CN110349409B - Method for determining intersection steering overflow by using single vehicle track - Google Patents

Method for determining intersection steering overflow by using single vehicle track Download PDF

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CN110349409B
CN110349409B CN201910624880.2A CN201910624880A CN110349409B CN 110349409 B CN110349409 B CN 110349409B CN 201910624880 A CN201910624880 A CN 201910624880A CN 110349409 B CN110349409 B CN 110349409B
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祁宏生
戴茹梦
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Zhejiang University ZJU
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    • G08—SIGNALLING
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    • G08G1/00—Traffic control systems for road vehicles
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    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
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    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
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Abstract

The invention discloses a method for determining intersection steering overflow by using a single vehicle track, which comprises the steps of firstly determining topological information and signal parameter state information of an intersection entrance lane, and acquiring a space-time running track, namely an actual track, of a single vehicle in the intersection entrance lane; and then determining an expected track of the vehicle under the condition of the steering overflow by utilizing a vehicle space-time track map and aiming at any possible steering overflow time, and determining the steering overflow time length and triggering the overflow steering through the deviation between the expected track and the actual track. The method can determine the existence of the overflow and the specific steering flow triggering the overflow by only utilizing the track of a single vehicle and combining the states of signals.

Description

Method for determining intersection steering overflow by using single vehicle track
Technical Field
The invention relates to a method for determining whether intersection steering overflow exists or not, specific steering triggering overflow and overflow duration under the condition that the space-time trajectory of a single vehicle is known.
Background
The overflow of the turning at the intersection refers to the phenomenon that a channeling area at the intersection cannot accommodate overlong vehicle queues, so that the vehicle queues spread to the upstream and block the flow of other turning vehicles. Due to the limitation of road land, the road sections of the urban main road are generally divided into channels at the positions close to the intersections, namely, the lanes are divided according to the steering. This section is called the "channeling section", the vehicle is not allowed to change lanes, and the lane without diversion upstream is called the "upstream section". During rush hour traffic, too much traffic is arriving, often resulting in queues spreading to upstream segments and blocking traffic in other directions, resulting in traffic efficiency losses. This phenomenon is referred to as "diversion overflow". The steering spill is difficult to detect with a coil detector that is typically laid beneath the road surface. Since vehicle trajectory information is more and more common, the vehicle trajectory information is used for deducing the steering overflow, so that the traffic running state can be evaluated, and the method can also be applied to the optimization control of traffic signals.
Disclosure of Invention
The invention provides a method for determining intersection steering overflow by using a single vehicle track in order to obtain whether the steering overflow occurs or not, the steering triggering the overflow and the overflow duration. The method is suitable for signal control intersections with trench sections, and the used data comprises topological data of road sections, signal state data and the track of a single vehicle.
The technical scheme adopted by the invention for solving the technical problems is as follows:
firstly, acquiring topological data and signal parameter state information of a road section, and acquiring space-time track information of a single vehicle in an intersection entrance road by using a GPS (global positioning system) installed on the vehicle or the communication between the vehicle and roadside equipment, and further comprising the following steps of:
(1) drawing the vehicle space-time trajectory and the signal state information on a space-time coordinate axis;
(2) for any possible steering overflow duration, determining a corresponding expected vehicle trajectory;
(3) defining the difference between the expected track and the actual track of the vehicle as a deviation function, wherein the deviation function is a function of the propagation speed at the tail of the queuing line;
(4) the deviation function is minimized, the optimal queue tail propagation speed can be obtained, and if the speed is not within the allowable range, the steering overflow does not occur. If it is within the tolerance range, overflow occurs and the overflow duration is calculated.
Specifically, the deviation function is set as
Figure BDA0002126759790000021
Wherein w is a fixed value, and r is 20 km/hk、gkThe red light duration, the green light duration, x of the required direction in the kth signal periodk,w、tk,wThe slope of the kth signal period from the end time of the red light in the direction needing to be judged on the vehicle space-time trajectory diagram isSpatial coordinates of the intersection of the line of w and the observed vehicle trajectory, vfFor limiting the speed of the corresponding road section, on a vehicle space-time trajectory diagram, straight lines with the slope of w, which are sent from the red light starting time O and the red light ending time N in the k signal period in the required judging direction, are respectively intersected with the actual trajectory, the intersection point is D, C, and S isONCDThe area of the area enclosed by the two straight lines and the actual track; v. ofstopThe expected queue tail propagation speed;
the deviation function is minimized to obtain the expected queue tail propagation velocity vstopIf the wave velocity vstopIs not in the interval
Figure BDA0002126759790000031
If the overflow is not generated, the overflow is not generated; if within the interval, an overflow occurs;
determining the spill-over time period according to
Figure BDA0002126759790000032
Figure BDA0002126759790000033
。
Wherein, S isONCDThe calculation of (c) may be as follows:
first all points on the actual trajectory between D and C are acquired, assumed to be
{(t1,x1),(t2,x2),(t3,x3)…(tn,xn)}，
By the following formula
Figure BDA0002126759790000034
Convert all the above points into
{(t″1,x″1),(t″2,x″2),(t″3,x″3)…(t″n,x″n)}，
Then SONCDComprises the following steps:
Figure BDA0002126759790000035
。
the invention has the beneficial effects that:
the method can utilize the space-time track information of a single vehicle to deduce whether the vehicle overflows or not and the overflow duration, has less data requirement and can realize real-time estimation.
Drawings
FIG. 1 is a typical steering overflow scenario;
FIG. 2 is a depiction of the topology and steering overflow of a road;
fig. 3 is a deviation definition diagram.
Detailed Description
The present invention is described in further detail below with reference to the attached drawing figures.
FIG. 1 illustrates a typical divert overflow scenario in which a left turn has overflowed and the left turn queue propagates to the upstream leg. Straight traffic is blocked by left turn spills. Negative effects of diverting overflow include: (1) the capacity of the intersection is consumed; (2) the delay of the blocked traffic flow increases; (3) the travel time of the entire road segment becomes unreliable.
Both left-hand and straight-ahead traffic flows may experience a steer overflow. Each steering overflow event can be characterized by two parameters: a start time and an end time. The difference between the ending time and the starting time is the overflow duration. Fig. 2 shows a description of the road segment topology and the overflow event. Wherein the diagram assumes left-turn overflow. In the k period, the time length of the red light of the left turn is rLT,kGreen light duration is gLT,k. Wherein "LT" denotes left turn (hereinafter straight line is denoted by subscript "TH"). The trace of a series of vehicles is shown. The system only obtains the space-time track of one vehicle in a certain period. The road segment is divided into two parts: a channeling section and an upstream section. The upstream section can freely change the channel, and the channel dividing section does not allow the channel to be changed. The vehicle queues up to spreadAnd the section is moved, the interface is blocked, the blockage starts from a point A to a point B, and the length of AB is the overflow duration. When a jam occurs, the point B is generally a fixed value according to the running characteristics of the vehicle, and the calculation mode is
Figure BDA0002126759790000051
Figure BDA0002126759790000052
Wherein ltbIs the length of the trench dividing section; w is a fixed value (taking 20 km/h). In practice, the length of the steering overflow and the specific steering triggering the overflow (whether the left-turn overflow or the straight overflow) need to be judged according to the observed vehicle track of the bicycle. For example, in FIG. 2, the overflow duration AB and the direction of turn that triggered the overflow (whether left-turn overflow or straight overflow) are inferred using the spatiotemporal trajectory of a single vehicle.
In order to deduce the information of the steering overflow from the observed single-vehicle track, the invention adopts the following technical route, firstly, a certain overflow duration is assumed, then, according to the expected vehicle track under the overflow duration, if the expected vehicle track is superposed with the observed vehicle track, the assumed overflow duration is reasonable; if the expected vehicle trajectory and the observed vehicle trajectory deviate too much, it is assumed that the assumed overflow is not a true overflow. Thus, any overflow duration corresponds to a deviation function that measures the difference between the desired trajectory and the actual observed trajectory.
The deviation function defined by the present invention is shown in fig. 3. Wherein, the point O is the time when the red light time starts, N is the red light ending time, and F' is the green light ending time. Red light duration is rLT,kIndicating the k-th red light time of the left turn and the green light time of gLT,kWherein the curve TR (meaning "projector") is the observation trajectory. Point C is the intersection of a straight line with a slope w from N and a trajectory, whose coordinates are expressed as (t)LT,k,w,xLT,k,w). According to the traffic wave theory, the queuing propagation speed is assumed to be vstopThe duration of the steering overflow is then τ as shownLT,kThe start time of the overflow is E ". Wherein the slope of E' O is vstop。E'is the intersection of the straight line E' O and a horizontal line passing through the point C, and the slope of D 'E' is the speed limit v of the road sectionf. The curve D ' E ' CF ' is the desired vehicle trajectory. The slope of CF' is also the speed limit v of the road sectionf. Steering overrun duration τLT,kDependent on the wave speed v of the parking wavestop. Determine vstopThen determine τLT,kThe expected vehicle trajectory D ' E ' CF ' also changes. The smaller the difference between the expected vehicle trajectory D ' E ' CF ' and the observed trajectory, v is interpretedstopThe more reasonable. The difference between the two curves can be determined by the area of the enclosed region (shaded). Since CF' is not subject to vstopThe effect of (c), therefore, the region CBFF' can be ignored. The deviation function is thus defined as
Figure BDA0002126759790000061
I.e. the square of the area of the region DECE 'D'. The region DECE 'D' can be expressed as the difference in the area of the two regions: region ONCE 'D' and region ONCD. Area S of ONCE' DONCE′D′Expressed as:
Figure BDA0002126759790000062
wherein r isLT,kxLT,k,wIs the area of the parallelogram ONCJ;
Figure BDA0002126759790000063
Figure BDA0002126759790000064
is the area of triangle JE 'D'. Expressed from the deviation function as:
Figure BDA0002126759790000065
optimum vstopCan be paired with D (v)stop) And obtaining the minimum. v. ofstopHas a value interval of
Figure BDA0002126759790000066
To simplify the expression, let
Figure BDA0002126759790000067
Then
Figure BDA0002126759790000068
To find the optimum vstopFor function D (v)stop) Taking the derivative and making the derivative zero, we get:
Figure BDA0002126759790000071
thus having vstop＝w，
Figure BDA0002126759790000072
Three results. Due to vstopMust be in the range of
Figure BDA0002126759790000073
Thereby can be abandoned
Figure BDA0002126759790000074
Thus, vstopMay take the value w or
Figure BDA0002126759790000075
When in use
Figure BDA0002126759790000076
Left turn steer overflow does not occur. When in use
Figure BDA0002126759790000077
When the temperature of the water is higher than the set temperature,
Figure BDA0002126759790000078
the expression for left turn steer overflow thus can be:
Figure BDA0002126759790000079
it is similarly possible to deduce whether or not straight steering spill occurs and the straight steering spill time period. Using the time r of a straight red lightTH,kSubstitute rLT,kUsing the intersection point x of the straight line with the slope of w at the tail of the straight red light and the observation trackTH,k,wSubstitution of xLT,k,wBy using ηTHSubstitution of etaLTThen, when the following conditions are satisfied, a straight overflow does not occur:
Figure BDA0002126759790000081
if the above condition is not met, straight overflow occurs. And the straight line overflow duration is as follows:
Figure BDA0002126759790000082
straight and left turn spills are thus obtained.
Area SONCDThe calculation method of (2) is as follows. First all points on the trajectory between D and C are found, assumed to be { (t)1,x1),(t2,x2),(t3,x3)…(tn,xn) Is determined by the following formula
Figure BDA0002126759790000083
Convert it to { (t ″)1,x″1),(t″2,x″2),(t″3,x″3)…(t″n,x″n) Is then SONCDThe calculation method is as follows:
Figure BDA0002126759790000084

Claims (2)

1. a method for determining intersection steering overflow by using a single vehicle track is characterized by comprising the steps of firstly determining topological information and signal parameter state information of an intersection entrance lane, and acquiring a space-time running track, namely an actual track, of a single vehicle in the intersection entrance lane; then, by utilizing a vehicle space-time trajectory diagram, aiming at any possible steering overflow time length, determining an expected trajectory of the vehicle under the condition of the steering overflow, and determining the steering overflow time length and triggering the overflow steering according to the deviation between the expected trajectory and the actual trajectory, wherein the method specifically comprises the following steps:
1) acquiring topological information and signal parameter state information of an intersection entrance road, and acquiring an actual space-time running track of a single vehicle on the intersection entrance road by arranging a detector;
2) whether the left-turn overflow or the straight-ahead overflow of the kth period is judged, and for each possible overflow duration, calculating a deviation function between an expected vehicle track corresponding to the overflow duration and the actual track obtained in the step 1) on a vehicle space-time track diagram; said deviation function is
Figure FDA0002694044160000011
Wherein w is a fixed value, and r is 20 km/hk、gkThe red light duration and the green light duration of the required direction in the kth signal period (t)k，w，xk，w) In the k signal period, the space coordinate of the intersection point of the straight line with the slope of w and the expected vehicle track is sent from the red light end time of the direction to be judged on the vehicle space-time track diagram, vfFor limiting the speed of the corresponding road section, on a vehicle space-time trajectory diagram, straight lines with the slope of w, which are sent from the red light starting time O and the red light ending time N in the k signal period in the required judging direction, are respectively intersected with the actual trajectory, the intersection point is D, C, and S isONCDThe area of the area enclosed by the two straight lines and the actual track; v. ofstopThe expected queue tail propagation speed;
3) minimizing the deviation function of the step 2) to obtain the expected queue tail propagation speed vstopIf the wave velocity vstopIs not in the interval
Figure FDA0002694044160000021
If the overflow is not generated, the overflow is not generated; if within the interval, an overflow occurs;
4) determining the spill-over time period according to
Figure FDA0002694044160000022
Figure FDA0002694044160000023
Wherein ltbThe trench is cut to length.
2. The method for determining intersection turn-over using a single vehicle trajectory according to claim 1, wherein S isONCDThe calculation method of (c) is as follows:
first all points on the actual trajectory between D and C are acquired, assumed to be
{(t1，x1)，(t2，x2)，(t3，x3)...(tn，xn)}，
By the following formula
Figure FDA0002694044160000024
Convert all the above points into
{(t″1，x″1)，(t″2，x″2)，(t″3，x″3)...(t″n，x″n)}，
Then SONCDComprises the following steps:
Figure FDA0002694044160000025
。
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CN110942628B (en) * 2019-11-28 2021-04-20 浙江大学 Steering overflow detection and signal control method based on direction delay gradient
CN110942644B (en) * 2019-12-11 2020-12-15 长安大学 Early warning system and method for identifying road bottleneck section and spreading traffic jam
CN114184201B (en) * 2020-09-15 2023-08-25 宇通客车股份有限公司 Steering path generation method and system for intersection and vehicle
CN112256787B (en) * 2020-09-27 2022-05-03 浙江大学 Queuing overflow chain detection method based on macroscopic basic graph
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