CN110782690B - Estimation method for secondary stopping rate of road signalized intersection - Google Patents
Estimation method for secondary stopping rate of road signalized intersection Download PDFInfo
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- CN110782690B CN110782690B CN201910901201.1A CN201910901201A CN110782690B CN 110782690 B CN110782690 B CN 110782690B CN 201910901201 A CN201910901201 A CN 201910901201A CN 110782690 B CN110782690 B CN 110782690B
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
Abstract
The invention discloses a method for estimating the secondary stopping rate of a road signalized intersection, which comprises the steps of firstly collecting GPS data of vehicles passing through the road signalized intersection and establishing an original database; then, screening out the track point data in the original database, and constructing a sample set by using the track point data within the range of the intersection in a specified time period; determining the number of parking times of each sample in the sample set; and finally, counting the number of samples for parking twice in the samples corresponding to each entrance way, and estimating the secondary parking rate according to the number of the samples. The secondary parking rate of each entrance way and lane at the signalized intersection can be accurately estimated, so that the service levels of the entrance way and the lane are reflected.
Description
Technical Field
The invention relates to the field of detecting traffic movement to be counted, in particular to a method for estimating the secondary stopping rate of a road signalized intersection.
Background
The road signal intersections are key nodes of an urban road network, and the service level of the road signal intersections directly influences the operation of the whole road network. How to reflect the service level of the signalized intersection by using a certain index is a very critical problem. The secondary parking rate is one of the expression forms under the combined action of multiple influence factors at the signalized intersection, and can directly represent the influence degree of the vehicle group on the intersection. Therefore, the service level of the signalized intersection can be reflected by the secondary parking rate.
Disclosure of Invention
In order to solve the technical problems, the invention provides a method for estimating the secondary parking rate of a road signalized intersection, which comprises the steps of collecting GPS data of vehicles passing through the signalized intersection through various ways, extracting effective samples from the GPS data, and estimating the integral secondary parking rate of an entrance by counting the number of the samples of the vehicles parked twice in the effective samples of each entrance at the signalized intersection.
The technical scheme is as follows:
a first realizable mode of the method for estimating the secondary stopping rate of the signalized intersection is provided, and comprises the following steps:
step 1, collecting GPS data of vehicles passing through a road signal intersection, and establishing an original database;
step 2, screening from an original database, and constructing a sample set by using track point data within an intersection range in a specified time period;
step 3, determining the number of times of parking of each sample in the sample set;
and 4, counting the number of samples for parking twice in the samples corresponding to each entrance way, and estimating the secondary parking rate according to the number of the samples.
With reference to the first implementable manner, in a second implementable manner, the step 2 includes:
calling GPS data in a specified time period from an original database;
screening track point data located in the intersection range from the called GPS data through the range coordinates of the signalized intersection;
generating a vehicle ID data set according to the screened track point data;
classifying the screened track point data according to the vehicle ID in the vehicle ID data set, generating a sample corresponding to each vehicle ID, and establishing a sample set.
With reference to the first implementation manner, in a third implementation manner, the step 3 determines the number of parking times of the sample by using the following method:
sequencing the trace point data in the sample according to a time sequence;
traversing the sample and extracting speed data of the trajectory point data to generate a speed sequence;
the number of stops of the sample is determined by the speed sequence.
With reference to the third implementable manner, in a fourth implementable manner, the determining the number of stops of the sample through the speed sequence includes:
if the velocity sequence satisfies
Or
The corresponding sample is a parking one-time sample;
if the velocity sequence satisfies
The corresponding sample is a parking sample for two times;
if the velocity sequence does not satisfy vt1Alpha is less than or equal to alpha, the data volume exceeds 3, and the corresponding sample is not stopped;
if the velocity sequence does not satisfy vt1Alpha is less than 3, and the corresponding sample is invalid.
Wherein v ist1、vt2、vt3、vt4Is the speed data in the speed sequence, alpha is the deceleration stop threshold, beta is the high-speed drive-off threshold, chi is the intermediate speed threshold, t1<t2<t3<t4。
With reference to the fourth implementable manner, in a fifth implementable manner, the decelerating parking threshold α is 5km/h, the intermediate speed threshold χ is 7km/h, and the high-speed drive-off threshold β is 35 km/h.
With reference to the first implementable manner, in a sixth implementable manner, the step 4 includes:
determining the road range of each entrance lane of the signalized intersection;
determining a sample corresponding to the entrance road according to the area coordinates of the road range;
counting the total amount of samples corresponding to the entrance lane and the number of samples for stopping twice;
and estimating the secondary stopping rate of the inlet passage according to the number of samples and the total amount of the samples.
With reference to the first implementable manner, in a seventh implementable manner, the step 4 further includes:
determining lane ranges of all lanes of the entrance lane;
determining a sample corresponding to the lane according to the area coordinate of the lane range;
counting the total amount of samples corresponding to the lanes and the number of samples for parking twice;
and estimating the secondary parking rate of the lane according to the number of samples and the total number of samples.
With reference to the first implementable manner, in an eighth implementable manner, the step 4 includes:
determining the road range of an entrance lane of a signalized intersection;
determining a sample corresponding to the entrance road according to the area coordinates of the road range;
counting the number of samples for parking twice and the number of samples for parking once corresponding to the entrance lane;
and estimating the secondary parking rate of the entrance lane according to the number of samples for parking twice and the number of samples for parking once.
With reference to the first implementable manner, in a ninth implementable manner, the step 4 further includes:
determining lane ranges of all lanes of the entrance lane;
determining a sample corresponding to the lane according to the area coordinate of the lane range;
counting the number of samples for parking twice and the number of samples for parking once corresponding to the lanes;
and estimating the secondary parking rate of the lane according to the number of the samples of parking twice and the number of the samples of parking once.
Has the advantages that: by adopting the method for estimating the secondary parking rate of the road signalized intersection, the secondary parking rate of each entrance lane and lane at the signalized intersection can be accurately estimated, so that the service levels of the entrance lane and the lane are reflected.
Drawings
FIG. 1 is a flowchart of a method for estimating a secondary stopping rate at a signalized intersection according to a first embodiment;
FIG. 2 is a flow chart of constructing a sample set;
FIG. 3 is a flow chart for determining a sample number of stops;
FIG. 4 is a flow chart of estimating secondary stopping rate by a sample number of double stops at an entrance lane;
FIG. 5 is a flowchart of estimating a secondary lane stop rate according to the second embodiment;
FIG. 6 is a flowchart of estimating the entrance lane secondary stop rate according to the third embodiment;
FIG. 7 is a flowchart of estimating the entrance lane secondary stop rate according to the fourth embodiment;
FIG. 8 is a plot of trace point distribution over a specified time period;
FIG. 9 is a regional scope graph of intersection scope;
fig. 10 is a road range distribution diagram for each entrance lane.
Detailed Description
The invention is further illustrated by the following examples and figures.
In a first embodiment, a flowchart of a method for estimating a secondary stop rate at a signalized intersection shown in fig. 1 includes:
step 1, collecting GPS data of vehicles passing through a road signal intersection, and establishing an original database;
step 2, screening from an original database, and constructing a sample set by using track point data within an intersection range in a specified time period;
step 3, determining the number of times of parking of each sample in the sample set;
and 4, counting the number of samples for parking twice in the samples corresponding to each entrance way, and estimating the secondary parking rate according to the number of the samples.
Specifically, the existing road management system collects GPS data of all vehicles passing through an intersection, establishes an original database, and performs data cleaning on the collected GPS data by using a database management system, such as an SQL server system, in the process of establishing the original database, so as to eliminate duplicate data and redundant fields. And traversing the cleaned data by utilizing a Pyhon script language, sequencing the data according to a time sequence, and cutting the file according to equal time periods to facilitate data import and screening.
And (3) importing the GPS data in the specified time period in the original database into the ArcGIS platform, screening track point data in the intersection range through the ArcGIS platform, establishing track data of all vehicles passing through the signalized intersection in the time period through the screened track point data, and using the track data as a sample for estimating the secondary parking rate. And determining an entrance lane to which the sample belongs through coordinates in the track data, and determining the number of samples for parking twice in the entrance lane through the parking times, namely the total number of vehicles for parking twice, so as to determine the probability of secondary parking in the entrance lane, namely the secondary parking rate.
In this embodiment, preferably, as shown in fig. 2, the step 2 includes:
step 2-1, the GPS data in the specified time period is retrieved from the raw database, and the obtained data distribution is shown in fig. 8.
2-2, screening track point data located in the intersection range from the called GPS data through the range coordinates of the signalized intersection, wherein the obtained data is shown in a figure 9;
step 2-3, generating a vehicle ID data set according to the screened track point data;
and 2-4, classifying the screened track point data according to the vehicle ID in the vehicle ID data set, generating a sample corresponding to each vehicle ID, and establishing a sample set.
In particular, because the files in the original database are divided by time, the GPS data in the designated time period can be called from the original database very conveniently. And screening the deceleration stop points with the speed lower than 5km/h from the called GPS data by utilizing the query screening function of the GIS platform, taking the tail boundary of a concentrated area in a distribution area of the deceleration stop points as a signal intersection range, and finally screening the track point data of which the coordinates fall into the signal intersection range.
In this embodiment, preferably, as shown in fig. 3, the step 3 includes:
step 3-1, sequencing the trace point data in the sample according to a time sequence;
step 3-2, traversing the samples, extracting speed data of the trajectory point data, and generating a speed sequence;
and 3-3, determining the parking times of the samples through the speed sequence.
Specifically, the speed of the vehicle when it is stopped varies, and therefore the number of times the vehicle is stopped in the process of passing through the signalized intersection can be determined by sampling the speed sequence of the vehicle passing through the signalized intersection.
In this embodiment, preferably, the determining the number of stops of the sample by the speed sequence includes:
if the velocity sequence satisfies
Or
Stopping the corresponding sample once;
if the velocity sequence satisfies
Stopping the corresponding sample for twice;
if the velocity sequence does not satisfy vt1Alpha is less than or equal to alpha, the data volume exceeds 3, and the corresponding sample is not stopped;
if the velocity sequence does not satisfy vt1Alpha is less than 3, and the corresponding sample is invalid.
Wherein v ist1、vt2、vt3、vt4Is the speed data in the speed sequence, alpha is the deceleration stop threshold, beta is the high-speed drive-off threshold, chi is the intermediate speed threshold, t1<t2<t3<t4。
Specifically, the speed data in the speed sequence are read one by one, when the speed data is lower than alpha, the vehicle is indicated to be decelerated and driven into the signalized intersection, the reading is continued, if the speed data is kept between alpha and beta, the vehicle is indicated to be positioned in the intersection range, the reading is continued, and when the speed exceeds beta, the vehicle is indicated to be driven out of the signalized intersection, so that the vehicle can be determined to be stopped only once in the process of passing through the signalized intersection.
Similarly, if the speed data is kept between α and β, the speed data is reduced to be below α again in the process of continuously reading the speed data, which indicates that the vehicle stops, and the speed data is continuously read and exceeds β again, which indicates that the vehicle stops twice. The method is adopted for each sample of a part of signalized intersections.
In this embodiment, the deceleration stop threshold α is preferably 5km/h, the intermediate speed threshold χ is preferably 7km/h, and the high-speed drive-off threshold β is preferably 35 km/h. Through a large amount of experimental analysis, adopt so setting can differentiate effective sample more accurately, improve the accuracy of secondary parking rate.
In this embodiment, preferably, as shown in fig. 4, the step 4 includes:
step 4-1-1, determining the road range of each entrance lane of the signalized intersection;
step 4-1-2, determining a sample corresponding to the entrance road according to the area coordinates of the road range;
4-1-3, counting the total amount of samples corresponding to the entrance lane and the number of samples for stopping twice;
and 4-1-4, estimating the secondary parking rate of the entrance way according to the number of the samples and the total amount of the samples.
Specifically, the inlet lane corresponding to each sample in the sample set may be determined by the specified road range of each inlet lane and the position coordinates in the trajectory data. Therefore, the total number of vehicles passing through the signalized intersection along the entrance lane and the number of vehicles stopping twice on the entrance lane are determined, and the secondary stopping rate corresponding to the entrance lane can be calculated through the total number of vehicles and the number of vehicles.
The second embodiment and the second embodiment are substantially the same as the first embodiment, and the main differences are as follows: as shown in fig. 5, step 4 further includes:
step 4-2-1, determining lane ranges of all lanes of the entrance lane;
step 4-2-2, determining a sample corresponding to the lane according to the area coordinate of the lane range;
4-2-3, counting the total amount of samples corresponding to the lanes and the number of samples for parking twice;
and 4-2-4, estimating the secondary parking rate of the lane according to the number of the samples and the total amount of the samples.
Specifically, the lane corresponding to each sample in the sample set may be determined by the specified road range of each lane and the position coordinates in the trajectory data. Therefore, the total number of vehicles passing through the signalized intersection along the lane and the number of vehicles stopping twice on the lane are determined, and the secondary stopping rate corresponding to the lane can be calculated through the total number of vehicles and the number of vehicles.
The third embodiment and the third embodiment are substantially the same as the first embodiment, and the main differences are as follows: as shown in fig. 6, the step 4 includes:
step 4-3-1, determining the road range of the entrance lane of the signalized intersection;
4-3-2, determining a sample corresponding to the entrance road according to the area coordinates of the road range;
4-3-3, counting the number of samples for parking twice and the number of samples for parking once corresponding to the entrance lane;
and 4-3-4, estimating the secondary parking rate of the entrance lane according to the number of samples of parking twice and parking once.
Specifically, the inlet lane corresponding to each sample in the sample set may be determined by the specified road range of each inlet lane and the position coordinates in the trajectory data. The number of vehicles parked once and twice on the entrance lane is determined, and the secondary parking rate corresponding to the entrance lane is calculated according to the number of the vehicles parked once and twice, so that the difference between the actual overall running condition of the entrance lane and the actual overall running condition of the entrance lane can be reduced, and the accuracy of the secondary parking rate is improved.
The fourth embodiment and the fourth embodiment are substantially the same as the third embodiment, and the main differences are as follows: as shown in fig. 7, step 4 further includes:
step 4-4-1, determining lane ranges of all lanes of the entrance lane;
4-4-2, determining a sample corresponding to the lane according to the area coordinate of the lane range;
4-4-3, counting the number of samples of parking twice and the number of samples of parking once corresponding to the lane;
and 4-4-4, estimating the secondary parking rate of the lane according to the sample number of parking twice and parking once.
Specifically, the lane corresponding to each sample in the sample set may be determined by the specified road range of each lane and the position coordinates in the trajectory data. And calculating the secondary parking rate corresponding to the lane according to the number of the vehicles parked once and twice on the lane.
Finally, it should be noted that the above-mentioned description is only a preferred embodiment of the present invention, and those skilled in the art can make various similar representations without departing from the spirit and scope of the present invention.
Claims (7)
1. A method for estimating the secondary stopping rate of a road signalized intersection is characterized by comprising the following steps:
step 1, collecting GPS data of vehicles passing through a road signal intersection, and establishing an original database;
step 2, screening track point data in an original database, wherein a sample set is constructed by the track point data within an intersection range in a specified time period;
step 3, determining the parking times of each effective sample in the sample set;
step 3, determining the parking times of the effective samples by adopting the following method:
sequencing the trace point data in the sample according to a time sequence;
traversing the sample and extracting speed data of the trajectory point data to generate a speed sequence;
determining an effective sample through the speed sequence and determining that corresponding parking times exist;
the determining the number of stops of the sample by the speed sequence comprises:
if the velocity sequence satisfies
Or
Stopping the corresponding sample once;
if the velocity sequence satisfies
The corresponding sample is stopped twice;
if the velocity sequence does not satisfy vt1Alpha is less than or equal to alpha, the data volume exceeds 3, and the corresponding sample is not stopped;
if the velocity sequence does not satisfy vt1Alpha is less than or equal to alpha, the data volume is less than 3, and the corresponding sample is an invalid sample;
wherein v ist1、vt2、vt3、vt4Is the speed data in the speed sequence, alpha is the deceleration stop threshold, beta is the high speed drive-off threshold, chi is the intermediate speed threshold, t1<t2<t3<t4；
And 4, counting the number of samples for parking twice in all effective samples corresponding to each entrance lane, and estimating the secondary parking rate according to the number of the samples.
2. The method for estimating the secondary stopping rate at a signalized intersection according to claim 1, wherein the step 2 comprises:
calling GPS data in a specified time period from an original database;
screening track point data located in the intersection range from the called GPS data through the range coordinates of the signalized intersection;
generating a vehicle ID data set according to the screened track point data;
classifying the screened track point data according to the vehicle ID in the vehicle ID data set, generating a sample corresponding to each vehicle ID, and establishing a sample set.
3. The method for estimating the secondary stopping rate at a road signalized intersection according to claim 1, wherein the deceleration stopping threshold α is 5km/h, the intermediate speed threshold χ is 7km/h, and the high-speed drive-off threshold β is 35 km/h.
4. The method for estimating the secondary stopping rate at a signalized intersection according to claim 1, wherein the step 4 comprises:
determining the road range of each entrance lane of the signalized intersection;
determining a sample corresponding to the entrance road according to the area coordinates of the road range;
counting the total amount of samples corresponding to the entrance lane and the number of samples for stopping twice;
and estimating the secondary stopping rate of the inlet passage according to the number of samples and the total amount of the samples.
5. The method for estimating the secondary stopping rate at a signalized intersection according to claim 1, wherein the step 4 further comprises:
determining lane ranges of all lanes of the entrance lane;
determining a sample corresponding to the lane according to the area coordinate of the lane range;
counting the total amount of samples corresponding to the lanes and the number of samples for parking twice;
and estimating the secondary parking rate of the lane according to the number of samples and the total number of samples.
6. The method for estimating the secondary stopping rate at a signalized intersection according to claim 1, wherein the step 4 comprises:
determining the road range of an entrance lane of a signalized intersection;
determining a sample corresponding to the entrance road according to the area coordinates of the road range;
counting the number of samples for parking twice and the number of samples for parking once corresponding to the entrance lane;
and estimating the secondary parking rate of the entrance lane according to the number of samples of parking twice and parking once.
7. The method for estimating the secondary stopping rate at a signalized intersection according to claim 1, wherein the step 4 further comprises:
determining lane ranges of all lanes of the entrance lane;
determining a sample corresponding to the lane according to the area coordinate of the lane range;
counting the number of samples of parking twice and the number of samples of parking once corresponding to the lane;
and estimating the secondary parking rate of the lane according to the sample number of parking twice and parking once.
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Effective date of registration: 20211228 Address after: 400700 No. 117-556, Yunhan Avenue, Beibei District, Chongqing Patentee after: Chongqing Linggu Transportation Technology Co.,Ltd. Address before: 400074 No. 66, Xuefu Avenue, Nan'an District, Chongqing Patentee before: CHONGQING JIAOTONG University |