CN108053658A - A kind of through street Ramp control method for coordinating of crowded full chain management - Google Patents
A kind of through street Ramp control method for coordinating of crowded full chain management Download PDFInfo
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- G08G1/00—Traffic control systems for road vehicles
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- G—PHYSICS
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- G—PHYSICS
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- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
- G08G1/0145—Measuring and analyzing of parameters relative to traffic conditions for specific applications for active traffic flow control
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Abstract
The present invention relates to a kind of through street Ramp control method for coordinating of crowded full chain management, the described method includes：The stability indicator of quick paths online network traffic flow is built, determines the ramp metering rate opportunity of quick paths；Subregion is carried out to quick paths, according to the degree of stability of the network traffic flow of each subregion, each subregion ring road is closed according to control sequence；To take two priority classes function maxima as object function, while constraints is determined according to the relevant parameter of each subregion ring road in through street, the moment is reopened by what linear programming method determined each subregion ring road in through street.Compared with prior art, the present invention has the closing control for both realizing the through street Ramp towards certain crowded probability of happening, the crowded ring road Open control for dissipating and being basically completed is also achieved, control method has many advantages, such as that crowded full chain management and control opportunity are accurate.
Description
Technical Field
The invention relates to the field of traffic control and management of urban expressways, in particular to an expressway multi-turn coordination control method for crowded full-chain management.
Background
The urban expressway is a road which is provided with a central separation strip in an urban road, is provided with more than four lanes, and is completely or partially crossed and controlled to enter and exit, so that vehicles can run at a higher speed. Based on the characteristics, the urban expressway at the initial construction stage relieves the urban traffic problem to a certain extent, but as economy continues to develop, the automobile demand increases, the urban expressway also begins to be jammed and tends to be aggravated year by year. A method of alleviating traffic congestion by only building an expressway is not feasible, and thus people gradually shift attention to the level of traffic control and management.
The traffic control of the urban expressway is a common method for solving the congestion problem of the urban expressway at present, namely the traffic control adopts means such as computer technology and the like, and utilizes detectors arranged along the road to collect and preprocess traffic state parameters along the expressway in real time, and adjusts the traffic volume entering and exiting the expressway according to a certain control method so as to achieve the stable, safe, high-speed and high-efficiency expressway operation effect. The conventional control method of the urban expressway comprises entrance ramp control, exit ramp control, main line control, network routing control and the like, wherein the entrance ramp control is the control method which has the best effect and is most widely applied at present.
The entrance ramp control takes the traffic flow of a main line of the express way as a control object, takes the entrance flow of the ramp as the input control quantity of the system, and seeks the optimal entrance ramp flow to ensure that the traffic flow on the express way is in the optimal state. The basic principle is to limit the number of vehicles entering the expressway to ensure that the traffic demand of the expressway itself does not exceed the traffic capacity, which is essentially the regulation, transfer and redistribution of the traffic demand. The entrance ramp control generally comprises two modes of ramp adjustment and ramp closing. The ramp adjustment is that vehicles entering the expressway are metered and controlled by traffic lights on the ramp, and the ramp adjustment can be divided into single-point control and coordinated control according to the control space mode. The ramp closing means that the ramp is closed to limit vehicles to enter the expressway so as to maintain the stable traffic state of the expressway, and the ramp closing can be divided into permanent closing and temporary closing in peak periods or occasional crowding periods according to the closing period.
In the prior art, control over an expressway ramp is often limited to consider how to close an entrance ramp according to a certain control sequence, however, in actual life, after closing the entrance ramp, the entrance ramp still needs to be restored again, restoration of the entrance ramp generally selects a specific moment to uniformly open after all the entrance ramps are closed, the actual situation of traffic flow of the expressway ramp is not fully considered by the restoration method, and therefore the restoration method cannot achieve a more excellent effect, and therefore, how to completely control closing and restoration of the expressway ramp is achieved, so that crowded full-chain management and adjustment over the expressway ramp are achieved, and the problem to be solved at present is urgently solved.
Disclosure of Invention
The invention aims to provide a method for coordinating and controlling a fast road multi-turn road for managing all crowded chains.
The purpose of the invention can be realized by the following technical scheme:
a method for coordinated control of express way multi-turn lanes for full chain management congestion, the method comprising:
1) Constructing a stability index of a network traffic flow on the expressway, and determining the ramp control time of the expressway;
2) Partitioning the expressway channels, and closing the sub-zone ramps according to the control sequence according to the stability degree of the network traffic flow of each sub-zone;
3) And taking the maximum value of the priority control function as a target function, determining constraint conditions according to the relevant parameters of each subarea ramp of the express way, and determining the reopening time of each subarea ramp of the express way by a linear programming method.
Preferably, the step 1) includes:
11 According to the probability of traffic state mutation, constructing a stability index of a network traffic flow on a express road channel based on a risk assessment technology;
12 According to the stability index of the network traffic flow on the expressway constructed in the step 11), starting to control the ramp of the expressway at the moment when the stability index reaches the peak value.
Preferably, the stability index of the network traffic flow on the expressway is specifically:
wherein S is a stability index of the network traffic flow on the expressway, A is the accumulated flow of vehicles on the expressway, P is the network traffic flow on the expressway, F is the probability of sudden change of the traffic state, and W is the flow weighting.
Preferably, the step 2) includes:
21 Taking the connection point of the ramp as a reference to partition the express way channel, and calculating the critical density standard value of each partition;
22 Determining the difference ratio of the current state and the critical state of each partition according to the critical density standard value obtained in the step 21);
23 According to the difference ratio calculated in step 22), determining a closing control sequence of the sub-zone ramps, and closing each sub-zone ramp in sequence according to the determined sequence.
Preferably, the critical density standard value of each partition is specifically:
wherein, K 0 As a critical density standard value, L, for each partition i Is the mileage length of the ith division, A s Is the critical cumulative flow value of the express way passage.
Preferably, the difference ratio between the current state and the critical state of each partition is specifically:
wherein D is i Is the difference ratio of the current state and the critical state of the ith partition, K i (k) Density value of i-th partition at time K, K 0 The critical density standard value of each partition.
Preferably, the closing control sequence of the sub-zone ramp is specifically:
231 All partitions with positive difference ratios are uniformly closed;
232 For the remaining bays, the bay having the largest difference ratio is first determined, and the number N of vehicles that can be released in the bay having the largest difference ratio is determined i Whether the number of vehicles is larger than the number N of vehicles which can be released in the expressway passage 1 If yes, go to step 233), if not go to step 234);
233 In order of increasing difference ratio to decreasing difference ratio, N is sequentially released in the ith partition i Closing the ith subarea after the vehicle;
234 The partition with the largest contrast ratio releases N 1 Closing the vehicle, and sequentially releasing N in the ith subarea according to the sequence of the difference ratio from large to small in the other subareas i And closing the ith subarea after the vehicle.
Preferably, the step 3) includes:
31 Determining a priority control function for opening the express way channel, and taking the maximum value of the priority control function as a target function;
32 Determining constraint conditions according to the releasable traffic volume of each sub-ramp of the express way channel, the traffic state mutation probability and the average speed of a main line of the express way channel;
33 Under the condition that the constraint conditions determined in the step 32) are met, solving the objective function in the step 31) through a linear programming method to obtain the reopening time of each section of ramp of the express way.
Preferably, the priority control function is specifically:
Z＝∑D i (k)×N i
wherein Z is a priority control function, D i Is the difference ratio of the current state and the critical state of the ith partition at the moment k, N i The number of vehicles that can be put into the ith division from the time k to the critical state.
Preferably, the constraint condition includes: the releasable traffic volume of each sub-area ramp of the express way channel is not more than the number of vehicles releasable by each sub-area ramp in an adjacent state, the traffic state mutation probability is less than 0.1, and the main line average speed of the express way channel is more than 70km/h.
Compared with the prior art, the invention has the following beneficial effects:
(1) After each sub-zone ramp is closed according to the control sequence, the maximum value of the priority control function is taken as a target function, constraint adjustment is determined according to related parameters of each sub-zone ramp of the express way, and reopening time of each sub-zone ramp of the express way is determined through a linear programming method.
(2) According to the formula of the priority control function, the priority control function takes the difference ratio of the current state and the critical state in the subareas as the weight coefficient of each ramp in the fast-path channel control, and takes the number of the vehicles which can pass as an independent variable, so that when the priority control function obtains the maximum value, the current control time can be used for ensuring that the ramp can reach the maximum passing amount under the condition of meeting the constraint condition, therefore, based on the priority control function, the opening time of the ramp can be ensured to be optimal, the vehicle passing number of the fast-path channel can be ensured to be maximum, the optimal passing performance of the fast-path ramp is ensured, and the method is suitable for general popularization.
(3) The constraint conditions comprise that the releasable traffic volume of each subarea ramp of the express way is not more than the number of vehicles which can be released by each subarea ramp in a critical state: the channel can release the constraint condition that the traffic volume is not more than the traffic volume in a critical state, so that the ramp starts to recover after the traffic volume reaches the complete stability, and the condition that the congestion occurs again immediately after the ramp is opened is avoided.
(4) The constraint conditions comprise that the traffic state mutation probability is less than 0.1: the ramp can be opened only when the traffic sudden change probability is less than 0.1, the determination of the sudden change probability critical point is obtained by a large number of experiments, and the ramp is opened at the time less than 0.1, so that the stability of the traffic flow can be fully guaranteed, and the performance of the express way for passing vehicles when the ramp is opened is optimal.
(5) The constraint conditions comprise that the average speed of a main line of the express way channel reaches 70km/h: this is because the Capacity of the high express way is classified into 2 types, the first type is the Capacity before congestion occurs (Pre-Queue Capacity), and the second type is the Capacity for congestion dissipation (Queue-discharge Capacity). The key variable for judging the two types of traffic capacities is the vehicle speed. Based on a large amount of actually collected traffic flow data, a first type of traffic capacity, the adjacent speed from the free flow to the crowded flow is usually 50km/h, and a second type of traffic capacity, the adjacent speed from the crowded flow to the free flow is usually 70km/h; therefore, the speed of the open ramp is 70km/h.
Drawings
FIG. 1 is a flow chart of the method of the present invention.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.
As shown in fig. 1, the present embodiment provides a method for coordinating and controlling a fast-way multi-turn lane in full-chain congestion management, which includes:
1) A network traffic flow stability control index is constructed by utilizing a risk assessment technology, and when the number of accumulated vehicles on a channel reaches an index threshold value, the control time of a channel ramp is determined:
11 Calculating the probability of sudden change of the traffic state of the passage, and quantifying the instability of the traffic flow:
based on the network traffic flow and the accumulated flow average relation described by the macroscopic basic diagram, the probability of traffic state sudden change based on the relation can be estimated by using a survival function, the method is an equation taking the accumulated flow as a variable, and the calculation method is shown as the following formula:
wherein F (A) is a function with the accumulated flow A as a variable when the traffic state is suddenly changed; m is k For cumulative flow greater than A k The number of records of (2); d k To accumulate the flow as A k The number of records in which mutations occurred; { B } represents a record set in which a sudden change occurs at time k, that is, the traffic flow is in a free flow state at time k, but the traffic state is suddenly changed at time k +1, and the traffic flow is in a congestion state.
12 Utilizing a risk assessment technology to construct a network traffic flow stability control index;
the traffic sudden change is regarded as a risk, the probability of no loss of the traffic flow is the traffic flow stability, the benefit in the risk assessment method is the network traffic volume and the accumulated traffic flow, the efficiency of the multi-ramp coordination control is represented by the product of the network traffic volume, the accumulated traffic flow and the traffic flow instability, and the efficiency is used as a new index of the risk assessment method, namely the network traffic flow stability index, and the following formula is shown:
13 When the number of accumulated vehicles on the channel reaches the index threshold, the time is the control time of the channel ramp, and the multi-ramp coordination control time is obtained;
in the initial stage, the network traffic flow and the accumulated flow are smaller, and the traffic flow is more stable and is smaller. As the network traffic flow and the accumulated flow gradually increase, the traffic flow tends to be unstable more and more, and when the network traffic flow and the accumulated flow are at the peak value, the expressway traffic flow maintains both high throughput and relatively high stability, and at this time, the optimal ramp control time is obtained, as shown in the following formula:
2) The complexity of the expressway channels is distributed into the sub-partitions according to levels by utilizing a quantitative analytic hierarchy process, a priority control matrix is determined by taking the traffic flow stability as a control index, and the control sequence of each partition ramp is determined:
21 Partition channels;
and partitioning the channel to ensure that each sub-partition comprises a group of access ramp combinations, and taking the access ramps as boundaries of partition. Generally, for the division of the area, in view of the influence of the traffic flow entering from the ramp on the main line traffic, refer to the proposed standards of the influence range of the ramp connection point or the intersection in the road traffic capacity manual of the united states. When the design vehicle speed is 80km/h, from the ramp connecting point, the upper ramp is upstream 102m and downstream 508m, and the lower ramp is upstream 508m and downstream 102m. And after determining the ramp influence range, uniformly dividing the local sections of the express way into adjacent ramp areas, thereby establishing channel sub-partitions.
22 According to the critical accumulated flow value A of the channel, eliminating the difference of each sub-partition in the aspects of traffic characteristics and the like, and standardizing the partition attribute according to the following formula;
in the formula: l is i : mileage length, m, of the ith partition; a: critical cumulative flow value, veh; k 0 : and critical density corresponding to the critical accumulated flow value, veh/km.
23 Using the following formula, obtaining the difference ratio of the current state and the critical state of each partition by using a difference method;
in the formula: d i : a difference ratio; k i (k) The method comprises the following steps Density value of i subarea at k moment;
24 Using the difference ratio to determine the precedence control order of the ramps, namely the control order priority matrix of the multi-ramp:
if the difference ratio D >0 of a certain partition, it means that the stability of the partition has exceeded its own critical threshold. Therefore, all the subarea entrance ramps with the difference ratio D >0 are closed at the moment; if the difference ratio D <0 for a certain partition means that the partition has not reached the critical state, the larger the value D, the more unstable the partition. Therefore, the unclosed sub-area ramps sequentially take control measures according to the sequence that the difference value is larger than the S value and smaller than the S value, and a multi-ramp control sequence matrix is obtained;
25 By using the demand difference method of single-point ramp control, the number of vehicles which can be released on each zone entrance ramp before the critical state from the control moment is determined according to the following formula, the zone j with the maximum difference value D releases the vehicles first, and if the zone j can release the number of the vehicles N j The number of vehicles which can pass through the passage is more than N 1 If the control time is not taken, the control of the subareas still obeys the main line control target, and the entrance ramps of all the subareas sequentially release N according to the control sequence i Closing the vehicle after the vehicle is turned off; if N is present j Less than N 1 Then the partition releases N 1 Closing an entrance ramp after the vehicle:
N i ＝|K i (k)-K 0 |×L i
in the formula: n is a radical of hydrogen i : the number of vehicles which can be put into the subarea i from the control moment k to the critical state;
3) The method comprises the following steps of taking the maximum value of a priority control function as a target function, setting constraint conditions according to trafficable traffic volume, channel traffic mutation probability and main line average speed, and determining the restarting time of a closed ramp by using a linear programming method, wherein the method specifically comprises the following steps:
31 The difference ratio can represent the priority of the ramp sequential control order, the weight coefficient of each ramp in channel control is determined according to the difference ratio, the priority control function is determined by taking the number of vehicles which can be put in as an independent variable, and the maximum value of the priority control function is taken as a target function:
MaxZ＝∑D i (k)×N i
in the formula: d i (k + 1): the difference ratio of the partition i at the control time k; n is a radical of i : the number of vehicles which can be placed in the zone i from the control time k to the critical state;
32 Setting constraint conditions according to the passable traffic volume, wherein the passable traffic volume of each subarea entrance ramp is not more than the passable vehicles of each subarea entrance ramp in a critical state;
33 The channel mutation probability was investigated using actual data, and it was found that the traffic state rapidly progressed to an unstable state when the channel mutation probability was 0.1. Therefore, the time when the channel mutation probability is 0.1 is selected as the time when the traffic state of the expressway main line is recovered to be stable, and the traffic network flow of the channel at the time is determined;
34 The actual operation experience of the urban expressway is combined at the same time, the time when the traffic state of the channel is recovered stably is determined by taking the average speed of the main line as 70km/h as a constraint condition; and when the constraint conditions are met, determining the restarting time after the ramp is closed by using a linear programming method.
According to the method, two channels A101 (8.8 kilometers long from the inner ring elevated inner ring of the Luban road to the Yanan West overpass) and A102 (9.0 kilometers long from the inner ring elevated inner ring of the Yanan West overpass to the harmonious new road) are selected from the inner ring elevated expressway. The express way is buried with ring induction coil every 300 to 500 meters, and traffic data such as speed, flow and the like are collected at 20 second time interval. To obtain more reliable traffic data, 20 second intervals of data are aggregated into 5 minute intervals of flow and vehicle speed. The time period for data acquisition was 4 months 2011 to 5 months 2012, totaling 389 days. Before the data is used, the abnormal or missing part of the flow and speed data is preprocessed by using a data patching technology, and the coordination control process of the expressway multi-ramp comprises the following steps.
The method comprises the following steps: and determining the time of the multi-turn channel coordination control of the channel.
The method specifically comprises the following steps: since the probability of sudden change of the traffic state is also high under a high traffic flow, an unstable traffic flow will result. The invention quantifies traffic flow instability and calculates the traffic state mutation probability of the channel. The product of the network traffic volume, the accumulated flow and the traffic flow instability is used for representing the efficiency of the multi-ramp coordination control and is used as a new index of a risk assessment method, namely a network traffic flow stability index. In the initial phase, the value increases with increasing integrated flow, up to a peak value. For two express way channels, there is a maximum value of network traffic flow stability, and the maximum value is the critical cumulative flow value, namely A s Under the peak value, the fast path channel keeps high throughput and relatively high stability, and the peak value can be used as the multi-turn channel coordination control opportunity.
Step two: the method for partitioning the channel and determining the control sequence of each partition ramp specifically comprises the following steps: considering the fast road sections A101 and A102 as two channels, considering the entrance and exit ramps as sub-partition boundary points, and utilizing the model to enter the channels according to the entrance and exit ramp positionsThe lines are simply a recursive partitioning of the partitions. The influence of the traffic flow accelerated on the ramp on the main line traffic is divided into zones at a certain distance between the upstream of the entrance ramp and the downstream of the exit ramp. According to the division principle, the channel a101 and the channel a102 are divided into four sub-partitions respectively. When the accumulated flow of the channels A101 and A102 is 450veh and 360veh respectively, the multi-turn channel coordination control time of the channels is achieved. By using the partition control using the traffic flow stability as an index, the critical states of four sub-partitions of each of two lanes can be determined. Calculating the critical density K according to the critical accumulated flow value A of each subarea 0 . And in order to obtain the ramp control order priority matrix, the difference method is adopted to obtain the difference ratio of the current state and the critical state of each subarea. Determining the sequence control order of the ramps by using the difference ratio, counting the control order of each partition of the two channels in order to more intuitively express the property of each partition of the ramps, and calculating 1806 control moments of the channel A101 and 1647 control moments of the channel A102 in 82079 groups of data in 389 days. At the control moment, the most unstable ramp of the traffic flow is directly closed, and vehicles are quantitatively released to the other ramps according to the control sequence. After the release is finished, all ramps are in a closed state. At the moment, only ramp outflow and main line flow exist on the channel, ramp inflow does not exist, channel accumulated flow is reduced, and congestion is gradually dissipated.
Step three: determining the time for reopening each sub-zone ramp after closing, which specifically comprises the following steps: and determining the weight coefficient of each ramp in channel control by using the difference ratio, determining a priority control function by using the number of vehicles which can be put in as an independent variable, and taking the maximum value of the priority control function as a target function. Setting constraint conditions according to the passable traffic volume, wherein the passable traffic volume of each subarea entrance ramp is not more than the passable vehicle number of each subarea entrance ramp in a critical state; when the traffic mutation probability of the channel A101 is 0.1, the network traffic flow is 3600veh/h, and when the average speed of the main line of the channel A101 is more than 70km/h and the network traffic flow is less than 3600veh/h, the traffic state is recovered to be stable. At this time, the accumulated flow rate on the main line of the channel a101 is 410veh, and similarly, the accumulated flow rate on the main line of the channel a102 is 300veh. And under the condition of meeting the constraint conditions, solving the maximum value of the priority control function at the current moment by using a linear programming method. And finally determining the ramp opening control time which can meet the maximum traffic volume and keep the traffic flow stable.
Claims (10)
1. A method for coordinated control of express way multi-turn lanes for full chain management congestion, the method comprising:
1) Constructing a stability index of a network traffic flow on the expressway, and determining the ramp control time of the expressway;
2) Partitioning the expressway, and closing each partition ramp according to the control sequence according to the stability degree of the network traffic flow of each partition;
3) And taking the maximum value of the priority control function as a target function, determining constraint conditions according to the relevant parameters of each subarea ramp of the express way, and determining the reopening time of each subarea ramp of the express way by a linear programming method.
2. The coordinated control method for the expressway multi-turn road under full chain management congestion according to claim 1, wherein the step 1) comprises:
11 According to the probability of traffic state mutation, constructing a stability index of a network traffic flow on a express road channel based on a risk assessment technology;
12 According to the stability index of the network traffic flow on the expressway constructed in step 11), when the stability index reaches the time corresponding to the peak value, starting to control the ramp of the expressway.
3. The expressway multi-turn road coordination control method for congestion full-link management according to claim 2, wherein the stability index of the network traffic flow on the expressway is specifically:
wherein S is a stability index of a network traffic flow on the expressway, A is an accumulated flow of vehicles on the expressway, P is the network traffic flow on the expressway, F is the probability of sudden change of the traffic state, and W is flow weighting.
4. The coordinated control method for fast way and multi-turn road of crowded full-chain management according to claim 1, wherein said step 2) comprises:
21 Taking the connection point of the ramp as a reference to partition the express road channel, and calculating a critical density standard value of each partition;
22 Determining the difference ratio of the current state and the critical state of each partition according to the critical density standard value obtained in the step 21);
23 According to the difference ratio calculated in step 22), determining a closing control sequence of the sub-zone ramps, and closing each sub-zone ramp in sequence according to the determined sequence.
5. The method as claimed in claim 4, wherein the criterial density criteria of each partition is as follows:
wherein, K 0 Is a critical density standard value, L, for each zone i Is the mileage length of the i-th division, A s Is the critical cumulative flow value of the express way passage.
6. The method as claimed in claim 4, wherein the difference ratio between the current status and the critical status of each partition is:
wherein D is i Is the difference ratio of the current state and the critical state of the ith partition, K i (k) Density value of i-th partition at time K, K 0 The critical density standard value of each partition.
7. The coordinated control method for multiple ramps of a expressway for congestion full-chain management according to claim 4, wherein the closing control sequence of the zone ramps is specifically as follows:
231 All the partitions with positive difference ratios are closed uniformly;
232 For the remaining divisions, the division with the largest difference ratio is first determined, and the number of vehicles N that can be released in the division with the largest difference ratio is determined i Whether the number of vehicles is larger than the number N of vehicles which can be released in the expressway passage 1 If yes, go to step 233), if not go to step 234);
233 In order of increasing difference ratio to decreasing difference ratio, N is sequentially released in the ith partition i Closing the ith subarea after the vehicle;
234 ) the partition having the largest contrast ratio is released N 1 Closing the vehicle, and sequentially releasing N in the ith subarea according to the sequence of the difference ratio from large to small i And closing the ith subarea after the vehicle.
8. The coordinated control method for fast way and multi-turn road of crowded full-chain management according to claim 1, wherein said step 3) comprises:
31 Determining a priority control function for opening the fast path channel, and taking the maximum value of the priority control function as a target function;
32 Determining constraint conditions according to the passable traffic volume of each sub-zone ramp of the express way channel, the traffic state mutation probability and the main line average speed of the express way channel;
33 Under the condition that the constraint conditions determined in the step 32) are met, solving the objective function in the step 31) through a linear programming method to obtain the reopening time of each section of the ramp of the express way.
9. The coordinated control method for multiple turns of expressway for congestion control of full-chain management as recited in claim 8, wherein said priority control function is specifically:
Z＝∑D i (k)×N i
wherein Z is a priority control function, D i Is the difference ratio of the current state and the critical state of the ith partition at the time k, N i The number of vehicles that can be put into the ith sub-zone from the time k to the critical state.
10. The method of claim 8, wherein the constraints comprise: the passable traffic volume of each subarea ramp of the express way channel is not more than the passable vehicles of each subarea ramp in a critical state, the traffic state mutation probability is less than 0.1, and the average speed of the main line of the express way channel is more than 70km/h.
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| CN109584563A (en) * | 2018-12-24 | 2019-04-05 | 重庆交通大学 | A kind of city expressway road section capacity reliability distributional analysis method based on Wei Buer distribution |
| CN111640297A (en) * | 2020-05-09 | 2020-09-08 | 天津市市政工程设计研究院 | Multi-turn-lane cooperative control and driving assisting method under cooperative vehicle and road environment |
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