CN-121999605-A - Expressway and altitude linkage control system and method based on dynamic game

CN121999605ACN 121999605 ACN121999605 ACN 121999605ACN-121999605-A

Abstract

The invention discloses a highway and upland linkage control system and a highway and upland linkage control method based on dynamic games, and relates to the technical field of traffic signal control; the invention is based on the way side sensing units deployed in the overhead, ramp and ground lane network to acquire traffic flow data, constructs a dynamic game decision model to set ramp management and control strategies, and respectively carries out red wave throttle, variable lane allocation and respiratory green wave control strategies aiming at ground upstream intersections, entrance ramp ground joint lanes and ground downstream joint intersections under different ramp management and control strategies, thereby realizing cooperative decision integrating the overhead and ground traffic control, avoiding control strategy splitting, improving the running efficiency of the whole road network, and realizing flexible dredging of ground traffic flow through red wave control, variable lane allocation and respiratory green wave band adjustment, reducing secondary congestion risk, maximizing the utilization of the existing road resources, and improving traffic capacity and traffic fluency.

Inventors

WANG CHUN
CHENG ZEYANG
SU TIANQI
ZHANG WEIHUA
ZHANG BIN
WU CONG
DING HENG
SUN CHANGNIAN
ZHU YU
ZHU WENJIA
SONG ZHIHONG

Assignees

合肥工业大学设计院(集团)有限公司
安徽交控信息产业有限公司

Dates

Publication Date: 20260508
Application Date: 20251210

Claims (9)

1. A dynamic game-based expressway and altitude linkage control method is characterized by comprising the following steps: S1, disposing traffic flow data real-time acquisition equipment at an overhead expressway main line, an entrance ramp junction, an exit ramp junction and a ground road network, and acquiring lane-level flow, vehicle speed and queuing length data in real time; s2, constructing a dynamic game decision model, and judging a ramp control strategy according to real-time traffic flow data of an overhead expressway main line and a ground road, wherein the ramp control strategy comprises an entrance ramp current limiting and control-free strategy; S3, under the current limiting scene of the entrance ramp, executing a red wave throttling strategy for the phase of the entrance ramp, which is driven into the entrance ramp, of the entrance ramp junction intersection, and prolonging the red light duration of the phase of the entrance ramp, which is driven into the entrance ramp, of the entrance ramp junction intersection; s4, under the conditions that the overhead expressway exit ramp queues and overflows and affects the traffic scene of a bridge deck main line, a straight left variable lane is arranged at an exit ramp ground joint intersection to carry out lane dynamic allocation, wherein the lane dynamic allocation comprises straight running and left turning flow prediction, primary lane allocation based on predicted flow and secondary lane allocation under the constraint of real-time lane time occupancy, and the vehicle is guided to quickly leave the exit ramp; S5, under the entrance ramp current limiting scene, respiratory green wave inhalation control is carried out on an intersection of a ground road at the downstream of the entrance ramp, green wave bandwidth expansion is realized by compressing green wave duration of a green wave band uncoordinated phase, and an overhead expressway vehicle is attracted to drive into the ground road; S6, under the condition that the entrance ramp is not controlled, respiratory green wave expiration control is carried out on the ground road intersection at the downstream of the entrance ramp, green wave bandwidth reduction is achieved by increasing green light duration of green wave band uncoordinated phases, and traffic demands of the ground junction intersection uncoordinated phases are considered; s7, issuing the control strategy in S2-S6 to an overhead expressway entrance ramp signal machine, an intelligent variable lane controller and an intersection signal machine to execute; And S8, pushing lane-level path induction information to the vehicle-mounted terminal through the 5G-V2X communication module.
2. The expressway and upland link control method based on dynamic game as set forth in claim 1, wherein the specific steps of constructing a dynamic game decision model and determining a ramp management strategy include: S21, calculating the saturation of the overhead based on the overhead and ground real-time traffic flow data Lane saturation for entrance ramp engagement ; S22, determining an entrance ramp management strategy based on the parameters: When the saturation of the overhead is smaller than the saturation of the entrance ramp connecting lane, the entrance ramp is controlled by adopting a control strategy.
3. The method for controlling the link of a highway and a highland based on dynamic game according to claim 2, wherein the saturation of the overhead is calculated , Calculating the saturation of the ground connection lane of the entrance ramp , Wherein / The traffic capacity is designed for the overhead/entrance ramp ground engagement lanes respectively for the overhead/entrance ramp ground engagement lane traffic flows, and C m /C g is designed for the overhead/entrance ramp ground engagement lanes respectively.
4. The dynamic game-based expressway and upland link control method according to claim 1, wherein the phase red light entering an entrance ramp at the entrance ramp junction intersection increases the time period ; Wherein alpha is an entrance ramp closing influence factor, and T is the signal period duration of an entrance ramp junction intersection.
5. The method for controlling the speed upland linkage based on the dynamic game according to claim 1, wherein the method for predicting the straight and left turning flows in the step S4 is as follows: s41, extracting historical flow data of each lane of an exit ramp ground joint intersection; S42, based on the flow data of each lane history period of the exit ramp ground joint intersection, extracting the lane-level flow data at the history moment with high time correlation with the current moment by using methods such as gray correlation analysis, pelson coefficient and the like; S43, taking the lane-level flow data with high relativity at the historical moment as a model input, and taking the lane-level flow data at the current moment as a model output; s44, training an exit ramp ground joint intersection lane-level flow prediction model based on intelligent learning algorithms such as LSTM, GRU and the like; S45, taking the lane-level flow data of the ground junction intersection of the exit ramp at the current moment as input, and predicting the flow in the direction of straight going and left turning at the next moment according to the trained lane-level flow prediction model.
6. The method for controlling the expressway and the altitude linkage based on the dynamic game according to claim 1, wherein the primary lane allocation strategy in step S4 is: When the predicted straight-going flow of the exit ramp ground engagement intersection is more than or equal to the predicted left-turning flow, the variable lane direction of the exit ramp ground engagement intersection is switched to the straight-going direction, the green light duration of the straight-going phase of the exit ramp ground engagement intersection is synchronously increased, and the green light duration of the left-turning phase is synchronously reduced, otherwise, when the predicted straight-going flow of the exit ramp ground engagement intersection is less than the predicted left-turning flow, the variable lane direction of the exit ramp ground engagement intersection is switched to the left-turning direction, the green light duration of the left-turning phase of the exit ramp ground engagement intersection is synchronously increased, and the green light duration of the straight-going phase is synchronously reduced.
7. The expressway and upland link control method based on dynamic game as claimed in claim 1, wherein the activation condition of the lane secondary allocation strategy in step S4 is: When the real-time detected time occupancy of the straight-going or left-turning lane of the variable lane is smaller than the threshold value of the time occupancy of the lane, the phase time windows of the straight-going and left-turning lanes are allocated, and the lane secondary allocation strategy specifically comprises the following steps: When the lane time occupancy of the straight-going variable lane is smaller than the lane time occupancy threshold, and the real-time left-turn queuing length of the ground-engaging intersection of the exit ramp is not less than the straight-going queuing length, distributing a certain proportion of straight-going lane time window to a left-turn phase in the current variable lane control period; When the lane time occupancy of the left-turn variable lane is smaller than the lane time occupancy threshold, and the real-time straight-line queuing length of the ground-engaging intersection of the exit ramp is not less than the left-turn queuing length, a left-turn lane time window with a certain proportion is distributed to the straight-line phase in the current variable lane control period.
8. The method for controlling the arterial upland link based on the dynamic game according to claim 1, wherein the method for acquiring the initial parameters of the green wave band in step S5 comprises the following steps: s51, calculating the period duration of the green wave band signal as ; Wherein L is the total loss time of the green wave band key intersection, an The key intersection is the intersection with the maximum traffic flow in the main traffic flow direction on the green wave band, and m is the total phase number of the key intersection; the yellow light duration of the j-th phase of the key intersection; The duration from the end of the red light of the j-th phase of the key intersection to the start of the green light to the idle running of the vehicle, A vehicle start delay of the j-th phase of the key intersection, Y is the sum of the maximum flow ratios of the lane groups corresponding to the phases, namely Wherein, the method comprises the steps of, For the maximum flow of the lane group corresponding to the j-th phase, The saturated flow of the lane group corresponding to the j-th phase; s52, obtaining a basic green wave bandwidth formula as ; Wherein, the For the minimum green time of the jth coordination phase of the green band ith intersection, ; For the flow ratio of the lane group corresponding to the jth coordination phase of the ith intersection, i.e. , For the traffic of the lane group corresponding to the jth coordination phase of the ith intersection, The saturation flow of the lane group corresponding to the jth coordination phase of the ith intersection; the sum of the flow ratios of the lane groups corresponding to all the key phases of the ith intersection, ; For the traffic of the lane group corresponding to the f key phase of the i-th intersection, The method comprises the steps of setting a critical phase corresponding to the phase corresponding to a lane group with larger flow in each lane group pair with conflict, wherein the critical phase is the saturated flow of the lane group corresponding to the F critical phase of the i intersection, and F is the total critical phase number of the i intersection; the total loss time of the ith intersection is consistent with the calculation method of the green wave band key intersection.
9. The method for dynamically gaming-based rapid-rise and altitude coordinated control according to claim 8, wherein in the inspiration control strategy, green-wave-band uncoordinated-phase-compressed green-wave durations are used ; Wherein, among them, For green light duration after the r uncoordinated phase adjustment of the i-th intersection of the green wave band, The ith intersection is the (th) non-intersection coordinating the current green light time of the phase; The green light time length is adjusted for the total uncoordinated phase of the ith intersection, , In order to adjust the coefficient of the coefficient, For the actual utilization of green wave bandwidth at the ith intersection, , wherein, For the length of the fleet actually passing through the ith intersection, Maximum fleet length that green band theory can pass; The green wave bandwidth target utilization rate of the ith intersection is obtained; The current saturation of the r-th uncoordinated phase of the i-th intersection; The minimum green light duration of the r non-coordination phase of the i intersection is set; in the expiration control strategy, green light duration after green band uncoordinated phase increase 。

Description

Expressway and altitude linkage control system and method based on dynamic game Technical Field The invention relates to the technical field of traffic signal control, in particular to a expressway and upland link control system and method based on dynamic game. Background The expressway is used as an urban traffic backbone network to bear a large amount of middle-long distance travel demands, and the ground road bears the regional collecting and distributing function, so that the traffic capacity, the traffic flow characteristics and the control mode are obviously different. Along with the continuous improvement of the complexity of the urban traffic network, the cooperative control of the expressway and the ground road becomes a key technical direction for relieving traffic jam and improving the running efficiency of the road network. Three major pain points exist in current overhead expressway control: Decision splitting, namely independently running the overhead ramp control and ground signal timing, so that a ground road network cannot digest and transfer traffic after the ramp is closed; the threshold value is static, namely the ramp closing decision depends on a fixed flow threshold value and cannot adapt to sudden congestion (such as accidents or weather influences); Green wave rigidity, namely adopting fixed bandwidth and speed for downstream green wave band, and easily causing secondary congestion when overhead traffic is transferred to the ground. The self-adaptive control method for the overhead ground linkage traffic signal area provided by the Chinese patent with the patent publication number of CN112699535A can realize the linkage control of overhead ground signals, but still adopts a timing starting control scheme, and does not consider the dynamic reconstruction of lane functions, while the Chinese patent with the patent publication number of CN112365716A obtains the running speed space inconsistency index based on taxi GPS data, and determines the safety of a target road section by the distance between the running speed space inconsistency index and the three-level safety obtained by clustering the historical accident frequencies of a large number of road sections. It only enables dynamic detection of the expressway and lacks the active control capability of the associated ground. Therefore, we provide a system and a method for controlling the expressway and the altitude linkage based on dynamic game. Disclosure of Invention The invention aims to provide a dynamic game-based expressway and altitude linkage control system and a dynamic game-based expressway and altitude linkage control method for solving the problems in the background art. The invention can be realized by the following technical scheme that the expressway and upland linkage control method based on dynamic game comprises the following steps: S1, disposing traffic flow data real-time acquisition equipment at an overhead expressway main line, an entrance ramp junction, an exit ramp junction and a ground road network, and acquiring lane-level flow, vehicle speed and queuing length data in real time; s2, constructing a dynamic game decision model, and judging a ramp control strategy according to real-time traffic flow data of an overhead expressway main line and a ground road, wherein the ramp control strategy comprises an entrance ramp current limiting and control-free strategy; S3, under the current limiting scene of the entrance ramp, executing a red wave throttling strategy for the phase of the entrance ramp, which is driven into the entrance ramp, of the entrance ramp junction intersection, and prolonging the red light duration of the phase of the entrance ramp, which is driven into the entrance ramp, of the entrance ramp junction intersection; s4, under the conditions that the overhead expressway exit ramp queues and overflows and affects the traffic scene of a bridge deck main line, a straight left variable lane is arranged at an exit ramp ground joint intersection to carry out lane dynamic allocation, wherein the lane dynamic allocation comprises straight running and left turning flow prediction, primary lane allocation based on predicted flow and secondary lane allocation under the constraint of real-time lane time occupancy, and the vehicle is guided to quickly leave the exit ramp; S5, under the flow limiting scene of the entrance ramp, respiratory green wave air suction control is carried out on the intersection of the ground road at the downstream of the entrance ramp, green wave bandwidth expansion is realized by compressing green wave duration of a green wave band uncoordinated phase, the passing efficiency of the ground road is improved, and an overhead expressway vehicle is attracted to drive into the ground road; S6, under the condition that the entrance ramp is not controlled, respiratory green wave expiration control is carried out on the ground road intersection at the downstream of the entrance ramp, green w