KR102285403B1 - Traffic of vehicle control method based on adaptive reversible lanes and control apparatus - Google Patents

Abstract

The traffic volume control method using an adaptive variable lane comprises the steps of: monitoring, by a control device, a vehicle congestion level for an entrance road entering a current intersection from an entrance intersection among surrounding intersections; Comparing the difference between the number of lanes of the entry road and the number of exit lanes toward the exit intersection among the surrounding intersections, the control device is the vehicle on the opposite road based on the number of lanes on the opposite road corresponding to the entry road Checking whether the congestion level is less than a reference value, when the control device controls the vehicle not to be located in a target lane that is one lane directly adjacent to the entry road among the opposite roads when the vehicle congestion level on the opposite road is less than the reference value; and resetting, by the control device, a travel direction for each lane of the increased entry road by incorporating the target lane. The current intersection is directly connected to a plurality of neighboring intersections except in the direction of the entrance intersection, and the exit intersection is an intersection through which vehicles entering the current intersection from the entrance intersection most exit among the plurality of neighboring intersections. .

Description

TRAFFIC OF VEHICLE CONTROL METHOD BASED ON ADAPTIVE REVERSIBLE LANES AND CONTROL APPARATUS

The technology to be described below relates to a method for controlling traffic volume by maximizing road utility using variable lanes in a road system.

Cars densely populated in the city center cause traffic jams, accidents, energy consumption and environmental problems. Therefore, research on a technology for controlling vehicle traffic is in progress. Vehicular traffic management (VTM) is a research field for increasing traffic throughput. For example, an intelligent transportation system (ITS) is a system that monitors a road condition using an image and sensing data of a camera and delivers certain information to individual vehicles.

Korean Patent Publication No. 10-2019-0049092

Among road systems, there is a system including a variable lane. There is a need for an effective control method for a road system including a variable lane. The technology to be described below is intended to provide a technique for adaptively maximizing traffic volume processing in consideration of traffic volume and road conditions measured in real time using variable lanes.

The traffic volume control method using an adaptive variable lane comprises the steps of: monitoring, by a control device, a vehicle congestion level for an entrance road entering a current intersection from an entrance intersection among surrounding intersections; Comparing the difference between the number of lanes of the entry road and the number of exit lanes toward the exit intersection among the surrounding intersections, the control device is the vehicle on the opposite road based on the number of lanes on the opposite road corresponding to the entry road Checking whether the congestion level is less than a reference value, when the control device controls the vehicle not to be located in a target lane that is one lane directly adjacent to the entry road among the opposite roads when the vehicle congestion level on the opposite road is less than the reference value; and resetting, by the control device, a travel direction for each lane of the increased entry road by incorporating the target lane. The current intersection is directly connected to a plurality of neighboring intersections except in the direction of the entrance intersection, and the exit intersection is an intersection through which vehicles entering the current intersection from the entrance intersection most exit among the plurality of neighboring intersections. .

The technology to be described below is an effective lane control method in consideration of the efficiency of the entire road system by controlling the variable lane based on the flow of vehicles in consideration of the real-time traffic condition of the surrounding intersection road.

1 is an example of an intersection signal control system.
2 is an example of an intersection including a variable lane.
3(A) shows an example of a multi-control device for controlling a variable lane in a road system, and FIG. 3(B) is an example to which the variable lane control is applied.
4 is an example of a diagram for a variable lane control process.
5 is an example of a flowchart for a process of changing a variable lane in a road system.
6 is an example of a control device.

The technology to be described below may have various changes and may have various embodiments, and specific embodiments will be illustrated in the drawings and described in detail. However, this is not intended to limit the technology described below to specific embodiments, and it should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the technology described below.

Terms such as first, second, A, and B may be used to describe various components, but the components are not limited by the above terms, and only for the purpose of distinguishing one component from other components. used only as For example, a first component may be named as a second component, and similarly, a second component may also be referred to as a first component without departing from the scope of the technology to be described below. and/or includes a combination of a plurality of related listed items or any of a plurality of related listed items.

In terms of the terms used herein, the singular expression should be understood to include a plural expression unless the context clearly dictates otherwise, and terms such as "comprises" refer to the described feature, number, step, operation, and element. , parts or combinations thereof are to be understood, but not to exclude the possibility of the presence or addition of one or more other features or numbers, step operation components, parts or combinations thereof.

Prior to a detailed description of the drawings, it is intended to clarify that the classification of the constituent parts in the present specification is merely a division according to the main function that each constituent unit is responsible for. That is, two or more components to be described below may be combined into one component, or one component may be divided into two or more for each more subdivided function. In addition, each of the constituent units to be described below may additionally perform some or all of the functions of other constituent units in addition to the main function it is responsible for. Of course, it may be carried out by being dedicated to it.

In addition, in performing the method or the method of operation, each process constituting the method may occur differently from the specified order unless a specific order is clearly described in context. That is, each process may occur in the same order as specified, may be performed substantially simultaneously, or may be performed in the reverse order.

The technique described below maximizes vehicle traffic in the road system on which the vehicle travels. The technology described below seeks to maximize traffic by adaptively controlling variable lanes to maximize road utility.

The road system includes roads, intersections, and signal control systems as major components. The signal control system includes a traffic light and a control device as a configuration for controlling the flow of a vehicle.

1 is an example of an intersection signal control system 100 . FIG. 1 does not show a traffic light, but shows an information collection path and a control device for signal control. The control device is a device for controlling the amount of traffic on the road, and may be implemented in various forms. The control device controls the signal of a specific intersection by using the information collected in the system 100 .

The signal control system 100 includes control units 120A and 120B, RSUs 150A and 150B, and a central control unit 180 . 1 shows a case in which the control device is the signal controllers 120A and 120B disposed at the intersection. The RSUs 150A and 150B correspond to roadside APs that communicate with the vehicles 110A, 110B, and 110C. The RSUs 150A and 150B may also communicate with the controllers 120A and 120B. The RSUs 150A, 150B and the vehicles 110A, 110B, and 110C may exchange information using various vehicle wireless communication techniques. The RSUs 150A and 150B and the control devices 120A and 120B may exchange information through wired or wireless communication. The RSUs 150A and 150B may exchange information with the control center 180 through wired or wireless communication such as mobile communication. In the following description, the communication technique used in the signal control system 100 is not limited to a specific communication technique.

The vehicle 110A transmits driving information such as a location, a destination, a moving direction, a moving speed, etc. to the RSU 150A (V2I communication). Furthermore, the vehicle 110A may transmit surrounding information, traffic conditions, etc. acquired with a camera or the like to the RSU 150A. The vehicle 110B may transmit driving information, traffic conditions, and the like to the vehicle 110C (V2V communication). The vehicle 110C may transmit its own information and the information transmitted by the vehicle 110B to the RSU 150A. The controller 120A may acquire information about a vehicle located at the intersection through the RSUs 150A and 150B. The controller 120A may acquire information such as the number of vehicles located on a specific road of the intersection, the speed of the vehicle, the entry route of each vehicle, and the exit route of each vehicle. Although the control device 120A is illustrated as receiving information through the RSU in FIG. 1 , in some cases, the control device 120A may receive information directly from the vehicle or from the central control device 180 .

Furthermore, the control device 120A may receive information from another control device 120B located at a nearby intersection. The control device 120A may acquire information (the number of vehicles, the speed of the vehicle, the target route of the corresponding vehicle, etc.) on vehicles entering the intersection in charge of the control device 120A from the surrounding intersection.

Meanwhile, the control device 120A may receive information collected by the control center 180 from the control center 180 . The control center 180 may transmit information such as vehicle information of the entire road traffic network and traffic conditions of surrounding intersections to the control device 120A. In the following description, it is assumed that the control device 120A can acquire information on the traffic conditions of the surrounding intersection and the traffic condition of the intersection in charge through at least one of various routes. Through this, the control device 120A may determine the congestion level of the road, the number of vehicles on a specific road, the waiting time of the vehicles, and the like. In addition, since the control device 120A is a device that controls the traffic signal at the intersection, information on the traffic signal at the intersection (the order of the traffic signal and the length of a specific signal, etc.) and the moving direction of the vehicle (turn left / go straight / turn right) are also provided in advance. assumes that you know

Furthermore, it is assumed that the control device collects the traffic conditions of the surrounding intersection through V2V, V2I and/or I2I communication. The control device may receive not only the traffic condition of the intersection currently managed by it, but also the traffic condition of the surrounding intersection.

Meanwhile, the vehicle running in the road system may be an autonomous vehicle. In this case, the controller and the central controller may transmit a command for controlling the movement of the vehicle to each vehicle.

Hereinafter, it is assumed that there is one control device for each intersection. Accordingly, it is assumed that a plurality of control devices control traffic signals in the entire road system.

The technology described below assumes a road system with variable lanes. The variable lane means a lane in which a vehicle movement direction can be changed in the first direction or in a second direction opposite to the first direction. The direction of the variable lane can be set with a traffic light.

Hereinafter, it will be described that the control device controls the traveling direction of the variable lane. The control device aims at variable lane control and signal control to increase traffic throughput and reduce waiting time at the current intersection in consideration of the real-time road conditions of adjacent intersections.

A term for road information or road condition that is a reference for variable lane control will be described first.

Graph data structures are used to analyze road systems. In G = (V, E), V is an intersection, and E is a road connecting the intersection. A network structure for analyzing the movement flow of a vehicle in a road system is called a road network.

2 is an example of an intersection including a variable lane. 2 shows a vehicle flow at a crossroad junction i _{x .} The controller controls the signal of the intersection i _x and the variable lane of the road inbound toward _{i x .} Intersection i _x has other intersections around it. Surrounding intersections are intersections that affect the traffic flow of _{intersection i c .} In FIG. 2 , _{the surrounding intersections of the crossroad intersection i x} are four intersections directly connected to the road. The four peripheral intersections are i _x ^N , i _x ^S , i _x ^W , and i _x ^E . The four surrounding intersections are intersections located in the north (N), south (S), west (W), and east (E), respectively, based on the _{intersection i x in FIG. 2 .} An intersection of a form different from that of FIG. 2 may also exist. For convenience of explanation, the crossroads as shown in FIG. 2 will be described as the basis.

The controller controls the variable lane at a specific target intersection to maximize traffic. Therefore, one target intersection i _x will be mainly described.

At G = (V, E), V includes intersections. For example, V = {i _x , i _x ^N , i _x ^S , i _x ^W , i _x ^E }. E consists of road segments connecting _{intersection i x and surrounding intersections.} The road segment is denoted S. The moving direction of the vehicle may be divided into a direction entering the intersection (inbound) and a direction leaving the intersection (outbound) when viewed with respect to a specific intersection. Therefore, E can be divided into two groups. One is the entry road segment S(i _x ^d ,i _x ). d ∈ {N,S,W,E}. The other is the exit road segment S(i _x ,i _x ^u ). u ∈ {N,S,W,E}.

The traffic on the road segment is denoted by D. The traffic for the entry road segment is D (S(i _x ^d ,i _x )). The traffic for the exit road segment is D (S(i _x ,i _x ^u )). From the point of view of the controller, traffic can be viewed as a constant demand.

A local flow is defined as a flow from a surrounding intersection i _x ^d to another surrounding intersection i _x ^u. The local vehicle flow is denoted by F. It can be defined as F _du = (i _x ^d ,i _x ^u ,n _{du ).} d≠u ∈{N,S,W,E}. n _du represents the amount of traffic. 0≤ n _du ≤ min(|D (S(i _x ^d ,i _x ))|, |D (S(i _x ,i _x ^u ))|).

Some limitations in road networks are described. It _{is assumed that F du} satisfies the following three restrictions.

① Capacity constraints

The sum of the local vehicle flows F _du in the road network G does not exceed the maximum capacity of the road segment S(i _x ^d ,i _{x ).} The maximum capacity of a road segment is determined by the length of the road and the number of lanes. The road length is denoted _by ^{Len(S(i x d} ,i _x )). The number of lanes is denoted by _{NL t} (S(i _x ^d ,i _{x )).}

② Flow conservation conditions

_Du ∈ S amount F ^(d _x i, _x i) and the amount _{F du ∈ S (i x,} i x u) of the flow entering at the intersection of the i _x flow entering the intersection i _x should be the same.

③ Conditions to satisfy requirements

i _x ^d in F _du entering from i _x ^d, based on the vehicle to the flow F _du i _x ^u to the F _du i _x i _x ^u from entering the i _x is the same.

Assuming that these restrictions are satisfied, the optimization objective of the control device can be defined as in Equation 1 below.

Equation 1 must satisfy the following constraint. Restriction conditions ①, ② and ③ correspond to the above three restriction conditions, respectively.

는 상수이다.

는 도로

의 반대 도로를 의미한다.0≤ n _du ≤ min(|D (S(i _x ^d ,i _x ))|, |D (S(i _x ,i _x ^u ))|). The above-mentioned restriction condition ① means the available amount of road, and it is assumed that one vehicle can be arranged 5 meters from the road.

is a constant.

the road

means the opposite road of

The control device searches for the available capacity of the road leading out to the surrounding intersection and the road in the reverse direction of the entry road, and adjusts (expands) the number of lanes on the entry road to maximize the amount of traffic of all vehicles flowing into _{the intersection i x .} The control device controls the extension of the access road using the variable lane. On the other hand, the control device of the intersection where the reverse road is the entry road controls the extension of the reverse road.

3(A) shows an example of a multi-control device for controlling a variable lane in a road system, and FIG. 3(B) is an example to which the variable lane control is applied. 3(A) is an example showing the function of the multiple control device and the relationship between the vehicle and the neighboring control device. One controller controls the signal at one intersection. A plurality of controllers may cooperate to control the variable lanes in the road system. In FIG. 3A , a local intersection manager (LIM) refers to a control device that controls individual intersections. The control device may collect information necessary for variable lane control through communication with the vehicle (Vehicle-to LIM, V2I) and communication between the control devices (LIM-to-LIM, I2I).

Each control unit performs three tasks. The three tasks are: (i) road utilization monitor (RUM), (ii) contraflow lane assessor (CLA), and (iii) dynamic lane assignment based on real-time direction. assignment, DLA). The control device may use individual modules (software components) that perform the above tasks. Hereinafter, RUM, CLA, and DLA will be described as an operation performed by the control device or a component performing the corresponding operation. Briefly describe the function of each module.

The RUM monitors the traffic condition of the road entering the _{intersection i x .} For example, RUM intersection of i _x is in cooperation with the peripheral intersection i _x ^d RUM detects the congestion of the access road segment S _(x i ^d, i _x). If the degree of congestion for the road segment is equal to or greater than the reference value, it may be determined that the road segment is congested.

에 대한 진행 방향 변경 가능성을 체크한다. CLA는 i_x ^d의 제어장치에 i_x에서 i_x ^d 방향으로 진출하는 진출 방향 도로 상황을 문의하고, 가변 차선을 변경해도 해당 진출 방향 도로 상황에 지장을 주지 않는 경우(또는 진출 방향 도로의 혼잡도가 기준값 이내인 경우), 가변 차선 변경이 가능하다고 판단한다. 더불어 가변 차선 변경 후, 즉 도로

의 용량이 늘어난 이후 도로

에서 진출이 늘어나는 트래픽이 도착하는 이웃 교차로를 i_x ^{u _ HF} 라고 할때, 해당 이웃 교차로의 현재 가용량이 늘어나는 트래픽을 수용할 만큼 충분한지 i_x ^{u _ HF} 에게 문의한다. 결과적으로 i_x ^d 에서 i_x 를 거쳐 i_x ^{u _ HF} 로 이동하는 트래픽을 수용하기 위해 도로

의 한 개 차선이 확장되고, 대신 역방향도로

의 한 개 차선이 감소하게 된다. 이 경우, DLA는 도로 세그먼트

와

에서 직진/좌회전/우회전 차량 수를 고려하여 트래픽 흐름을 최대화할 수 있도록 차선별 진행방향을 재할당 한다. DLA는

의 진행 방향 변경으로

이 확장되는 경우 교차로의 트래픽 처리량이 감소하지 않는지 확인할 수 있다.If the corresponding entry road segment is congested, the CLA checks whether the direction of travel of the reverse road can be changed to the entry direction of the intersection, and consequently the availability of the exit road increases with the expanded road capacity. That is, the CLA is the road segment currently set in the outgoing direction from _{i x .}

Check the possibility of changing the direction of progress. CLA is from _x i in the control unit of the i _x ^d i _x ^d Inquire about the road condition in the outbound direction, and if changing the variable lane does not interfere with the road condition in the outgoing direction (or if the congestion level of the outgoing road is within the standard value), it is determined that a variable lane change is possible . In addition, after a variable lane change, i.e. on the road

After the capacity of the road increased

Let i _x ^{u _ HF} _{be the neighboring intersection where the traffic from which outgoing traffic increases, i x} ^{u _ HF is} asked whether the current available capacity of the neighboring intersection is sufficient to accommodate the increasing traffic. As a result, from i _x ^d to i _x road to accommodate traffic going to i _x ^{u _ HF via}

one lane of the road is extended, and instead of a reverse road

is reduced by one lane. In this case, the DLA is the road segment

Wow

In consideration of the number of vehicles going straight/left/right, the traffic direction is reassigned for each lane to maximize the traffic flow. DLA

by changing the direction of

It can be verified that the traffic throughput of the intersection does not decrease when this is expanded.

3(A) shows that the control device is disposed at each intersection. However, a control device or a central control device in charge of controlling the whole or part of the road system may control a plurality of intersections.

3(B) is an example of a variable lane. The control device assumes a road as shown in FIG. 3(B). 3(B) is an intersection i _x ^d and lanes between intersection i _{x .} Among the lanes, the variable lanes are a, b, c, and d. Currently a, b and c are i _x ^d direction, and d is traveling in the i _x direction. The control device may maximize the flow between two intersections by controlling the variable lane according to road conditions.

Hereinafter, determination criteria and operations for the control device to control the variable vehicle will be described in detail. First, parameters for defining road information will be described. The parameters can be largely divided into parameters defining a movement flow or congestion level and parameters for setting a road lane.

The flow from the intersection i _x ^N to the intersection i _x ^S going straight through the intersection i _x is denoted as F(i _x ^N ,i _x ^S ) or simply F _SN .

The parameters related to the vehicle flow F _du in the approach road segment S(i _x ^d ,i _x ) are shown in Table 1 below. The following parameters are updated at the end of the RUM cycle CYC _t. CYC _t may be a traffic signal cycle at an intersection or a separate cycle.

TH _t (F _du ) Number of vehicles in vehicle flow F _du NDV _t (F _du ) Number of vehicles waiting to proceed at intersection i _{x in vehicle flow F du .} That is, NDV _t (F _ba ) is the number of vehicles waiting to enter the intersection at _{CYC t} because they cannot pass the intersection at _{CYC t -1.} Delay _t (F _du ) Average travel time of vehicles moving S(i _x ^d ,i _x ) from vehicle flow F _du to CYC _t NAV _t (F _du ) Continuous CYC _{t - 1} and CYC _t in the vehicle flow F _du Number of vehicles added to S(i _x ^d ,i _{x ) between cycles} NEV _t (F _du ) The number of vehicles expected to flow into S(i _x ^d ,i _x ) in the next cycle CYC _{t + 1 in the vehicle flow F du}

TH _t (F _du ), NDV _t (F _du ), Delay _t (F _du ) and NAV _t (F _du ) can be obtained through communication between the control unit and the vehicle (V2I). NEV _t (F _du ) can be obtained through communication (I2I) between controllers at the intersection.

Using the above information, the RUM may analyze the traffic state of S(i _x ^d ,i _{x ) in CYC t.} The parameters for the traffic state are shown in Table 2 below.

FR _t (F _du ) Road occupancy of _{S(i x} ^d ,i _x ) expected at time t for the traffic flow F _{du .} CL _t (F _du ) Relative traffic congestion of _{traffic flow F du} relative to other traffic flows passing through intersection i _x at CYC _t HF _t /LF _t Ratio of the largest and smallest flows in S(i _x ^d ,i _x ) at CYC _t

FR _t (F _du ) may be expressed as a ratio of the available road capacity to the amount of vehicle flow as shown in Equation 2 below.

FreeTimeDelay refers to the driving time on a road where there is no obstruction to the flow of traffic. CP _t (S(i _x ^d ,i _x )) is equal to the road capacity at _{CYC t.} FR _t (F _du ) reflects the real-time traffic demand considering _{Delay t} (F _du ) for the dynamically changing road capacity.

CL _t (F _du ) can be expressed as in Equation 3 below.

CL _t (F _du ) is proportional to _{FR t} (F _du ) and the expected demand, NEV _t (F _{du ).} CL _t (F _du ) is inversely proportional to the previous period TH _t-1 (F _{du ).}

HF _t and LF _t can be expressed by Equations 4 and 5 below, respectively.

The road lane setting parameters are shown in Table 3 below.

Len(S(i _x ^d ,i _x )) The length of S(i _x ^d ,i _{x ).} LCP(S(i _x ^d ,i _x )) capacity of road lanes. The number of vehicles that can be physically located in a lane. NL _T (S(i _x ^d ,i _x )) Number of lanes constituting S(i _x ^d ,i _x ) in CYC _t CP _T (S(i _x ^d ,i _x )) Capacity of S(i _x ^d ,i _x ) in CYC _{t .} LCP(S(i _x ^d ,i _x ))×NL _T (S(i _x ^d ,i _x )). LN _j lane j in S(i _x ^d ,i _{x )} Turn _T (S(i _x ^d ,i _x ),LN _j ) Types of permitted travel directions in the LN _j lane of S(i _x ^d ,i _{x )} Demand _T (S(i _x ^d ,i _x )) Amount of vehicles entering S(i _x ^d ,i _x ) during CYC _t resLn _T (S(i _x ^d ,i _x )) Available remaining lanes of _{S(i x} ^d ,i _x ) considering the traffic demand in CYC _t

Len(S(i _x ^d ,i _x )) and LCP(S(i _x ^d ,i _x )) are constants.

With _{respect to Turn T} (S(i _x ^d ,i _x ),LN _j ), the direction of travel at the intersection may vary. Basically, it is assumed that going straight (GS, go-straight), right turn (GR, go-right) and left turn (GL, go-left) are possible based on the entry direction. The possible direction of travel depends on the number of lanes.

Demand _T (S(i _x ^d ,i _x )) is NDV _t (F _du )+NAV _t (F _du ).

의 확장에 사용될 수 있는 차선을 의미하기도 한다. resLn_T(S(i_x ^d,i_x))는 아래 수학식 6으로 표현될 수 있다.resLn _T (S(i _x ^d ,i _x )) represents the number of lanes available in S(i _x ^d ,i _{x ), which is}

It also means a lane that can be used for the expansion of resLn _T (S(i _x ^d ,i _x )) may be expressed by Equation 6 below.

Now, the variable lane control using the above-mentioned parameters by the control device will be described. The control unit is primarily aimed at maximizing vehicle traffic throughput and reducing the average travel time of the vehicle.

RUM, CLA and DLA operate for each S(i _x ^d ,i _x ). d={N,S,W,E}. That is, the controller may perform variable lane control for each of the approach road segments at the intersection. However, since the standard for variable lane control is the same, one entry road segment will be described as the basis.

RUM action

RUM performs the following functions.

(1) Real-time road flow monitoring

RUM estimates the change of _{each vehicle flow F du} at S(i _x ^d ,i _x ), d={N,S,W,E}. RUM may monitor vehicle flow based on vehicle traffic volume and movement delay.

Two RUMs in i _x and i _x ^d can exchange traffic information in real time. First, the RUM tracks the state of _{S(i x} ^d ,i _x ) by updating the parameters related to the vehicle flow. The parameters related to vehicle flow are NDV _t (F _du ), Delay _t (F _du ), TH _t (F _du ), NAV _t (F _du ) and NEV _t (F _du ). The RUM checks the above-mentioned parameters with respect to all ingress flows entering the intersection based on the time point at which _{CYC t ends (V2I communication).}

RUM of i _x are the exchange of the RUM and the information of the updated vehicle flow over time i _x ^d (I2I communication). After exchanging information, RUM predicts the vehicle flow that will appear _{at CYC t +1. That is, the RUM estimates NEV t} (F _du ) based on the expected amount of vehicle according to the ingress flow. If you have 4 surrounding intersections, a particular intersection should consider 3 entry flows based on one vehicle flow.

RUM predicts the number of vehicles entering S(i _x ^d ,i _x ) in the next cycle CYC _{t +1.} For example, RUM is the sum of _{three flows {F NW} ,F _EW ,F _SW } going west (W) based on the moving direction of the vehicle at the _{intersection i x and CYC t +1} at i _x ^E at i _{x NEV t} (F _EW ) can be predicted by considering three vehicle flows entering into , that is, {F _EW ,F _EN ,F _ES |S(i _x ^E ,i _{x )}.} The CLA uses the updated NEV _t (F _du ).

(2) Determination of congestion and imbalance of road use

The RUM detects the congestion level on _{the road S(i x} ^d ,i _x ) in consideration of parameters such as occupancy ratio, travel delay, and the number of vehicles. The above three parameters can be expressed as FR _t (S(i _x ^d ,i _x )), Delay _t (S(i _x ^d ,i _x )), TH _t (S(i _x ^d ,i _x )), respectively. and can be defined as in Equations 7 to 9 below.

FR _t (S(i _x ^d ,i _x )) represents the amount of vehicle staying in S(i _x ^d ,i _{x ).}

Delay _t (S(i _x ^d ,i _x )) represents the time required to pass S(i _x ^d ,i _{x ).}

TH _t (S(i _x ^d ,i _x )) represents the number of actual vehicles passing through i _x through S(i _x ^d ,i _{x ).}

RUM is a series of two consecutive values based on _{FR t} (S(i _x ^d ,i _x )), Delay _t (S(i _x ^d ,i _x )), TH _t (S(i _x ^d ,i _{x )).} Determine the congestion level of S(i _x ^d ,i _{x ) during the period.} In particular, in RUM, when FR _t () is greater than the preset reference value P _{CG , TH t} () decreases, and Delay _t () increases, the state of _{S(i x} ^d ,i _{x ) is free} ) to congested. Expressed as an equation, the RUM determines the state of _{S(i x} ^d ,i _x ) as congestion when the condition of Equation 10 below is satisfied.

If the RUM determines that the road S(i _x ^d ,i _x ) is congested, it requests the CLA to check whether the traffic throughput can be increased by changing the variable lane.

CLA movement

의 가변 차선 방향을 변경하여 혼잡도를 완화할 수 있는지 점검한다. CLA는 인접한 두 개의 교차로의 제어장치와 협력하여 관련된 정보를 확인한다. 예를 들어 S(i_x ^d,i_x)에 혼잡을 일으키는 흐름이 F_{du _ HF} 인 경우, CLA가 협력하게 되는 두 개의 교차로는 i_x ^d 및 i_x ^{u _HF}이다. i_x ^{u _HF}는 S(i_x ^d,i_x) 상에서 가장 많은 차량이 향하는 교차로를 의미한다. The CLA starts an operation when the RUM determines that S(i _x ^d ,i _{x ) is congested.} CLA is the opposite lane

Check whether congestion can be alleviated by changing the variable lane direction of The CLA works with the controls of two adjacent intersections to verify the relevant information. For example, if the flow causing congestion in _{S(i x} ^d ,i _{x ) is F du _ HF} , the two intersections at which the CLA will cooperate are i _x ^d and i _x ^{u _HF} . i _x ^{u _HF} means the intersection to which the most vehicles are headed on S(i _x ^d ,i _{x ).}

4 is an example of a diagram for a variable lane control process. 4 mainly corresponds to the operation of the CLA. 4 shows seven states representing road conditions. In FIG. 4, the state is indicated by a circle.

및 S(i_x,i_x ^{u _HF}) 상의 혼잡도에 따라 상태가 변경된다.It is assumed that the road starts from the initial free state (FREE). The non-congested state is a state in which there is no delay in vehicle movement. The congested state means a state congested due to an increase in vehicles on _{S(i x} ^d ,i _{x ).} As described above, the RUM may determine the congestion state of _{S(i x} ^d ,i _{x ).} The congestion state may be changed to a congestion notification state (EXT_NOTI) or a lane confirmation state (RED_REQ). Congestion notification status or lane check status is at intersection i _x ^d and ^CLAs _{in i x} ^u _HF exchange information

and the state is changed according to the degree of congestion on S(i _x ,i _x ^{u _HF ).}

의 혼잡도가 낮아 차선 변경이 가능한 경우 교차로 i_x의 제어장치의 결정을 기다리는 상태이다.Lane change waiting state (RED_READY) is on the opposite road segment

If a lane change is possible due to low congestion at the intersection, it is waiting for the decision of the control device at the _{intersection i x.}

The lane processing state BEING_RED refers to a state in which, when the control device determines a lane change, a lane in which a traveling direction can be changed is emptied and a vehicle driving in the corresponding lane is notified. The lane setting state (BEING_EXT) refers to a state in which the traveling direction of the lane including the variable lane is reset through the DLA.

Hereinafter, the operation in each state will be described. Hereinafter, various messages are generated and transmitted in each state. Messages are generated by components (RUM, CLA, DLA) between or within the control unit. Messages can be exchanged between controllers or between components inside the controller (RUM, CLA, DLA).

(1) non-congested state (FREE)

In the non-congested state, two messages can occur. The message MSG (EXT_noti) is a message indicating that ingress traffic may increase. When the CLA receives the MSG (EXT_noti), it checks whether the number of lanes from the intersection that delivered the message is greater than the number of downlinks. NL is the number of _down-down lane of the i _x ^d to obtain an increase in the vehicle toward the i _x i _x in ^d. For example, when NL _t (S(i _x ^d ,i _x )) ≥ NL _down +1, the CLA sees that there is room in the corresponding lane and delivers MSG (EXT_ok) to the CLA that has transmitted MSG (EXT_noti). NL _down +1 corresponds to a reference value to which at least one lane can be increased. MSG(EXT_ok) corresponds to information that there is room in the lane of _{S(i x} ^d ,i _{x ).}

The message MSG (RED_req) is a message that requests a change in the opposite lane direction or a change possibility check. The CLA transmits the positive response MEG(RED_ok) to the CLA that sent the MSG(RED_req) only when NL(S(i _x ^d ,i _{x )) > 1.} That is, the CLA transmits the MEG (RED_ok) message only when the number of lanes that can be a lane change target is 2 or more and congestion does not occur even if one lane is reduced.

(2) Congested

의 차선이 감소해도 혼잡이 발생하지 않는지 이다. CLA는 S(i_x ^d,i_x)의 반대 방향 차로의 차선이 감소해도 해당 방향의 트래픽 처리에 지장을 주지 않는지 확인한다.In a congested state, the CLA determines whether it is possible to add a lane to the congested road by checking two conditions. The two conditions are: The first is whether S(i _x , i _x ^{u _HF} ) can handle the additional traffic from S(i _x ^d ,i _{x ).} The CLA checks in advance whether the number of vehicles entering the vehicle can be accommodated at the surrounding intersections in the direction of travel. second is

It is whether congestion does not occur even if the lanes of CLA checks whether traffic processing in that direction is not affected even if the lane in the opposite direction of S(i _x ^d ,i _{x ) decreases.}

The first condition is checked through the CLA _{in i x} ^{u _HF.} The second condition is checked through the CLA _{in i x} ^{d .} CLA at the _x i passes the MSG (EXT_noti) to CLA of i _x ^{u _HF.} If from the i _x ^u_HF CLA receiving MSG (EXT_ok), and CLA in the _x i passes the MSG (RED_req) to CLA in the i _x ^d.

(3) Congestion notification state (EXT_NOTI)

CLA at the _x i by passing HF _t of the S _(x i ^d, i _x) to the CLA of i _x ^{u _HF} passes the congestion state of the S _(x i ^d, i _x). CLA in i _x should make sure that i _x ^{u _HF} direction of the vehicle is increased or lanes increased from a situation i _x ^{u _HF} i _x ^d can afford. The CLA at i _x ^{u _HF} receives the MSG (EXT-noti) from the CLA at i _{x .} i _x ^{u _HF} of CLA road S, the number of lanes of the (i _x, i _x ^{u _HF)} S A (i _x ^d, i _x) from S (i _x, i _x ^{u _HF)} lane number (increase toward the It responds with MSG (EXT_ok) only if it is greater than or equal to the number of lanes). Conversely, _{the CLA of i x} ^{u _HF} responds with MSC (EXT_nok) when there is not enough space or congestion.

(4) Lane Check Status (RED_REQ)

의 가용 상태에 대한 정보를 대기한다.And the congested state S (i ^d _x, i _x), when receiving the MSG (EXT_ok) from the i _x ^{u _HF} CLA, the congestion state is notified to the lane power check state. CLA sends MSG(RED_req) to CLA of _{i x} ^d

Waits for information on the availability status of

(2) Lane change standby state (RED_READY)

가 가용한 경우, i_x ^d의 CLA는

의 한 차선에 차량이 비워지도록 대기한다. If _{the CLA of i x} ^d receives MSG (RED_req) in the non-congested state, it enters the lane change standby state.

If is available, the CLA of _{i x} ^{d is}

Wait for a vehicle to vacate in one of the lanes.

If the number of lanes of S(i _x ^d ,i _x ) is 2 or more and there is no congestion, _{the CLA of i x} ^d transmits MEG(RED_ok) to i _{x .} In this case, the DLA resets the travel direction per lane in anticipation that one lane will be reduced at _{S(i x} ^d ,i _{x ).}

The CLA of i _x ^d and i _x ^{u _HF} waits for the MSG (EXT_cfm) message from the CLA of i _x. MSG (EXT_cfm) is notified of the CLA i _x has access road that is, determined to use the additional lane on the S _(x i ^d, i _x).

(6) Lane processing status (BEING_RED)

에 대하여 차선 처리 상태로 설정한다. i_x ^d의 제어장치 또는 CLA는

에 대한 차선 비움(flushing) 동작을 한다. 차선 비움 동작은 진입 차량에 대한 통제 및 주행하는 차량에 대해서는 차로 변경 또는 대기 과정을 포함한다. 이를 위하여 i_x ^d의 제어장치 또는 CLA는 필요한 정보를 해당 차량들에 송신할 수 있다. 해당 차로에 대한 차선 비움이 완료되면, i_x ^d의 CLA는 MSG(RED_done) 메시지를 i_x의 CLA에 전달한다. MSG(RED_done)는 차선 비움이 완료되었다는 통지이다.When i _x ^d receives MSG(EXT_cfm) from the CLA of i _{x , the CLA of i x} ^d is

set to the lane processing state for The control unit or CLA of i _x ^{d is}

Perform a lane flushing action for The lane clearing operation includes a process of controlling the entering vehicle and changing the lane or waiting for the driving vehicle. To this end, _{the controller or CLA of i x} ^d may transmit necessary information to the corresponding vehicles. When the lane emptying for the corresponding lane is completed, _{the CLA of i x} ^d delivers a MSG (RED_done) message to the CLA of _{i x .} MSG (RED_done) is a notification that lane vacancy has been completed.

(7) Lane setting status (BEING_EXT)

The lane setting state is a state in which an operation for adding a lane _{of S(i x} ^d ,i _{x ) is performed.} After ^obtaining _{the agreement of the CLA of i x} ^{d and} the CLA of i _x ^u _HF (variable lane change is possible and preparation is completed in advance), _{the CLA of i x} proceeds to add the lane. The CLA instructs the DLA to reconfigure the traveling direction for each lane to add a lane.

DLA movement

의 차선을 제거하고 S(i_x ^d,i_x)를 확장하면서, 교차로에서 차량들의 충돌이나 교통흐름 장애를 회피하고자 한다. DLA는 S(i_x ^d,i_x)의 차선 설정 상태(BEING_EXT) 및

의 차선변경 대기 상태(RED_READY)를 전제로 동작한다.DLA

By removing the lanes of _{, and extending S(i x} ^d ,i _x ), we want to avoid collisions of vehicles or traffic flow obstructions at intersections. DLA is the lane setting state (BEING_EXT) of S(i _x ^d ,i _{x ) and}

It operates on the premise of the lane change standby state (RED_READY).

에서 제거하여, S(i_x ^d,i_x)에 추가한다고 가정한다. DLA는 LN₁을 제거하고 추가하면서 발생 가능한 차량 충돌을 방지하고, 차량흐름을 최대화하고자, 신호 체계를 점검한다. LN₁ 하나의 방향이 변경되어도, DLA는 전체 차선의 진행 방향에 대한 설정을 다시 한다.DLA sets the S _(x i ^d, i _x) the traveling direction ^{_{Turn T (S (i x d}} , i x), LN j) of the lane in the back. Variable lane LN ₁

It is assumed to be removed from and added to S(i _x ^d ,i _{x ).} DLA _{removes and adds LN 1} and checks the signaling system to avoid possible vehicle collisions and to maximize vehicle flow. Even _{if the direction of one LN 1} is changed, the DLA resets the setting for the traveling direction of all lanes.

The DLA adjusts so that the GL (turn left) lane and GR (turn right) lane based on the direction of entry are to the left and right of the GS (straight) lane, respectively. The left-turn lane includes a left-turn only lane and a simultaneous left-turn/straight lane. The right-turn lane includes a dedicated right-turn lane and a simultaneous right-turn/straight-line lane.

5 is an example of a flowchart for a process 100 of changing a variable lane in a road system. It will be described based on a specific intersection (eg, i _{x ).} A control device that manages the corresponding intersection controls the variable lane change. The control device changes the variable lane based on the lane entering the intersection. 5 is an example of a process of changing a variable lane based on one entry road. However, the control device may control the variable lane for all lanes entering the intersection. It is assumed that the control device is arranged at each intersection and manages the arranged intersection.

에서 진입 도로로 편입되는 차선을 증가 차선이라고 명명한다.

는 진입 도로의 반대 도로라고 명명한다. 증가 차선이 추가되어 개수가 늘어난 진입 도로을 증가된 진입 도로이라고 명명한다. 증가된 진입 도로은 가변 차로 변경으로 증가가 예상되는 진입 도로을 포함하는 의미로 사용한다.For the variable lane change of a specific intersection, the control device communicates with the control device of the surrounding intersection (eg, i _x ^d ) downward and the control device of the peripheral intersection (eg, i _x ^{u _HF} ) upwards based on the vehicle flow. to exchange information and transmit commands. The vehicle flow is i _x ^d → i _x → i _x ^{u _HF} . Not _{all vehicles moving from i x} ^d to i _x may move to i _x ^{u _HF} . It is ^assumed _{that i x} ^u _HF is the intersection where most vehicles move _{from i x} ^d to i _{x .} For convenience of description, i _x denotes a current intersection, i _x ^d denotes an entry intersection, and i _x ^u_HF denotes an exit intersection. _{The road S(i x} ^d ,i _x ) in the direction from the entrance intersection to the current intersection is called the entrance road. In addition, the road S(i _x ,i _x ^{u _HF} ) in the direction from the current intersection to the exit intersection is called an exit road. In order to maximize traffic throughput at the present time, the road opposite _{to the entry road S(i x} ^d ,i _{x )}

The lane that is incorporated into the access road is called the increase lane.

is called the opposite road to the entry road. An access road whose number is increased by adding an increasing lane is called an increased access road. The increased entry road is used to include an entry road that is expected to increase due to a change in a variable lane.

5 is an example of i _x control device performs the variable extension to the access road lane S (i ^d _x, i _x).

The control device monitors the vehicle congestion level for the access road (110). When the congestion level of the access road is greater than the threshold value (YES in 120), the control device checks the possibility of changing the traveling direction of the variable lane. In this case, the variable lane change means a change of the access road. When the congestion level of the access road is less than the threshold value (NO in 120), the control device continues to monitor the access road.

The control device checks whether there is a lane capable of changing the traveling direction (ie, adding to the entry road) on the road opposite to the entry road (130). The control device may determine in advance the total number of lanes that can be added among the variable lanes. If there is an available variable lane, the process of expanding the access road is entered (YES in 130).

The control device checks the state of the exit intersection, and checks whether there is a problem even if the number of vehicles flowing into the exit intersection increases ( 140 ). The control device may check the relevant information from the control device of the exit intersection. For example, when the number of exit roads is equal to or greater than the increased number of entry roads, the controller may determine that there is no problem in the exit road. Alternatively, the controller may determine that there is no problem when the number of exit roads is greater than the number of current entry roads by one or more (in the case of one increasing lane).

If there is no problem in the exit road, the control device checks the state of the entry intersection, and checks whether there is a problem even if the road opposite to the entry road decreases ( 150 ). The control device may check the relevant information from the control device of the approach intersection. For example, the controller may determine that there is no problem when the number of roads opposite to the entry road from which the increasing lane is removed is equal to or greater than the reference value. Here, the reference value may be 1. Alternatively, the control device may adaptively set the reference value in consideration of the number of vehicles traveling on the road opposite to the entry road.

If there is no problem in the road opposite to the entry road, the control device performs an operation for increasing the entry road.

The control device controls the process of reducing one lane on the opposite road of the entry road and extending one lane of the entry road. The control unit incorporates one lane (increasing lane) of the opposite road immediately adjacent to the current entry road into the entry road. The control device vacates the increasing lane in order to change the traveling direction of the increasing lane ( 160 ).

When the increasing lane becomes empty, the control device resets the traveling direction for each lane with respect to the entire extended entry road (170). The controller (the DLA component described above) may orient the lane for the entire access road, including the increased increasing lanes. At this time, the control device sets the lane direction so that there is no collision of vehicles or obstruction of traffic flow due to the increased entry road. The controller may cause the entry road to increase by N while re-directing the lane. Alternatively, the controller may reset the lane direction of the entire increased access road on condition that one or more entry roads increase.

Meanwhile, the central control system that centrally controls the road system may perform the variable lane control of FIG. 5 . The operation shown in FIG. 5 is not performed at one intersection, but the operation may be performed at each intersection of the entire road system.

As described above, the control device reduces one lane on the opposite road of the entry road and expands one lane on the entry road. According to road conditions, one or more lanes of the access road may be expanded. In this case, the control device repeatedly performs the process of expanding the road.

6 is an example of the control device 200 . The control device 200 may be a device disposed at each intersection to control individual intersections or a device for controlling a plurality of intersections. The control device 200 may be physically implemented in various forms. For example, the control device 200 may have the form of a computer device such as a PC, a server of a network, a data-only chipset, an RSU, an AP, or the like.

The control device 200 may include a storage device 210 , a memory 220 , an arithmetic device 230 , an interface device 240 , a communication device 250 , and an output device 260 .

The storage device 210 stores a program for variable lane control for an entrance road entering the current intersection from the entrance intersection. The storage device 210 may store information received from a vehicle or an adjacent control device or infrastructure. The storage device 210 may store information (identifiers, information for communication, etc.) about a peripheral control device, RSU, vehicle, and the like. The storage device 210 may store variable lane information for the approach roads.

The memory 220 may store data and information generated by the control device 200 in a data processing process.

The interface device 240 is a device that receives predetermined commands and data from the outside. The interface device 240 may receive necessary commands or data from a physically connected input device or an external storage device.

The communication device 250 refers to a configuration that receives and transmits certain information through a wired or wireless network. The communication device 250 may receive information necessary for variable lane control from a vehicle, a control device, and surrounding infrastructure. In addition, the communication device 250 may transmit a command requesting information on the surrounding intersection to the surrounding control device.

The output device 260 is a device that outputs certain information. The output device 260 may output information for intersection control or information indicating an intersection situation.

The computing device 230 may control the variable lane of the entry road by using the traffic condition information of the current intersection and the surrounding intersection and the program stored in the storage device 210 .

The calculator 230 may determine whether the vehicle congestion level for the approach road is equal to or greater than a reference value.

When the vehicle congestion on the entry road is equal to or greater than the reference value, the calculator 230 compares the number of lanes available as entry roads taking into account the number of variable lanes and the number of exit roads toward the exit intersection among surrounding intersections. Can be compared.

When the number of exit roads is equal to or greater than the sum of the number of entry roads and the total number of variable lanes, the calculator 230 may change the variable lane by determining that there is room in the traffic condition of the exit road.

The calculator 230 may determine whether the vehicle congestion level on the opposite road is less than a reference value based on the number of lanes on the opposite road to the entry road.

When the number of lanes on the road opposite to the entry road is two or more, the calculator 230 may determine that the vehicle congestion on the opposite road is less than the reference value. Alternatively, the calculator 230 may more precisely evaluate the vehicle congestion level based on the number of opposite roads and the amount of vehicles traveling on the opposite road.

When the vehicle congestion level of the opposite road is less than the reference value, the calculating unit 230 determines one lane of the opposite road directly adjacent to the entry road as a target lane to be incorporated into the entry road.

The calculator 230 may reset the traveling direction for each lane on the total entry road in which the target lane is incorporated and increased. This corresponds to a DLA operation.

The computing device 230 may be a device such as a processor, an AP, or a program embedded chip that processes data and processes a predetermined operation.

In addition, the variable difference control method or operation of the control device as described above may be implemented as a program (or application) including an executable algorithm that can be executed in a computer. The program may be provided by being stored in a non-transitory computer readable medium.

The non-transitory readable medium refers to a medium that stores data semi-permanently, rather than a medium that stores data for a short moment, such as a register, cache, memory, etc., and can be read by a device. Specifically, the above-described various applications or programs may be provided by being stored in a non-transitory readable medium such as a CD, DVD, hard disk, Blu-ray disk, USB, memory card, ROM, and the like.

This embodiment and the drawings attached to this specification merely clearly show a part of the technical idea included in the above-described technology, and within the scope of the technical idea included in the specification and drawings of the above-described technology, those skilled in the art can easily It will be apparent that all inferred modified examples and specific embodiments are included in the scope of the above-described technology.

Claims (12)

monitoring, by the control device, a degree of vehicle congestion for an entrance road currently entering the intersection from the entrance intersection among the surrounding intersections;
comparing, by the control device, a difference between the number of lanes of the entry road to be expanded and the number of lanes of the exit road toward the exit intersection among the surrounding intersections when the congestion level is equal to or greater than a reference value;
determining, by the control device, whether the vehicle congestion level on the opposite road is less than a reference value based on the number of lanes on the opposite road corresponding to the entry road;
controlling, by the control device, so that the vehicle is not located in a target lane that is one lane directly adjacent to the entry road among the opposite roads when the vehicle congestion level on the opposite road is less than a reference value; and
Comprising the step of the control device resetting the progress direction for each lane of the increased entry road by incorporating the target lane,
The current intersection is directly connected to a plurality of neighboring intersections except in the direction of the entrance intersection, and the exit intersection is an intersection through which most vehicles entering the current intersection from the entrance intersection exit among the plurality of neighboring intersections. ,
The opposite road is a traffic volume control method using an adaptive variable lane, which means a road in the reverse direction based on the driving direction of the entry road. According to claim 1,
When the number of exit roads is equal to or greater than the number of lanes of the entry road to be expanded, the control device incorporates the target lane into the entry road. According to claim 1,
When the number of lanes on the opposite road is two or more, the control device determines that the vehicle congestion on the opposite road is less than a reference value. According to claim 1,
The control device is a traffic volume control method using an adaptive variable lane for extending the lane of the entry road when the total vehicle flow in all directions at the current intersection becomes the maximum. According to claim 1,
The control device is configured such that a lane turning left at the current intersection is located on the left side of the straight lane, and a lane turning right at the current intersection is located on the right side of the straight lane based on the direction of the entrance road. A traffic volume control method using adaptive variable lanes to set the lane direction for According to claim 1,
the control device

A traffic volume control method using an adaptive variable lane for determining the number of target lanes to satisfy
(Here, F _du represents the flow of vehicles at the current intersection, and the equation satisfies the following condition

i _x is the current intersection, i _x ^d is the entry intersection, i _x ^u is the exit intersection, S(i _x ^d ,i _x ) is the entry road, Len() is the length of the lane, NLt() is the time The number of lanes in t, n _du is the amount of vehicles from the entrance intersection to the exit intersection through the current intersection) According to claim 1,
The control device is a traffic volume control method using an adaptive variable lane for determining whether to change the traveling direction of the variable lane at regular intervals. a communication device for receiving traffic condition information of nearby intersections;
a storage device for storing a program for determining whether to add a variable lane to an entrance road currently entering the intersection from an entrance intersection among surrounding intersections; and
a computing device for generating a command for adding a variable lane to the entry road by using the traffic situation information and the program,
The calculation device compares the difference between the number of lanes of the entry road to be expanded and the number of lanes of the exit road toward the exit intersection among the surrounding intersections when the vehicle congestion level for the entry road is equal to or greater than a reference value,
Based on the number of lanes on the opposite road, check whether the congestion level of the vehicle on the opposite road is less than the reference value,
When the vehicle congestion level of the entry road is greater than or equal to the reference value and the vehicle congestion level of the opposite road is less than the reference value, the vehicle is controlled not to be located in a target lane, which is one lane directly adjacent to the entry road among the opposite roads;
But resetting the progress direction for each lane of the increased entry road by incorporating the target lane,
The current intersection is directly connected to a plurality of neighboring intersections except in the direction of the entrance intersection, and the exit intersection is an intersection through which most vehicles entering the current intersection from the entrance intersection exit among the plurality of neighboring intersections. ,
The opposite road is a control device for controlling an adaptively variable lane, which means a road in the reverse direction based on the driving direction of the entry road. 9. The method of claim 8,
When the number of exit roads is equal to or greater than the number of lanes of the entry road to be expanded, the computing device controls the adaptively variable lane for incorporating the target lane into the entry road. 9. The method of claim 8,
When the number of lanes on the opposite road is two or more, the computing device controls the adaptively variable lane for determining that the vehicle congestion on the opposite road is less than a reference value. 9. The method of claim 8,
The computing device is a control device for controlling the adaptively variable lane for extending the lane of the entry road when the total vehicle flow in all directions at the current intersection becomes the maximum. A computer-readable recording medium in which a program for executing the traffic volume control method using an adaptive variable lane according to any one of claims 1 to 7 is recorded on a computer.

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