CN102622887A - Calculating method of effective capacity of road sections - Google Patents
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Abstract
The invention discloses a calculating method of effective capacity of road sections. The calculating method includes putting forward an effective bandwidth evaluation method to monitor the running status and the control effect of an existing artery green wave coordinated control system; and using transmission control protocol/ internet protocol (TCP/ IP) window flow control thought for reference to design a artery dynamic coordinated control method of the window flow control to control congested traffic flow of city arteries. Simulation tests and comparison results prove that downstream intersections can inform upstream intersections of the effective capacity of the road section in real time through a window flow notice mode, traffic signal controllers at each intersection can redistribute the green time of each traffic flow according to current traffic requirements and the road section effective capacity, so that road section queue and vehicle overflow caused by excessive distributed green time can be avoided.
Description
Technical Field
The invention relates to the field of urban traffic trunk line control, in particular to a method for calculating effective capacity of a road section.
Background
The existing trunk line coordination control method is mainly used for pursuing maximization of green wave bandwidth under a set traffic condition by adjusting signal timing parameters of adjacent signal intersections, and therefore the method is called trunk line green wave coordination control. Practice proves that the control effect of the trunk line green wave coordination control is good under the unsaturated condition, but the expected control effect is far from being achieved under the saturated and supersaturated conditions, even queuing vehicles overflow to an upstream intersection, and a deadlock phenomenon that the vehicles cannot pass through the upstream intersection during the green light period is generated. From the development trend of existing products, when a developer designs a trunk line green wave coordination control method, the method gradually changes from micro consideration of the traffic conditions of a certain direction and a certain intersection into macro consideration of the traffic conditions of an upstream road section and a downstream road section and an adjacent intersection; the control targets are simply to reduce parking delay and gradually change into the control targets of considering the queuing length, reducing the queuing length and evacuating congestion. However, the existing research has two aspects which are not considered, on one hand, the real-time monitoring of the operation state of the main line green wave coordination control system is not considered; on the other hand, real-time detection of the available space of the road segment is lacking. The former can be used to monitor the effectiveness of the currently executed trunk green wave coordination control scheme; the latter can then design the timing of the signals from the point of view of the road section accommodating the number of vehicles, in order to prevent the aforementioned "deadlock" phenomena.
Disclosure of Invention
The invention starts from two angles, and firstly provides a method for calculating the effective bandwidth of a trunk line green wave coordination control system so as to monitor the effectiveness of green wave coordination control; based on the method, the effective capacity of the road section is notified in real time based on the window flow control idea, so that the downstream intersection can notify the upstream intersection of the current effective capacity of the road section, and the upstream intersection adjusts signal timing according to the effective capacity of the road section, so that the phenomenon that the green time is distributed too much to cause the vehicle to overflow in line on the road section is avoided.
In order to solve the technical problems, the invention adopts the technical scheme that:
a method for calculating effective capacity of a road section comprises the following steps:
(1) calculating the maximum number of vehicles which can be accommodated in the road section;
(2) calculating the number of vehicles of each lane of the current periodic road section by taking a certain time interval as a period;
(3) accumulating the vehicle number of each lane calculated in the step (2) to obtain the total vehicle number of the road section in the current period;
(4) and subtracting the total number of vehicles of the road section in the current period from the maximum number of vehicles which can be accommodated to obtain the effective capacity of the road section in the current period.
The effective capacity of the road section refers to the maximum number of vehicles from the upstream intersection accommodated in the current period of the road section; the certain time interval is the time interval of the signal period of the signalized intersection or the time interval of a specific time length.
The method for calculating the maximum number of vehicles which can be accommodated in the current road section comprises the following steps:
The number of vehicles on the current road section consists of two parts: one part is the number of vehicles left in the previous time interval, and the other part is the number of vehicles entering the road section in the current time interval minus the number of vehicles passing through the intersection in the current time interval.
The method for calculating the number of the queued vehicles in the left-turn lane and the right-turn lane comprises the following steps:
q (η, L, t +1) ═ Q (η, L, t) + QN (η, L, t) + QA (η, L, t +1) -QD (η, L, t +1), where Q (η, L, t), QN (η, L, t) respectively represent the number of vehicles in line between the two detectors and the number of newly arrived vehicles when the vehicle obtains the right to pass green light t +1 times; QA (η, L, t +1) and QD (η, L, t +1) respectively represent the number of arriving vehicles and the number of departing vehicles at the end of the t +1 th green light, and Q (η, L, t +1) represents the remaining number of vehicles.
The method for calculating the number of the queued vehicles of the straight lane comprises the following steps:
A traffic control method based on dynamic coordination of effective capacity of road sections comprises the following steps:
(1) the upstream intersection sends a request to the downstream intersection to obtain a window flow notice;
(2) aiming at preferentially releasing the traffic flow in the crowded direction, calculating the green time required by the released vehicle according to the obtained real-time window flow;
(3) and (4) optimizing and distributing the final green light time in the direction by considering the current light color state of the downstream intersection and the remaining time of the downstream intersection.
Further, the window traffic format is { T }i state，Ti remainASL (i) }, in which Ti stateThe method comprises the following steps of (e) (Red, Green and Yellow), and respectively indicating that the trunk direction of the ith intersection is a Red light, a Green light and a Yellow light; t isi remainRepresents the remaining time of a certain light color, asl (i) is the effective capacity of the current road section.
If the number of vehicles to be released at the upstream intersection is smaller than ASL (i) in the window flow notice, the required green light time G (i) is calculated according to the number of the vehicles to be released, otherwise, the required green light time G (i) is calculated according to the ASL (i) in the window flow notice.
The calculation method based on the number of vehicles to be released comprises the following steps:
G(i)＝L(i)+(N(η，θ)+NΔ) X h, where L (i) is the start loss time, h is the saturated headway, N (eta, theta) is the number of queued vehicles to be released, NΔA newly joined vehicle during green light release.
The method for calculating the green light time required by the number of released ASL (i) vehicles comprises the following steps:
The calculation method for further determining the final green time is as follows:
G(i)＝GASL+Tremain If Tstate∈{Green，Yellow}
G(i)＝GASL-Tremain If Tstate∈{Red}。
according to the technical scheme provided by the invention, the downstream intersection can inform the upstream intersection of the effective capacity of the road section in real time in a window flow informing mode, so that the signalers at the intersections can conveniently reorganize the green time of each traffic flow according to the current traffic demand and the effective capacity of the road section, and the trunk blockage can be better prevented.
Drawings
FIG. 1 is a time-distance graph of a road segment effective capacity calculation method provided by the present invention under ideal conditions;
FIG. 2 is a time-distance graph of a method for calculating the effective capacity of a road segment in actual traffic operation according to the present invention;
FIG. 3 is a lane diagram illustrating a method for calculating the effective capacity of a road segment according to the present invention;
FIG. 4 is a schematic diagram of a channelized structure of an intersection according to a method for calculating effective capacity of a road section provided by the invention;
fig. 5 is a graph of effective bandwidth of a fixed-time-matching trunk signal coordination system according to a method for calculating effective capacity of a road section provided by the invention.
Detailed Description
In order to make the technical solution of the present invention better understood, the following detailed description is provided for the specific implementation method of the technical solution.
A method for calculating the effective capacity of a road section comprises the following specific steps:
1) calculating the maximum number of vehicles which can be accommodated in the current road section
The maximum number of vehicles which can be accommodated in the current road section can be calculated according to the formula
And calculating and obtaining, wherein L (i) is the length of the basic road section, l (i) is the length of the channelized road section, LV is the average vehicle length, SV is the distance between saturated vehicle heads, n is the number of non-channelized partial roads, and m is the number of channelized partial roads.
2) Calculating the number of vehicles on the current road section of each lane
The number of vehicles on the road section i is composed of two parts, one part is the number of vehicles left in the previous time interval, the other part is the number of vehicles which enter the road section in the current time interval and minus the number of vehicles which pass through the intersection in the current time interval, and the calculation method can be obtained by counting the number of vehicles queued in each lane.
The method for calculating the number of queued vehicles in each lane comprises the following steps:
in the saturation condition, when the green light of each phase is finished, all vehicles waiting to be released during the red light cannot pass through the intersection, and the staying vehicles wait for the next green light release together with the newly arrived vehicles. Based on the data provided by the traffic detector on the road, the number of vehicles waiting to be released in each lane can be calculated at the beginning of the next green light release.
The calculation method of the queuing length of each lane is described with reference to fig. 3. In fig. 3, lane 3 is a left-turn exclusive lane, lane 2 is a straight lane, and lane 1 is a straight right-turn lane. The detectors are disposed near the stop line and at the end of the left-turn exclusive lane and upstream of the straight lane, respectively. The distance between the two detectors of the left-turn lane is LLTThe method can be used for counting the number of left-turn queued vehicles; the distance between the straight line detector and the straight right detector is LRTAnd the method can be used for counting the number of vehicles in straight line queue.
(1) Number of vehicles in line on left-turn lane
Suppose that at the end of the current t-th green light, two left-turn lane detectors L1And L2The number of queued vehicles in the intersection is Q (eta, L, t), wherein eta belongs to { E, S, W, N }, and represents the east (E), south (S), west (W) and north (N) entrance directions of the intersection. The direction of travel of the vehicle may be represented as θ ∈ { L, T, R }, where L represents a left turn, T represents a straight run, and R represents a right turn. L is2Continuing to detect the newly arrived vehicle, and when the vehicle on the lane 3 obtains the right of green light passing t +1 times, L1And L2The number of the queued vehicles among the detectors is the sum of the number Q (eta, L, t) of the original queued vehicles and the number QN (eta, L, t) of the newly arrived vehicles, namely: n (η, L, t) ═ Q (η, L, t) + QN (η, L, t).
When the lane again obtains the right of green light passage, L1Start of detection of departing vehicles, L2The newly arriving vehicle continues to be detected. When the t +1 th green light ends, L2The number of vehicles arriving during the detection of green light is QA (η, L, t +1), L1The number of vehicles leaving during green light detection is QD (η, L, t +1), when the remaining number of vehicles between the two detectors is: q (η, L, t +1) ═ N (η, L, t) + QA (η, L, t +1) -QD (η, L, t + 1).
And calculating the number of vehicles required to be released when the lane obtains the green light again according to the iterative formula.
(2) Number of vehicles in line in each lane in direct right-hand direction
The calculation principle of the number of queued vehicles for lane 1 is the same as for lane 3. For lane 2, due to the detector T upstream of the road section2Not only straight-going vehicles but also left-turning vehicles are detected, so it is complicated to calculate the vehicles in line on the lane 2. When the number of the queued vehicles of the lane 2 is calculated, the number of the left-turning vehicles is removed, and the proportion of the left-turning vehicles can pass through L1And L2And calculating the data detected in real time. When the current lane 2 turns green for the tth time, the number of the vehicles staying in the lane 2 is: <math>
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the percentage of left-turning vehicles in the number of arriving vehicles is accumulated from the end of the t-th green light to the beginning of the t +1 green lights,
when the T +1 th green light is finished, T is on lane 21And T2The queued vehicles between the two detectors are:
3) method for calculating effective capacity of road section
The Link effective capacity (ASL) refers to the maximum number of vehicles from an upstream intersection that a Link can currently accommodate. Under the saturation condition, the number of vehicles released at the intersection is not only related to the green time, but also restricted by the effective capacity of the downstream road section in the traveling direction of the vehicles. If the number of vehicles queued on the downstream road section is large, the effective capacity of the downstream road section is small, and the number of vehicles from the upstream intersection can be accommodated is small; at this time, the more green light time is given to the upstream intersection in the direction, the more green light time is wasted, and the space-time benefit of the intersection is seriously affected. Therefore, when the upstream intersection gives green time to a certain direction, the effective capacity of the downstream road section should be fully considered, the number of released vehicles should be calculated according to the effective capacity of the road section, and the given green time is further determined, so that the space-time resources of the intersection are fully utilized.
The formula of the calculation method of the effective capacity of the road section is as follows: asl (i) ═ sl (i) -nq (i).
Wherein SL (i) is the capacity of the road section i, and refers to the maximum number of vehicles which can be accommodated when the road section i is full of vehicles; nq (i) refers to the number of vehicles on link i at the current time.
The traffic control method based on the dynamic coordination of the effective capacity of the road section comprises the following specific implementation methods:
under the saturation condition, an effective means for dredging the congested traffic flow is like a traffic police, the original established control process is broken, the number of vehicles which are released to a congested downstream road section at an upstream intersection is reduced, and the green light time in the congested direction of the downstream intersection is increased, so that congestion dredging is accelerated. The invention takes the prior release of traffic flow in the congestion direction as a target according to the traffic data detected by the detector in real time, and gives the green light time of the traffic flow to be released again through optimized calculation every time the green light right of traffic is released according to the obtained window traffic notification, thereby achieving the purpose of rapidly relieving the traffic congestion.
And each signalized intersection calculates the effective capacity of the governed road section in real time according to the traffic data detected by the detector, and when an upstream intersection sends a request to the signalized intersection, a downstream intersection sends a window flow notice to the downstream intersection. The window format is: { Ti state，Ti remainASL (i) }, in which Ti stateThe method comprises the following steps of (e) (Red, Green and Yellow), and respectively indicating that the trunk direction of the ith intersection is a Red light, a Green light and a Yellow light; t isi remainRepresents the remaining time of a certain light color, asl (i) is the effective capacity of the current road section.
The main line dynamic coordination control principle of window flow control is as follows:
(1) obtaining relevant static traffic data and dynamic traffic data of each intersection under current trunk line coordination control;
(2) obtaining the phase and phase sequence of each intersection;
(3) calculating the effective bandwidth ABW of the currently running trunk line coordination control system on the basis of dynamic traffic data acquired at a time interval T, if the ABW is smaller than a threshold value delta, turning to (4), otherwise, turning to (10) without changing the current signal control mode;
(4) each intersection calculates the effective capacity of the road section according to the data detected by the detector, and sends a window flow notice to the upstream intersection in a window format;
(5) after the upstream intersection receives the window flow notice, the current signal control scheme is changed, and the green time of the trunk direction is redistributed according to the current number of queued vehicles of each lane calculated by the data of the detector and the related information informed in the window flow notice;
(6) if the number of vehicles to be released at the upstream intersection is less than ASL (i) in the window flow notice, calculating the required green light time G (i) according to the number of the vehicles to be released, otherwise, turning to (7);
(7) calculating the green light time required by releasing the number of the ASL (i) vehicles according to the ASL (i) in the window flow notice, and optimally distributing the final green light time in the direction by considering the current light color state and the remaining time of the downstream intersection;
(8) according to the calculation result of (6) or (7), a green light right of way is issued for the direction, and other competitive directions are red lights;
(9) repeating the steps (4) - (8) when the direction is about to obtain the right of way again;
(10) t + 1, go (3).
The method for calculating the green light time in the step (6) is as follows:
G(i)＝L(i)+(N(η，θ)+NΔ) X h, where L (i) is the start loss time, h is the saturated headway, N (eta, theta) is the number of queued vehicles to be released, NΔA newly joined vehicle during green light release.
Step (7) if the green time required for releasing the asl (i) number of vehicles is calculated as follows:
G(i)＝GASL+Tremain If Tstate∈{Green，Yellow}
G(i)＝GASL-Tremain If Tstate∈{Red}
the dynamic trunk coordination control method based on window flow control is suitable for saturation conditions, the green time in the trunk direction is distributed, the current traffic demand and the effective space supply in the window flow notice are completely depended on, and the method is more effective for dredging the congested traffic flow.
Simulation analysis with specific examples:
1. simulation scheme design
With reference to fig. 4, the invention takes three continuous intersections as research objects, the west-east road sections where the three intersections are located are urban main roads, and the distance between the intersections is about 600 meters. In the experiment, VISSIM simulation software of Germany PTV company is used as a tool, VB is used for calling a COM interface of the VISSIM, detector data and signal control machine parameters are read, a program is programmed to realize the calculation of effective bandwidth, and VAP is used for realizing control logic. In the simulation scheme, the proportion of medium-sized vehicles to small vehicles is 90%, the speed is 45-60 km/h, the proportion of large vehicles to large vehicles is 10%, the speed is 25-30 km/h, 3600 seconds are simulated in total, the flow of the first 600 seconds is small, the simulation scheme is used for balancing a road network, the duration of a peak period is 2400 seconds, namely the peak time is from 600 seconds to 3000 seconds, the rest time is the peak-flattening time, and the traffic volume of the peak time in the simulation is 1.2-1.5 times of the peak-flattening time.
The simulation scheme is divided into two schemes, and green wave coordination control is adopted in the whole simulation period of the scheme I; and in the second scheme, green wave coordination control is adopted in the initial simulation stage, an effective bandwidth calculation method is adopted for monitoring, and when the effective bandwidth is found to be smaller than a threshold value, the window flow control scheme is converted. In order to simplify the calculation, only the green wave control is carried out on the trunk line from the west to the east; in the green wave coordination control scheme, the time length of a signal cycle shared by three intersections is 95 seconds, the designed bandwidth is 20 seconds, and the threshold value of the effective bandwidth is set to be 5 seconds.
The invention designs an effective bandwidth evaluation Algorithm (ASAB) to realize real-time calculation of the effective bandwidth in the existing trunk coordination control system.
The design conditions of the ASAB algorithm include: (1) the number of intersections participating in the trunk line coordination is N, wherein N is more than or equal to 2; (2) the road section between the tail end intersection participating in the coordination control and the adjacent downstream intersection is long, and vehicles released by the tail end intersection can be accommodated without queuing and overflowing; (3) the vehicle detector signal machine can acquire the speed and the type information of the arriving vehicle and the accumulated number of the vehicles passing through the detector in real time; (4) the time interval for the semaphores to perform the ASAB is the same as the period of the current trunk coordination control system.
The calculation formula of the effective bandwidth is ABW-min { G ═ min }pub(i) Where ABW is the effective bandwidth of the trunk coordination system, Gpub(i) The green time is the public green time of the ith intersection. The public green time of each intersection can be represented by formula Gpub(i)＝G(i)-Gpriv(i) Calculated, wherein G (i) is the green time of the trunk direction of the ith intersection, Gpriv(i) Is the private green time of the ith intersection. The private green time of each intersection can be Gpriv(i) N (η, θ, i) × h. N (eta, theta, i) is the number of queued vehicles before a stop line at the starting moment of a green light in the i trunk direction of the intersection, and h is the saturated headway.
The calculation process of the ASAB algorithm is as follows:
(1) obtaining green light time G (i) of a main line direction of a current signal cycle intersection i, wherein i is 1, 2, …, N;
(2) monitoring whether the red light time of the trunk line direction at the intersection i is finished, if so, turning to the step (3), otherwise, continuing monitoring, wherein i is 1, 2, …, N;
(3) calculating the number N (eta, theta, i) of queued vehicles before a stop line at the starting time of a green light in the trunk direction of an intersection i, wherein i is 1, 2, … … and N;
(4) calculating the private green time G of the intersection ipriv(i)，i＝1，2，……，N；
(5) Calculating the public green time G of the intersection ipub(i)，i＝1，2，……，N；
(6) Calculating the minimum common green time min { G ] of the N intersectionspub(i) I.e. the effective bandwidth ABW.
(7) Outputting the effective bandwidth of the trunk line signal coordination control system in the current period, and matching min { G }pub(i) Giving 1 mark penalty to the intersection i belonging to, namely, finish (i) ═ finish (i) + 1;
(8) if the ABW is smaller than the threshold value delta, the current trunk line signal coordination control is invalid, and max { push (i) } belonging intersection is output; otherwise, turning to the step (1), and monitoring the next signal period.
2. And (3) analyzing simulation results by combining with the figure 5, wherein in the first scheme, in order to analyze the execution effect of the trunk line green wave coordination control, an effective bandwidth searching algorithm is adopted to carry out whole-process monitoring on the trunk line green wave coordination control during the simulation period. In the front part of the simulation period of the trunk line coordination control system in the first scheme, due to the fact that the traffic flow is small, the traffic load of a trunk line system is low, the effective bandwidth of the system is large, and the green wave control effect achieved by the trunk line system is good in the period; however, as the traffic flow increases, the traffic load of the whole trunk system continuously increases, and the effective bandwidth of the system gradually decreases until 0, which indicates that the actual green wave passing is difficult to realize in the trunk green wave coordination control during this period, and the trunk system is in a saturated state.
And in a second scheme, the green wave coordination control scheme in the first scheme is still adopted in the initial stage, and when the effective bandwidth threshold of the trunk system is monitored to be lower than 5 seconds, the green wave coordination control scheme is stopped and switched to the window flow control scheme provided by the invention. And the intersections numbered 3 and 2 timely send window traffic notifications to the upstream intersections, and the intersections 1 and 2 calculate the distributed green light time according to the number of queued vehicles in the direction and the received window traffic notifications.
Tables 1 and 2 are comparative results of performance evaluation of the control effect of the two schemes.
TABLE 1 comparison of queue lengths for two trunk signal control schemes
TABLE 2 comparison of delay and number of passing vehicles for two scenarios
It can be seen from comparison of performance indexes output by the VISSIM that after the control scheme of window flow control is implemented, the average queuing length and the maximum queuing length of the congested flow direction of the trunk line can be effectively reduced, the average delay of vehicles on the trunk line is greatly reduced, the total average delay of intersections is also reduced, the number of passing vehicles is relatively increased, and the trunk line coordination control scheme of implementing window flow control under the congested condition can effectively relieve the traffic congestion condition in the trunk line direction. Although the average delay of the south-north entrances of each intersection is increased after the trunk line coordination control scheme of window flow control is implemented, compared with the trunk line green wave coordination control mode, the queuing length is not increased greatly, and it is stated that the traffic flow in other competition directions is not overcrowded due to the release of the traffic flow in the trunk line direction. From the perspective of the whole system, although the benefits of traffic flows in other competing directions are sacrificed, the benefits of the whole system are maximized, the smoothness of a trunk line can be effectively ensured, and the phenomenon of deadlock is avoided. Through various evaluation indexes, the trunk dynamic coordination control mode for implementing window flow control under the saturation condition is more effective.
It should be noted that: several modifications can be made without departing from the technical principle of the present invention, and these modifications can also be regarded as the protection scope of the present invention.
Claims (6)
1. A method for calculating the effective capacity of a road section is characterized by comprising the following steps:
(1) calculating the maximum number of vehicles which can be accommodated in the road section;
(2) calculating the number of vehicles of each lane of the current periodic road section by taking a certain time interval as a period;
(3) accumulating the vehicle number of each lane calculated in the step (2) to obtain the total vehicle number of the road section in the current period;
(4) and subtracting the total number of vehicles of the road section in the current period from the maximum number of vehicles which can be accommodated to obtain the effective capacity of the road section in the current period.
2. The method for calculating the effective capacity of the road section according to claim 1, wherein the effective capacity of the road section refers to the maximum number of vehicles from the upstream intersection which are contained in the current period of the road section; the certain time interval is the time interval of the signal period of the signalized intersection or the time interval of a specific time length.
3. The method for calculating the effective capacity of the road section according to claim 1, wherein the method for calculating the maximum number of vehicles that can be accommodated by the current road section comprises the following steps:
wherein SL (i) is the maximum number of vehicles accommodated in the road section, L (i) is the basic road section length, l (i) is the length of the channeled road section, LV is the average vehicle length, SV is the saturated headway distance, n is the number of non-channeled partial lanes, and m is the number of channeled partial lanes.
4. The method for calculating the effective capacity of the road section according to claim 1, wherein the current road section vehicle number is composed of two parts: one part is the number of the vehicles left in the previous time interval, the other part is the number of the vehicles which enter the road section in the current time interval and minus the number of the vehicles which pass through the intersection in the current time interval, and the calculation method can be obtained by counting the number of the vehicles queued in each lane.
5. The method for calculating the effective capacity of the road section according to claim 1 or claim 4, wherein the method for calculating the number of queued vehicles in the left-turn lane and the right-turn lane in the number of queued vehicles in each lane comprises the following steps:
q (η, L, t +1) ═ Q (η, L, t) + QN (η, L, t) + QA (η, L, t +1) -QD (η, L, t +1), where Q (η, L, t), QN (η, L, t) respectively represent the number of vehicles in line between the two detectors and the number of newly arrived vehicles when the vehicle obtains the right to pass green light t +1 times; QA (η, L, t +1) and QD (η, L, t +1) respectively represent the number of arriving vehicles and the number of departing vehicles at the end of the t +1 th green light, and Q (η, L, t +1) represents the remaining number of vehicles.
6. The method for calculating the effective capacity of the road section according to claim 1 or claim 4, wherein the method for calculating the number of queued vehicles in a straight lane among the number of queued vehicles in each lane comprises the following steps:
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| WO2017206025A1 (en) * | 2016-05-30 | 2017-12-07 | Harman International Industries, Incorporated | A system and method for estimating parking availability |
| CN108062859A (en) * | 2016-11-07 | 2018-05-22 | 中国移动通信有限公司研究院 | A kind of road condition monitoring method and device based on signaling data |
| CN109166313A (en) * | 2018-09-10 | 2019-01-08 | 南京市公安局交通管理局 | A kind of spilling method for early warning according to car data excessively |
| CN109285362A (en) * | 2018-12-07 | 2019-01-29 | 北京工业大学 | The anti-overflow dynamic control method in intersection based on priority rule |
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| CN116311984A (en) * | 2023-03-27 | 2023-06-23 | 清华大学 | Self-adaptive collaborative driving method and device for vehicle without signalized intersection and road side equipment |
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| WO2014063545A1 (en) * | 2012-10-26 | 2014-05-01 | 中兴通讯股份有限公司 | Adaptive traffic control method and device |
| CN107274687A (en) * | 2016-04-06 | 2017-10-20 | 深圳市以捷创新科技有限公司 | Vehicle passing control method and relevant apparatus |
| WO2017206025A1 (en) * | 2016-05-30 | 2017-12-07 | Harman International Industries, Incorporated | A system and method for estimating parking availability |
| CN108062859A (en) * | 2016-11-07 | 2018-05-22 | 中国移动通信有限公司研究院 | A kind of road condition monitoring method and device based on signaling data |
| CN109472985A (en) * | 2017-09-07 | 2019-03-15 | 济南全通信息科技有限公司 | Actual traffic demand volume estimation method based on road trip time |
| CN109472985B (en) * | 2017-09-07 | 2021-06-01 | 济南全通信息科技有限公司 | Actual traffic demand flow estimation method based on road section travel time |
| CN109166313A (en) * | 2018-09-10 | 2019-01-08 | 南京市公安局交通管理局 | A kind of spilling method for early warning according to car data excessively |
| CN109285362A (en) * | 2018-12-07 | 2019-01-29 | 北京工业大学 | The anti-overflow dynamic control method in intersection based on priority rule |
| CN109285362B (en) * | 2018-12-07 | 2021-03-02 | 北京工业大学 | Intersection anti-overflow dynamic control method based on priority rule |
| CN112289030A (en) * | 2020-11-02 | 2021-01-29 | 吉林大学 | Method for calculating maximum number of vehicles capable of being accommodated in urban road network |
| CN112509342A (en) * | 2020-12-04 | 2021-03-16 | 东南大学 | Long trunk line intersection signal coordination control method based on segmented green wave |
| CN116311984A (en) * | 2023-03-27 | 2023-06-23 | 清华大学 | Self-adaptive collaborative driving method and device for vehicle without signalized intersection and road side equipment |
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