CN111932909A - A real-time variable lane dynamic allocation method in an intelligent vehicle-road coordination environment - Google Patents
A real-time variable lane dynamic allocation method in an intelligent vehicle-road coordination environmentDownload PDFInfo
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Abstract
Translated fromChinese
Description
Translated fromChinese技术领域technical field
本发明涉及实时可变车道分配方法，尤其涉及一种智能车路协同环境下实时可变车道动态分配方法。The invention relates to a real-time variable lane allocation method, in particular to a real-time variable lane dynamic allocation method in an intelligent vehicle-road coordination environment.
背景技术Background technique
随着城市布局的不断变迁，逐渐形成了工作单位集中在城市中心区域，居住地集中在城市外围的格局，这种格局导致潮汐交通流的产生，表现为双向道路交通流不均衡，路面拥堵等现象。交叉口是城市交通系统的瓶颈，固定不变的车道功能划分方案难以适应交通流转向不均衡特性，具体表现为某导向车道资源冗余，而另一导向车道排队严重，车道资源利用率低下。当前可变车道多采用定时定路段的控制技术，面对实时交通情况无法及时调整车道疏散车流；现有的车道划分技术判断依据不一，阶段与阶段之间的转换缺乏安全控制，存在运行风险。With the continuous change of urban layout, a pattern has gradually formed in which work units are concentrated in the central area of the city, and residential areas are concentrated in the periphery of the city. This pattern leads to the generation of tidal traffic flow, which is manifested as uneven two-way road traffic flow, road congestion, etc. Phenomenon. The intersection is the bottleneck of the urban traffic system, and the fixed lane function division scheme is difficult to adapt to the unbalanced traffic flow. At present, variable lanes mostly use the control technology of timing and determining the road section, and it is impossible to adjust the lane evacuation traffic flow in time in the face of real-time traffic conditions; the existing lane division technology has different judgments, and the transition between stages lacks safety control and has operational risks. .
发明内容SUMMARY OF THE INVENTION
发明目的：本发明提出一种智能车路协同环境下可变车道动态分配方法，该方法通过导向车流状况与车均延误之间的内在联系，基于实时交通导向流量快速识别使得车辆延误最小的车道组合方法，引入延误优化差值、时间间隔约束、车道数目条件进行安全控制，对可变车道进行实时动态调控，提高道路资源时空利用率，使得车流均衡，保证交叉口安全高效通行，可在实时交通流量状态下选择合适的车道组合。Purpose of the invention: The present invention proposes a method for dynamic allocation of variable lanes in an intelligent vehicle-road coordination environment. The method can quickly identify the lane with the smallest vehicle delay based on the real-time traffic guidance flow through the inherent relationship between the guiding traffic flow and the average vehicle delay. The combined method introduces delay optimization difference, time interval constraint, and lane number conditions for safety control, real-time dynamic control of variable lanes, improves the time and space utilization of road resources, balances traffic flow, and ensures safe and efficient passage at intersections. Select the appropriate lane combination under traffic flow conditions.
技术方案：本发明智能车路协同环境下实时可变车道动态分配方法，该方法包括以下步骤：Technical solution: the method for dynamic allocation of real-time variable lanes in an intelligent vehicle-road coordination environment of the present invention, the method includes the following steps:
步骤1：在智能车路协同环境下采集各种基础交通数据，将得到的数据发送到数据处理中心，判断是否满足可变车道开启条件；Step 1: Collect various basic traffic data in the intelligent vehicle-road coordination environment, and send the obtained data to the data processing center to determine whether the variable lane opening conditions are met;
步骤2：构建路段车道分配模型，将确定的车道组合输入路段车道分配模型，根据实时交通量计算出不同车道组合的车均延误，选择延误最小的车道组合作为最优车道组合方案；Step 2: Build a road section lane allocation model, input the determined lane combination into the road section lane allocation model, calculate the average vehicle delay of different lane combinations according to the real-time traffic volume, and select the lane combination with the smallest delay as the optimal lane combination scheme;
步骤3：为避免频繁换道引发安全事故，设置延误优化差值、间隔时间、车道数目约束条件进行安全控制；Step 3: In order to avoid safety accidents caused by frequent lane changes, set the constraints of delay optimization difference, interval time, and number of lanes for safety control;
步骤4：将最优车道组合方案通过可变信息板或车内导航传达给驾驶员，提前进行变道引流；Step 4: The optimal lane combination plan is communicated to the driver through the variable information board or in-vehicle navigation, and the lane change and drainage are carried out in advance;
步骤5：基于HCM2000建立交叉口可变车道动态分配方法，以延误最小构建目标函数，饱和度、最小绿灯时间、信号周期时长条件进行约束控制；Step 5: Based on HCM2000, establish a dynamic allocation method for variable lanes at intersections to construct an objective function with minimum delay, and perform constraint control on the conditions of saturation, minimum green light time, and signal cycle duration;
步骤6：在MATLAB环境下分析单方向车流改变和直行左转流量均改变的延误状况；Step 6: Analyze the delay situation when the traffic flow in one direction changes and the flow in straight left turns change in the MATLAB environment;
步骤7：根据步骤6所得结果为实时导向流量状况下选择最优车道组合提供依据。Step 7: According to the result obtained in Step 6, it provides a basis for selecting the optimal lane combination under the real-time guidance flow conditions.
其中，步骤1智能车路协同环境下包括通过无线通信技术、GIS、传感器技术采集交通数据，交通数据包括交通量、车辆速度、车型一系列交通参数。Wherein, in step 1, the intelligent vehicle-road collaborative environment includes collecting traffic data through wireless communication technology, GIS, and sensor technology, and the traffic data includes a series of traffic parameters of traffic volume, vehicle speed, and vehicle type.
步骤2中的路段车道分配模型是采用BPR函数进行构建，具体构建过程如下：The road segment lane allocation model in step 2 is constructed using the BPR function, and the specific construction process is as follows:
假设上行车道方向为r，下行车道方向为r'。每一条车道的通行能力为c，路段双向各n条车道，则单向路段通行能力为nc。将i作为可转换方向车道数，当出现上下行车道调整时，上下行的车道通行能力将会增加或减少±ic。总之，可变车道的车道数目不影响原本车道的通行能力，总的通行能力依旧是2nc。本发明对道路阻抗BPR函数进行分析，并将式子中的参数进行重新标定以适应城市道路情况。上行车道方向的道路阻抗如式(1)所示：Suppose the direction of the up-lane is r and the direction of the down-lane is r'. The traffic capacity of each lane is c, and there are n lanes in both directions of the road section, then the traffic capacity of the one-way road section is nc. Taking i as the number of lanes in switchable directions, when there is an adjustment of the up and down lanes, the capacity of the up and down lanes will increase or decrease by ±ic. In short, the number of lanes in the variable lane does not affect the capacity of the original lane, and the total capacity is still 2nc. The invention analyzes the road impedance BPR function, and recalibrates the parameters in the formula to adapt to the urban road conditions. The road impedance in the direction of the upward lane is shown in formula (1):
式中：α、β为待定参数，需要进行大量的交通调查来确定；t0为路段上自由流的行驶时间，xr为上行车道r方向的交通流量，单位是pcu/h。cr为上行车道r方向的通行能力，单位是pcu/h。In the formula: α and β are undetermined parameters, which need to be determined by a large number of traffic surveys; t0 is the travel time of free flow on the road section, xr is the traffic flow in the direction of up lane r, and the unit is pcu/h. cr is the capacity of the upward lane in the direction of r, and the unit is pcu/h.
本文的动态车道分配方法是将道路阻抗与交通量相乘，并在时间上做积分，旨在上行车道和下行车道方向通行的所有车辆总阻抗最小。在模型中当上行车道方向r为重交通流方向，则i取正，此时重交通流方向通行能力增加，相反轻交通流方向通行能力相对应的减少；当上行车道方向r为轻交通流方向，则i取负。The dynamic lane assignment method in this paper is to multiply the road impedance by the traffic volume and integrate it in time, aiming to minimize the total impedance of all vehicles passing in the up and down lanes. In the model, when the up-lane direction r is the direction of heavy traffic flow, then i is taken as positive. At this time, the traffic capacity in the direction of heavy traffic flow increases, and on the contrary, the traffic capacity in the direction of light traffic flow decreases correspondingly; when the direction r of the up-lane is the direction of light traffic flow direction, then i is negative.
在某特定时间段内，不同的车道分配组合下，将上行车道和下行车道的阻抗相加，得到整条路段上的总阻抗，该模型的目标函数就是使得道路上的总阻抗最小，见式(2)：In a certain time period, under different lane assignment combinations, the impedances of the up and down lanes are added to obtain the total impedance on the entire road section. The objective function of the model is to minimize the total impedance on the road, as shown in the formula (2):
式子中：t1为可变车道开启时间；t2为可变车道关闭时间；Ti为各个阶段转换时间。In the formula: t1 is the opening time of the variable lane; t2 is the closing time of the variable lane; Ti is the transition time of each stage.
为了体现路段车道能根据实时交通量转换可变车道数目，将特定的一段时间分成k个阶段，每个阶段持续h个小时，求出每个阶段在不同的车道分配组合下的最佳车道分配方案。阶段与阶段之间转换时间Ti要考虑的因素有很多。当某一阶段结束到下一阶段的开启要预留出足够的清空时间保证驾驶安全。清空时间的计算包括驾驶员驶离时间，道钉灯颜色转换时间以及安全时间。In order to reflect that the lanes of a road section can be converted into a variable number of lanes according to the real-time traffic volume, a specific period of time is divided into k stages, each stage lasts for h hours, and the optimal lane allocation for each stage under different lane allocation combinations is obtained. Program. There are many factors to consider in the transition time Ti between stages. From the end of a certain stage to the opening of the next stage, it is necessary to reserve enough time for clearing to ensure driving safety. Calculations for clearing time include driver departure time, road stud color change time, and safety time.
调查各个阶段的交通量，计算各个阶段的行驶阻抗，将这两部分相乘在时间上作积分，用Pk表示，见式(3)：Investigate the traffic volume at each stage, calculate the driving impedance of each stage, multiply the two parts and integrate them in time, which is expressed by Pk , as shown in formula (3):
上式中，tk表示第k个阶段开始时间，ik表示第k阶段的可转换方向车道数，Pk表示第k阶段的状态变量，而该模型的决策变量用Wk(Pk)表示，它是状态变量在此前阶段上的累加。决策变量Wk(Pk)的表达式如式(4)所示：In the above formula, tk represents the start time of the kth stage, ik represents the number of switchable direction lanes in the kth stage, Pk represents the state variable of the kth stage, and the decision variable of the model is Wk (Pk ) Indicates that it is the accumulation of state variables over previous stages. The expression of decision variable Wk (Pk ) is shown in formula (4):
已经知道前一阶段的状态变量和决策变量，则下一阶段的状态变量则是将前一阶段的状态变量和决策变量相加，可用式(5)表示：Knowing the state variables and decision variables of the previous stage, the state variables of the next stage are the addition of the state variables and decision variables of the previous stage, which can be expressed by formula (5):
Ek(Wk,Pk)＝Pk+Wk(Pk) (5)Ek (Wk ,Pk )=Pk +Wk (Pk ) (5)
其中为避免频繁换道，步骤3中设置的安全控制约束条件如下：In order to avoid frequent lane changes, the safety control constraints set in step 3 are as follows:
(3.1)延误优化差值ΔM(3.1) Delay optimization difference ΔM
ΔM是指原始车道组合方案与调整后的车道组合方案之间的路段车辆平均延误的差值。为避免由上一阶段车道组合转换到下一阶段的优化效果不显著，车辆因频繁换道而存在安全隐患，因此设定延误优化差值作为限制的约束条件。本发明延误优化差值ΔM取值至少大于车辆在阶段切换过程中产生的延误时间成本，当两个阶段的延误之差超过这个切换过程产生的时间成本，则进行下一阶段的转换，如果两个阶段的延误之差没有超过，则继续执行当前的车道组合方案。延误优化差值表达式如下：ΔM refers to the difference in the average delay of vehicles on the road segment between the original lane combination scheme and the adjusted lane combination scheme. In order to avoid that the optimization effect of the lane combination transition from the previous stage to the next stage is not significant, and the vehicle has potential safety hazards due to frequent lane changes, the delay optimization difference is set as the constraint condition. The value of the delay optimization difference ΔM of the present invention is at least greater than the delay time cost generated by the vehicle during the stage switching process. When the difference between the delays of the two stages exceeds the time cost generated by the switching process, the next stage switching is performed. If the difference between the delays in each stage is not exceeded, the current lane combination scheme will continue to be executed. The delay optimization difference expression is as follows:
P(ik)-P(ik+1)＞ΔM (6)P(ik )-P(ik+1 )>ΔM (6)
式中：P(ik)——表示重交通流方向在k阶段实行的车道方案中车辆的平均延误，单位是s；In the formula: P(ik )——represents the average delay of vehicles in the lane scheme implemented in the k phase of the heavy traffic flow direction, the unit is s;
P(ik+1)——表示重交通流方向在k+1阶段实行的车道方案中车辆的平均延误，单位是s。P(ik+1 )——represents the average delay of vehicles in the lane scheme implemented in the k+1 phase of the heavy traffic flow direction, the unit is s.
(3.2)时间间隔约束(3.2) Time interval constraints
早晚高峰期交通流呈现动态规律性变化，切换间隔时间的确定取决于交通流的动态变化规律，间隔时间太短不仅看不到效果，还会给路面车辆运行带来混乱；间隔时间太长不仅不能够解决高峰拥堵时间段短而急的困扰，相反也失去了实时动态控制的意义。间隔时间的确定必须大于车辆在稳定流状态下通过可变车道路段的平均行驶时间。The traffic flow in the morning and evening peak periods presents dynamic and regular changes. The determination of the switching interval depends on the dynamic change law of the traffic flow. If the interval is too short, the effect will not be seen, and it will also bring confusion to the operation of the road vehicles; if the interval is too long, it will not only It cannot solve the problem of short and urgent peak congestion time period, on the contrary, it also loses the meaning of real-time dynamic control. The determination of the interval time must be greater than the average travel time of the vehicle through the variable road segment under steady flow conditions.
T＞Tmin (7)T>Tmin (7)
式中：T——当前车道组合方案持续时间，单位是min；In the formula: T——the duration of the current lane combination scheme, the unit is min;
Tmin——车道组合方案切换的最小时间间隔，单位是min。Tmin ——the minimum time interval for switching the lane combination scheme, the unit is min.
(3.3)车道数目约束(3.3) Constraints on the number of lanes
-n＜i＜n (8)-n<i<n (8)
n取值为设置的可变车道单向车道数。本发明是在双向3车道的基础上研究可变车道控制的，因此i的取值也有限制，为-3≤i≤3，但当i＝3时，其中必有一个方向道路丧失通行权，此情况不做考虑，所以本方法的取值范围为-3＜i＜3。The value of n is the set number of one-way lanes of variable lanes. The present invention studies variable lane control on the basis of two-way 3-lane, so the value of i is also limited, which is -3≤i≤3, but when i=3, one of the roads must lose the right of way, This situation is not considered, so the value range of this method is -3<i<3.
其中，步骤5中的交叉口车道分配模型是采用HCM2000进行构建，具体构建过程如下：Among them, the intersection lane allocation model in step 5 is constructed using HCM2000, and the specific construction process is as follows:
在交叉口最常见的问题就是车辆在进口道排队时间过长，产生车辆延误，一应使得通过交叉口的所有车辆延误达到最小。交叉口动态车道分配模型用到HCM2000版的延误估算公式来构建目标函数，不考虑初始排队情况，只使用均匀延误、增量延误这两部分，构建的函数如下：The most common problem at intersections is that vehicles queue for too long at the entrance, resulting in vehicle delays. One should minimize the delay of all vehicles passing through the intersection. The dynamic lane allocation model of the intersection uses the delay estimation formula of HCM2000 version to construct the objective function, regardless of the initial queuing situation, and only uses the two parts of uniform delay and incremental delay. The constructed function is as follows:
式中：nij——i进口道上j车流所对应的车道数；In the formula: nij — the number of lanes corresponding to j traffic flow on the i entrance;
qij——i进口道上j车道组的实际到达交通量(pcu/h)；qij ——the actual arriving traffic volume of the j lane group on the i entrance road (pcu/h);
dij——i进口道上j车道组的车均延误(s)。dij ——The average delay of vehicles in the j-lane group on the i-entry road (s).
其中，步骤2中的约束条件如下：Among them, the constraints in step 2 are as follows:
在交叉口，各进口道转向功能的实现依靠交叉口的时空配置，时间上面包括周期长、信号配时、最小绿灯时间，在空间上包括车道数、道路饱和度，这些因素都变成了模型中相关变量的约束条件，与目标函数构成一个完整的非线性目标函数。At the intersection, the realization of the steering function of each entrance depends on the spatial and temporal configuration of the intersection. The time includes the cycle length, signal timing, and the minimum green light time, and the space includes the number of lanes and road saturation. These factors have become the model Constraints of related variables in , and the objective function constitute a complete nonlinear objective function.
(3.4)饱和度约束(3.4) Saturation Constraints
交叉口饱和度指的是各车道的实际交通量与该车道的饱和通行能力的比值，是反应交叉口服务水平的重要指标之一，它也是可变车道换道模型应用的关键参数。Intersection saturation refers to the ratio of the actual traffic volume of each lane to the saturated capacity of the lane. It is one of the important indicators to reflect the service level of the intersection, and it is also a key parameter for the application of the variable lane changing model.
首先需要明确各转向进口道的拥堵情况，才能有根据的转换车道，通常采用转向车道的饱和度来判定交叉口的拥堵程度，具体判定情况如下：First of all, it is necessary to clarify the congestion situation of each steering entry lane, so as to change lanes based on the basis, usually the saturation of the steering lane is used to determine the degree of congestion at the intersection. The specific determination is as follows:
表4交叉口转向车道拥堵强度判断Table 4 Judgment of the congestion intensity of the turning lane at the intersection
从上表4中可以看到，当饱和度大于0.9时，转向车道就开始拥堵，但是交叉口的交通流会随时间呈现大幅度的波动，次路上的交通量相对于主路会减少，此路饱和度也会减少，这时候需要适时降低主路交通量来保护主路通行权。As can be seen from Table 4 above, when the saturation is greater than 0.9, the turning lane begins to be congested, but the traffic flow at the intersection will fluctuate greatly over time, and the traffic volume on the secondary road will decrease relative to the main road. The road saturation will also be reduced. At this time, it is necessary to reduce the traffic volume of the main road in a timely manner to protect the right of way of the main road.
饱和度约束条件如下：The saturation constraints are as follows:
式中：xij——i进口道上j车道组的饱和度；In the formula: xij —— the saturation of the j lane group on the i entrance;
qij——i进口道上j车道组的实际到达交通量(pcu/h)；qij ——the actual arriving traffic volume of the j lane group on the i entrance road (pcu/h);
CAPij——i进口道上j车道组的通行能力(pcu/h)；CAPij —— the traffic capacity of the j-lane group on the i-entry road (pcu/h);
Sij——i进口道上j车道组的饱和流率(pcu/h)；Sij — the saturated flow rate of the j lane group on the i inlet (pcu/h);
λij——i进口道上j车道组所属信号相位的绿信比。λij ——the green-to-signal ratio of the signal phase of the j-lane group on the i-entry lane.
(3.5)最小绿灯时间约束(3.5) Minimum green light time constraint
每个相位都有一个最小绿灯时间，他表示在该相位的开始阶段所给予的最小通行时间，以确保车辆从停车线到车辆检测器之间的排队车辆能够全部通过停车线。Each phase has a minimum green time, which represents the minimum transit time given at the beginning of the phase to ensure that all vehicles in line from the stop line to the vehicle detector can pass the stop line.
Gmink≤gk (11)Gmink ≤gk (11)
式中：k＝{1,2,3,4}——分别表示四种不同的相位；In the formula: k={1,2,3,4}——represents four different phases;
Gmink——信号相位k的最小绿灯时间取值，一般取10s；Gmink ——the minimum green light time value of signal phase k, generally 10s;
gk——信号相位k的有效绿灯时间。gk ——The effective green light time of signal phase k.
(3.6)信号周期时长约束(3.6) Signal period duration constraint
信号周期是指信号灯色按设定相位顺序显示一周所需的时间，用C表示，单位为秒(s)。对于周期时长也是有一定限制的，在必要时增加周期时长有助于提高整个交叉口的通行效率，但有时候这只是暂时的，随着时间增加，通行能力也随之下降，车辆延误也会提高，这时候就需要调整最大周期时长。但是周期时长也不是越短越好，周期时长越短将会增加总损失时间在所占比例，由此通行能力下降，车辆延误也会因此增加。The signal period refers to the time required for the color of the signal light to display one cycle in the order of the set phases, expressed by C, and the unit is seconds (s). There is also a certain limit to the cycle duration. Increasing the cycle duration when necessary will help improve the traffic efficiency of the entire intersection, but sometimes this is only temporary. As time increases, the traffic capacity also decreases, and vehicle delays will also At this time, the maximum cycle duration needs to be adjusted. However, the shorter the cycle duration is, the better. The shorter the cycle duration will increase the proportion of the total lost time, the traffic capacity will decrease, and the vehicle delay will increase accordingly.
式中：gk——信号相位k的有效绿灯时间；In the formula: gk ——the effective green light time of the signal phase k;
C——信号周期长度，本文中取120s；C——The length of the signal period, which is taken as 120s in this paper;
L——一个信号周期内的总损失时间。L - the total lost time in one signal period.
(3.7)车道数量约束(3.7) Constraints on the number of lanes
本文中假设原进口转向车道为3车道，当路段上可变车道功能开启，交叉口进口道的转向车道数量也随之改变，但至多占用对向2条车道，这样也就意味着当路段可变车道开启几条车道，则交叉口转向车道也开启几条车道，当路段可变车道未开启时，适交叉口转向交通量情况决定是否单独开启交叉口转向可变车道。In this paper, it is assumed that the original entrance steering lane is 3 lanes. When the variable lane function is enabled on the road section, the number of steering lanes at the entrance road of the intersection also changes, but at most 2 opposite lanes are occupied, which means that the road section can be turned on. When changing lanes opens several lanes, the intersection steering lane also opens several lanes. When the variable lanes on the road section are not opened, the appropriate intersection steering traffic volume determines whether to open the intersection steering variable lanes alone.
式中：nij——i进口道上j车流所对应的车道数；In the formula: nij — the number of lanes corresponding to j traffic flow on the i entrance;
Ni——i进口道的总车道数。Ni ——The total number of lanes of the i entrance.
有益效果：本发明通过动态车道分配模型进行车道划分，采用可变车道动态分配方法，路面安装的智能道钉灯作为车道标线进行全程引导，能够实时传递道路交通信息，快速做出车道分配决策，实现实时动态可变车道控制，安全引导车流通行，提高道路资源利用效率，缓解交通拥堵压力，真正实现低延误、高效率的可变车道控制方式。Beneficial effects: The present invention divides the lanes through the dynamic lane allocation model, adopts the variable lane dynamic allocation method, and the intelligent road stud lights installed on the road are used as lane markings to guide the whole process, so that the road traffic information can be transmitted in real time, and the lane allocation decision can be made quickly. , realize real-time dynamic variable lane control, safely guide traffic flow, improve road resource utilization efficiency, relieve traffic congestion pressure, and truly realize low delay and high efficiency variable lane control mode.
附图说明Description of drawings
图1：为本发明路段可变车道分配模型运行流程图；Fig. 1 is the operation flow chart of the variable lane allocation model of the road section according to the present invention;
图2：为3车道功能组合；Figure 2: 3-lane function combination;
图3：为4车道功能组合；Figure 3: 4-lane function combination;
图4：为5车道功能组合；Figure 4: 5-lane function combination;
图5：为3进口道上不同车道组合下直行方向延误变化图；Figure 5: The change diagram of the delay in the straight direction under different lane combinations on the 3 entrances;
图6：为4进口道上不同车道组合下直行方向延误变化图；Figure 6: The change diagram of the delay in the straight direction under different lane combinations on the 4th entrance;
图7：为5进口道上不同车道组合下直行方向延误变化图；Figure 7: The change diagram of the delay in the straight direction under different lane combinations on the 5th entrance;
图8：为3进口道上不同车道组合下双向延误变化图；Figure 8: Two-way delay change diagram under different lane combinations on the 3 entry lanes;
图9：为4进口道上不同车道组合下双向延误变化图；Figure 9: Two-way delay change diagram under different lane combinations on the 4th entrance;
图10：为5进口道上不同车道组合下双向延误变化图。Figure 10: It is a graph of the two-way delay variation under different lane combinations on the 5th entrance.
具体实施方式Detailed ways
本实施例中，首先对路段可变车道分析：In this embodiment, the variable lanes of the road section are first analyzed:
路段车道的组合采用枚举法，如表1所示，并将所有的车道分配方案作为模型的解空间带入运算。从表1可以看出，对于双向3车道，有3种车道分配方案，即3-3，4-2，5-1。当道路车辆运行通畅时，i＝0，双向都是3车道，无需改变车道数量；当道路上出现明显双向交通流不均衡现象时，i＝1，将轻交通流方向内侧的一条车道转换方向变成重交通流方向；当道路上双向交通流不均衡且出现极度拥堵时，i＝2，将重交通流方向的内侧的2条车道转换成重交通流方向；为了保护对向车流的路权，本文不考虑i＝3的情况。The combination of the lanes of the road section adopts the enumeration method, as shown in Table 1, and all the lane allocation schemes are brought into the calculation as the solution space of the model. As can be seen from Table 1, for two-way 3-lane, there are 3 lane allocation schemes, namely 3-3, 4-2, 5-1. When the road vehicles are running smoothly, i=0, there are 3 lanes in both directions, and there is no need to change the number of lanes; when there is obvious imbalance of two-way traffic flow on the road, i=1, and the direction of a lane on the inner side of the light traffic flow direction is changed. It becomes the direction of heavy traffic flow; when the two-way traffic flow on the road is unbalanced and extremely congested, i=2, and the 2 lanes on the inner side of the direction of heavy traffic flow are converted into the direction of heavy traffic flow; in order to protect the road of opposite traffic flow Right, this paper does not consider the case of i=3.
表1路段可变车道分配方案Table 1 Variable lane allocation scheme for road sections
具体的路段可变车道分配模型运转流程图如图1所示。The specific operation flow chart of the variable lane allocation model of the road segment is shown in Figure 1.
在路阻函数的标定方面，它是基于大量交通调查的基础上确定的，选择α＝1.5，β＝3，假设初始自由流状态的车辆行驶时间为60秒，即t0＝60s。在路段交通量数据方面，选取双向3车道，即n＝3，假设单条车道通行能力为1200pcu/h，则无论车道怎么调整，整个路段的通行能力为7200pcu/h。设定本案例ΔM取值为60秒进行演示分析，如果两个阶段的延误差值在1分钟之内，则不考虑变换车道，如果两个阶段的延误差值大于1分钟，则选择转换车道方案。已知无锡市蠡湖大道潮汐路段7:00-19:00的交通量数据，每15分钟统计一次交通量，共统计48组数据，如表2所示。In the calibration of the road resistance function, it is determined on the basis of a large number of traffic investigations. α=1.5, β=3 are selected, and the vehicle running time in the initial free flow state is assumed to be 60 seconds, that is, t0 =60s. In terms of traffic volume data of the road section, two-way 3-lane is selected, that is, n=3. Assuming that the capacity of a single lane is 1200pcu/h, no matter how the lane is adjusted, the capacity of the entire road section is 7200pcu/h. In this case, the value of ΔM is set to 60 seconds for demonstration analysis. If the delay error value of the two stages is within 1 minute, the lane change is not considered. If the delay error value of the two stages is greater than 1 minute, the lane change is selected. Program. The traffic volume data of the tidal section of Lihu Avenue in Wuxi City from 7:00 to 19:00 is known, and the traffic volume is counted every 15 minutes, with a total of 48 sets of data, as shown in Table 2.
表2无锡市蠡湖大道潮汐路段7:00-19:00交通量Table 2 Traffic volume of tidal section of Lihu Avenue in Wuxi City from 7:00 to 19:00
如上所述，标定未知变量和参数后，选定15分钟为切换间隔时间，目标函数变成：As mentioned above, after calibrating the unknown variables and parameters, and selecting 15 minutes as the switching interval, the objective function becomes:
可变车道分配模型构建的是以路阻函数为主体的积分函数，用MATLAB编写积分计算的代码，对上述变量进行代码转化，通过计算得到表3的数据。The variable lane allocation model builds the integral function with the road resistance function as the main body. The integral calculation code is written in MATLAB, and the above variables are converted into codes, and the data in Table 3 is obtained through calculation.
表3不同车道组合方案延误分析Table 3 Delay analysis of different lane combination schemes
从表3中可以看到不同车道组合之间的延误有明显差别，车道控制和最优决策也趋向于稳定，往往在一段时间内呈现一种车道方案，避免短时间内的频繁换道引发交通事故。通过计算发现18:15-18:30的1:5车道组合延误相较于同时段其他车道组合最小，但是相较于2:4车道组合的延误差别不大，两者相差7s，这差值符合本模型中的延误优化差值控制条件，因此不需要转换车道方案，只需要继续执行上一阶段的2:4车道组合方案以确保控制安全。From Table 3, it can be seen that there are obvious differences in the delay between different lane combinations, and the lane control and optimal decision-making also tend to be stable, and a lane scheme is often presented for a period of time to avoid frequent lane changes in a short time. ACCIDENT. Through the calculation, it is found that the delay of the 1:5 lane combination from 18:15 to 18:30 is the smallest compared with other lane combinations in the same period, but the delay compared with the 2:4 lane combination is not much different. The difference between the two is 7s. In line with the delay optimization difference control conditions in this model, there is no need to change the lane scheme, and only need to continue to execute the 2:4 lane combination scheme of the previous stage to ensure control safety.
本发明路段动态车道分配方法可以实时根据交通流量进行车道分配，以最小车均延误为依据，使得路段上的所有车辆的总延误最小，同时本方法也考虑到了路段交通流的不稳定性，将延误优化差值作为可控因素，当两个阶段之间的差值在延误优化差值的范围内，则不进行车道转换，满足其安全要求。The dynamic lane allocation method of the road section of the present invention can perform lane allocation according to the traffic flow in real time, and is based on the minimum average vehicle delay, so that the total delay of all vehicles on the road section is minimized. The delay optimization difference is used as a controllable factor. When the difference between the two stages is within the range of the delay optimization difference, the lane change will not be performed to meet its safety requirements.
交叉口可变车道分析：Intersection Variable Lane Analysis:
交叉口动态车道分配模型是探求交叉口流量条件与车辆延误之间的关系，从单方向车流改变和左转直行车流均改变这两个方向入手进行分析，对各进口道不同车道组合的车均延误进行对比分析，计算在相同交通条件下何种车道组合更优，延误更少。The intersection dynamic lane allocation model is to explore the relationship between intersection flow conditions and vehicle delays, starting from the two directions of unidirectional traffic changes and left-turn straight traffic changes. The delay is compared and analyzed to calculate which lane combination is better and less delay under the same traffic conditions.
本文将交叉口进口道分为3种情况，分别为3车道，4车道和5车道。不同进口道的车道分配方式如下图2、图3、图4。交叉口的布局遵循交叉口设计规范，各种车道组合也依据交通量情况进行分配。In this paper, the intersection entrance road is divided into 3 cases, namely 3 lanes, 4 lanes and 5 lanes. The lane allocation methods of different entry lanes are shown in Figure 2, Figure 3, and Figure 4. The layout of the intersection follows the intersection design specification, and various lane combinations are also allocated according to the traffic volume.
鉴于当前的车路协同系统还不完善，很难统计到有效数据，所以本实施例中，考虑模拟不同车道组合下的进口道车流情况作为实验基础进行数据分析，为简化研究忽略右转流量情况。In view of the fact that the current vehicle-road coordination system is not perfect, it is difficult to collect effective data, so in this embodiment, the simulation of the traffic flow of the entrance lane under different lane combinations is considered as the experimental basis for data analysis, and the right-turn flow is ignored in order to simplify the research. .
对于进口道为3车道的交叉口，假设将左转交通量250pcu/h确定为定值，改变直行流量的数值，观察车均延误随直行流量的变化情况。从图5中可以看出当直行流量在400pcu/h之前，两种车道组合的车均延误相差很小，但随之直行流量的增加，两种车道组合的车均延误也随之加大。从总体来看，左1直2车道组合的延误相比于左2直1最小。For an intersection with a three-lane entrance, assume that the left-turn traffic volume is 250pcu/h as a fixed value, change the value of the straight-through flow, and observe the change of the average vehicle delay with the straight-through flow. It can be seen from Figure 5 that when the straight traffic is before 400pcu/h, the difference between the vehicle delays of the two lane combinations is very small, but with the increase of the straight traffic, the vehicle delays of the two lane combinations also increase. On the whole, the delay of the combination of left 1 straight and 2 lanes is the smallest compared with left 2 straight 1.
对于进口道为4车道的交叉口，假设将左转交通量300pcu/h确定为定值，改变直行流量的数值，观察车均延误随直行流量的变化情况。从图6中可以看出直行交通量为600pcu/h之前，3种车道组合的车均延误变化不大，但随着直行流量继续增大，左3直1的车均延误呈现直线式上升，而左2直2和左1直3的车均延误增长平缓。从总体上看，在直行交通量为800pcu/h之前，左2直2车道组合的车均延误最小，在800pcu/h之后，左1直3车道组合的车均延误最小。For an intersection with a four-lane entrance, assuming that the left-turn traffic volume is 300pcu/h as a fixed value, change the value of the straight flow, and observe the change of the average vehicle delay with the straight flow. It can be seen from Figure 6 that before the straight traffic volume is 600pcu/h, the average vehicle delay of the three lane combinations does not change much, but as the straight traffic continues to increase, the average vehicle delay of the left 3 and 1 shows a linear increase. While the left 2 straight 2 and the left 1 straight 3 have slow growth in delays. On the whole, before the straight traffic volume is 800pcu/h, the average vehicle delay of the combination of left 2-straight 2 lanes is the smallest, and after 800pcu/h, the average vehicle delay of the left 1-straight 3-lane combination is the smallest.
对于进口道为5车道的交叉口，假设将左转交通量300pcu/h确定为定值，改变直行流量的数值，观察车均延误随直行流量的变化情况。从图7中可以看出，左4直1车道组合的车均延误相较于其他3种车道组合大得多，随着直行交通量的增长持续上升；在直行交通量为1000pcu/h之前，左1直4、左2直3、左3直2车道组合的车均延误基本相等，变化不大，在1000pcu/h之后，左1直4车道组合的车均延误最小，左2直3和左3直2车道组合的车均延误变化呈现缓慢上升趋势。For an intersection with a 5-lane entrance, assume that the left-turn traffic volume is 300pcu/h as a fixed value, change the value of the straight-through flow, and observe the change of the average vehicle delay with the straight-through flow. As can be seen from Figure 7, the average vehicle delay of the left 4-straight 1-lane combination is much larger than that of the other 3 lane combinations, and it continues to rise with the growth of the through traffic; before the through traffic is 1000pcu/h, The average delay of vehicles in the combination of left 1 straight 4, left 2 straight 3, and left 3 straight 2 lanes is basically the same, with little change. After 1000pcu/h, the average delay of the left 1 straight 4 lane combination is the smallest, and the left 2 straight 3 and The change in the average vehicle delay of the left 3-straight 2-lane combination shows a slow upward trend.
通过分析以上3种不同进口道的车道组合分析，可以得出以下两个结论，首先是无论左转和直行流量哪个变化，只要交叉口车流量增加，车均延误也会随之增加，并且不同车道组合的延误变化有差别；其次是虽然每种进口道车道数目不一，车道组合也不一样，但是针对不同的流量组合，每一种进口道总会有的一种最优车道组合与之相匹配，使得车均延误最小。By analyzing the lane combination analysis of the above three different entry lanes, the following two conclusions can be drawn. First, no matter which of the left turn and straight traffic changes, as long as the traffic flow at the intersection increases, the average vehicle delay will also increase, and the difference is different. The delay changes of lane combinations are different; secondly, although the number of lanes for each entry road is different, and the lane combinations are also different, but for different traffic combinations, there is always an optimal lane combination for each entry road. match, so that the average vehicle delay is minimized.
不同于上文只改变一个方向的交通量，如果直行和左转流量均改变，那交叉口的车均延误的呈现方法如下所示，具体为，下图8、图9、图10展现了3车道进口道、4车道进口道以及5车道进口道在不同交通流量状态下的不同车道组合的车均延误情况。Different from the above traffic volume that only changes in one direction, if both the straight and left-turn traffic changes, the presentation method of the average vehicle delay at the intersection is as follows. Specifically, the following Figures 8, 9, and 10 show 3 The average delays of vehicles in different lane combinations under different traffic flow conditions at lane entrances, 4-lane entrances and 5-lane entrances.
通过Matlab绘制三维图来更直观的表现不同车道组合的延误差异，从上述三维图中可知：The three-dimensional map is drawn by Matlab to more intuitively represent the delay difference of different lane combinations. It can be seen from the above three-dimensional map:
(1)存在一定的左转和直行流量阈值使得不同车道组合的车均延误相同；(1) There are certain left-turn and straight-through flow thresholds, so that the delays of vehicles in different lane combinations are the same;
(2)对于不同的进口道数目，不同的转向流量，总会有一种车道组合与之匹配，使得交叉口车均延误最小，此车道组合即为最优车道组合；(2) For different numbers of entry lanes and different steering flows, there will always be a combination of lanes that matches it, so that the minimum delay of vehicles at the intersection, this lane combination is the optimal lane combination;
(3)当进口道各转向车道的饱和度越高，不同的车道组合车均延误越明显，此时可以明显看出哪种车道组合的车均延误最小，否则各种车道组合延误不明显，没有进行可变车道转换的必要，因此在交叉口设置可变车道的条件是各进口道车流量较大，车道呈现过饱和状态。(3) When the saturation of each steering lane of the entrance road is higher, the delay of vehicles in different lane combinations is more obvious. At this time, it can be clearly seen that which combination of lanes has the least delay per vehicle, otherwise the delay of various lane combinations is not obvious. There is no need for variable lane change, so the condition for setting variable lanes at intersections is that the traffic flow of each entry lane is large and the lanes are in an oversaturated state.
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Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112884194A (en)* | 2020-12-15 | 2021-06-01 | 苏州工业园区测绘地理信息有限公司 | Variable lane switching and signal timing method based on signalized intersection running condition |
| CN112884194B (en)* | 2020-12-15 | 2024-04-02 | 园测信息科技股份有限公司 | Variable lane switching and signal timing method based on signal intersection operation condition |
| CN115346360A (en)* | 2021-05-13 | 2022-11-15 | 长沙智能驾驶研究院有限公司 | A dynamic lane management method, device, terminal equipment and storage medium |
| CN115346360B (en)* | 2021-05-13 | 2024-03-29 | 长沙智能驾驶研究院有限公司 | A dynamic lane management method, device, terminal equipment and storage medium |
| CN113538940A (en)* | 2021-07-08 | 2021-10-22 | 西湾智慧(广东)信息科技有限公司 | Real-time optimal lane selection method suitable for vehicle-road cooperative environment |
| CN113538940B (en)* | 2021-07-08 | 2022-05-17 | 西湾智慧(广东)信息科技有限公司 | Real-time optimal lane selection method suitable for vehicle-road cooperative environment |
| CN115880889A (en)* | 2021-08-19 | 2023-03-31 | 中移智行网络科技有限公司 | Variable lane determining method and device and electronic equipment |
| CN115880889B (en)* | 2021-08-19 | 2025-05-02 | 中移智行网络科技有限公司 | Method, device and electronic device for determining variable lanes |
| CN114005272A (en)* | 2021-09-30 | 2022-02-01 | 淮阴工学院 | Road traffic regulation and control method based on 5G cloud computing terminal |
| CN114241793A (en)* | 2021-12-02 | 2022-03-25 | 合肥学院 | Intersection variable lane dynamic setting method considering lapping phase |
| CN116504080A (en)* | 2022-11-03 | 2023-07-28 | 上海理工大学 | Intersection variable lane system optimization method considering lane switching influence |
| CN116504080B (en)* | 2022-11-03 | 2025-06-24 | 上海理工大学 | An optimization method for variable lane system at intersection considering the influence of lane switching |
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| EE01 | Entry into force of recordation of patent licensing contract | Application publication date:20201113 Assignee:Prime (Nanjing) Information Technology Co.,Ltd. Assignor:HUAIYIN INSTITUTE OF TECHNOLOGY Contract record no.:X2022980025549 Denomination of invention:A real-time dynamic lane assignment method in intelligent vehicle road coordination environment Granted publication date:20220826 License type:Common License Record date:20221209 |