As the merging section of an urban expressway main road and on-ramp traffic flow, on-ramp areas have serious merging conflicts. In the dynamic game between two streams of traffic flow, traffic congestion can occur and cause bottlenecks on expressways. With the development of vehicle intelligence and network technology, connected vehicles can form a platoon or a group and realize real-time dynamic communication. In this paper, the vehicle group collaboration behaviors of the main road and ramps in an on-ramp area are investigated with a connected vehicle environment, and the vehicle group model based on the theory of acceptable gaps is constructed. Using VISSIM simulation software, simulation scenarios are built based on time slice and virtual signal control strategies, and then, the proposed schemes are simulated and evaluated. By continuous optimization, the ideal time difference between the control ramp and the main road can be determined to form a better vehicle group length and acceptable gap, comprehensively utilize the limited road resources, improve the utilization rate of on-ramp areas and reduce delay. The experimental results show that the combined implementation of the mainline and ramp control strategies is more effective than that of only the mainline strategy. When the strategy cycle is large (more than 3 min), the time slice simulation strategy is more effective than the virtual signal strategy for improving the traffic efficiency of on-ramp areas. If the virtual signal strategy is adopted, a suitable signal cycle should be selected. The performance effect of vehicle generation schemes under different background traffic congestion is also discussed. Finally, the effect of micro car-following parameters (different levels of driving behaviors) on the platoon operation is evaluated in this paper.

作为城市高速公路主干道与匝道交通流的汇合段，匝道地区存在严重的汇合冲突。在两个交通流之间的动态博弈中，交通拥堵可能发生并导致高速公路上的瓶颈。随着车辆智能和网络技术的发展，互联车辆可以组成一个排或一个小组，并实现实时动态通信。本文在连通的车辆环境下，研究了匝道区域内主要道路和匝道的车辆群协作行为，并建立了基于可接受间隙理论的车辆群模型。使用VISSIM仿真软件，基于时间片和虚拟信号控制策略建立仿真场景，然后对提出的方案进行仿真和评估。通过连续优化，可以确定控制坡道与主路之间的理想时差，以形成更好的车组长度和可接受的间隙，综合利用有限的道路资源，提高匝道区域的利用率，减少延误。实验结果表明，主线和坡道控制策略的组合实施比仅主线策略更有效。当策略周期较大（大于3分钟）时，时间片模拟策略比虚拟信号策略更有效地提高了匝道区域的交通效率。如果采用虚拟信号策略，则应选择合适的信号周期。还讨论了车辆生成方案在不同背景交通拥堵下的性能效果。