equal to the interweaving area exit ramp vehicle maximum allowable queuing length L _cpm;

If the condition is satisfied: the vehicle queuing length L _rp of the entrance ramp of the interweaving area is more than or equal to the maximum allowable queuing length L _rpm of the entrance ramp of the interweaving area, and the vehicle queuing length L _cp of the exit ramp of the interweaving area is less than the maximum allowable queuing length L _cpm of the exit ramp of the interweaving area, then the second linkage control mode of the step S3.3.3 is executed;

If the condition is satisfied: the vehicle queuing length L _rp of the entrance ramp of the interweaving area is more than or equal to the maximum allowable queuing length L _rpm of the entrance ramp of the interweaving area, the vehicle queuing length L _cp of the exit ramp of the interweaving area is more than or equal to the maximum allowable queuing length L _cpm of the exit ramp of the interweaving area, and then the third linkage control mode of the step S3.3.4 is executed;

Step S3.3.2, a first coordinated control mode:

in this case, the queue of the entrance ramp of the interleaving area is unsaturated, the queue of the exit ramp of the interleaving area is saturated, and signal lamps of the main line signal control point O and the signal control point Z of the entrance ramp of the interleaving area are controlled according to the signal control strategy of the signal intersection in front of the exit ramp of the interleaving area;

Step S3.3.3, a second coordinated control mode:

In this case, the queue of the entrance ramp of the interleaving area is saturated, the queue of the exit ramp of the interleaving area is unsaturated, and signal lamps of the main line signal control point O and the signal control point Z of the entrance ramp of the interleaving area are controlled according to the signal control strategy of the signal intersection behind the entrance ramp of the interleaving area;

Step S3.3.4, a third coordinated control mode:

In this case, the interleaving area entrance ramp is in queuing saturation, the interleaving area exit ramp is in queuing saturation, and the signal lamp of the main line signal control point O and the interleaving area entrance ramp signal control point Z is controlled by integrating the signal control strategy of the signal intersection before the interleaving area exit ramp and the signal control strategy of the signal intersection after the interleaving area entrance ramp.

Preferably, in step S3.3.2, the first coordinated control mode is specifically:

Step S3.3.2.1, calculating to obtain the length t _cz required by vehicle queuing dissipation of the exit ramp of the interweaving area;

Step S3.3.2.2, obtaining a signal control strategy of a signal intersection before an exit ramp of an interweaving area, wherein the signal control strategy is as follows: the vehicle is removed from the exit ramp of the interleaving area at the time delta T _{Out of 1} of the 1 st signal of the exit; the method comprises the steps that at the time delta T _{Out of 2} of the 2 nd signal of an outlet, vehicles are forbidden to be discharged from an outlet ramp of a clearance interweaving area; deltaT _{Out of 1} and DeltaT _{Out of 2} form a round of signal control;

Step S3.3.2.3, when the signal intersection before the exit ramp of the interweaving area starts to execute the release strategy corresponding to the signal duration DeltaT _{Out of 1} of the exit 1, the vehicle release signal is executed for the main line signal control point O from the starting point time of the execution by the duration T _cz, the duration is equal to DeltaT _{Out of 1}, and at the moment, the signal control point Z of the entrance ramp of the interweaving area executes the vehicle release prohibition signal;

When a signal intersection before an exit ramp of an interweaving area starts to execute a release prohibition strategy corresponding to the time length DeltaT _{Out of 2} of the 2 nd signal of the exit, a time delay time T _cz is reserved from a starting point of the execution, a vehicle release signal is executed for a signal control point Z of the entrance ramp of the interweaving area, the time duration is equal to DeltaT _{Out of 2}, and a main line signal control point O in the time duration executes the vehicle release prohibition signal;

in step S3.3.3, the second linkage control mode specifically includes:

Step S3.3.3.1, calculating to obtain the length t _rz required by the vehicle in the interweaving area entrance ramp queue for dissipation;

Step S3.3.3.2, obtaining a signal control strategy of the signal intersection after the entrance ramp of the interweaving area, wherein the signal control strategy is as follows: at entry 1 signal duration DeltaT _{Into (I) 1}, let off the vehicle traveling to the entrance ramp of the interweaving area; at entry 2 signal duration DeltaT _{Into (I) 2}, vehicle traveling to the entrance ramp of the interweaving area is forbidden; deltaT _{Into (I) 1} and DeltaT _{Into (I) 2} form a round of signal control;

Step S3.3.3.3, when a release strategy corresponding to the 1 st signal duration DeltaT _{Into (I) 1} of an entrance is executed at each time at a signal intersection after an entrance ramp of an interweaving area, a time T _rz is advanced from a starting point time of starting execution, a vehicle release signal is executed for an entrance ramp signal control point Z of the interweaving area, the time duration is equal to DeltaT _{Into (I) 1}, and a vehicle release prohibition signal is executed for a main line signal control point O in the time duration;

when a release prohibition strategy corresponding to the time length DeltaT _{Into (I) 2} of the 2 nd signal of an entrance is executed at each time at a signal intersection after an entrance ramp of an interweaving area, a vehicle release signal is executed for a main line signal control point O by a time length T _rz in advance from a starting point time of starting execution, the time length is equal to DeltaT _{Into (I) 2}, and at the moment, a vehicle release prohibition signal is executed for a long-inner interweaving area entrance ramp signal control point Z;

In step S3.3.4, the third coordinated control mode is specifically:

Step S3.3.4.1, calculating to obtain the time t _rz required by the vehicle queue dissipation of the entrance ramp of the interweaving area and the time t _cz required by the vehicle queue dissipation of the exit ramp of the interweaving area;

Step S3.3.4.2, obtaining a signal control strategy of a signal intersection before an exit ramp of an interweaving area, wherein the signal control strategy is as follows: the vehicle is removed from the exit ramp of the interleaving area at the time delta T _{Out of 1} of the 1 st signal of the exit; the method comprises the steps that at the time delta T _{Out of 2} of the 2 nd signal of an outlet, vehicles are forbidden to be discharged from an outlet ramp of a clearance interweaving area; deltaT _{Out of 1} and DeltaT _{Out of 2} form a round of signal control;

the signal control strategy of the signal intersection after the entrance ramp of the interweaving area is obtained is as follows: at entry 1 signal duration DeltaT _{Into (I) 1}, let off the vehicle traveling to the entrance ramp of the interweaving area; at entry 2 signal duration DeltaT _{Into (I) 2}, vehicle traveling to the entrance ramp of the interweaving area is forbidden; deltaT _{Into (I) 1} and DeltaT _{Into (I) 2} form a round of signal control;

Step S3.3.4.3, when the signal intersection before the exit ramp of the interleaving area starts to execute the release strategy corresponding to the signal duration DeltaT _{Out of 1} of the exit 1, the delay duration T _cz is from the starting point time of the execution, the vehicle release signal is executed for the main line signal control point O, the duration is equal to DeltaT _{Out of 1}, and at the moment, the vehicle release prohibition signal is executed for the long inner interleaving area entrance ramp signal control point Z;

and when the signal intersection after the entrance ramp of the interweaving area executes a release strategy corresponding to the time length DeltaT _{Into (I) 1} of the 1 st signal every time, a time length T _rz is advanced from the starting point of executing, a vehicle release signal is executed for the signal control point Z of the entrance ramp of the interweaving area, the time length is equal to the larger value of DeltaT _{Into (I) 1} and DeltaT _{Out of 2}, and the main line signal control point O in the time length executes a vehicle release prohibition signal.

The vehicle active induction and intelligent control method facing the road interweaving area has the following advantages:

The invention discloses a vehicle active guidance and intelligent control method and system for a highway interweaving area, which aim at solving the problem of vehicle conflict in the interweaving area by taking the optimal traffic goal of a road network in the foot area as a basis.

Drawings

FIG. 1 is a schematic diagram of a vehicle active guidance and intelligent control method for road interweaving areas;

fig. 2 is a schematic detailed view of the structure of the vehicle active guidance and intelligent control method facing the road interweaving area.

Detailed Description

In order to make the technical problems, technical schemes and beneficial effects solved by the invention more clear, the invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.

The invention discloses a vehicle active guidance and intelligent control method and system for a highway interweaving area, which aim at solving the problem of vehicle conflict in the interweaving area by taking the optimal traffic goal of a road network in the foot area as a basis.

The invention provides a vehicle active induction and intelligent control method facing a highway interweaving area, which is used for conveniently understanding the invention, and comprises the following steps:

As shown in fig. 1, the main line outside lane: the main line vehicle running on the lane at the outermost side of the main line is about to enter the interchange area of the interchange area to interchange the tracks, and after interchange, the main line vehicle runs out of the interchange area.

Interweaving area entrance ramp: is communicated with the inlet position of the channel changing area of the interweaving area. The vehicles running on the entrance ramp of the interweaving area will drive into the region of the interweaving area to change the track, and drive into the main line after changing the track.

Interleaving area lane change area: refers to the region between the start point C and the end point D in fig. 1.

Main line signal control point O: the main line signal control point is positioned at the rear side of the interweaving region track changing region, is close to the starting point C of the interweaving region track changing region and is arranged on a main line lane according to the running direction of the main line vehicle and is used for controlling signals of the main line vehicle.

Interweaving zone entrance ramp signal control point Z: the direction of the vehicle running according to the ramp is that the signal control point which is positioned at the rear side of the ramp exchanging area of the interleaving area, is close to the starting point C of the ramp exchanging area of the interleaving area and is arranged at the entrance ramp of the interleaving area is used for controlling the signal of the entrance ramp vehicle of the interleaving area.

In the invention, a main line front end early warning unit setting point Y1 and a main line vehicle detection point A are sequentially arranged on a main line outer lane according to the running direction of a main line vehicle. Installing a main line front end early warning unit at a main line front end early warning unit setting point Y1; at the main line vehicle detection point a, a main line vehicle detection unit is provided.

And in the interweaving area entrance ramp, setting an entrance ramp front end early warning unit setting point Y2, an entrance ramp vehicle detection point B and a prompt position point X in sequence according to the traveling direction of the interweaving area entrance ramp vehicle. Installing an entrance ramp front end early warning unit at a setting point Y2 of the entrance ramp front end early warning unit; installing an entrance ramp vehicle detection unit at an entrance ramp vehicle detection point B; at the presentation position point X, a variable speed limit presentation unit is installed.

In addition, the invention is provided with a signal intersection behind the entrance ramp of the interleaving area according to the running direction of the vehicle of the entrance ramp of the interleaving area, and the signal intersection is used for controlling the signal of the vehicle driving to the entrance ramp of the interleaving area, and specifically comprises the following steps: a signal control line Z1 is arranged at a signal intersection behind an entrance ramp of an interweaving area, and if the signal control line Z1 is in a release state, a vehicle which is driven to the entrance ramp of the interweaving area is released; and if the signal control line Z1 is in a release prohibition state, vehicles which drive to the entrance ramp of the interweaving area are prohibited from being released.

According to the running direction of the vehicles of the exit ramp of the interweaving area, a signal intersection in front of the exit ramp of the interweaving area is arranged and used for controlling the signals of the vehicles which drive away from the exit ramp of the interweaving area, and the method specifically comprises the following steps: a signal control line Z2 is arranged at a signal intersection in front of an exit ramp of the interweaving area, and if the signal control line Z2 is in a release state, a vehicle which is away from the exit ramp of the interweaving area is released; and if the signal control line Z2 is in a release prohibition state, vehicles which leave the exit ramp of the interweaving area are prohibited from being released.

The invention provides a vehicle active induction and intelligent control method facing a highway interweaving area, which is shown in fig. 1 and 2 and comprises the following steps:

Step S1, judging traffic flow in an interweaved area:

Acquiring the vehicle queuing length L _zp of a main line outer lane at the upstream side of an interweaving area, the vehicle queuing length L _rp of an entrance ramp of the interweaving area and the vehicle queuing length L _cp of an exit ramp of the interweaving area in real time;

As shown in fig. 2, the main line outside lane vehicle queuing length L _zp refers to the main line outside lane vehicle queuing length with the position of the main line signal control point O as the stop line. The vehicle queuing length L _rp of the entrance ramp of the interweaving area refers to the vehicle queuing length of the entrance ramp of the interweaving area by taking the position of the signal control point Z of the entrance ramp of the interweaving area as a parking line. The vehicle queuing length L _cp of the exit ramp of the interweaving area refers to the vehicle queuing length of the exit ramp of the interweaving area by taking the position of the signal control line Z2 as a stop line.

The main line outside lane vehicle queuing length L _zp, the interleaving area entrance ramp vehicle queuing length L _rp, and the interleaving area exit ramp vehicle queuing length L _cp are detected and acquired by a vehicle queuing detection unit installed at a position point Y3 near the interleaving area.

If the queuing length L _zp = 0 of the traffic lane on the outer side of the main line and the queuing length L _rp = 0 of the traffic ramp on the entrance of the interweaving area and the queuing length L _cp of the traffic ramp on the exit of the interweaving area are smaller than the maximum allowable queuing length L _cmp of the traffic ramp on the exit of the interweaving area, the traffic lane on the outer side of the main line and the traffic ramp on the entrance of the interweaving area are not queued, and the traffic ramp on the exit of the interweaving area does not reach the saturated state, the interweaving area is judged to be in a state of small traffic flow at the moment, and the step S2 is executed;

If the vehicle queuing length L _zp of the lane on the outer side of the main line is not equal to 0, or the vehicle queuing length L _rp of the entrance ramp of the interweaving area is not equal to 0, or the vehicle queuing length L _cp of the exit ramp of the interweaving area is not less than the maximum allowable queuing length L _cmp of the exit ramp of the interweaving area, judging that the interweaving area is in a large traffic flow state at the moment, and executing the step S3;

Step S2, executing an active induction model when the small traffic flow state of the interweaved area is achieved: an active induction unit is arranged in a track changing area of the interweaving area, and a lane vehicle outside a main line and an entrance ramp vehicle of the interweaving area are led to change tracks at the selected track changing position of the track changing area of the interweaving area, so that traffic collision is avoided;

the step S2 specifically comprises the following steps:

step S2.1, installing a main line vehicle detection unit at the position of a main line vehicle detection point (A) of a main line outer lane at the upstream side of the interweaving zone; an entrance ramp vehicle detection unit and a variable speed limit display unit are sequentially arranged at the position of a detection point (B) and the position of a prompting position point (X) of the entrance ramp vehicle according to the running direction of the vehicle in the interweaving area; two end points of the channel change area of the interweaving area are respectively a starting point (C) and an end point (D);

Step S2.2, the main line vehicle detecting unit detects in real time the traveling speed v _i and the passing time t _i of the main line vehicle i passing through the main line vehicle detecting point (a);

Step S2.3, estimating the time range [ t _{min_i},t_{max_i} ] of the main line vehicle i entering the interleaving region for changing the track, wherein t _{min_i} is the minimum time value of the main line vehicle i in the interleaving region for changing the track, and t _{max_i} is the maximum time value of the main line vehicle i in the interleaving region for changing the track;

In this step, t _{min_i} and t _{max_i} are determined using the following formulas:

t_{min_i}=L₁/v_i

t_{max_i=}L₁/v_i+2L₂/(v_i+v_n)

wherein:

L ₁ represents the distance from the main line vehicle detection point (A) to the starting point (C) of the interleaving area track change area;

l ₂ represents the distance from the start point (C) to the end point (D) of the interleaving area channel change region;

v _n represents the highest speed limit of the main line vehicle entering the interleaving area track change area.

In step S2.4, since the on-ramp vehicle detection unit detects the running speed and the passing time of the on-ramp vehicle passing through the on-ramp vehicle detection point (B) in real time, when the main line vehicle detection unit detects that the main line vehicle i passes through the main line vehicle detection point (a), the running speed and the passing time of the on-ramp vehicle passing through the on-ramp vehicle detection point (B) at the moment closest to the passing time t _i are obtained, which is noted as: an on-ramp vehicle j having a travel speed v _j through an on-ramp vehicle detection point (B) and a passage time t _j;

Estimating a time range [ t _{min_j},t_{max_j} ] when the entrance ramp vehicle j enters the interweaving region for lane change, wherein t _{min_j} is a minimum time value of the entrance ramp vehicle j in the interweaving region for lane change, and t _{max_j} is a maximum time value of the entrance ramp vehicle j in the interweaving region for lane change;

In this step, t _{min_j} and t _{max_j} are determined using the following formulas:

t_{min_j}=2L₃/(v_j+v_m)

t_{max_j}=L₃/v_j+2L₂/(v_j+v_m)

wherein:

L ₃ represents the distance between the entrance ramp vehicle detection point (B) and the starting point (C) of the interweaving area lane change area;

v _m represents the lowest speed limit for an on-ramp vehicle entering the interchange area of the interchange area.

S2.5, judging whether intersection exists between a time range [ t _{min_i},t_{max_i} ] and a time range [ t _{min_j},t_{max_j} ], if not, indicating that the main line vehicle i and the entrance ramp vehicle j do not have conflict in the interleaving region track change region, and changing tracks at any position of the interleaving region track change region by the main line vehicle i and the entrance ramp vehicle j; if so, executing the step S2.6;

Step S2.6, predicting the time t _{mid_i} for changing the track of the main line vehicle i in the middle part of the track changing area of the interweaving area, wherein t _{mid_i}=（t_{min_i}+t_{max_i})/2;

Estimating the time t _{mid_j} of the entrance ramp vehicle j for changing lanes in the middle of the lane change area of the interweaving area, wherein t _{mid_j}=（t_{min_j}+t_{max_j})/2;

Estimating the time interval Deltat _ij：△t_ij=t_{mid_i}-t_{mid_j} between the main line vehicle i and the entrance ramp vehicle j and the middle part of the track change area of the interweaving area; further judging whether the time interval Deltat _ij is larger than or equal to the time t ₀ from the occurrence of the abnormality of the driver to the occurrence of the braking of the vehicle, if so, indicating that the main line vehicle i and the entrance ramp vehicle j do not have conflict when the middle part of the interweaving region changes the track, and guiding the main line vehicle i and the entrance ramp vehicle j to change the track in the middle part of the interweaving region; if not, executing the step S2.7;

Step S2.7, further comparing the time t _{mid_i} with the time t _{mid_j}, if t _{mid_i}<t_{mid_j}, indicating that the time when the main line vehicle i reaches the middle of the interleaving area is earlier than the time when the entrance ramp vehicle j reaches the middle of the interleaving area, executing step S2.8: if t _{mid_i p}≥t_{mid_j} shows that the time when the main line vehicle i reaches the middle part of the interweaving area and the track change area is later than the time when the entrance ramp vehicle j reaches the middle part of the interweaving area and the track change area, executing the step S2.9;

step S2.8: guiding the main line vehicle i to change tracks in the rear section area of the track change area of the interweaving area, and guiding the entrance ramp vehicle j to change tracks in the middle section area of the track change area of the interweaving area;

Step S2.9, the driving speed of the main line vehicle i is not interfered, and the driving speed of the entrance ramp vehicle j is interfered, and the method comprises the following steps:

Obtaining a speed limit value v _z specified by an entrance ramp; comparing whether the running speed v _j of the entrance ramp vehicle j is greater than or equal to the speed limit value v _z, if so, executing deceleration avoidance behavior on the entrance ramp vehicle j, and guiding the entrance ramp vehicle j to change lanes in the rear section area of the lane change area of the interweaving area; if not, executing acceleration passing behavior on the entrance ramp vehicle j, and guiding the entrance ramp vehicle j to change lanes in the front section area of the interchange area of the interweaving area.

In step S2.9, when the deceleration avoidance behavior is executed on the entrance ramp vehicle j, the following method is adopted to obtain the vehicle speed v _new0__j at the time of deceleration:

1) The following method is adopted to obtain the safe time length delta t _new0__j which is required by the entrance ramp vehicle j to reach the starting point (C) of the interchange area from the entrance ramp vehicle detection point (B) in a decelerating manner and does not conflict with the main line vehicle i:

t_new0__j=△t_ij+L₃/v_j

Wherein: l ₃ represents the distance between the entrance ramp vehicle detection point (B) and the starting point (C) of the interweaving area lane change area;

2) The following is adopted to obtain the recommended speed v _new0__j during deceleration:

v_new0__j=L₃/t_new0__j

in step S2.9, when the acceleration passing behavior is executed on the entrance ramp vehicle j, the following method is adopted to obtain the recommended vehicle speed v _new1__j at acceleration:

1) The following method is adopted to obtain the safe time length delta t _new1__j which is required by the on-ramp vehicle j to reach the starting point (C) of the interchange area from the on-ramp vehicle detection point (B) in an accelerating way and does not conflict with the main line vehicle i:

t_new1__j=L₃/v_j-t₀+△t_ij

2) The following formula is adopted to obtain the recommended vehicle speed v _new1__j during acceleration:

v_new1__j=L₃/t_new1__j

the recommended speed of the on-ramp vehicle j is thus obtained.

Step S3, executing an intelligent linkage management and control model of the vehicle in the interweaved area when the interweaved area is in a large traffic flow state: and the signal lamp control strategy of the signal intersection behind the entrance ramp of the interleaving area and the signal intersection in front of the exit ramp of the interleaving area and the traffic condition of the exit ramp of the interleaving area are synthesized, the signal lamps of the main line signal control point O on the upstream side of the interleaving area and the signal control point Z of the entrance ramp of the interleaving area are controlled, the traffic jam of the interleaving area is furthest reduced by indicating the traffic lane vehicles on the outer side of the main line and the entrance ramp vehicles of the interleaving area to pass through the interleaving area according to the indication of the signal lamps.

The step S3 specifically comprises the following steps:

Step S3.1, if the condition is satisfied: the vehicle queuing length L _rp of the entrance ramp of the interleaving area is smaller than the maximum allowable queuing length L _rpm of the entrance ramp of the interleaving area, the vehicle queuing length L _cp of the exit ramp of the interleaving area is smaller than the maximum allowable queuing length L _cpm of the exit ramp of the interleaving area, which indicates that the signal intersection does not overflow after the entrance ramp of the interleaving area, and the queuing length of the exit ramp of the interleaving area is not in a saturated state, and at the moment, the single-area control mode of the interleaving area in the step S3.2 is executed; otherwise, executing the interleaving area linkage control mode in the step S3.3;

step S3.2, interleaving area single area control mode: according to the traffic condition of the exit ramp of the interweaving area, signal control is carried out on a main line signal control point O and an entrance ramp signal control point Z of the interweaving area;

the step S3.2 specifically comprises the following steps:

Step S3.2.1, obtaining the number of vehicles N _{Container with a cover} which can be continuously accommodated by the exit ramp of the interweaving area at present by adopting the following formula:

N _{Container with a cover} =(L_cpm-L_cp)/ △L

wherein: Δl is the average road length taken up by a single vehicle when excluded;

Step S3.2.2, obtaining the estimated release time length DeltaT ₁ of releasing N _{Container with a cover} vehicles at the position O of the main line signal control point by adopting the following formula:

△T₁=f(N _{Container with a cover} )

wherein: f () represents a relation function of the number of vehicles released and the release time length of the main line signal control point O;

Step S3.2.3, obtaining the estimated ideal release time length DeltaT ₂ of the signal control point Z of the entrance ramp of the interweaving area according to the proportional relation of the vehicle queuing length L _rp of the entrance ramp of the interweaving area and the vehicle queuing length L _zp of the lane outside the main line:

△T₂=△T₁*L_rp/L_zp

Step S3.2.4, judging whether the sum of DeltaT ₁ and DeltaT ₂ is greater than or equal to the minimum release duration T _cmin allowed by the signal control of the interleaving region, if so, executing a first signal control strategy: firstly, a main line signal control point O releases vehicles according to a predicted release time length DeltaT ₁, and an interweaving area entrance ramp signal control point Z in the time period prohibits the vehicles from passing; then, the interweaving area entrance ramp signal control point Z releases the vehicle according to the estimated ideal release time length DeltaT ₂, and the main line signal control point O in the time period prohibits the vehicle from passing, so as to finish one-round signal control;

If not, a second signal control strategy is executed: the main line signal control point O releases the vehicle according to the estimated release time length DeltaT ₁, and the interweaving area entrance ramp signal control point Z in the time period prohibits the vehicle from passing; then, the intersection ramp signal control point Z of the interweaving area releases the vehicle according to T _cmin-△T₁, and the main line signal control point O in the time period prohibits the vehicle from passing, so as to finish one-round signal control.

Step S3.3, interweaving area linkage control mode: according to the signal lamp control strategy of the signal intersection behind the entrance ramp of the interweaving area and the signal intersection in front of the exit ramp of the interweaving area, the signal lamps of the main line signal control point O on the upstream side of the interweaving area and the signal lamp of the entrance ramp signal control point Z of the interweaving area are controlled in a linkage mode, and the lane vehicles on the outer side of the main line and the entrance ramp vehicles of the interweaving area are indicated to pass through the interweaving area according to the signal lamp indication.

The step S3.3 specifically comprises the following steps:

Step S3.3.1, if the condition is satisfied: the first linkage control mode of step S3.3.2 is executed if the interweaving area entrance ramp vehicle queuing length L _rp is less than the interweaving area entrance ramp vehicle maximum allowable queuing length L _rpm, and the interweaving area exit ramp vehicle queuing length L _cp is greater than or equal to the interweaving area exit ramp vehicle maximum allowable queuing length L _cpm;

If the condition is satisfied: the vehicle queuing length L _rp of the entrance ramp of the interweaving area is more than or equal to the maximum allowable queuing length L _rpm of the entrance ramp of the interweaving area, and the vehicle queuing length L _cp of the exit ramp of the interweaving area is less than the maximum allowable queuing length L _cpm of the exit ramp of the interweaving area, then the second linkage control mode of the step S3.3.3 is executed;

If the condition is satisfied: the vehicle queuing length L _rp of the entrance ramp of the interweaving area is more than or equal to the maximum allowable queuing length L _rpm of the entrance ramp of the interweaving area, the vehicle queuing length L _cp of the exit ramp of the interweaving area is more than or equal to the maximum allowable queuing length L _cpm of the exit ramp of the interweaving area, and then the third linkage control mode of the step S3.3.4 is executed;

Step S3.3.2, a first coordinated control mode:

in this case, the queue of the entrance ramp of the interleaving area is unsaturated, the queue of the exit ramp of the interleaving area is saturated, and signal lamps of the main line signal control point O and the signal control point Z of the entrance ramp of the interleaving area are controlled according to the signal control strategy of the signal intersection in front of the exit ramp of the interleaving area;

In step S3.3.2, the first coordinated control mode specifically includes:

Step S3.3.2.1, calculating to obtain the length t _cz required by vehicle queuing dissipation of the exit ramp of the interweaving area;

Step S3.3.2.2, obtaining a signal control strategy of a signal intersection before an exit ramp of an interweaving area, wherein the signal control strategy is as follows: the vehicle is removed from the exit ramp of the interleaving area at the time delta T _{Out of 1} of the 1 st signal of the exit; the method comprises the steps that at the time delta T _{Out of 2} of the 2 nd signal of an outlet, vehicles are forbidden to be discharged from an outlet ramp of a clearance interweaving area; deltaT _{Out of 1} and DeltaT _{Out of 2} form a round of signal control;

Step S3.3.2.3, when the signal intersection before the exit ramp of the interweaving area starts to execute the release strategy corresponding to the signal duration DeltaT _{Out of 1} of the exit 1, the vehicle release signal is executed for the main line signal control point O from the starting point time of the execution by the duration T _cz, the duration is equal to DeltaT _{Out of 1}, and at the moment, the signal control point Z of the entrance ramp of the interweaving area executes the vehicle release prohibition signal;

When a signal intersection before an exit ramp of an interweaving area starts to execute a release prohibition strategy corresponding to the time length DeltaT _{Out of 2} of the 2 nd signal of the exit, a time delay time T _cz is reserved from a starting point of the execution, a vehicle release signal is executed for a signal control point Z of the entrance ramp of the interweaving area, the time duration is equal to DeltaT _{Out of 2}, and a main line signal control point O in the time duration executes the vehicle release prohibition signal;

Step S3.3.3, a second coordinated control mode:

In this case, the queue of the entrance ramp of the interleaving area is saturated, the queue of the exit ramp of the interleaving area is unsaturated, and signal lamps of the main line signal control point O and the signal control point Z of the entrance ramp of the interleaving area are controlled according to the signal control strategy of the signal intersection behind the entrance ramp of the interleaving area;

in step S3.3.3, the second linkage control mode specifically includes:

Step S3.3.3.1, calculating to obtain the length t _rz required by the vehicle in the interweaving area entrance ramp queue for dissipation;

Step S3.3.3.2, obtaining a signal control strategy of the signal intersection after the entrance ramp of the interweaving area, wherein the signal control strategy is as follows: at entry 1 signal duration DeltaT _{Into (I) 1}, let off the vehicle traveling to the entrance ramp of the interweaving area; at entry 2 signal duration DeltaT _{Into (I) 2}, vehicle traveling to the entrance ramp of the interweaving area is forbidden; deltaT _{Into (I) 1} and DeltaT _{Into (I) 2} form a round of signal control;

Step S3.3.3.3, when a release strategy corresponding to the 1 st signal duration DeltaT _{Into (I) 1} of an entrance is executed at each time at a signal intersection after an entrance ramp of an interweaving area, a time T _rz is advanced from a starting point time of starting execution, a vehicle release signal is executed for an entrance ramp signal control point Z of the interweaving area, the time duration is equal to DeltaT _{Into (I) 1}, and a vehicle release prohibition signal is executed for a main line signal control point O in the time duration;

when a release prohibition strategy corresponding to the time length DeltaT _{Into (I) 2} of the 2 nd signal of an entrance is executed at each time at a signal intersection after an entrance ramp of an interweaving area, a vehicle release signal is executed for a main line signal control point O by a time length T _rz in advance from a starting point time of starting execution, the time length is equal to DeltaT _{Into (I) 2}, and at the moment, a vehicle release prohibition signal is executed for a long-inner interweaving area entrance ramp signal control point Z;

Step S3.3.4, a third coordinated control mode:

In this case, the interleaving area entrance ramp is in queuing saturation, the interleaving area exit ramp is in queuing saturation, and the signal lamp of the main line signal control point O and the interleaving area entrance ramp signal control point Z is controlled by integrating the signal control strategy of the signal intersection before the interleaving area exit ramp and the signal control strategy of the signal intersection after the interleaving area entrance ramp.

In step S3.3.4, the third coordinated control mode is specifically:

Step S3.3.4.1, calculating to obtain the time t _rz required by the vehicle queue dissipation of the entrance ramp of the interweaving area and the time t _cz required by the vehicle queue dissipation of the exit ramp of the interweaving area;

Step S3.3.4.2, obtaining a signal control strategy of a signal intersection before an exit ramp of an interweaving area, wherein the signal control strategy is as follows: the vehicle is removed from the exit ramp of the interleaving area at the time delta T _{Out of 1} of the 1 st signal of the exit; the method comprises the steps that at the time delta T _{Out of 2} of the 2 nd signal of an outlet, vehicles are forbidden to be discharged from an outlet ramp of a clearance interweaving area; deltaT _{Out of 1} and DeltaT _{Out of 2} form a round of signal control;

the signal control strategy of the signal intersection after the entrance ramp of the interweaving area is obtained is as follows: at entry 1 signal duration DeltaT _{Into (I) 1}, let off the vehicle traveling to the entrance ramp of the interweaving area; at entry 2 signal duration DeltaT _{Into (I) 2}, vehicle traveling to the entrance ramp of the interweaving area is forbidden; deltaT _{Into (I) 1} and DeltaT _{Into (I) 2} form a round of signal control;

Step S3.3.4.3, when the signal intersection before the exit ramp of the interleaving area starts to execute the release strategy corresponding to the signal duration DeltaT _{Out of 1} of the exit 1, the delay duration T _cz is from the starting point time of the execution, the vehicle release signal is executed for the main line signal control point O, the duration is equal to DeltaT _{Out of 1}, and at the moment, the vehicle release prohibition signal is executed for the long inner interleaving area entrance ramp signal control point Z;

and when the signal intersection after the entrance ramp of the interweaving area executes a release strategy corresponding to the time length DeltaT _{Into (I) 1} of the 1 st signal every time, a time length T _rz is advanced from the starting point of executing, a vehicle release signal is executed for the signal control point Z of the entrance ramp of the interweaving area, the time length is equal to the larger value of DeltaT _{Into (I) 1} and DeltaT _{Out of 2}, and the main line signal control point O in the time length executes a vehicle release prohibition signal.

The invention provides a vehicle active guidance and intelligent management and control system facing a highway interweaving area, which comprises the following components:

Front end early warning unit: the intelligent control system comprises a main line front-end early warning unit and an entrance ramp front-end early warning unit, and mainly comprises a variable information board, a controller and a support rod piece, and is used for reminding a driver of intelligently controlling an interweaving area in front. The early warning information of the main line front end early warning unit is 'intelligent guidance of a front exit', is controlled according to the signals of the front exit and the guidance lamp, and is controlled according to the instruction of a signal lamp; the early warning information of the entrance ramp front end early warning unit is 'intelligent guidance of front entrance', which is controlled according to the guidance lamp driving and the front entrance signal, and is controlled according to the signal lamp command. Wherein, when the traffic flow is small, the vehicle runs according to the induction lamp; and when the traffic flow is large, the vehicle runs according to the signal lamp instruction.

Vehicle detection unit: the system comprises a main line vehicle detection unit and an entrance ramp vehicle detection unit, and mainly comprises a microwave radar or a camera, a controller and a support rod piece, wherein the microwave radar or the camera is used for acquiring the time, the running speed, the acceleration, the vehicle type and other related information of the vehicles passing through detection points of the outermost lane of the main line and the entrance ramp lane.

A signal control unit: the system consists of traffic signal lamps (including main line control lamps and ramp control lamps), a controller and support rods thereof, and is used for controlling the signals of road vehicles.

An active induction unit: the device consists of an active guiding lamp and guiding arrow lamps, is arranged in a track changing area of an interweaving area, equally divides the track changing area of the interweaving area into a front track changing section, a middle track and a rear track changing section, and is provided with 2 guiding arrow lamps which are respectively a main track changing guiding arrow and a ramp track changing guiding arrow, and is used for guiding a track changing vehicle of the interweaving area to reasonably and quickly change tracks so as to avoid traffic collision.

Variable speed limit prompting unit: the intelligent ramp vehicle comprises a variable information board and a supporting rod thereof, and is used for prompting the running speed of the ramp vehicle.

Vehicle queuing detection unit: the vehicle queuing system is composed of a high-definition camera, a controller and a support rod piece thereof, and is mainly used for acquiring vehicle queuing information of the outermost lane, an entrance ramp and a rear-end intersection and an exit ramp of a main line.

The invention provides a vehicle active guidance and intelligent control method for a highway interweaving area, which is used for identifying the current traffic state by detecting the queuing condition of a key area: a small traffic flow state of the interweaving area or a large traffic flow state of the interweaving area; in the small traffic flow state of the interweaving area, actively inducing the main line vehicle and the entrance ramp vehicle according to the driving speed of the main line vehicle passing through the main line vehicle detection point and the driving speed of the entrance ramp vehicle passing through the entrance ramp vehicle detection point so as to avoid traffic collision; and in the large traffic flow state of the interweaving area, the signal lamp control strategy of the signal intersection behind the entrance ramp of the interweaving area and the signal intersection in front of the exit ramp of the interweaving area and the traffic condition of the exit ramp of the interweaving area are synthesized, the signal lamps of the main line signal control point O and the entrance ramp signal control point Z at the upstream side of the interweaving area are controlled, the traffic jam of the interweaving area is furthest reduced by indicating the traffic lane vehicles at the outer side of the main line and the entrance ramp vehicles of the interweaving area to pass through the interchange area according to the signal lamp indication.

Therefore, under the small flow state of the interweaving area, the traffic collision among vehicles is reduced on the basis of the aim, and the traffic safety estimation and active induction method of the interweaving area is provided by taking the forenotice at the front end of the main line and the active induction of the interweaving area as the principle. Under the high-flow state of the road interweaving area, the intelligent linkage management and control method for vehicles in the interweaving area is provided from the optimal running of the road network.

The invention aims at optimizing the traffic of a regional road network, provides an interleaving region vehicle operation safety estimation and active guidance method and an interleaving region vehicle intelligent linkage control method, reduces the collision of vehicles in a highway interleaving region by actively guiding small-flow traffic vehicles and intelligently linking and controlling large-flow traffic, realizes the rapid and safe traffic of the vehicles in the highway interleaving region, and improves the traffic efficiency and the traffic safety of the interleaving region to the maximum extent.

The invention provides an active guidance and intelligent control method for vehicles in a highway interweaving area, which aims at the problems of vehicle collision and operation safety in different road traffic flow states in a highway short-distance interweaving area.

The foregoing is merely a preferred embodiment of the present invention and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present invention, which is also intended to be covered by the present invention.

Claims (9)

1. The vehicle active induction and intelligent control method facing the road interweaving area is characterized by comprising the following steps of:

Step S1, judging traffic flow in an interweaved area:

Acquiring the vehicle queuing length L _zp of a main line outer lane at the upstream side of an interweaving area, the vehicle queuing length L _rp of an entrance ramp of the interweaving area and the vehicle queuing length L _cp of an exit ramp of the interweaving area in real time;

If the queuing length L _zp = 0 of the traffic lane on the outer side of the main line and the queuing length L _rp = 0 of the traffic ramp on the entrance of the interweaving area and the queuing length L _cp of the traffic ramp on the exit of the interweaving area are smaller than the maximum allowable queuing length L _cmp of the traffic ramp on the exit of the interweaving area, the traffic lane on the outer side of the main line and the traffic ramp on the entrance of the interweaving area are not queued, and the traffic ramp on the exit of the interweaving area does not reach the saturated state, the interweaving area is judged to be in a state of small traffic flow at the moment, and the step S2 is executed;

If the vehicle queuing length L _zp of the lane on the outer side of the main line is not equal to 0, or the vehicle queuing length L _rp of the entrance ramp of the interweaving area is not equal to 0, or the vehicle queuing length L _cp of the exit ramp of the interweaving area is not less than the maximum allowable queuing length L _cmp of the exit ramp of the interweaving area, judging that the interweaving area is in a large traffic flow state at the moment, and executing the step S3;

Step S2, executing an active induction model when the small traffic flow state of the interweaved area is achieved: an active induction unit is arranged in a track changing area of the interweaving area, and a lane vehicle outside a main line and an entrance ramp vehicle of the interweaving area are led to change tracks at the selected track changing position of the track changing area of the interweaving area, so that traffic collision is avoided;

Step S3, executing an intelligent linkage management and control model of the vehicle in the interweaved area when the interweaved area is in a large traffic flow state: and the signal lamp control strategy of the signal intersection behind the entrance ramp of the interleaving area and the signal intersection in front of the exit ramp of the interleaving area and the traffic condition of the exit ramp of the interleaving area are synthesized, the signal lamps of the main line signal control point O on the upstream side of the interleaving area and the signal control point Z of the entrance ramp of the interleaving area are controlled, the traffic jam of the interleaving area is furthest reduced by indicating the traffic lane vehicles on the outer side of the main line and the entrance ramp vehicles of the interleaving area to pass through the interleaving area according to the indication of the signal lamps.

2. The method for actively inducing and intelligently controlling vehicles facing highway interleaving area according to claim 1, wherein step S2 is specifically:

step S2.1, installing a main line vehicle detection unit at the position of a main line vehicle detection point (A) of a main line outer lane at the upstream side of the interweaving zone; an entrance ramp vehicle detection unit and a variable speed limit display unit are sequentially arranged at the position of a detection point (B) and the position of a prompting position point (X) of the entrance ramp vehicle according to the running direction of the vehicle in the interweaving area; two end points of the channel change area of the interweaving area are respectively a starting point (C) and an end point (D);

Step S2.2, the main line vehicle detecting unit detects in real time the traveling speed v _i and the passing time t _i of the main line vehicle i passing through the main line vehicle detecting point (a);

Step S2.3, estimating the time range [ t _{min_i},t_{max_i} ] of the main line vehicle i entering the interleaving region for changing the track, wherein t _{min_i} is the minimum time value of the main line vehicle i in the interleaving region for changing the track, and t _{max_i} is the maximum time value of the main line vehicle i in the interleaving region for changing the track;

In step S2.4, since the on-ramp vehicle detection unit detects the running speed and the passing time of the on-ramp vehicle passing through the on-ramp vehicle detection point (B) in real time, when the main line vehicle detection unit detects that the main line vehicle i passes through the main line vehicle detection point (a), the running speed and the passing time of the on-ramp vehicle passing through the on-ramp vehicle detection point (B) at the moment closest to the passing time t _i are obtained, which is noted as: an on-ramp vehicle j having a travel speed v _j through an on-ramp vehicle detection point (B) and a passage time t _j;

Estimating a time range [ t _{min_j},t_{max_j} ] when the entrance ramp vehicle j enters the interweaving region for lane change, wherein t _{min_j} is a minimum time value of the entrance ramp vehicle j in the interweaving region for lane change, and t _{max_j} is a maximum time value of the entrance ramp vehicle j in the interweaving region for lane change;

s2.5, judging whether intersection exists between a time range [ t _{min_i},t_{max_i} ] and a time range [ t _{min_j},t_{max_j} ], if not, indicating that the main line vehicle i and the entrance ramp vehicle j do not have conflict in the interleaving region track change region, and changing tracks at any position of the interleaving region track change region by the main line vehicle i and the entrance ramp vehicle j; if so, executing the step S2.6;

Step S2.6, predicting the time t _{mid_i} for changing the track of the main line vehicle i in the middle part of the track changing area of the interweaving area, wherein t _{mid_i}=（t_{min_i}+t_{max_i})/2;

Estimating the time t _{mid_j} of the entrance ramp vehicle j for changing lanes in the middle of the lane change area of the interweaving area, wherein t _{mid_j}=（t_{min_j}+t_{max_j})/2;

Estimating the time interval Deltat _ij：△t_ij=t_{mid_i}- t_{mid_j} between the main line vehicle i and the entrance ramp vehicle j and the middle part of the track change area of the interweaving area; further judging whether the time interval Deltat _ij is larger than or equal to the time t ₀ from the occurrence of the abnormality of the driver to the occurrence of the braking of the vehicle, if so, indicating that the main line vehicle i and the entrance ramp vehicle j do not have conflict when the middle part of the interweaving region changes the track, and guiding the main line vehicle i and the entrance ramp vehicle j to change the track in the middle part of the interweaving region; if not, executing the step S2.7;

step S2.7, further comparing the time t _{mid_i} with the time t _{mid_j}, if t _{mid_i}< t_{mid_j}, indicating that the time when the main line vehicle i reaches the middle of the interleaving area is earlier than the time when the entrance ramp vehicle j reaches the middle of the interleaving area, executing step S2.8: if t _{mid_i p}≥ t_{mid_j} shows that the time when the main line vehicle i reaches the middle part of the interweaving area and the track change area is later than the time when the entrance ramp vehicle j reaches the middle part of the interweaving area and the track change area, executing the step S2.9;

step S2.8: guiding the main line vehicle i to change tracks in the rear section area of the track change area of the interweaving area, and guiding the entrance ramp vehicle j to change tracks in the middle section area of the track change area of the interweaving area;

Step S2.9, the driving speed of the main line vehicle i is not interfered, and the driving speed of the entrance ramp vehicle j is interfered, and the method comprises the following steps:

Obtaining a speed limit value v _z specified by an entrance ramp; comparing whether the running speed v _j of the entrance ramp vehicle j is greater than or equal to the speed limit value v _z, if so, executing deceleration avoidance behavior on the entrance ramp vehicle j, and guiding the entrance ramp vehicle j to change lanes in the rear section area of the lane change area of the interweaving area; if not, executing acceleration passing behavior on the entrance ramp vehicle j, and guiding the entrance ramp vehicle j to change lanes in the front section area of the interchange area of the interweaving area.

3. The method for actively inducing and intelligently controlling vehicles in a highway interleaving area according to claim 2, wherein in step S2.3, t _{min_i} and t _{max_i} are determined by the following formulas:

t_{min_i}= L₁/v_i

t_{max_i=} L₁/v_i+2 L₂/(v_i+ v_n)

wherein:

L ₁ represents the distance from the main line vehicle detection point (A) to the starting point (C) of the interleaving area track change area;

l ₂ represents the distance from the start point (C) to the end point (D) of the interleaving area channel change region;

v _n represents the highest speed limit of the main line vehicle entering the interleaving area track change area.

4. The method for actively inducing and intelligently controlling vehicles in a highway interleaving area according to claim 2, wherein in step S2.4, t _{min_j} and t _{max_j} are determined by the following formulas:

t_{min_j}=2 L₃/(v_j+v_m)

t_{max_j}= L₃/v_j+2 L₂/(v_j+ v_m)

wherein:

L ₃ represents the distance between the entrance ramp vehicle detection point (B) and the starting point (C) of the interweaving area lane change area;

v _m represents the lowest speed limit for an on-ramp vehicle entering the interchange area of the interchange area.

5. The method for actively inducing and intelligently controlling vehicles in a highway interweaving area according to claim 2, wherein in step S2.9, when the deceleration avoidance behavior is performed on the entrance ramp vehicle j, the following method is adopted to obtain the recommended speed v _new0__j during deceleration:

1) The following method is adopted to obtain the safe time length delta t _new0__j which is required by the entrance ramp vehicle j to reach the starting point (C) of the interchange area from the entrance ramp vehicle detection point (B) in a decelerating manner and does not conflict with the main line vehicle i:

t_new0__j=△t_ij+L₃/v_j

Wherein: l ₃ represents the distance between the entrance ramp vehicle detection point (B) and the starting point (C) of the interweaving area lane change area;

2) The following is adopted to obtain the recommended speed v _new0__j during deceleration:

v_new0__j= L₃/ t_new0__j

in step S2.9, when the acceleration passing behavior is executed on the entrance ramp vehicle j, the following method is adopted to obtain the recommended vehicle speed v _new1__j at acceleration:

1) The following method is adopted to obtain the safe time length delta t _new1__j which is required by the on-ramp vehicle j to reach the starting point (C) of the interchange area from the on-ramp vehicle detection point (B) in an accelerating way and does not conflict with the main line vehicle i:

t_new1__j=L₃/v_j- t₀+△t_ij

2) The following formula is adopted to obtain the recommended vehicle speed v _new1__j during acceleration:

v_new1__j= L₃/ t_new1__j

the recommended speed of the on-ramp vehicle j is thus obtained.

6. The method for actively inducing and intelligently controlling vehicles facing highway interleaving area according to claim 1, wherein step S3 is specifically:

Step S3.1, if the condition is satisfied: the vehicle queuing length L _rp of the entrance ramp of the interleaving area is smaller than the maximum allowable queuing length L _rpm of the entrance ramp of the interleaving area, the vehicle queuing length L _cp of the exit ramp of the interleaving area is smaller than the maximum allowable queuing length L _cpm of the exit ramp of the interleaving area, which indicates that the signal intersection does not overflow after the entrance ramp of the interleaving area, and the queuing length of the exit ramp of the interleaving area is not in a saturated state, and at the moment, the single-area control mode of the interleaving area in the step S3.2 is executed; otherwise, executing the interleaving area linkage control mode in the step S3.3;

step S3.2, interleaving area single area control mode: according to the traffic condition of the exit ramp of the interweaving area, signal control is carried out on a main line signal control point O and an entrance ramp signal control point Z of the interweaving area;

step S3.3, interweaving area linkage control mode: according to the signal lamp control strategy of the signal intersection behind the entrance ramp of the interweaving area and the signal intersection in front of the exit ramp of the interweaving area, the signal lamps of the main line signal control point O on the upstream side of the interweaving area and the signal lamp of the entrance ramp signal control point Z of the interweaving area are controlled in a linkage mode, and the lane vehicles on the outer side of the main line and the entrance ramp vehicles of the interweaving area are indicated to pass through the interweaving area according to the signal lamp indication.

7. The method for actively inducing and intelligently controlling vehicles in a highway interleaving area according to claim 6, wherein the step S3.2 is specifically:

Step S3.2.1, obtaining the number of vehicles N _{Container with a cover} which can be continuously accommodated by the exit ramp of the interweaving area at present by adopting the following formula:

N _{Container with a cover} =(L_cpm-L_cp)/ △L

wherein: Δl is the average road length taken up by a single vehicle when excluded;

Step S3.2.2, obtaining the estimated release time length DeltaT ₁ of releasing N _{Container with a cover} vehicles at the position O of the main line signal control point by adopting the following formula:

△T₁=f(N _{Container with a cover} )

wherein: f () represents a relation function of the number of vehicles released and the release time length of the main line signal control point O;

Step S3.2.3, obtaining the estimated ideal release time length DeltaT ₂ of the signal control point Z of the entrance ramp of the interweaving area according to the proportional relation of the vehicle queuing length L _rp of the entrance ramp of the interweaving area and the vehicle queuing length L _zp of the lane outside the main line:

△T₂=△T₁*L_rp/L_zp

Step S3.2.4, judging whether the sum of DeltaT ₁ and DeltaT ₂ is greater than or equal to the minimum release duration T _cmin allowed by the signal control of the interleaving region, if so, executing a first signal control strategy: firstly, a main line signal control point O releases vehicles according to a predicted release time length DeltaT ₁, and an interweaving area entrance ramp signal control point Z in the time period prohibits the vehicles from passing; then, the interweaving area entrance ramp signal control point Z releases the vehicle according to the estimated ideal release time length DeltaT ₂, and the main line signal control point O in the time period prohibits the vehicle from passing, so as to finish one-round signal control;

If not, a second signal control strategy is executed: the main line signal control point O releases the vehicle according to the estimated release time length DeltaT ₁, and the interweaving area entrance ramp signal control point Z in the time period prohibits the vehicle from passing; then, the intersection ramp signal control point Z of the interweaving area releases the vehicle according to T _cmin-△T₁, and the main line signal control point O in the time period prohibits the vehicle from passing, so as to finish one-round signal control.

8. The method for actively inducing and intelligently controlling vehicles in a highway interleaving area according to claim 6, wherein the step S3.3 is specifically:

Step S3.3.1, if the condition is satisfied: the first linkage control mode of step S3.3.2 is executed if the interweaving area entrance ramp vehicle queuing length L _rp is less than the interweaving area entrance ramp vehicle maximum allowable queuing length L _rpm, and the interweaving area exit ramp vehicle queuing length L _cp is greater than or equal to the interweaving area exit ramp vehicle maximum allowable queuing length L _cpm;

If the condition is satisfied: the vehicle queuing length L _rp of the entrance ramp of the interweaving area is more than or equal to the maximum allowable queuing length L _rpm of the entrance ramp of the interweaving area, and the vehicle queuing length L _cp of the exit ramp of the interweaving area is less than the maximum allowable queuing length L _cpm of the exit ramp of the interweaving area, then the second linkage control mode of the step S3.3.3 is executed;

If the condition is satisfied: the vehicle queuing length L _rp of the entrance ramp of the interweaving area is more than or equal to the maximum allowable queuing length L _rpm of the entrance ramp of the interweaving area, the vehicle queuing length L _cp of the exit ramp of the interweaving area is more than or equal to the maximum allowable queuing length L _cpm of the exit ramp of the interweaving area, and then the third linkage control mode of the step S3.3.4 is executed;

Step S3.3.2, a first coordinated control mode:

in this case, the queue of the entrance ramp of the interleaving area is unsaturated, the queue of the exit ramp of the interleaving area is saturated, and signal lamps of the main line signal control point O and the signal control point Z of the entrance ramp of the interleaving area are controlled according to the signal control strategy of the signal intersection in front of the exit ramp of the interleaving area;

Step S3.3.3, a second coordinated control mode:

In this case, the queue of the entrance ramp of the interleaving area is saturated, the queue of the exit ramp of the interleaving area is unsaturated, and signal lamps of the main line signal control point O and the signal control point Z of the entrance ramp of the interleaving area are controlled according to the signal control strategy of the signal intersection behind the entrance ramp of the interleaving area;

Step S3.3.4, a third coordinated control mode:

In this case, the interleaving area entrance ramp is in queuing saturation, the interleaving area exit ramp is in queuing saturation, and the signal lamp of the main line signal control point O and the interleaving area entrance ramp signal control point Z is controlled by integrating the signal control strategy of the signal intersection before the interleaving area exit ramp and the signal control strategy of the signal intersection after the interleaving area entrance ramp.

9. The method for actively inducing and intelligently controlling vehicles in a highway interleaving area according to claim 8, wherein in step S3.3.2, the first linkage control mode is specifically:

Step S3.3.2.1, calculating to obtain the length t _cz required by vehicle queuing dissipation of the exit ramp of the interweaving area;

Step S3.3.2.2, obtaining a signal control strategy of a signal intersection before an exit ramp of an interweaving area, wherein the signal control strategy is as follows: the vehicle is removed from the exit ramp of the interleaving area at the time delta T _{Out of 1} of the 1 st signal of the exit; the method comprises the steps that at the time delta T _{Out of 2} of the 2 nd signal of an outlet, vehicles are forbidden to be discharged from an outlet ramp of a clearance interweaving area; deltaT _{Out of 1} and DeltaT _{Out of 2} form a round of signal control;

Step S3.3.2.3, when the signal intersection before the exit ramp of the interweaving area starts to execute the release strategy corresponding to the signal duration DeltaT _{Out of 1} of the exit 1, the vehicle release signal is executed for the main line signal control point O from the starting point time of the execution by the duration T _cz, the duration is equal to DeltaT _{Out of 1}, and at the moment, the signal control point Z of the entrance ramp of the interweaving area executes the vehicle release prohibition signal;

When a signal intersection before an exit ramp of an interweaving area starts to execute a release prohibition strategy corresponding to the time length DeltaT _{Out of 2} of the 2 nd signal of the exit, a time delay time T _cz is reserved from a starting point of the execution, a vehicle release signal is executed for a signal control point Z of the entrance ramp of the interweaving area, the time duration is equal to DeltaT _{Out of 2}, and a main line signal control point O in the time duration executes the vehicle release prohibition signal;

in step S3.3.3, the second linkage control mode specifically includes:

Step S3.3.3.1, calculating to obtain the length t _rz required by the vehicle in the interweaving area entrance ramp queue for dissipation;

Step S3.3.3.2, obtaining a signal control strategy of the signal intersection after the entrance ramp of the interweaving area, wherein the signal control strategy is as follows: at entry 1 signal duration DeltaT _{Into (I) 1}, let off the vehicle traveling to the entrance ramp of the interweaving area; at entry 2 signal duration DeltaT _{Into (I) 2}, vehicle traveling to the entrance ramp of the interweaving area is forbidden; deltaT _{Into (I) 1} and DeltaT _{Into (I) 2} form a round of signal control;

Step S3.3.3.3, when a release strategy corresponding to the 1 st signal duration DeltaT _{Into (I) 1} of an entrance is executed at each time at a signal intersection after an entrance ramp of an interweaving area, a time T _rz is advanced from a starting point time of starting execution, a vehicle release signal is executed for an entrance ramp signal control point Z of the interweaving area, the time duration is equal to DeltaT _{Into (I) 1}, and a vehicle release prohibition signal is executed for a main line signal control point O in the time duration;

when a release prohibition strategy corresponding to the time length DeltaT _{Into (I) 2} of the 2 nd signal of an entrance is executed at each time at a signal intersection after an entrance ramp of an interweaving area, a vehicle release signal is executed for a main line signal control point O by a time length T _rz in advance from a starting point time of starting execution, the time length is equal to DeltaT _{Into (I) 2}, and at the moment, a vehicle release prohibition signal is executed for a long-inner interweaving area entrance ramp signal control point Z;

In step S3.3.4, the third coordinated control mode is specifically:

Step S3.3.4.1, calculating to obtain the time t _rz required by the vehicle queue dissipation of the entrance ramp of the interweaving area and the time t _cz required by the vehicle queue dissipation of the exit ramp of the interweaving area;

Step S3.3.4.2, obtaining a signal control strategy of a signal intersection before an exit ramp of an interweaving area, wherein the signal control strategy is as follows: the vehicle is removed from the exit ramp of the interleaving area at the time delta T _{Out of 1} of the 1 st signal of the exit; the method comprises the steps that at the time delta T _{Out of 2} of the 2 nd signal of an outlet, vehicles are forbidden to be discharged from an outlet ramp of a clearance interweaving area; deltaT _{Out of 1} and DeltaT _{Out of 2} form a round of signal control;

the signal control strategy of the signal intersection after the entrance ramp of the interweaving area is obtained is as follows: at entry 1 signal duration DeltaT _{Into (I) 1}, let off the vehicle traveling to the entrance ramp of the interweaving area; at entry 2 signal duration DeltaT _{Into (I) 2}, vehicle traveling to the entrance ramp of the interweaving area is forbidden; deltaT _{Into (I) 1} and DeltaT _{Into (I) 2} form a round of signal control;

Step S3.3.4.3, when the signal intersection before the exit ramp of the interleaving area starts to execute the release strategy corresponding to the signal duration DeltaT _{Out of 1} of the exit 1, the delay duration T _cz is from the starting point time of the execution, the vehicle release signal is executed for the main line signal control point O, the duration is equal to DeltaT _{Out of 1}, and at the moment, the vehicle release prohibition signal is executed for the long inner interleaving area entrance ramp signal control point Z;

and when the signal intersection after the entrance ramp of the interweaving area executes a release strategy corresponding to the time length DeltaT _{Into (I) 1} of the 1 st signal every time, a time length T _rz is advanced from the starting point of executing, a vehicle release signal is executed for the signal control point Z of the entrance ramp of the interweaving area, the time length is equal to the larger value of DeltaT _{Into (I) 1} and DeltaT _{Out of 2}, and the main line signal control point O in the time length executes a vehicle release prohibition signal.