CN112017434B - A method and system for variable lane control based on space-time coordination - Google Patents
A method and system for variable lane control based on space-time coordinationDownload PDFInfo
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- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
- G08G1/0129—Traffic data processing for creating historical data or processing based on historical data
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/015—Detecting movement of traffic to be counted or controlled with provision for distinguishing between two or more types of vehicles, e.g. between motor-cars and cycles
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/065—Traffic control systems for road vehicles by counting the vehicles in a section of the road or in a parking area, i.e. comparing incoming count with outgoing count
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
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Abstract
Translated fromChinese
Description
Technical Field
The invention relates to the technical field of intelligent traffic control, in particular to a time-space cooperation based variable lane control method and system.
Background
In the rush hour of the urban traffic going on and off duty, the traffic flow in and out of the urban area presents an obvious tidal phenomenon. Under the conditions of high-intensity development of urban land and limited widened space of an intersection, lane changing is a common method for solving the traffic problem. Under the condition of not expanding road space resources, the variable lane control can adapt to the traffic pressure brought to the road intersection by the traffic flow with unbalanced directivity through the dynamic distribution of space-time resources of road sections and intersections.
The currently common variable lane control method is as follows:
(1) a fixed time period fixed steering method; policemen typically set a specific diversion to adapt to the overall traffic flow demand by experience, either early or late, daily;
(2) arranging detectors on two sides of the variable lane, monitoring traffic data such as flow direction flow and queuing state of the variable lane in real time, and dynamically switching lanes when unbalanced flow direction of different flow direction lanes is found, unbalanced flow direction is large, and queuing overstocking is blocked;
however, traffic flow in the same day has volatility, the demand for flow in a period of time is unstable, and different dates or social activities will also affect the stability of flow and the period starting time; therefore, the variable lane switching method based on (1) fixed time interval is easy to cause the problem of low lane passing efficiency in time interval; the dynamic switching method in (2) needs to switch on the premise that the intersection is unbalanced according to the intersection flow switching rule, so that safety delay is generated, and social vehicles after switching can not adapt to a new lane passing rule at once and can adapt to the new lane passing rule after several minutes, so that adaptation delay is generated, and unbalance congestion of several minutes is still caused.
Disclosure of Invention
In order to solve the problem that the existing variable lane control method causes low lane passing efficiency or the problem that a lane is jammed due to delay treatment, the invention provides a variable lane control method based on space-time coordination, which can prejudge the flow direction of an intersection and prepare the passing switching of variable lanes of the intersection in advance, thereby avoiding the unbalance of the intersection or reducing the unbalance time of the intersection and improving the overall passing efficiency of the intersection. Meanwhile, the invention also discloses a variable lane control system based on space-time cooperation.
The technical scheme of the invention is as follows: a variable lane control method based on space-time coordination is characterized by comprising the following steps:
s1: setting: the road section where the variable lane to be monitored is located is the road section to be monitored; the lanes in the same direction as the variable lanes to be monitored on the road section to be monitored share a lane entrance which is recorded as a variable lane entrance;
finding each lane on the road section where the upstream crossing in the inlet direction of the road section to be monitored is located, and recording the lane as an upstream lane;
setting I upstream lanes in the upstream intersection; wherein, the value of I is a positive integer;
acquiring traffic states of the variable lane to be monitored, all adjacent lanes and all upstream lanes, and acquiring lane state data;
s2: calculating the flow proportion of the vehicle of each upstream lane entering the inlet of the variable lane based on the current lane state data and reference historical data, and recording the flow proportion as a variable lane inlet steering proportion Q (I), wherein I represents the ith upstream lane, I is a positive integer, and I is not more than I;
s3: calculating the possible flow of the vehicles entering the inlet of the variable lane in different directions, and recording the flow as the predicted flow of the steering;
the flow rate of the flow turning into the inlet direction of the variable lane from the ith upstream lane is C (i);
after the vehicle enters the entrance of the variable lane, K possible driving directions are provided; all vehicles entering the entrance of the variable lane continue to turn to different direction proportions, which are recorded as entrance turning proportions P (K), wherein K is a positive integer and is less than or equal to K;
for the k-th steering, the current existing flow rates in all lanes of the road section to be monitored are TC (k) respectively;
aiming at the kth turning, in the current period, the maximum turning release flow of the intersection of the road section to be monitored is TM (k);
then: the calculation method of each predicted steering flow T (k) of the next wave at the inlet of the variable lane is as follows:
wherein k is a positive integer, and P (1) + P (2) +. + P (k) ═ 1;
s4: based on each predicted steering flow T (k) of the inlet of the variable lane to be monitored, calculating to obtain a pre-judgment result of whether the variable lane to be monitored on the road section to be monitored needs to be switched or not;
setting: each turning starting condition of the variable lane is that the minimum triggering lane flow is TS (K), the current turning lane number is N (K), the lane flow triggering difference value is DTS (K), the current turning of the variable lane to be monitored is m, m is a positive integer, and m is not more than K;
the steering determination parameter for determining whether to switch to the k-th steering is r (k):
if the value of R (k) is not zero, the pre-judgment result is as follows: performing variable lane switching to switch to a variable lane of the kth steering;
otherwise, the prejudgment result is as follows: for the k-th steered variable lane, no switching operation is performed.
It is further characterized in that:
in step S4, K is 1-3, and P (1) + P (2) + P (3) ═ 1; k is 1 for straight going, K is 2 for left turning and turning around, and K is 3 for right turning;
the types of the upstream lane include: mixed lane, turning-in lane, non-turning-in lane;
the lane that turns into is according to the turning to of the said upstream lane, must enter the lane of the entrance of the said variable lane; the variable lane inlet steering proportion Q (i) corresponding to the lane to be turned is 1;
the non-turning-in lane is a lane which turns according to the upstream lane and cannot enter the inlet of the variable lane necessarily; the variable lane inlet steering proportion q (i) corresponding to the non-turning lane is 0;
the mixed lane is a lane in which a part of vehicles can turn to the entrance of the variable lane according to the steering of the upstream lane; the inlet steering proportion of the variable lane corresponding to the mixing lane is more than or equal to 0 and less than or equal to Q (i) and less than or equal to 1;
the method for calculating the variable lane inlet steering proportion Q (i) of the mixed lane is obtained by calculation according to historical data of the upstream lane corresponding to the variable lane inlet steering proportion Q (i), and specifically comprises the following steps:
a 1: acquiring vehicle passing historical data of the mixed lane in a specified time period and a specified period, and recording the historical data as the mixed lane historical data;
a 2: calculating the proportion of right-turning and straight-going vehicles in the mixed lane historical data;
the proportion of the vehicles turning to the right and going straight is set as follows: right: straight;
a 3: calculating the variable lane inlet steering proportion Q (i) according to the relative positions of the mixing lane and the variable lane inlet:
if the right-turn vehicle in the mixed lane enters the variable lane entrance, the corresponding variable lane entrance steering proportion Q (i) is as follows:
if a straight vehicle in the mixed lane enters the variable lane entrance, the corresponding variable lane entrance steering proportion Q (i) is as follows:
the minimum triggering lane flow TS (k) and the lane flow triggering difference DTS (k) are constant data obtained by calculation according to historical data of the road section to be monitored, and are stored in the system in advance.
A variable lane control system based on spatiotemporal coordination, comprising: road surface traffic condition monitoring facilities, its characterized in that, it still includes:
the system comprises an intersection flow monitoring module, a road network flow direction ratio analysis module, a prejudgment module and a control module;
the intersection flow monitoring module is in communication connection with the road traffic state monitoring equipment, and collects the flow meter license plate information of all lanes and all upstream lanes of a road section to be monitored based on the road traffic state monitoring equipment to acquire lane state data; inputting the lane state data into the road network flow direction ratio analysis module and the prejudgment module;
the road network flow direction ratio analysis module determines the reference flow direction ratio of each variable lane to be monitored on the road section to be monitored in a corresponding time period according to historical characteristic data based on the lane state data collected by the intersection flow monitoring module, performs small step pitch adjustment on the flow direction ratio according to number information and OD (origin-destination) data of vehicles to be imported at an upstream intersection, calculates the flow proportion of the vehicles of each upstream lane entering the inlet of the variable lane, and obtains the inlet turning proportion Q (i) of the variable lane;
the pre-judging module integrates flow, flow incidence relation, flow direction ratio and current intersection lane state, and calculates each predicted turning flow T (k) of the next wave of the variable lane entrance based on the lane state data acquired by the intersection flow monitoring module, the variable lane entrance turning proportion Q (i) calculated by the intersection flow monitoring module and the intersection distance;
the control module calculates a steering judgment parameter R (k) based on the steering predicted flow T (k) calculated and obtained by the prejudgment module and by combining a preset control parameter minimum triggering lane flow TS (k) and a lane flow triggering difference value DTS (k);
obtaining a prejudgment result whether to switch to the kth steering according to the specific numerical value of R (k); and if the lane needs to be switched, issuing a switching instruction to a signal machine for execution according to the pre-judgment result, and switching the intersection variable lane indicating lamp.
It is further characterized in that:
the lane state data includes: the lane import reaches the lane import corresponds: steering, queuing length, vehicle number, road speed, current hour flow, lane congestion degree and vehicle data;
the vehicle data includes: number plate number of vehicle, length of vehicle.
The invention provides a variable lane control method based on space-time coordination, which is characterized in that the traffic volume is expressed by the traffic flow of a car PCU (Power control Unit), the number of vehicles is converted into the length based on the types of the vehicles, and the length is used as the basis for calculating the lane throughput; calculating based on the road section to be monitored and the path relation of each upstream lane in an upstream intersection of the road section to be monitored by combining historical lane state data to obtain the vehicle flow ratio of the upstream lane entering a variable lane inlet of the road section to be monitored and the vehicle flow ratio of the steering of the vehicle entering the variable lane inlet, estimating the vehicle flow in each driving direction on the road section to be monitored in advance, adding to obtain the vehicle flow which is possibly required to be processed in each driving direction on the road section to be monitored, comparing with the vehicle flow which can be processed by the lane, and finding the steering direction which cannot be completely processed, namely the switching direction of the variable lane to be monitored; the switching scheme of the variable lane to be monitored is obtained by pre-calculating before the road is unbalanced, so that the steering direction of the road section to be detected can be switched more timely, and the probability of the road unbalance problem is effectively reduced; calculating based on the upstream lane state data, the historical lane state data and the current lane state data to obtain accurate prejudgment data, ensuring that the switching scheme is adapted to the tide phenomenon of the variable lane to be monitored, and improving the accuracy of effective implementation of the scheme; meanwhile, the technical scheme of the invention is a prejudgment scheme, and the variable lane switching is carried out before the intersection is unbalanced, so that the possibility of traffic unbalance at the intersection is greatly reduced, and the overall traffic efficiency of the intersection is effectively improved.
Drawings
Fig. 1 is a block configuration diagram of a variable lane control system of the present invention;
fig. 2 is a schematic structural diagram of a road section to be monitored in the embodiment.
Detailed Description
As shown in fig. 1 and 2, the present invention relates to a variable lane control system based on spatiotemporal coordination, which comprises: the road traffic condition monitoring device comprises road traffic condition monitoring equipment, an intersection flow monitoring module, a road network flow-to-flow ratio analysis module, a prejudgment module and a control module; wherein, road surface traffic condition monitoring facilities is current road monitoring equipment, and this patent technical scheme need not to add new equipment and can implement, very big control the implementation cost of scheme.
The intersection flow monitoring module is in communication connection with road traffic state monitoring equipment, and based on the road traffic state monitoring equipment, the intersection flow monitoring module collects the flow and license plate information of all lanes and all upstream lanes of theroad section 1 to be monitored, and acquires lane state data; the lane state data are input and transmitted into a road network flow direction ratio analysis module and a prejudgment module; the lane state data includes: the lane import, and the lane import corresponds: steering, queuing length, vehicle number, road speed, current hour flow, lane congestion degree and vehicle data; the vehicle data includes: number plate number of vehicle, length of vehicle; in this embodiment, the intersection traffic monitoring module is in communication connection with the road traffic state monitoring devices associated with theroad section 1 to be monitored and theupstream intersection 4, and monitors the relevant lane state data.
The road network flow direction ratio analysis module determines each steering flow direction ratio of thevariable lane inlet 3 in theroad section 1 to be monitored in a corresponding time period according to historical characteristic data based on lane state data acquired by the intersection flow monitoring module, performs flow direction ratio small step pitch adjustment according to number information of vehicles to be imported at theupstream intersection 4 and OD (ORIGIN degree) data on the basis, calculates the flow ratio of the vehicles of each upstream lane entering thevariable lane inlet 3, and obtains the steering ratio Q (i) of thevariable lane inlet 3.
The pre-judging module integrates the flow, the flow direction incidence relation, the flow direction ratio and the current intersection lane state, calculates the predicted flow T (k) of each turn of the next wave of thevariable lane inlet 3 based on the lane state data acquired by the intersection flow monitoring module, the turning proportion Q (i) of thevariable lane inlet 3 calculated by the intersection flow monitoring module and the intersection distance.
The control module calculates a steering judgment parameter R (k) based on a steering predicted flow T (k) calculated and obtained by the prejudgment module and by combining a preset control parameter minimum triggering lane flow TS (k) and a lane flow triggering difference value DTS (k); obtaining a prejudgment result whether to switch to the kth steering according to the specific numerical value of R (k); and if the lanes need to be switched, issuing a switching instruction to the signal machine according to the pre-judgment result to complete the switching of the intersection variable lane indicating lamp.
A variable lane control method based on space-time coordination comprises the following steps.
Fig. 2 shows an embodiment of the present invention. S1: setting: the road section where thevariable lane 2 to be monitored is located is theroad section 1 to be monitored;
in this embodiment, there are 3 adjacent lanes on theroad section 1 to be monitored in the same direction as thevariable lane 2 to be monitored:lane 1,lane 3,lane 4; thevariable lane 2 to be monitored and the adjacent lane share a lane entrance which is recorded as avariable lane entrance 3;
finding each lane on the road section where theupstream intersection 4 in the inlet direction of theroad section 1 to be monitored is located, and recording the lane as an upstream lane;
it is assumed that there are I upstream lanes in theupstream intersection 4; wherein, the value of I is a positive integer;
in this embodiment, I is 18, and there are 18 lanes at the upstream intersection 2:upstream lane 5 to upstream lane 22;
acquiring avariable lane 2 to be monitored and all adjacent lanes: the lane state data is acquired based on the traffic states of thelane 1, thelane 3, thelane 4, and all the upstream lanes (theupstream lane 5 to the upstream lane 22).
S2: calculating the flow proportion of the vehicle entering theinlet 3 of the variable lane of each upstream lane based on the current lane state data and the reference historical data, and recording the flow proportion as the inlet steering proportion Q (I) of the variable lane, wherein I is a positive integer and is not more than I;
the types of upstream lanes include: mixed lane, turning-in lane, non-turning-in lane;
the lane turning-in is a lane which inevitably enters thevariable lane inlet 3 according to the steering of the upstream lane; the variable lane entrance steering proportion Q (i) corresponding to the lane is 1; in this embodiment, if the vehicles in the upstream lanes 11, 12, 17, 18 inevitably enter thevariable lane entrance 3, the corresponding variable lane entrance steering ratio q (i) is 1;
the non-turning lane is a lane which turns according to an upstream lane and cannot enter thevariable lane inlet 3 necessarily; the variable lane entrance steering proportion Q (i) corresponding to the non-turning lane is 0; in this embodiment, if the vehicles in theupstream lanes variable lane entrance 3, the corresponding variable lane entrance steering ratio q (i) is 0;
the mixed lane is a lane which turns according to an upstream lane, and a part of vehicles can turn into thevariable lane inlet 3; the turning proportion of thevariable lane inlet 3 corresponding to the mixed lane is more than or equal to 0 and less than or equal to Q (i) and less than or equal to 1; in the present embodiment, the upstream lane 5 (lane marked with 5 in fig. 2) and the upstream lane 10 (lane marked with 6 in fig. 2) are mixed lanes, and some vehicles will turn into thevariable lane inlet 3; the calculation method of the variable lane inlet steering proportion Q (i) is obtained by calculation according to the historical data of the corresponding upstream lane;
in this embodiment, according to the history data, the following results are obtained:
the ratio of right-turn to straight movement of the vehicle passing through theupstream lane 5 is: 3:2, after the vehicle in theupstream lane 5 turns right, the vehicle enters the entrance of the variable lane, and then: the variable lane entrance steering ratio q (i) of theupstream lane 5 is 3/(2+3) 0.6;
the ratio of right-turn to straight movement of the vehicle passing through the upstream lane 10 is: 4:1 the vehicles in theupstream lane 5 go straight and then enter the entrance of the variable lane,
then: the variable lane entrance steering ratio q (i) of the upstream lane 10 is 4/(4+1) 0.8.
S3: calculating the flow of the vehicles entering thevariable lane inlet 3 in different possible driving directions, and recording the flow as the predicted steering flow;
k possible driving directions after the vehicle enters thevariable lane entrance 3;
in the embodiment, 4 lanes and 3 possible driving directions coexist on theroad section 1 to be monitored; the flow rate of the direction from the ith upstream lane to theinlet 3 of the variable lane is C (i), and the flow rate is obtained by actual measurement through the road traffic state monitoring equipment;
in the embodiment, the flow rates C (i) of the upstream lanes 5-22 are all as follows: 20; i takes values from 1 to 18, and c (i) q (i) takes values of:
0，0，0，0，20×0.6，0，0，0，0，20×0.4，20，20，0，0，0，0，20，20；
the proportion of all vehicles entering thevariable lane inlet 3 continuously turning to different directions is recorded as inlet turning proportion P (k), and P (k) is obtained by calculation based on historical data of thevariable lane inlet 3; such as: acquiring historical data of allentrances 3 entering the variable lane in the same time period and the same period, and counting different turning proportions of the historical data to obtain an entrance turning proportion P (k);
wherein k is a positive integer, and P (1) + P (2) +. + P (k) ═ 1;
in the embodiment, the k value is 1-3, and P (1) + P (2) + P (3) ═ 1; p (1) represents the proportion of straight vehicles, P (2) represents the proportion of left-turning and turning vehicles, and P (3) represents the proportion of right-turning vehicles;
obtaining after calculation: p (straight line) ═ 0.5, P (right turn) ═ 0.2, P (left turn) ═ 0.3;
in this embodiment, the right-turn steering can be always operated, so that the problem of retention does not occur in a normal state, and in this embodiment, calculation is performed only for the two steering directions of straight traveling and left turning;
the current existing flow rates of all lanes of thevariable lane 2 to be monitored are TC (k) respectively, and are obtained through actual measurement of road traffic state monitoring equipment;
in this embodiment, in 4 lanes on thevariable lane 2 to be monitored, there are traffic flows as follows:
TC(1)＝15，TC(2)＝15，TC(3)＝30，TC(4)＝20；
in the current period, the maximum turning release flow of the intersection of theroad section 1 to be monitored is TM (k), and the maximum release flow is TM (k) obtained by calculation based on the historical data of each lane in theroad section 1 to be monitored in the same period;
in this embodiment, the maximum traffic volume of each lane in theroad section 1 to be monitored in each period is as follows: 25;
the straight lane flow trigger difference DTS (straight) is 10; the minimum trigger lane flow (start trigger lane flow) TS (straight line) is 15;
then: the calculation method of each predicted turning flow T (k) of the next wave of thevariable lane inlet 3 is as follows:
then, the inlet inflow rate of the next wave variable lane is as follows:
aiming at the straight direction: t (straight line) 100 × 0.5+ (30-25) 55;
for the left turn direction: t (left turn) ═ 100 × 0.3 ═ 30.
S4: based on the predicted turning flow T (k) of each inlet of thevariable lane 2 to be monitored, calculating to obtain a pre-judgment result of whether thevariable lane 2 to be monitored on theroad section 1 to be monitored needs to be switched;
setting: each turning starting condition of the variable lane is that the minimum triggering lane flow is TS (k), the current turning lane number is N (k), the lane flow triggering difference value is DTS (k), and the current turning is m;
wherein, the minimum trigger lane flow ts (k) represents: when the queued traffic reaches TS (k), judging that the steering k is congested; the lane flow trigger difference dts (k) represents: a threshold value of the length difference between the steering k to be calculated and the average queued vehicle in the current release direction m; TS (k) and DTS (k) are constant data obtained after calculation according to historical data of theroad section 1 to be monitored and are stored in the system in advance;
the minimum trigger lane flow ts (k) is set so as to ensure that the lane change is not required to be switched even if the flow rate is not uniform, without causing congestion; such as: the number of left-turn lanes is more than 10, the number of straight lanes is 0, and at the moment, the intersection is not blocked, although the number of left-turn lanes has a larger difference value than that of straight lanes, switching is not needed, and both lanes can be emptied in a normal period; such as: usually, the quantity of the vehicles queued at the intersection within 50 meters (about 8 vehicles) can empty the vehicles on the lane, and the value is also related to the intersection phase time and needs to be set according to specific historical data of a road section to be detected;
the lane flow trigger difference DTS (k) determines the switching sensitivity, and the smaller the value is, the easier the switching is; common city road sections, which are usually set to be 5 (the difference between the queuing times is about 20 meters); setting specific numerical values according to specific historical data of the road section to be detected;
the steering determination parameter for determining whether to switch to the k-th steering is r (k):
the judgment parameter r (k) indicates that the average queuing length of the steering k to be calculated exceeds ts (k), and meanwhile, the length difference between the steering k to be calculated and the average queuing vehicle in the current release direction m exceeds dts (k), and the value of r (k) is not zero, that is, the pre-judgment result is: performing variable lane switching to switch to the mth steering variable lane;
otherwise, the prejudgment result is as follows: for the k-th steering variable lane, no switching operation is carried out;
in this embodiment, r (k) corresponding to the straight direction is calculated:
r (straight line) ((55/1) -15) ((55/1) - (30/1) -15) ═ 40 × 10
If R (straight running) is not zero, the lane change direction of thevariable lane 2 to be detected needs to be changed into straight running in advance.
In the technical scheme of the invention, firstly, the traffic flow of the intersection on the road section to be detected is measured actually, and then the traffic flow which is possibly turned to the entrance of the variable lane with the monitored road section is calculated according to historical data
Traffic flow based on entry into variable lane entry
And the current existing traffic flow TC (k) and the maximum release flow TM (k) are estimated, and the estimated traffic flow T (k) to be faced by each steering is estimated; based on the estimated traffic flow T (k), the minimum triggered lane flow TS (k) and the lane flow triggering difference DTS (k), comparing the current releasing direction m with the steering k to be calculated, and judging whether the steering of the variable lane to be detected needs to be adjusted according to the judgment parameter R (k).
In the whole calculation process of the technical scheme of the invention, the traffic flow is represented by the traffic flow of a unit equivalent of a car PCU (Passenger car unit), and the number of vehicles is converted into the length based on the type of the vehicles and is used as the basis for calculating the lane throughput; the equivalent car conversion method comprises the following steps: a4-5 passenger car is used as a standard car and is used as an equivalent car type for converting road traffic volume of various types of vehicles, and specific reference is made as follows: [ GB 14886 + 2006, definition 3.1 ].
According to the technical scheme, the historical data in the same period and the same time period and the currently collected real-time data are used as the basis for calculating to obtain an objective result and serve as the basis of the lane-variable switching scheme, the data are objective and accurate, and the tide state on the road section to be monitored is met; meanwhile, the variable lane control system acquires data in real time based on the road traffic state monitoring equipment, detects the state of a road section to be detected in real time, completes the change of the lane-changing indicator lamp of the intersection in advance before a problem occurs according to the real-time state, and switches the lane-changing indicator lamp to be detected; the method prevents the intersection from being blocked, is more timely compared with the conventional variable lane control, and improves the crossing traffic efficiency.
Claims (6)
Translated fromChinese
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| CN113570855B (en)* | 2021-06-22 | 2023-04-28 | 阿波罗智联(北京)科技有限公司 | Variable lane control method, device, equipment and storage medium |
| CN114049761B (en)* | 2021-10-22 | 2023-01-31 | 江苏航天大为科技股份有限公司 | Intersection control method based on intelligent variable lane |
| CN116180628B (en)* | 2022-11-03 | 2024-11-05 | 中国联合网络通信集团有限公司 | Variable lane guidance method, device, system, electronic device and storage medium |
| US12319342B2 (en)* | 2022-12-19 | 2025-06-03 | Ford Global Technologies, Llc | Vehicle steering control |
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| CN107170257B (en)* | 2017-07-11 | 2019-07-19 | 山东理工大学 | A reverse variable lane intelligent control method based on multi-source data |
| JP2019096028A (en)* | 2017-11-22 | 2019-06-20 | 中国電力株式会社 | Vehicle traffic guiding system |
| CN109920244A (en)* | 2017-12-12 | 2019-06-21 | 上海宝康电子控制工程有限公司 | Changeable driveway real-time control system and method |
| CN109448371A (en)* | 2018-11-05 | 2019-03-08 | 王晨 | A kind of real-time variable lane control method and control system |
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