CN110956802A - Road side unit site selection method and system based on road buffer area superposition analysis - Google Patents
Road side unit site selection method and system based on road buffer area superposition analysis Download PDFInfo
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Abstract
The invention relates to the field of resource deployment of the Internet of things, in particular to a road side unit site selection method based on road buffer area superposition analysis, which comprises the following steps: step 1, dividing a target area into an available area and an unavailable area, taking a preset grade road in the available area as a buffer area, and rasterizing the buffer area according to the action range of a road side unit to obtain a buffer area grid set; step 2, acquiring an influence factor index system; step 3, calculating to obtain a final weight according to the first judgment matrix and the second judgment matrix; and 4, performing superposition analysis on the grid set of the buffer area according to the final weight, assigning values to each grid, and obtaining a road side unit address selection scheme of the target area according to the assignment result.
Description
Technical Field
The invention relates to the field of resource deployment of the Internet of things, in particular to a road side unit site selection method and system based on road buffer area superposition analysis.
Background
The vehicle communicates with other vehicles or Road Side Units (RSUs) arranged on the roadside through a mounted wireless communication device OBU, so that functions of road condition prediction, danger early warning, auxiliary driving and the like are achieved. The vehicle-volume mobile network communication has the characteristics of high dynamic topology, node track predictability, diversified communication scenes, strict time delay requirement and the like, and the traffic network with frequently-changed information cannot be met only by V2V communication, so that how to reasonably select and install the positions of road side units in a city is very important, the vehicle communication service is poor due to sparse installation, good network performance cannot be obtained, and high cost and unnecessary waste are possibly generated due to dense installation.
Disclosure of Invention
The invention aims to provide a road side unit address selecting method and system based on road buffer area superposition analysis.
The technical scheme for solving the technical problems is as follows: a road side unit address selecting method based on road buffer area superposition analysis comprises the following steps:
and 4, performing superposition analysis on the buffer area grid set according to the final weight value, assigning values to each grid, and obtaining a road side unit address selection scheme of the target area according to the assignment result.
The invention has the beneficial effects that: the method comprises the steps of analyzing vehicle communication demand hotspots from the traffic distribution of urban roads, determining vehicle communication hotspot influence factors from the aspects of urban planning, traffic planning and public transportation, performing superposition analysis on target road section buffer areas according to respective weights, and deploying road side units at the positions of dense communication so as to improve the working efficiency of a vehicle network. The road side unit can be used for effectively playing the role of the road side unit and better serving a vehicle network. The method can effectively avoid the problems of overhigh expenditure caused by too dense installation or signal blank areas caused by too sparse installation and the like, and can reasonably select the positions of the road side units and maximize the effect of each road side unit.
On the basis of the technical scheme, the invention can be further improved as follows.
Further, before calculating a final weight according to the first judgment matrix and the second judgment matrix, the method further includes:
and carrying out consistency check on the first judgment matrix, if the first judgment matrix does not pass the check, adjusting the first judgment matrix, carrying out consistency check on the second judgment matrix, and if the second judgment matrix does not pass the check, adjusting the second judgment matrix.
The beneficial effect of adopting the further scheme is that: the method not only expands the comparison range, but also makes the obtained judgment matrix have more credibility and accuracy, and lays a good foundation for subsequent calculation.
Further, the consistency check of the first judgment matrix specifically includes:
if the ratio of the first consistency index CI to the first average random consistency index RI is smaller than a first threshold value, the first judgment matrix accords with the consistency requirement;
the consistency check of the second judgment matrix specifically includes:
and if the ratio of the second consistency index CI to the second average random consistency index RI is smaller than a second threshold value, the second judgment matrix meets the consistency requirement.
The beneficial effect of adopting the further scheme is that: whether the data meet the standard or not can be accurately judged by a ratio comparison mode, and powerful data support is provided for determining the specific position of the road side unit.
Further, the calculation of the final weight according to the first judgment matrix and the second judgment matrix is specifically as follows:
if the consistency check of the first judgment matrix is passed, calculating a first maximum eigenvalue of the first judgment matrix, calculating a first eigenvector according to the first maximum eigenvalue, and calculating a first weight matrix according to the first eigenvector;
if the consistency check of the second judgment matrix is passed, calculating a second maximum eigenvalue of the second judgment matrix, calculating a second eigenvector according to the second maximum eigenvalue, and calculating a second weight matrix according to the second eigenvector;
and multiplying the first weight matrix and the second weight matrix to obtain the final weight of the influence factor.
The beneficial effect of adopting the further scheme is that: the exact data is obtained by complete calculation and analysis.
And further carrying out consistency check on the judgment matrix according to the following formula:
wherein CI is a consistency index, λ max is a maximum eigenvalue of the judgment matrix, n is a judgment matrix order, RI is an average random consistency index, and CR is a ratio of the consistency index CI to the average random consistency index RI.
Further, the address selection scheme specifically comprises: and determining a third threshold value of the road side unit arranged in each area, comparing the assignment result with the third threshold value, and selecting a position not greater than the third threshold value.
The beneficial effect of adopting the further scheme is that: the third threshold is the value of the road side unit of each cell selected according to budget limit.
Further, the system of influence factors includes: city planning layer, traffic control layer, public traffic layer, city planning layer includes: land use and road network structure, the traffic control layer includes: the crossing distributes and signal control, the public traffic layer includes: bus stop distribution, parking lot distribution and building attraction.
Further, the assignment result specifically is: and overlapping the influence factors in the grid set of the buffer area, and selecting the position of the grid according to the value of the assignment result.
The beneficial effect of adopting the further scheme is that: through comparison, a proper position can be screened out, and a site selection scheme is finally determined, so that optimization is better compared with direct site selection.
Further, a road side unit addressing system based on road buffer overlap analysis, the system comprising:
a dividing module: dividing the target area into an available area and an unavailable area, taking a preset grade road in the available area as a buffer area, and rasterizing the buffer area according to the action range of one road side unit to obtain a buffer area grid set;
a comparison module: acquiring an influence factor index system, wherein the influence factor index system comprises: the system comprises a target layer, a standard layer and an index layer, wherein the urban planning, the traffic planning and the public traffic in the standard layer are subjected to pairwise comparison of importance degrees to obtain a first judgment matrix of the standard layer to the target layer, and a second judgment matrix of the index layer to the standard layer is obtained through pairwise comparison of importance degrees of different aspects in the index layer;
a calculation module: calculating to obtain a final weight according to the first judgment matrix and the second judgment matrix;
a selecting module: and performing superposition analysis on the final weight and the grids of the buffer area, assigning values to each grid, and obtaining a road side unit address selection scheme of the target area according to the assignment result.
Advantages of additional aspects of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
FIG. 1 is a schematic flow chart provided by an embodiment of the present invention;
FIG. 2 is a diagram of a traffic cell in a center urban area of Guilin City according to an embodiment of the present invention;
FIG. 3 is a graph of an impact factor overlay analysis provided by an embodiment of the present invention;
fig. 4 is a schematic diagram of first area addressing provided in the embodiment of the present invention.
Detailed Description
The principles and features of this invention are described below in conjunction with examples which are set forth to illustrate, but are not to be construed to limit the scope of the invention.
As shown in fig. 1, fig. 1 is a schematic flow chart provided by an embodiment of the present invention, and the method includes:
and S1, dividing the target area into an available area and an unavailable area, taking the preset level road in the available area as a buffer area, and rasterizing the buffer area according to the action range of one road side unit to obtain a buffer area grid set.
Note that the roads in the usable area are divided into a primary road and a secondary road. The road side unit of the first-level road has the following action range: 2 times of communication radius of the road side unit; the road side unit of the second-level road has the following action range: roadside units communicate 4 times the radius. The set of buffer grids Mi ═ Mi1, Mi2, …, mij, where mij denotes the jth partition grid in the ith cell.
In order to verify the effectiveness of the road side unit address selection method based on the road buffer area communication hotspot superposition analysis, a main road in an urban area of a Guilin city center is used as a target area for example verification, road network data in the example is acquired from an OpenStreetMap open source map, and superposition analysis is realized by Arcgis 10.4.
The central urban area is divided into 16 areas according to the traffic cell division principle, and as shown in fig. 2, each traffic cell is set to install 5 road side units at most. And screening out the main road of the target area.
A buffer area of 50m is developed for the main road of the urban area in the Guilin city. Assuming that the rsu in this example has a working diameter of 200m, the buffer is rasterized to have a size of 200m by 200m to ensure coverage. Each grid is a candidate addressing area.
As shown in fig. 4, when the cell division grid area is less than 1/3 of one grid area, the grid is rejected. The 3 darkest colored grids were selected as deployment locations (not greater than the threshold), and only one roadside unit was deployed per selected grid.
S2, acquiring an influence factor index system, wherein the influence factor index system comprises: the target layer, the criterion layer and the index layer are used for carrying out pairwise comparison on the importance degrees of city planning, traffic planning and public transportation in the criterion layer to obtain a first judgment matrix of the criterion layer to the target layer, and obtaining a second judgment matrix of the index layer to the criterion layer through pairwise comparison on the importance degrees of different aspects in the index layer.
It should be noted that the second decision matrix specifically includes: comparing the land utilization and the road network structure in the index layer to obtain a judgment matrix, and comparing the intersection distribution and the signal control in the index layer to obtain a judgment matrix; and comparing the bus stop distribution, the parking lot distribution and the building attraction in the index layer pairwise to obtain a judgment matrix.
By looking up related data and books, a traffic communication influence index system shown in table 1 is designed;
TABLE 1
Firstly, weight distribution is carried out on a system layer, and an expert scoring method is adopted to obtain an influence factor judgment matrix as follows:
and S3, calculating to obtain the final weight according to the first judgment matrix and the second judgment matrix.
It should be noted that the final weight value can be obtained by multiplying the first judgment matrix by the second judgment matrix, and an analytic hierarchy process is used in the calculation process of the weight value, and the analytic hierarchy process is supplemented by the following steps:
comparing every two of the influence degrees of each element in the same layer relative to the previous layer, and constructing an influence factor judgment matrix of the layer as follows:
in the above formula, qij is a judgment value obtained by comparing the importance degrees of the influence factors two by two, and the judgment criterion refers to the scaling method of 1-9 and its reciprocal of Satty, as shown in table 2.
TABLE 2
As can be seen from the above table, if and only if i ═ j, qij ═ qji ═ 1, that is, the diagonals of the decision matrix are all 1.
The importance ranking of the single-layer factors can be summarized as the problem of calculating the features of the decision matrix according to the decision matrix.
AW＝λmaxW
In the above formula, λ max is the maximum eigenvalue of the decision matrix, and each component of W is the weight ranking of the corresponding factor of the single layer. Then, checking the consistency of the judgment matrix:
in the above formula, CI is a consistency index, n is the order number of the determination matrix, and RI is an average random consistency index, which is shown in fig. 3, and when the ratio CR of the consistency index CI to the average random consistency index RI is less than 0.10, it is determined that the consistency of the matrix meets the requirement, and the weight of the influence factor in the layer is obtained. Otherwise, returning to the last step to adjust the judgment matrix.
And S4, performing superposition analysis on the grid set of the buffer area according to the final weight, assigning values to each grid, and obtaining the road side unit addressing scheme of the target area according to the assignment result.
The method provided by the embodiment can determine the vehicle communication hotspot influence factors from three aspects of urban planning, traffic planning and public transportation, obtains the weight of the influence factors by using a chromatographic analysis method, obtains the influence weight by using an Analytic Hierarchy Process (AHP), and converts qualitative analysis of sample data into quantitative representation, thereby predicting the urban vehicle communication hotspot area.
Meanwhile, available areas are deployed according to urban land utilization screening road side units, and buffer areas with different priorities are made on roads according to road grades, so that vehicles of the main road can access a communication network in one hop, and vehicle communication of the urban main road is preferentially guaranteed.
The method can effectively avoid the problems of overhigh expenditure caused by too dense installation or signal blank areas caused by too sparse installation and the like, and can reasonably select the positions of the road side units and maximize the effect of each road side unit.
Optionally, in some embodiments, the method may further include: before the final weight is calculated according to the first judgment matrix and the second judgment matrix, consistency check is carried out on the first judgment matrix, and if the check is not passed, the first judgment matrix is adjusted; and carrying out consistency check on the second judgment matrix, and adjusting the second judgment matrix if the second judgment matrix does not pass the check.
The method not only expands the comparison range, but also makes the obtained judgment matrix have more credibility and accuracy, and lays a good foundation for subsequent calculation.
Optionally, in some embodiments, the method may further include: if the ratio of the first consistency index CI to the first average random consistency index RI is smaller than a first threshold value, the first judgment matrix accords with the consistency requirement;
and if the ratio of the second consistency index CI to the second average random consistency index RI is smaller than a second threshold value, the second judgment matrix meets the consistency requirement.
It should be noted that, the indexes under each layer are then assigned with weights, and the related calculation values are shown in fig. 3.
The CR value of the judgment matrix of each layer obtained by calculation is less than 0.1, and the consistency is satisfactory. The combined weight for each factor is shown in table 4.
| Index layer | A | | C |
| λ | |||
| max | 2 | 2 | 3.029 |
| CI | 0 | 0 | 0.015 |
| CR | 0 | 0 | 0.025 |
| Weight vector | (0.75，0.25) | (0.5，0.5) | (0.405,0.114,0.481) |
TABLE 3
| A1 | A2 | B1 | B2 | C1 | C2 | C3 |
| 0.141 | 0.047 | 0.041 | 0.041 | 0.296 | 0.083 | 0.352 |
TABLE 4
Whether the data meet the standard or not can be accurately judged by a ratio comparison mode, and powerful data support is provided for determining the specific position of the road side unit.
Optionally, in some embodiments, the method may further include: if the consistency check of the first judgment matrix is passed, calculating a first maximum eigenvalue of the first judgment matrix, calculating a first eigenvector according to the first maximum eigenvalue, and calculating a first weight matrix according to the first eigenvector;
if the consistency check of the second judgment matrix is passed, calculating a second maximum eigenvalue of the second judgment matrix, calculating a second eigenvector according to the second maximum eigenvalue, and calculating a second weight matrix according to the second eigenvector;
and multiplying the first weight matrix and the second weight matrix to obtain the final weight of the influence factor.
It should be noted that, as can be seen from the combined weight obtained in the above table, the influence of building attraction on traffic is the greatest in the index layer.
Marking the data in the sample set in a road network, processing a buffer area, assigning values to corresponding grids according to final weights, assigning values to the divided grids according to the final weights obtained in the previous step, selecting candidate grid positions for deploying the road side units from large to small according to the assignments, selecting the number not more than a set number threshold value 5 to obtain a final address selection scheme of the whole target area, performing superposition analysis as shown in figure 3, wherein the deeper the color in the grids is, the more suitable the road side units are placed in the grids, the number of the road side units required by each cell is listed in a table 5,
TABLE 5
According to the method, 47 positions for arranging the road side units are selected in the urban area of the Guilin City.
And after the consistency check of the judgment matrix of the system layer is passed, the weight matrix is obtained after the eigenvector U corresponding to the maximum eigenvalue is normalized.
The exact data can be obtained by complete calculation and analysis by adopting the method.
Optionally, in some embodiments, the method may further include: and (3) carrying out consistency check on the judgment matrix according to the following formula:
wherein CI is a consistency index, λ max is a maximum eigenvalue of the judgment matrix, n is a judgment matrix order, RI is an average random consistency index, and CR is a ratio of the consistency index CI to the average random consistency index RI.
Calculating to obtain lambdamax＝3.065，CI＝0.0325，CR＝0.056<0.1, the matrix has satisfactory consistency, so the weight vector U after normalization is calculated to be (0.188, 0.081, 0.731), that is, the weight value of the city planning layer in the system layer is 0.188, the traffic control layer is 0.081, and the public traffic layer is 0.731, it can be seen that the influence of the public traffic layer on the city traffic is the largest in the system layer, as shown in table 6.
TABLE 6
Calculating the weight of each layer of influence factors to the previous layer according to the method, and performing dot multiplication to obtain the final weight of each factor:
W＝f·g
in the above formula, f represents the weight of each layer in the system layer, and g represents the weight calculated by each factor in the index layer relative to the previous layer.
And step 5, marking the data in the sample set in a road network, processing the data in a buffer area, and performing superposition analysis on the influence factors in the buffer area. And assigning values to the divided grids according to the weights obtained in the last step, wherein the final score of each grid is the sum of the final weights of each factor buffer in the grid. The final score for each grid is:
in the above equation, Vj is the final score of the jth grid, and Wk is the weight of the kth factor.
The grid with high score is the vehicle communication hotspot. And (3) selecting candidate grid positions of the road side units according to the scores from large to small, wherein the number of the selected candidate grid positions is not more than the quantity threshold Tmax set in the step (1), and obtaining the road side unit address selection scheme of the whole target area.
Optionally, in some embodiments, the method may further include: and determining a third threshold value of the road side unit arranged in each area, comparing the assignment result with the third threshold value, and selecting a position not greater than the third threshold value.
Note that the third threshold is a value of the rsu of each cell determined by the budget limit.
Optionally, in some embodiments, the method may further include: the influence factor system comprises: city planning layer, traffic control layer, public traffic layer, city planning layer includes: land use and road network structure, the traffic control layer includes: the crossing distributes and signal control, the public traffic layer includes: bus stop distribution, parking lot distribution and building attraction.
It should be noted that the influencer system is specifically shown in table 1 above.
Optionally, in some embodiments, the method may further include: and overlapping the influence factors in the grid set of the buffer area, and selecting the position of the grid according to the value of the assignment result score.
It should be noted that each grid includes only one roadside unit. Through comparison, a proper position can be screened out, and a site selection scheme is finally determined, so that optimization is better compared with direct site selection.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (10)
1. A road side unit address selecting method based on road buffer area superposition analysis is characterized by comprising the following steps:
step 1, dividing a target area into an available area and an unavailable area, taking a preset-grade road in the available area as a buffer area, and rasterizing the buffer area according to the action range of one road side unit to obtain a buffer area grid set;
step 2, obtaining an influence factor index system, wherein the influence factor index system comprises: the system comprises a target layer, a standard layer and an index layer, wherein the urban planning, the traffic planning and the public traffic in the standard layer are subjected to pairwise comparison of importance degrees to obtain a first judgment matrix of the standard layer to the target layer, and a second judgment matrix of the index layer to the standard layer is obtained through pairwise comparison of importance degrees of different aspects in the index layer;
step 3, calculating to obtain a final weight according to the first judgment matrix and the second judgment matrix;
and 4, performing superposition analysis on the buffer area grid set according to the final weight value, assigning values to each grid, and obtaining a road side unit address selection scheme of the target area according to the assignment result.
2. The road side unit addressing method based on road buffer overlay analysis of claim 1, wherein before calculating the final weight according to the first decision matrix and the second decision matrix, further comprising:
carrying out consistency check on the first judgment matrix, and if the check fails, adjusting the first judgment matrix;
and carrying out consistency check on the second judgment matrix, and if the second judgment matrix does not pass the check, adjusting the second judgment matrix.
3. The road side unit addressing method based on road buffer overlay analysis according to claim 2, wherein the performing consistency check on the first judgment matrix specifically comprises:
if the ratio of the first consistency index CI to the first average random consistency index RI is smaller than a first threshold value, the first judgment matrix accords with the consistency requirement;
the consistency check of the second judgment matrix specifically includes:
and if the ratio of the second consistency index CI to the second average random consistency index RI is smaller than a second threshold value, the second judgment matrix meets the consistency requirement.
4. The road side unit addressing method based on road buffer overlap analysis of claim 2, wherein the final weight calculated according to the first decision matrix and the second decision matrix is specifically:
if the consistency check of the first judgment matrix is passed, calculating a first maximum eigenvalue of the first judgment matrix, calculating a first eigenvector according to the first maximum eigenvalue, and calculating a first weight matrix according to the first eigenvector;
if the consistency check of the second judgment matrix is passed, calculating a second maximum eigenvalue of the second judgment matrix, calculating a second eigenvector according to the second maximum eigenvalue, and calculating a second weight matrix according to the second eigenvector;
and multiplying the first weight matrix and the second weight matrix to obtain the final weight of the influence factor.
5. The road side unit addressing method based on road buffer overlay analysis of claim 3, wherein the decision matrix is checked for consistency according to the following formula:
wherein CI is a consistency index, λ max is a maximum eigenvalue of the judgment matrix, n is a judgment matrix order, RI is an average random consistency index, and CR is a ratio of the consistency index CI to the average random consistency index RI.
6. The road side unit addressing method based on road buffer overlap analysis according to claim 1, wherein the addressing scheme is specifically: and determining a third threshold value of the road side unit arranged in each area, comparing the assignment result with the third threshold value, and selecting a position not greater than the third threshold value.
7. The road side unit addressing method based on road buffer overlay analysis of claim 1, wherein the influence factor system comprises: city planning layer, traffic control layer, public traffic layer, city planning layer includes: land use and road network structure, the traffic control layer includes: the crossing distributes and signal control, the public traffic layer includes: bus stop distribution, parking lot distribution and building attraction.
8. The road side unit addressing method based on road buffer overlap analysis according to claim 7, wherein the assignment result is specifically: and overlapping the influence factors in the grid set of the buffer area, and selecting the position of the grid according to the value of the assignment result.
9. A computer-readable storage medium storing a computer program, wherein the program, when executed by a processor, implements the steps of the method for rsu addressing based on road buffer overlay analysis of any of claims 1-8.
10. A road side unit addressing system based on road buffer overlay analysis, the system comprising:
a dividing module: dividing the target area into an available area and an unavailable area, taking a preset grade road in the available area as a buffer area, and rasterizing the buffer area according to the action range of one road side unit to obtain a buffer area grid set;
a comparison module: acquiring an influence factor index system, wherein the influence factor index system comprises: the system comprises a target layer, a standard layer and an index layer, wherein the urban planning, the traffic planning and the public traffic in the standard layer are subjected to pairwise comparison of importance degrees to obtain a first judgment matrix of the standard layer to the target layer, and a second judgment matrix of the index layer to the standard layer is obtained through pairwise comparison of importance degrees of different aspects in the index layer;
a calculation module: calculating to obtain a final weight according to the first judgment matrix and the second judgment matrix;
a selecting module: and performing superposition analysis on the final weight and the grids of the buffer area, assigning values to each grid, and obtaining a road side unit address selection scheme of the target area according to the assignment result.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN113657709A (en) * | 2021-07-06 | 2021-11-16 | 南京嘉环科技股份有限公司 | Site selection method and site selection device |
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| CN110956802B (en) | 2020-12-29 |
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