CN111523925A - ETC equipment-based highway rate dynamic regulation and control method - Google Patents

ETC equipment-based highway rate dynamic regulation and control method Download PDF

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CN111523925A
CN111523925A CN202010266065.6A CN202010266065A CN111523925A CN 111523925 A CN111523925 A CN 111523925A CN 202010266065 A CN202010266065 A CN 202010266065A CN 111523925 A CN111523925 A CN 111523925A
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rate
highway
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胡少强
白子建
房艳强
寇飞
孙峣
赵阳
李豹
王蔚
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Tianjin Municipal Engineering Design and Research Institute
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Abstract

The invention discloses an ETC equipment-based highway rate dynamic regulation and control method, which comprises the following steps: establishing a dynamic rate traffic demand forecasting module of the expressway; (II) evaluating the dynamic rate, namely comprehensively evaluating the effect of the dynamic rate by adopting a grey correlation comprehensive evaluation method; (III) dynamic rate adjustment feedback is carried out to obtain the optimal rate; (IV) dynamically releasing the highway rate information; the invention provides an ETC equipment-based highway rate dynamic regulation and control method which achieves the purpose of uniform distribution of traffic flow in each time interval through rate regulation and control and reduces mutual competition between a passenger car and a freight car for road resources. The highway can effectively regulate and control the traffic flow distribution of the highway at different time intervals and different road sections by implementing dynamic rate charging, thereby achieving the purposes of optimizing traffic capacity and improving service level and road traffic safety. The invention belongs to the field of highway traffic operation regulation and control scheduling.

Description

ETC equipment-based highway rate dynamic regulation and control method
Technical Field
The invention relates to a highway traffic operation regulation and control method, in particular to a highway rate dynamic regulation and control method based on ETC equipment.
Background
With the increasing of the traffic volume of the expressway, the traffic volume of some road sections of the expressway is close to a saturated state in a peak period, however, the charging rate of the expressway does not show the difference in time at present, so that the traffic flow of the road in the peak period reaches the saturated state, and the traffic flow is too low in the low peak period, thereby wasting road resources. Therefore, the highway toll mechanism should be flexibly adjusted. When the proportion of the load trucks on the expressway is overlarge, the traffic flow does not reach the designed traffic capacity but is crowded due to the traffic bottleneck of the load trucks. Due to the waste of highway vehicle passing road resources and the delay of vehicle queuing caused by moving the bottleneck, the passing capacity of the bottleneck area is sharply reduced, and traffic jam, major traffic safety accidents and the like are easily caused.
At present, in order to solve the problem of increasingly tense supply and demand contradictions of the expressway, the problem of traffic congestion is mostly relieved by widening or building a new road, a large amount of land resources are wasted, and related experts and scholars propose a mode of separating passengers and goods to spatially separate the passenger car from the freight car, but the separation of the passengers and the goods needs a large amount of infrastructure construction no matter physical separation or line separation, so that the construction period is long, the construction cost is high, and the influence on the expressway traffic flow in the construction process is large.
The existing high speed has no dynamic rate, all charges are constant rate charging, and no dynamic rate adjusting method exists.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a dynamic regulation and control method for highway toll rate based on ETC equipment, which achieves the aim of uniformly distributing traffic flow in each time period through rate regulation and control and reduces the mutual competition of passenger cars and freight cars for road resources.
The technical scheme adopted by the invention for solving the technical problems is as follows:
the invention discloses an ETC equipment-based highway rate dynamic regulation and control method, which comprises the following steps of:
step one, establishing a dynamic rate highway traffic demand prediction module to obtain a highway rate fn tThe calculation formula of the traffic amount is as follows:
Figure BDA0002441296260000021
in the formula (0, t)1) Denotes the low peak period, (t)1,t2) Indicating peak hours, (t)2,t3) Indicates the flat peak period, (t)3,t4) Indicating a sub-peak period, (t)424) indicates a sub-peak period, f indicates a current status rate, fn tRepresenting the charging rate, Q, of different sections of the highway in different time periodsMAXThe road network traffic capacity of the expressway is represented;
Figure BDA0002441296260000022
respectively representing coefficients of the highway section n in a low peak period, a high peak period, a flat peak period, a secondary high peak period and a secondary low peak period;
step two, comprehensively evaluating the effect of the expressway after the dynamic rate is implemented by adopting a grey correlation comprehensive evaluation method to respectively obtain the optimal scheme of different rate adjustment schemes of each section of the expressway at each time period, and the method comprises the following steps:
step one, rate amplitude adjustment:
the rates of the time intervals are respectively adjusted as follows: f (1-4%), f (1-2%), f (1+ 2%), f (1+ 4%), wherein f represents the current charging rate;
secondly, establishing a comprehensive evaluation model M of highway operation of a certain road section at each time period:
M＝[m1,m2,m3,m4,m5]
m represents the comprehensive evaluation result relevance degree vector of the highway operation under the condition of five rates of each time period of a certain road section, wherein M represents1,m2,m3,m4,m5Respectively the degree of association of different rates, and
M＝EW
e is a judgment matrix of the evaluation indexes:
Figure BDA0002441296260000031
Figure BDA0002441296260000032
a correlation coefficient indicating the k-th evaluation index of the i-th plan and the optimal index, i being 1,2,3,4,5, k being 1,2,3,4, being four evaluation indexes;
wherein:
Figure BDA0002441296260000033
i denotes five rate-adjustment schemes,
Figure BDA0002441296260000034
represents a charge rate of
Figure BDA0002441296260000035
Operating income of time CfRepresenting the operating income at the current rate; the operating revenue after implementing dynamic rates on the highway is expressed as:
Figure BDA0002441296260000036
Figure BDA0002441296260000037
Figure BDA0002441296260000038
wherein:
Figure BDA0002441296260000039
representing the whole year operation income of the whole expressway under the dynamic rate;
Cmrepresenting the operation income of a certain highway section n every day;
Figure BDA00024412962600000310
representing the toll income of a certain road section n in the time period t;
Figure BDA00024412962600000311
representing the average traffic volume of the vehicle type j in the time period t on the road section n, and the value is equal to that in the step one
Figure BDA00024412962600000312
Figure BDA00024412962600000313
Representing the charging rate of the model j in the time period t on the road section n;
lnrepresents the mileage of the section n;
n represents the number of calendar days;
r represents an additional coefficient, and is taken to be 0.95;
Figure BDA0002441296260000041
Figure BDA0002441296260000042
represents a charge rate of
Figure BDA0002441296260000043
Temporal roadNumber of vehicles passing through a section in unit time of the last road section, SfThe number of vehicles passing through a certain section in unit time of a certain road section on the road under the current rate is represented; the calculation formula is V/C, wherein V is the traffic volume, C is the maximum traffic capacity,
Figure BDA0002441296260000044
n represents the number of lanes;
Qirepresenting the traffic volume of each vehicle type of the expressway, and the value is equal to that in the step one
Figure BDA0002441296260000045
iRepresenting the conversion coefficient, C, of each vehicle type1Representing the traffic capacity of the first lane;
Knrepresenting the reduction coefficient of each corresponding lane;
Figure BDA0002441296260000046
Figure BDA0002441296260000047
represents a charge rate of
Figure BDA0002441296260000048
Passenger-to-cargo ratio, R, of vehicles travelling on freewaysfRepresenting the passenger-cargo ratio of vehicles running on the expressway at the current rate;
Figure BDA0002441296260000049
Figure BDA00024412962600000410
represents a charge rate of
Figure BDA00024412962600000411
The discharge amount of pollutants of the vehicle is reduced,
Figure BDA00024412962600000412
represents the vehicle pollutant emission at the current rate;
EQkj＝EFkj×Qj×Mj×10-6
wherein:
EQkjrepresenting the emission of class k pollutants of class j motor vehicles;
EFkjrepresenting a class k pollutant emission factor of a class j motor vehicle;
Qjthe running number/vehicles of the j-type motor vehicles passing a certain road section in unit time of the expressway in the year are calculated, and the value is equal to that in the step one
Figure BDA00024412962600000413
MjThe average annual driving mileage of j motor vehicles in the year is calculated;
w is a weight distribution vector of 4 evaluation indexes of operation income, road service level, vehicle passenger-cargo ratio and pollutant discharge amount, and the weight distribution vector comprises the following components:
W＝(0.4025,0.165,0.315,0.1175)
and is
Figure BDA0002441296260000051
Thirdly, calculating to obtain an optimized fee-taking rate scheme f' of a certain road section under the condition of five fee-taking rates in each time interval according to a gray correlation comprehensive evaluation method;
step three, firstly, the optimized fee-taking rate of each time interval is adjusted as follows: { f '× (1-4%), f' × (1-2%), f ', f' × (1+ 2%), f '× (1+ 4%) }, then, performing the second step and the third step of the second step again to obtain an optimal association degree scheme f';
finally, if
Figure BDA0002441296260000052
Executing the step four;
if it is not
Figure BDA0002441296260000053
Adjusting the rate scheme { f ' × (1-4%), f ' × (1-2%), f ' × (1+ 2%), f ' × (1+ 4%) }, then continuing to execute the second step and the third step of the second step, and then executing the third step until the obtained result is closer to the optimal rate f ', and entering the fourth step;
step four, the rate information is dynamically released.
Compared with the prior art, the invention has the following beneficial effects: the method is used for regulating and controlling traffic flow at different periods based on the dynamic rate implemented by the expressway, achieving the purposes of uniformly distributing traffic volume and relieving traffic jam, and comprehensively evaluating the effect of implementing the dynamic rate.
Drawings
Fig. 1 is a flowchart of a highway tariff dynamic control method based on an ETC device according to the present invention.
Detailed Description
The invention is described in detail below with reference to specific embodiments and the attached drawings.
Fig. 1 shows a dynamic regulation and control method for highway toll rate based on an ETC device, which comprises the following steps:
step one, establishing a dynamic rate highway traffic demand prediction module to obtain a highway rate of
Figure BDA0002441296260000054
Traffic volume of hour
Figure BDA0002441296260000061
The calculation formula is as follows:
Figure BDA0002441296260000062
in the formula (0, t)1) Denotes the low peak period, (t)1,t2) Indicating peak hours, (t)2,t3) Indicates the flat peak period, (t)3,t4) Indicating a sub-peak period, (t)424) watchShowing the sub-peak time period, f showing the current rate (constant rate, current rate for highway),
Figure BDA0002441296260000063
representing the charging rate, Q, of different sections of the highway in different time periodsMAXThe road network traffic capacity of the expressway is shown. And the time range of each time period is divided according to the current situation of the expressway and by combining historical traffic flow data, namely the time range of each time period is determined.
Figure BDA0002441296260000064
And the coefficients respectively represent the coefficients of the high-speed road section n in the low peak period, the high peak period, the flat peak period, the secondary high peak period and the secondary low peak period, and can be obtained by fitting the collected historical traffic flow data.
Traffic volume
Figure BDA0002441296260000065
The specific derivation process of the calculation formula is as follows:
firstly, determining the traffic flow of the expressway in different time periods:
because the highway network traffic travel meets the bimodal travel rule, the change of the traffic volume in the traffic network along with time can be described by a quadratic function under the condition of a certain rate. First, the highway is divided into N sections, and in the case that the current rate is f, the traffic demand function of the section N in the time period t can be described by the following formula:
Figure BDA0002441296260000066
wherein
(0,t1) Represents a low peak, (t)1,t2) Represents a peak (t)2,t3) Indicates a flat peak, (t)3,t4) Represents the sub-peak, (t)424) represents the second lowest peak;
Figure BDA0002441296260000071
and the coefficients respectively represent the coefficients of the high-speed road section n in the low peak period, the high peak period, the flat peak period, the secondary high peak period and the secondary low peak period, and can be obtained by fitting the collected historical traffic flow data.
Secondly, establishing the relationship between the traffic volume of the expressway and the rate:
the dynamic rate is implemented on the highway, so that the traffic volume on the highway is changed when the vehicles with relatively sensitive rate are going out off peak or are transferred to the road parallel to the highway, and the reasonable and uniform distribution of the traffic volume on the road network is achieved, thereby reducing the congestion degree of the highway and improving the road traffic efficiency and the service level. Within a certain range, the toll rate and the traffic volume of the highway can be considered as a linear relationship, and can be expressed by the following functions:
q ═ a × f + b (formula 2)
The traffic flow of each section of the highway under different charge rate modes in different time periods can be determined according to the formula, and the optimal charge rate can be determined according to the dynamic rate demonstration module, so that the social benefit of highway operation is maximized.
Wherein:
q represents traffic volume;
f represents a charging rate (constant rate) for the expressway; the pricing of the toll rate for the highway is based on the following factors:
the first factor is: charging subject and vehicle type:
because the demand elasticity of the highway trucks is obviously different from that of the passenger cars, the toll truck type is divided into the truck TGoods and goodsAnd passenger car TPassenger(s)The two main categories consider charging rates separately.
The second factor is: charging period
The charging rate is improved in the peak period;
maintaining the original rate in the peak-off period;
the low peak time reduces the charging rate;
the vehicle can go out off peak, the road traffic congestion degree in the peak time period is reduced, and the utilization rate of the expressway in the low peak time period is improved.
The third factor: determining various vehicle type information conditions of running on the expressway under the condition of the executed rate according to the historical traffic volume and the traffic running characteristics of the expressway, wherein the required information I comprises:
the distribution of the traffic volume of each vehicle type in each time interval, and the traffic volume distribution of each time interval of the highway road network is an important reference basis for customizing a variable toll standard on the highway;
the driving speed of the vehicle can represent the driving difficulty degree of a certain road section and is a main basis for analyzing the road traffic capacity;
the proportion of passengers and goods of vehicles in each time period is easy to cause the phenomenon of moving traffic bottlenecks on road sections due to the fact that the proportion of the vehicles on the highways is too large, so that the purpose of implementing variable toll collection on the expressways is to limit the travel of trucks in peak time periods or force the trucks to change travel routes, and the influence of the vehicles on the traffic characteristics of the expressways is reduced;
the attributes of the highway users, including income, occupation, trip purpose, mental expenditure and payment method, are the most basic factors to be considered for making dynamic rates of the highway.
Figure BDA0002441296260000081
Wherein:
Figure RE-GDA0002531300470000082
representing the number of vehicles with the vehicle type i in the time period t;
the specific vehicle types are categorized as shown in the following table:
Figure BDA0002441296260000083
Vt jthe vehicle running speed of the vehicle type j in the time period t is shown, and the specific vehicle type classification is shown in the table.
Figure BDA0002441296260000084
Representing the ratio of the customers to the goods in the range of the section n in the time period t;
Uarepresenting attributes of highway users, including their income In, occupation O, T for travelpConsumption psychology CpAnd payment mode PmI.e. Ua＝{In,O,Tp,Cp,Pm}。
a and b represent coefficients of the formula, respectively;
when f is 0, the traffic volume of the expressway reaches the traffic capacity Q of the road networkMAXI.e. Q ═ b ═ QMAXThen the road network traffic volume can be expressed as:
Q＝a×f+QMAX(official 3)
When in use
Figure BDA0002441296260000091
If a is obtained by substituting equation 3, then:
Figure BDA0002441296260000092
wherein:
Figure BDA0002441296260000093
charging rate of the meter road section n in the time period t;
thirdly, when the charge rate of the section n in the time period t is
Figure BDA0002441296260000094
When the formula 1 is substituted into the formula 4, the parameters are
Figure BDA0002441296260000095
Can be determined by the following formula:
Figure BDA0002441296260000096
fourthly, establishing a dynamic rate highway traffic demand prediction module, substituting formula 5 into formula 3 to obtain a highway rate
Figure BDA0002441296260000097
The traffic volume at the time is as follows:
Figure BDA0002441296260000101
step two, a grey correlation comprehensive evaluation method (specifically, see-Liu Si Mi, Metallum. Gray System theory and application thereof, fourth edition [ M ] scientific Press, 2008) is adopted to comprehensively evaluate the effect of the expressway after the dynamic rate is implemented, and the optimal scheme of different rate adjustment schemes of each section of the expressway at each time period is respectively obtained, and the steps are as follows:
step one, rate amplitude adjustment:
because the method adopts a variable charging scheme, namely the charging rate in each time interval is different, the charging rate adjustment scheme needs to be considered separately in time intervals.
For convenience of calculation and implementation, when the rate adjustment scheme in each time period is selected, multiples of 2%, namely rate adjustment of 2%, 4%, 6% and the like are selected to form a plurality of combination schemes, namely the rate in each time period is respectively adjusted as follows: f (1-4%), f (1-2%), f (1+ 2%), f (1+ 4%), wherein f represents the current charging rate.
Secondly, establishing a comprehensive evaluation model M of highway operation of a certain road section at each time period:
M＝[m1,m2,m3,m4,m5]
m represents the comprehensive evaluation result relevance degree vector of the highway operation under the condition of five rates of each time period of a certain road section, wherein M represents1,m2,m3,m4,m5Respectively the degree of association of different rates, and
M＝EW
e is a judgment matrix of the evaluation indexes:
Figure BDA0002441296260000111
Figure BDA0002441296260000112
the correlation coefficient between the k-th evaluation index and the optimum index, i being 1,2,3,4,5, k being 1,2,3,4, for the i-th scenario, is four evaluation indexes
Wherein:
Figure BDA00024412962600001116
i denotes five rate-adjustment schemes,
Figure BDA0002441296260000113
represents a charge rate of
Figure BDA0002441296260000114
Operating income of time CfRepresents operating revenue at the current rate;
Figure BDA0002441296260000115
i denotes five rate-adjustment schemes,
Figure BDA0002441296260000116
represents a charge rate of
Figure BDA0002441296260000117
Number of vehicles passing a section of a time road in unit time, SfThe number of vehicles passing through a section in unit time of a certain road section on the road under the current rate is represented, and a V/C index is selected to represent the index in order to quantify the index.
Figure BDA0002441296260000118
i denotes five rate-adjustment schemes,
Figure BDA0002441296260000119
represents a charge rate of
Figure BDA00024412962600001110
Passenger-to-cargo ratio, R, of vehicles travelling on freewaysfRepresenting the passenger-cargo ratio of vehicles running on the expressway at the current rate;
Figure BDA00024412962600001111
i denotes five rate-adjustment schemes,
Figure BDA00024412962600001112
represents a charge rate of
Figure BDA00024412962600001113
The discharge amount of pollutants of the vehicle is reduced,
Figure BDA00024412962600001114
indicating vehicle pollutant emissions at the current rate.
W is a weight distribution vector of 4 evaluation indexes of operation income, road service level, vehicle passenger-cargo ratio and pollutant discharge amount, and the weight distribution vector comprises the following components:
W＝(0.4025,0.165,0.315,0.1175)
and is
Figure BDA00024412962600001115
The following describes in detail the number of each index in the determination matrix of the evaluation index:
operating revenue
Figure BDA0002441296260000121
After the dynamic rate is implemented on the highway, the traffic volume of each road section changes in different time periods, and the proportion of the passenger car and the truck changes obviously, so that the operation income changes obviously indirectly.
The operating revenue after implementing dynamic rates for a highway may be expressed as:
Figure BDA0002441296260000122
Figure BDA0002441296260000123
Figure BDA0002441296260000124
wherein:
Figure BDA0002441296260000125
representing the whole year operation income of the whole expressway under the dynamic rate;
Cmrepresenting the operation income of a certain highway section n every day;
Figure BDA0002441296260000126
representing the toll income of a certain road section n in the time period t;
Figure BDA0002441296260000127
representing the average traffic volume of the vehicle type j in the time period t on the road section n, and the value is equal to that in the step one
Figure BDA0002441296260000128
Figure BDA0002441296260000129
Representing the charging rate of the model j in the time period t on the road section n;
lnrepresents the mileage of the section n;
n represents the number of calendar days;
r represents an additional coefficient, taken to be 0.95.
Can be derived from this
Figure BDA00024412962600001210
The road service level is expressed by the number of vehicles passing a certain section of the road in unit time:
Figure BDA00024412962600001211
the dynamic rate optimizes the traffic volume of large-scale vehicles in time and space, so that the proportion of heavy-duty trucks in peak periods is reduced, and the traffic capacity of roads is improved, so that the traffic capacity of highways in peak periods is an important index for evaluating and implementing the dynamic rate. VISSIM traffic simulation software can be used for simulating the traffic capacity of the road and the traffic volume of each vehicle type after different charging rates are applied to the expressway to obtain the traffic capacity and the traffic volume of each vehicle type. The road saturation is one of important indexes reflecting the road service level, and the calculation formula is V/C, wherein V is the traffic volume, and C is the maximum traffic capacity. The formula is as follows:
Figure BDA0002441296260000131
wherein:
n represents the number of lanes;
Qirepresenting the traffic volume of each vehicle type of the expressway, and the value is equal to that in the step one
Figure BDA0002441296260000132
iThe conversion coefficient of each vehicle type is shown, and the following table is referred;
Figure BDA0002441296260000133
C1representing the traffic capacity of the first lane;
Knthe reduction coefficient of each corresponding lane (taking four lanes as an example) is shown, and the specific parameters are selected as the following table:
first lane Second lane Third lane Fourth lane
1 0.85～0.95 0.65～0.85 0.5～0.65
Can be derived from this
Figure BDA0002441296260000134
Road traffic safety is expressed in terms of the ratio of passengers to cargo passing through a certain road section in unit time:
Figure BDA0002441296260000135
road traffic safety is one of the most concerned indexes, and traffic accidents are easily caused due to poor traffic safety caused by interference between a passenger car and a truck. Because the rate change of large trucks is sensitive, after the highway charges variably, the proportion of trucks is reduced, and the probability of accidents caused by speed difference among different vehicle types is reduced, namely, the lower the dispersion degree of the vehicle running speed is, the higher the running safety of the vehicle is. Because the data acquisition period of the accident rate of the expressway is longer, the road traffic safety under different rate schemes is represented by the passenger-cargo ratio under different rates, and the result can be obtained according to the passenger-cargo ratio
Figure BDA0002441296260000141
Pollutant emission EQkj
Under the condition of the current fixed rate f, the method for calculating the pollutant discharge amount of the motor vehicle separate type comprises the following formula:
Figure BDA0002441296260000142
wherein:
Figure BDA0002441296260000143
representing the discharge amount/t of the k pollutants of the j motor vehicles under the current fixed rate f;
EFkjrepresents the emission factor/(g.km) of the k pollutants of the j motor vehicles-1) The specific values are shown in the following table:
Figure BDA0002441296260000144
Qjthe method comprises the following steps of (1) calculating the running number/vehicles of j motor vehicles in a year passing through a certain road section in unit time of an expressway under the condition of a current fixed rate f;
Mjthe calculation of annual average driving mileage/km of j motor vehicles in the year on the expressway is expressed;
② dynamic rate conditions
Figure BDA0002441296260000145
The method for calculating the pollutant discharge amount of the motor vehicle according to the following formula:
Figure BDA0002441296260000146
wherein:
Figure BDA0002441296260000147
expressed in dynamic rates
Figure BDA0002441296260000148
The discharge amount/t of k pollutants of j motor vehicles;
EFkjrepresents the emission factor/(g.km) of the k pollutants of the j motor vehicles-1) The specific values are as shown in the table; :
Figure BDA0002441296260000151
expressed in dynamic rates
Figure BDA0002441296260000152
Under the condition, calculating the running number/vehicles of the j motor vehicles passing through a certain road section in unit time of the highway in the year;
Mjthe calculation of annual average driving mileage/km of j motor vehicles in the year on the expressway is expressed;
can be derived from this
Figure BDA0002441296260000153
The operation income, the road service level, the vehicle passenger-cargo ratio and the pollutant discharge amount have 4 evaluation indexes with the weight of
W ═ (0.4025,0.165,0.315,0.1175), calculated as follows:
firstly, determining an optimal index set, wherein the optimal index set is selected from all evaluation indexes of five rate adjustment schemes, and if the maximum value of a certain index is good, the maximum value of the index in each scheme is selected; if the minimum value of a certain index is good, selecting the minimum value of the index in each scheme, wherein the optimal index set is as follows:
F＝{l1,l2,l3,l4}
wherein:
Figure BDA0002441296260000154
Figure BDA0002441296260000155
Figure BDA0002441296260000156
Figure BDA0002441296260000157
then, the index value is normalized:
and constructing an original data matrix A, and carrying out standardization processing on the evaluation index by using the matrix A.
Figure BDA0002441296260000158
Because the dimensions and the magnitude of the evaluation indexes in each scheme are different, the comparison cannot be directly carried out. In order to ensure the reliability of the result, the original index value needs to be normalized. Let the k-th evaluation index change interval be [ d ]1,d2]， d1Is the minimum value of the k index in all schemes, d2For the maximum value of the k index in all schemes, the original data matrix is converted into a dimensionless value
Figure BDA0002441296260000159
Figure BDA0002441296260000161
Figure BDA0002441296260000162
Wherein:
Figure BDA0002441296260000163
Figure BDA0002441296260000164
Figure BDA0002441296260000165
Figure BDA0002441296260000166
Figure BDA0002441296260000167
Figure BDA0002441296260000168
Figure BDA0002441296260000169
Figure BDA00024412962600001610
finally, determining the weight of the evaluation factor:
the weight coefficient of the evaluation parameter is determined by an analytic hierarchy process, and a judgment matrix is as follows:
Figure BDA00024412962600001611
taking the approximate arithmetic mean value of n row vector normalization of the judgment matrix as a weight vector, namely:
Figure BDA0002441296260000171
wherein n represents the order of the decision matrix, ainAnd ajnRepresenting the elements in the decision matrix.
The calculation results are as follows:
Figure BDA0002441296260000172
the weights between the indexes are respectively:
Figure BDA0002441296260000173
namely, the weights of 4 evaluation indexes of the operation income, the road service level, the vehicle passenger-cargo ratio and the pollutant emission are as follows:
W＝(0.4025,0.165,0.315,0.1175)
and thirdly, calculating an optimized fee-taking rate scheme f' of a certain road section under the condition of five fee-taking rates in each time interval according to a gray correlation comprehensive evaluation method.
The following description of the calculation method of the charge-taking rate plan f' is as follows:
according to the grey correlation degree comprehensive evaluation theory, the method comprises the following steps of
Figure BDA0002441296260000174
As a reference number sequence, will
Figure BDA0002441296260000175
When i is 1,2,3,4,5 as the compared series, the correlation analysis method is used to respectively obtain the correlation coefficient zeta of the kth index (4 evaluation indexes of operation income, road service level, vehicle passenger-cargo ratio and pollutant discharge amount) and the kth optimal index of the ith rate adjustment schemei(k) Namely:
Figure BDA0002441296260000176
in the formula:
i＝1,2,3,4,5；
k＝1,2,3,4；
ρ represents a resolution coefficient, ρ ∈ [0,1], and ρ is 0.5.
From ζi(k) So as to obtain the result that,
Figure BDA0002441296260000181
if the degree of association miMaximum, then accounting for the rate
Figure BDA0002441296260000182
Closest to the optimal rate.
Step three, obtaining the optimized fee-taking rate f' in the plurality of rate adjusting schemes, but making the optimized fee-taking rate f closer to the optimal fee rate f*Considering the rate f ' as a research pair to adjust the rate, firstly, the optimized optimal fee-taking rate of each time interval is adjusted as follows, { f ' × (1-4%), f ' × (1-2%), f ', f ' × (1+ 2%), f ' × (1+ 4%) }, and then, the second step and the third step of the second step are executed again to obtain the optimal association scheme f '.
Finally, if
Figure BDA0002441296260000183
Executing the step four;
if it is not
Figure BDA0002441296260000184
The rate scheme is adjusted, wherein the rate scheme is f ' × (1-4%), f ' × (1-2%), f ' × (1+ 2%), f ' × (1+ 4%) }, then the second step and the third step of the second step are continuously executed, and the third step is executed again until the obtained result is closer to the optimal rate f ' ″, and the fourth step is executed, so that the social benefit is maximized.
Step four, the dynamic release of the rate information:
and (4) displaying the optimal rate determined in the step three in a rolling manner in real time at the entrance and exit of the expressway, reminding the expressway users in a broadcasting manner and the like, and sending the optimal rate to the expressway users in a mobile phone APP, WeChat public number, mobile phone short message manner and the like.
The embodiments described above are intended to facilitate one of ordinary skill in the art in understanding and using the present invention. It will be readily apparent to those skilled in the art that various modifications to these embodiments may be made, and the generic principles described herein may be applied to other embodiments without the use of the inventive faculty. Therefore, the present invention is not limited to the embodiments described herein, and those skilled in the art should make improvements and modifications within the scope of the present invention according to the disclosure of the present invention.

Claims (1)

1. A highway rate dynamic regulation and control method based on ETC equipment is characterized by comprising the following steps:
step one, establishing a dynamic rate highway traffic demand prediction module to obtain a highway rate of
Figure FDA0002441296250000014
The traffic volume in time is calculated according to the following formula:
Figure FDA0002441296250000011
in the formula (0, t)1) Denotes the low peak period, (t)1,t2) Indicating peak hours, (t)2,t3) Indicates the flat peak period, (t)3,t4) Indicating a sub-peak period, (t)424) represents a next-to-peak period, f represents a current status rate,
Figure FDA0002441296250000012
representing the charging rate, Q, of different sections of the highway in different time periodsMAXThe road network traffic capacity of the expressway is represented;
Figure FDA0002441296250000013
respectively representing coefficients of the highway section n in a low peak period, a high peak period, a flat peak period, a secondary high peak period and a secondary low peak period;
step two, comprehensively evaluating the effect of the expressway after the dynamic rate is implemented by adopting a grey correlation comprehensive evaluation method to respectively obtain the optimal scheme of different rate adjustment schemes of each section of the expressway at each time period, and the method comprises the following steps:
step one, rate amplitude adjustment:
the rates of the time intervals are respectively adjusted as follows: f (1-4%), f (1-2%), f (1+ 2%), f (1+ 4%), wherein f represents the current charging rate;
secondly, establishing a comprehensive evaluation model M of highway operation of a certain road section at each time period:
M＝[m1,m2,m3,m4,m5]
m represents the comprehensive evaluation result relevance degree vector of the highway operation under the condition of five rates of each time period of a certain road section, wherein M represents1,m2,m3,m4,m5Respectively the degree of association of different rates, and
M＝EW
e is a judgment matrix of the evaluation indexes:
Figure FDA0002441296250000021
Figure FDA0002441296250000022
a correlation coefficient indicating the k-th evaluation index of the i-th plan and the optimal index, i being 1,2,3,4,5, k being 1,2,3,4, being four evaluation indexes;
wherein:
Figure FDA0002441296250000023
there are shown five rate-adjustment schemes,
Figure FDA0002441296250000024
represents a charge rate of
Figure FDA0002441296250000025
Operating income of time CfRepresents operating revenue at the current rate; the operating revenue after implementing dynamic rates on the highway is expressed as:
Figure FDA0002441296250000026
Figure FDA0002441296250000027
Figure FDA0002441296250000028
wherein:
Figure FDA0002441296250000029
representing the whole year operation income of the whole expressway under the dynamic rate;
Cmrepresenting the operation income of a certain highway section n every day;
Figure FDA00024412962500000210
representing the toll income of a certain road section n in the time period t;
Figure FDA00024412962500000211
representing the average traffic volume of the vehicle type j in the time period t on the road section n, and the value is equal to that in the step one
Figure FDA00024412962500000212
Figure FDA00024412962500000213
Representing the charging rate of the model j in the time period t on the road section n;
lnrepresents the mileage of the section n;
n represents the number of calendar days;
r represents an additional coefficient, and is taken to be 0.95;
Figure FDA00024412962500000214
Figure FDA00024412962500000215
represents a charge rate of
Figure FDA00024412962500000216
Number of vehicles passing a section of a time road in unit time, SfThe number of vehicles passing through a certain section in unit time of a certain road section on the road under the current rate is represented; the calculation formula is V/C, wherein V is the traffic volume, C is the maximum traffic capacity,
Figure FDA0002441296250000031
n represents the number of lanes;
Qirepresenting the traffic volume of each vehicle type of the expressway, and the value is equal to that in the step one
Figure FDA0002441296250000032
iRepresenting the conversion coefficient, C, of each vehicle type1Representing the traffic capacity of the first lane;
Knrepresenting the reduction coefficient of each corresponding lane;
Figure FDA0002441296250000033
Figure FDA0002441296250000034
represents a charge rate of
Figure FDA0002441296250000035
Passenger-to-cargo ratio, R, of vehicles travelling on freewaysfRepresenting the passenger-cargo ratio of vehicles running on the expressway at the current rate;
Figure FDA0002441296250000036
Figure FDA0002441296250000037
represents a charge rate of
Figure FDA0002441296250000038
The discharge amount of pollutants of the vehicle is reduced,
Figure FDA0002441296250000039
indicating vehicle pollutant emissions at the current rate;
EQkj＝EFkj×Qj×Mj×10-6
wherein:
EQkjrepresenting the emission of class k pollutants of class j motor vehicles;
EFkjrepresenting a class k pollutant emission factor of a class j motor vehicle;
Qjthe running number/vehicles of the j-type motor vehicles passing a certain road section in unit time of the expressway in the year are calculated, and the value is equal to that in the step one
Figure FDA00024412962500000310
MjThe average annual driving mileage of j motor vehicles in the year is calculated;
w is a weight distribution vector of 4 evaluation indexes of operation income, road service level, vehicle passenger-cargo ratio and pollutant discharge amount, and the weight distribution vector comprises the following components:
W＝(0.4025,0.165,0.315,0.1175)
and is
Figure FDA00024412962500000311
Thirdly, calculating and obtaining a fee-taking rate scheme f' optimized under the condition of five fee-taking rates in each time interval of a certain road section according to a gray correlation comprehensive evaluation method;
step three, firstly, the optimized fee-taking rate of each time interval is adjusted as follows: { f '× (1-4%), f' (1-2%), f ', f' × (1+ 2%), f '× (1+ 4%) }, then, performing the second step and the third step of the second step again to obtain an optimal association degree scheme f';
finally, if
Figure FDA0002441296250000041
Executing the step four;
if it is not
Figure FDA0002441296250000042
Adjusting the rate plan { f ' × (1-4%), f ' (1-2%), f ' × (1+ 2%), f ' × (1+ 4%) }, then continuing to execute the second step and the third step of the second step, and then executing the third step until the obtained result is closer to the optimal rate f ', and entering the fourth step;
step four, the rate information is dynamically released.
CN202010266065.6A 2020-04-07 2020-04-07 ETC equipment-based highway rate dynamic regulation and control method Pending CN111523925A (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113593243A (en) * 2021-09-28 2021-11-02 中铁第五勘察设计院集团有限公司 Method and device for predicting toll vehicle type traffic volume in toll road operation period
CN115240431A (en) * 2022-09-20 2022-10-25 深圳市城市交通规划设计研究中心股份有限公司 Real-time online simulation system and method for traffic flow of highway toll station
CN115565365A (en) * 2022-08-31 2023-01-03 阿里巴巴（中国）有限公司 Expressway data processing method, device, equipment and computer program product

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113593243A (en) * 2021-09-28 2021-11-02 中铁第五勘察设计院集团有限公司 Method and device for predicting toll vehicle type traffic volume in toll road operation period
CN113593243B (en) * 2021-09-28 2021-12-07 中铁第五勘察设计院集团有限公司 Method and device for predicting toll vehicle type traffic volume in toll road operation period
CN115565365A (en) * 2022-08-31 2023-01-03 阿里巴巴（中国）有限公司 Expressway data processing method, device, equipment and computer program product
CN115240431A (en) * 2022-09-20 2022-10-25 深圳市城市交通规划设计研究中心股份有限公司 Real-time online simulation system and method for traffic flow of highway toll station

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