CN112102628B - Ramp coordination control and induction method for double-layer expressway bottleneck - Google Patents
Ramp coordination control and induction method for double-layer expressway bottleneck Download PDFInfo
- Publication number
- CN112102628B CN112102628B CN202011289143.0A CN202011289143A CN112102628B CN 112102628 B CN112102628 B CN 112102628B CN 202011289143 A CN202011289143 A CN 202011289143A CN 112102628 B CN112102628 B CN 112102628B
- Authority
- CN
- China
- Prior art keywords
- ramp
- layer
- control
- regulation rate
- expressway
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 34
- 230000006698 induction Effects 0.000 title claims abstract description 25
- 239000010410 layer Substances 0.000 claims abstract description 153
- 230000033228 biological regulation Effects 0.000 claims abstract description 103
- 239000002356 single layer Substances 0.000 claims abstract description 23
- 241000351238 Alinea Species 0.000 claims abstract description 10
- 230000003213 activating effect Effects 0.000 claims abstract description 5
- 238000011144 upstream manufacturing Methods 0.000 claims description 47
- 230000002093 peripheral effect Effects 0.000 claims description 24
- 238000006243 chemical reaction Methods 0.000 claims description 7
- 230000004913 activation Effects 0.000 claims description 6
- 230000008569 process Effects 0.000 claims description 5
- 230000007704 transition Effects 0.000 claims description 5
- 238000010276 construction Methods 0.000 claims description 4
- 210000003739 neck Anatomy 0.000 claims description 2
- 238000004364 calculation method Methods 0.000 abstract description 3
- 230000003068 static effect Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000006467 substitution reaction Methods 0.000 description 2
- 206010033799 Paralysis Diseases 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000001186 cumulative effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000007670 refining Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Images
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
-
- 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
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Chemical & Material Sciences (AREA)
- Analytical Chemistry (AREA)
- Traffic Control Systems (AREA)
Abstract
The invention relates to a ramp coordination control and induction method for a double-layer highway bottleneck, which belongs to the technical field of traffic management and control and aims to solve the congestion problem of different conditions of a single-layer or double-layer highway; respectively calculating single-point regulation rates of the three-dimensional expressway entrance ramps and the ground-level expressway entrance ramps by using an Alinea algorithm; judging whether the bottleneck of the expressway on the three-dimensional and ground floor needs to be subjected to ramp coordination control according to the traffic flow parameters; and finally, activating single-layer ramp coordination control according to the coordination regulation rate calculation under single-layer or double-side Bottleneck congestion, calculating the optimal regulation rate of the single-layer expressway by using a Bottleneck algorithm, starting ramp control, and effectively ensuring the normal operation of the whole traffic system when the ramp control is used for the traffic system consisting of the three-dimensional layer expressway and the ground layer expressway.
Description
Technical Field
The invention belongs to the technical field of traffic management and control, and relates to a ramp coordination control and induction method for a double-layer highway bottleneck.
Background
With the rapid increase in the number of motor vehicles, traffic authorities need to meet the ever-increasing traffic demands by building road infrastructure on a large scale. Wherein, a great part of projects are reconstructed and expanded based on original facilities. Particularly, for urban expressways, a new method is to construct a parallel expressway on the three-dimensional layer of the original expressway and connect it by switching ramps, and this construction method can relieve congestion by increasing traffic supply. However, in the face of increasing traffic demands, a coordinated control means is needed to manage and control the traffic flow of the three-dimensional and ground-level highways, so as to achieve the purposes of relieving traffic congestion and improving traffic safety. Based on the method, the invention designs a ramp coordination control and induction method for the bottleneck of the double-layer highway.
In the research of many ramp controls, static control and dynamic control can be classified according to the degree of response to real-time traffic information. According to the control range of ramp control, the dynamic control can be further divided into single-point dynamic control and dynamic coordination control. And static control is based on historical all-day traffic data, and ramp control regulation rate is formulated. The dynamic control needs to utilize a real-time traffic information detection technology to acquire input flow, speed and occupancy data. Due to the defect that static control cannot respond to traffic information change, dynamic control is developed and becomes a main control mode of ramp control. The method provided by the invention also belongs to dynamic control. Common algorithms for single-point dynamic control are demand-capacity control, occupancy control and Alinea control. Commonly used algorithms for dynamic coordination control are Helper, bottleeck, SWARM, and the like. Since the present invention is intended for double-deck highway applications, dynamic coordinated control is required. However, the existing algorithms are only directed to a few ramps of one highway, and cannot be applied to a plurality of connected highways. Based on the method, the Bottleneck algorithm is improved, the Alinea algorithm is combined, the ramps of the highway on the stereoscopic and ground layers are coordinately controlled, and traffic guidance is assisted, so that the improvement is carried out from the system level, and the better effect is achieved.
Disclosure of Invention
In order to solve the problem of congestion of single-layer or double-layer highways under different conditions and further ensure the normal operation of the whole traffic system, the invention provides a scheme of a ramp coordination control and induction method for a double-layer highway bottleneck, which comprises the following specific steps:
the method comprises the following steps: applying ramp coordination control and induction on the expressway, wherein the equipment comprises a traffic flow detector, ramp signal control lamps and a variable information board;
step two: calculating single-point regulation rate, namely calculating the single-point regulation rate of the entrance ramp of the expressway on the three-dimensional and ground layers respectively by using an Alinea algorithm;
step three: activating ramp coordination control, and judging whether the bottleneck of a three-dimensional highway and a ground-level highway needs to be subjected to ramp coordination control according to traffic flow parameters;
step four: if only single-layer ramp coordination control is activated, using a Bottleneeck algorithm to calculate the optimal regulation rate of the single-layer highway, and starting ramp control;
step five: if the double-layer ramp coordination control is activated simultaneously, using a Bottleneeck algorithm to calculate the optimal regulation rate of the upper-layer highway and using an improved Bottleneeck algorithm to calculate the optimal regulation rate of the lower-layer highway, and distributing the optimal regulation rates to each layer of entrance ramps to start coordination ramp control;
step six: and issuing guidance information, and issuing the guidance information through a variable information board to prompt a driver to drive according to a set route after the ramp control scheme is determined.
Further, the equipment setting in the first step includes that the ground layer expressway ramps are drawn on two sides of the road, and the ramps are actually positioned on the right side of the road, and the concrete steps are detailed as follows:
step one, respectively arranging traffic flow detectors at bottlenecks of main lines of three-dimensional expressway and ground layer expressway
、
And traffic detectors are respectively arranged at the upstream of the bottle necks
、
The ramp in the middle area of the two groups of detectors is the controlled ramp;
step two, for all controlled entrance ramps including the ramps for switching the ramps to be communicated with peripheral roads, arranging a traffic flow detector and ramp signal control lamps at the ramp port, and arranging a variable information board at the upstream of the ramps; arranging a traffic flow detector at a main line at the downstream of the ramp; arranging a variable information board at an upstream main line of the ramp;
step three, for all exit ramps, arranging a variable information board at the upstream of a main line of a ramp;
step four, marking the labels of the entrance ramp and the exit ramp of the three-dimensional layer connected with the peripheral roads as the
、
，
；
Step one and five, marking the entry ramp and the exit ramp connected with the ground layer and the peripheral roads as the labels
、
，
；
Step six, marking the conversion ramp from the ground layer to the stereoscopic layer as a label
，
；
The method comprises the following steps of one step and seven step,the transition ramp from the three-dimensional layer to the ground layer is numbered
，
；
Step one eight, for all the entrance ramps, step one
The ramp flow for each control period is recorded as
Of 1 at
The optimum regulation rate for each control period is recorded as
The single point regulation rate is recorded as
Coordination of the adjustment rate is noted
Wherein
。
Further, in the second step, the single-point regulation rate is calculated, and the single-point regulation rates of the three-dimensional expressway entrance ramps and the ground-level expressway entrance ramps are calculated by using an Alinea algorithm.
Further, the ramp coordination control activation condition process in the step three comprises the following specific steps:
step three, judging whether the bottleneck of the three-dimensional highway and the highway on the ground floor needs to carry out ramp coordination control or not according to the traffic flow parameters;
step two, activating the ramp coordination control of the layer if the current occupancy of the bottleneck of the expressway is greater than the threshold occupancy;
and thirdly, after judging whether the traffic condition at the bottleneck position of the double-layer highway meets the requirement of ramp coordination control, selecting a proper control scheme and algorithm according to the combined activation condition of the three-dimensional highway and the ground-layer highway.
Further, in the fourth step, the coordination regulation rate under the single-layer Bottleneck congestion is calculated, if only single-layer ramp coordination control is activated, the improved bottleeck algorithm is used for calculating the optimal regulation rate of the single-layer expressway, ramp control is started, if a switching ramp generates local congestion at the moment, the accumulated traffic volume is corrected, the ramp is labeled, and the specific refining steps are as follows:
step four, if the ground layer highway has entrance ramp local crowding, starting single-point control, setting an adjustment rate, and correcting the accumulated traffic volume for the three-dimensional layer highway;
step four, if the expressway on the stereoscopic layer is locally crowded with entrance ramps, starting single-point control, setting an adjustment rate, and correcting the accumulated traffic volume for the expressway on the ground layer;
step four, distributing influence weight coefficients for all entrance ramps of the three-dimensional highway and the ground-level highway respectively;
fourthly, calculating the coordination regulation rate of the three-dimensional entrance ramp and the entrance ramp of the ground layer in the control area;
and step four, comparing the local adjustment rate of the ramp with the coordination adjustment rate, and taking the minimum value of the local adjustment rate and the coordination adjustment rate as the final adjustment rate of the ramp.
Further, in the fifth step, if the double-layer ramp coordination control is activated at the same time, calculating the optimal regulation rate of the stereoscopic-layer highway by using an improved Bottleneeck algorithm, wherein the regulation rate of the conversion ramp is determined at the moment; then, an improved Bottleneeck algorithm is used for calculating the entrance ramp coordination regulation rate of the ground layer expressway, communicated with peripheral roads, and starting coordination ramp control, and the concrete steps are detailed as follows:
fifthly, calculating the accumulated traffic volume for the highway with the three-dimensional layer;
step five, distributing weights for all controlled entrance ramps of the three-dimensional layer highway;
step five, calculating the coordination regulation rate of the entrance ramps of the three-dimensional layer in the control area;
fifthly, comparing the local ramp regulation rate with the coordinated regulation rate, and taking the minimum value of the local ramp regulation rate and the coordinated regulation rate as the final ramp regulation rate;
and fifthly, determining the optimal regulation rate of the expressway on the stereoscopic layer, determining the inflow and outflow traffic volumes of the switching ramps between the two layers of expressways, and correcting the accumulated traffic volume of the expressway on the ground layer.
Further, in the fifth step, the ground-level expressway ramps are replaced with the distributed weights, and the specific steps are as follows:
fifthly, distributing influence weight coefficients for all controlled entrance ramps of the ground layer highway;
step two, calculating the coordination regulation rate of the entrance ramp communicated with the surrounding roads on the ground layer expressway;
and fifthly, comparing the local adjustment rate and the coordinated adjustment rate of the ramps, and taking the minimum value of the local adjustment rate and the coordinated adjustment rate as the final adjustment rate of all communicated entrance ramps of the peripheral roads on the ground layer.
Further, the induction information is issued in the sixth step, and the specific induction process is as follows:
if the ramp control is not activated, the variable information board can issue information such as weather, speed limit, road construction and the like, or select to close;
if only single-point ramp control is applied, releasing 'front ramp, signal control' information on the upstream of the ramp with the starting control; issuing 'confluence' mark information on an upstream main line information board of an entrance ramp;
if only the coordination control of the stereoscopic layer high-speed ramp is activated, releasing 'front ramp, signal control' information on the upstream of the ramp with the opening control; issuing 'confluence' mark information on an upstream main line information board of an entrance ramp; issuing 'congestion of road ahead, suggestion of driving to ground layer' on an upstream main line information board of an exit ramp;
if only the coordination control of the ground layer high-speed ramp is activated, releasing 'front ramp, signal control' information on the upstream of the ramp with the control on; issuing 'confluence' mark information on an upstream main line information board of an entrance ramp; issuing 'congestion of road ahead, suggestion of going to a three-dimensional layer' on an upstream main line information board of an exit ramp;
if the three-dimensional and ground-level expressway ramp coordination control is activated simultaneously, the information of 'front ramp and signal control' is issued on the upstream of the ramp of the start control, the information of 'confluence' is issued on the upstream main line information board of the entrance ramp, and the information of 'front road congestion' is issued on the upstream main line information board of the exit ramp connected with the peripheral road on the ground-level expressway, so that the driver is advised to drive to the peripheral road.
The technical scheme of the invention has the following beneficial effects:
1) when the single-layer highway is crowded, the method can be applied to control the single-layer highway, so that the crowd is relieved;
2) when the double-layer highways of the double-layer highways are crowded, the method can be applied to redistribute traffic flow, ensure the operation of the highways at the three-dimensional layer and prevent the whole traffic system from being paralyzed due to local crowding;
3) the ramp coordination control and induction method can be used for aiming at different crowding conditions of the double-layer expressway;
4) when the double-layer road of the double-layer highway is crowded, the method improves the existing ramp control algorithm, thereby ensuring the operation of the three-dimensional layer highway;
5) the invention is also suitable for a traffic system consisting of a three-dimensional layer highway and a ground layer expressway.
Drawings
FIG. 1 is a flow chart of a ramp coordination control and induction method for a double-deck highway bottleneck;
FIG. 2 is a ramp position number schematic;
fig. 3 is a schematic diagram of ramp weight assignment.
Detailed Description
The following description, with reference to the accompanying drawings, describes a specific implementation of a ramp coordination control and induction method for a bottleneck of a double-deck highway:
the first embodiment is as follows: arranging a traffic flow detector, a ramp signal control lamp and a variable information board on the double-layer expressway; judging whether to activate the coordination ramp control or not based on the collected three-dimensional and ground-level highway traffic flow parameters; if the ramp coordination control is not activated, calculating the single-point regulation rate by using an Alinea algorithm; if only single-layer ramp coordination control is activated, calculating the optimal regulation rate of the single-layer highway by using Alinea + improved Bottleneeck algorithm, and distributing the optimal regulation rate to each entrance ramp opening ramp control; if the double-layer ramp coordination control is activated at the same time, firstly calculating the optimal regulation rate of the expressway at the stereoscopic layer by using Alinea + improved Bottleneeck algorithm, then calculating the optimal regulation rate of the expressway at the ground layer, and distributing the optimal regulation rates to each layer of entrance ramps to start the coordination ramp control; and finally, issuing the traffic guidance information through the variable information board.
The second embodiment is as follows: besides the method for the coordinated control and induction of the ramp described in the first embodiment, the method can be implemented by the following steps:
step one, equipment setting explanation:
the ramp coordination control and induction are applied to the expressway, a series of traffic flow detectors, ramp signal control lamps, variable information boards and other equipment need to be arranged, so that the ramps of the expressway on the ground layer are drawn on two sides of the road for drawing convenience, and the ramps are actually positioned on the right side of the road.
(1) Traffic flow detectors are respectively arranged at the bottlenecks of main lines of three-dimensional expressway and ground-level expressway
、
(outgoing traffic) and traffic detectors are respectively arranged at the upstream of the bottleneck (incoming traffic and the upstream at the tail of the queue)
、
The ramp in the middle area of the two groups of detectors is the controlled ramp;
(2) for all controlled entrance ramps (including switching ramps and ramps communicated with surrounding roads), a traffic flow detector and a signal control lamp are arranged at the ramp port; arranging a variable information board at the upstream of the ramp; arranging a traffic flow detector at a main line at the downstream of the ramp; arranging a variable information board at an upstream main line of the ramp;
(3) for all exit ramps, a variable information board is arranged at the upstream of a main line of the ramp;
(4) the entry ramp and the exit ramp connecting the three-dimensional layer with the surrounding roads are labeled
、
，
；
(5) The entry ramp and the exit ramp connecting the ground layer with the peripheral roads are labeled as
、
，
；
(6) The transition ramp from the ground layer to the stereo layer is numbered
，
；
(7) The transition ramp from the three-dimensional layer to the ground layer is numbered
，
；
(8) For all the on-ramp, the first
The ramp flow for each control period is recorded as
Of 1 at
The optimum regulation rate for each control period is recorded as
The single point regulation rate is recorded as
Coordination of the adjustment rate is noted
，
。
Step two, calculating the single-point regulation rate:
respectively calculating the single-point regulation rate of the entrance ramp of the expressway on the three-dimensional and ground layer by using an Alinea algorithm:
in the formula:
for the entrance ramp
A downstream main line expected occupancy;
is as follows
Entrance ramp for each control period
The occupancy at the downstream main line is,
to adjust the parameters, they are typically constant.
Step three, defining and judging ramp coordination control activation conditions:
and judging whether the bottleneck of the expressway on the three-dimensional and ground floor needs to be subjected to ramp coordination control according to the traffic flow parameters. If the current occupancy of the bottleneck of the expressway is greater than the threshold occupancy (condition 1) and the accumulated traffic volume of the expressway is greater than zero (condition 2), the ramp coordination control of the layer needs to be activated.
Wherein:
After judging whether the traffic condition at the bottleneck of the double-layer highway meets the ramp coordination control requirement, selecting a proper control scheme and algorithm according to the combined activation condition of the three-dimensional highway and the ground-layer highway, wherein the specific control scheme and algorithm is shown in table 1:
TABLE 1 ramp coordination control scheme
Step four, calculating the coordination regulation rate under the single-layer bottleneck congestion:
and if only single-layer ramp coordination control is activated, calculating the optimal regulation rate of the single-layer expressway by using an improved Bottleneeck algorithm, and starting ramp control. If there is local congestion on the switching ramp, the accumulated traffic volume is corrected, and the ramp is marked as
，
。
(1) If the ground layer highway has an entrance ramp
The single-point control is started in local crowding, and the regulation rate is
，
For the highway with three-dimensional highways, the accumulated traffic volume is corrected as follows:
in the formula,
is as follows
The cumulative traffic volume of the control area of the stereoscopic layer before the control period.
(2) If the three-dimensional layer high-speed road has an entrance ramp
The single-point control is started in local crowding, and the regulation rate is
，
For the ground-level highway, the accumulated traffic volume is corrected as follows:
in the formula,
is as follows
Accumulated traffic volume of the ground layer control area before the control period;
(3) and respectively distributing influence weight coefficients for all the entrance ramps of the three-dimensional highway and the ground-level highway.
If there is reliable OD (traffic volume) information, the weight can be determined by the ramp inflow:
without reliable OD information, the weights are usually determined by the relative position between the ramps,
wherein,
is a ramp
The weight of (a) is determined,
is a ramp
Distance from the bottleneck.
(4) Calculating the coordination regulation rate of the three-dimensional and ground layer entrance ramps in the control area:
(5) comparing the local ramp regulation rate with the coordination regulation rate, and taking the minimum value of the local ramp regulation rate and the coordination regulation rate as the final ramp regulation rate:
when in use
Then, the result of the calculation of the formula is the final regulation rate of the entrance ramp of the three-dimensional high-speed highway; when in use
And the result of the calculation of the formula is the final entrance ramp regulation rate of the expressway on the ground layer.
Step six, calculating the coordination regulation rate under the condition of double-layer bottleneck congestion:
if the double-layer ramp coordination control is activated at the same time, the Bottleneeck algorithm is improved to calculate the optimal regulation rate of the three-dimensional layer highway, and the regulation rate of the conversion ramp is determined at the moment; and then, calculating the entrance ramp coordination regulation rate of the ground layer expressway, which is communicated with peripheral roads, by using an improved Bottleneeck algorithm, and starting coordination ramp control.
For a highway with a three-dimensional layer, the accumulated traffic volume is as follows:
(1) distributing weights for all controlled entrance ramps of the three-dimensional layer highway:
or:
(1.1) calculating the coordinated regulation rate of the entrance ramps of the three-dimensional layer in the control area as follows:
(1.2) comparing the local ramp regulation rate with the coordination regulation rate, taking the minimum value of the local ramp regulation rate and the coordination regulation rate as the final ramp regulation rate:
(1.3) because the optimal regulation rate of the expressway on the stereoscopic layer is determined firstly, the inflow and outflow traffic volumes of the conversion ramps between the two layers of expressways are determined, and the accumulated traffic volume of the expressway on the ground layer needs to be corrected:
in the formula,
is as follows
The control time interval is determined in the previous step according to the sum of ramp regulation rates of the highway on the ground layer flowing to the highway on the stereoscopic layer.
(2) Distributing influence weight coefficients for all controlled entrance ramps of the ground-level expressway:
or:
(2.1) calculating the coordination regulation rate of the entrance ramp communicated with the peripheral road on the ground layer highway as follows:
(2.2) comparing the local ramp regulation rate with the coordinated regulation rate, taking the minimum value of the local ramp regulation rate and the coordinated regulation rate as the final regulation rate of all communicated entrance ramps of the ground layer and the peripheral roads:
the third concrete implementation mode: according to the descriptions of the first to the second embodiments, the embodiments can be further explained by issuing the induction information, and the specific implementation process is as follows:
after the ramp control scheme is determined, the variable information board is required to release guidance information to prompt a driver to drive according to a set route.
(1) If the ramp control is not activated, the variable information board can issue information such as weather, speed limit, road construction and the like or select to close.
(2) If only single-point ramp control is applied, releasing 'front ramp, signal control' information on the upstream of the ramp with the starting control; and issuing 'confluence' mark information on an upstream main line information board of the entrance ramp.
(3) If only the coordination control of the stereoscopic layer high-speed ramp is activated, releasing 'front ramp, signal control' information on the upstream of the ramp with the opening control; issuing 'confluence' mark information on an upstream main line information board of an entrance ramp; the main line information board on the upstream of the exit ramp issues 'congestion of the road ahead, and suggestion of driving to the ground floor'.
(4) If only the coordination control of the ground layer high-speed ramp is activated, releasing 'front ramp, signal control' information on the upstream of the ramp with the control on; issuing 'confluence' mark information on an upstream main line information board of an entrance ramp; the main line information board on the upstream of the exit ramp issues 'congestion of the road ahead, and advices to travel to the three-dimensional layer'.
(5) If the coordination control of the three-dimensional and ground-layer high-speed ramps is activated at the same time, releasing 'front ramp, signal control' information on the upstream of the ramp which is started to control, and releasing 'confluence' mark information on a main line information board on the upstream of the entrance ramp; an exit ramp upstream main line information board connected with a peripheral road on a ground layer expressway issues 'congestion of the front road, and suggestion of driving to the peripheral road'.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily think of various equivalent modifications or substitutions within the technical scope of the present invention, and these modifications or substitutions are included in the scope of the present invention, so the scope of the present invention is subject to the protection scope of the claims.
Claims (7)
1. A ramp coordination control and induction method for a double-layer expressway bottleneck is characterized by comprising the following steps: the method comprises the following specific steps:
the method comprises the following steps: applying ramp coordination control and induction on the expressway, wherein the equipment comprises a traffic flow detector, ramp signal control lamps and a variable information board;
step two: calculating single-point regulation rate, namely calculating the single-point regulation rate of the entrance ramp of the expressway on the three-dimensional and ground layers respectively by using an Alinea algorithm;
step three: activating ramp coordination control, and judging whether the bottleneck of a three-dimensional highway and a ground-level highway needs to be subjected to ramp coordination control according to traffic flow parameters;
step four: if only single-layer ramp coordination control is activated, calculating the final regulation rate of the single-layer expressway by using a Bottleneeck algorithm, and starting ramp control, wherein the final regulation rate is obtained by comparing the single-point regulation rate obtained in the step two with the coordination regulation rate of the current layer and taking the minimum value of the two;
step five: if the double-layer ramp coordination control is activated simultaneously, using a Bottleneeck algorithm to calculate the final regulation rate of the upper-layer highway, using an improved Bottleneeck algorithm to calculate the final regulation rate of the lower-layer highway, and distributing the final regulation rates to each layer of entrance ramps to start coordination ramp control, wherein the final regulation rate of the step is obtained by comparing the single-point regulation rate obtained in the step two with the coordination regulation rate obtained under the condition of double-layer ramp coordination control, and taking the minimum value of the two to obtain the regulation rate;
step six: and issuing guidance information, and issuing the guidance information through a variable information board to prompt a driver to drive according to a set route after the ramp control scheme is determined.
2. The double-deck highway bottleneck-oriented ramp coordination control and induction method according to claim 1, wherein: the equipment setting in the step one comprises that the ramp of the expressway on the ground layer is drawn on two sides of the road, the actual ramp is positioned on the right side of the road, and the concrete steps are detailed as follows:
step one, respectively arranging traffic flow detectors at bottlenecks of main lines of three-dimensional expressway and ground layer expressway
、
And traffic detectors are respectively arranged at the upstream of the bottle necks
、
The ramp in the middle area of the two groups of detectors is the controlled ramp;
step two, for all controlled entrance ramps including the ramps for switching the ramps to be communicated with peripheral roads, arranging a traffic flow detector and ramp signal control lamps at the ramp port, and arranging a variable information board at the upstream of the ramps; arranging a traffic flow detector at a main line at the downstream of the ramp; arranging a variable information board at an upstream main line of the ramp;
step three, for all exit ramps, arranging a variable information board at the upstream of a main line of a ramp;
step four, marking the labels of the entrance ramp and the exit ramp of the three-dimensional layer connected with the peripheral roads as the
、
，
Wherein, U is an entrance ramp label set connected with the three-dimensional layer and the peripheral road, and V is an exit ramp label set connected with the three-dimensional layer and the peripheral road;
step one and five, marking the entry ramp and the exit ramp connected with the ground layer and the peripheral roads as the labels
、
，
Wherein S is an entrance ramp label set connected with the ground layer and the peripheral road, and T is an exit ramp label set connected with the ground layer and the peripheral road;
step six, marking the conversion ramp from the ground layer to the stereoscopic layer as a label
，
Wherein M is a set of transition ramp labels leading from the ground layer to the stereo layer;
step one seven, the conversion ramp from the stereoscopic layer to the ground layer is marked as
，
Wherein N is a transition ramp label set from a stereo layer to a ground layer;
step one eight, for all the entrance ramps, step one
The ramp flow for each control period is recorded as
Of 1 at
The final regulation rate for each control period is recorded as
The single point regulation rate is recorded as
Coordination of the adjustment rate is noted
Wherein
，
The set of all ramp labels.
3. The double-deck highway bottleneck-oriented ramp coordination control and induction method according to claim 2, wherein: the ramp coordination control activation condition process in the step three comprises the following specific steps:
step three, judging whether the bottleneck of the three-dimensional highway and the highway on the ground floor needs to carry out ramp coordination control or not according to the traffic flow parameters;
step two, activating ramp coordination control of a current layer if conditions are met according to the fact that the occupancy of the current expressway bottleneck is larger than a threshold occupancy;
and thirdly, after judging whether the traffic condition at the bottleneck position of the double-layer highway meets the requirement of the ramp coordination control, selecting a control scheme and an algorithm of single-point control or no control or coordination control according to the combined activation condition of the three-dimensional highway and the ground-layer highway.
4. The double-deck highway bottleneck-oriented ramp coordination control and induction method according to claim 3, wherein: in the fourth step, the coordination regulation rate under the single-layer Bottleneck congestion is calculated, if only single-layer ramp coordination control is activated, the final regulation rate of the single-layer expressway is calculated by using an improved Bottleneck algorithm, ramp control is started, if local congestion occurs on a switching ramp at the moment, the accumulated traffic volume is corrected, the ramp is labeled, and the specific refinement step is as follows:
step four, if the ground layer highway has entrance ramp local crowding, starting single-point control, setting an adjustment rate, and correcting the accumulated traffic volume for the three-dimensional layer highway;
step four, if the expressway on the stereoscopic layer is locally crowded with entrance ramps, starting single-point control, setting an adjustment rate, and correcting the accumulated traffic volume for the expressway on the ground layer;
step four, distributing influence weight coefficients for all entrance ramps of the three-dimensional highway and the ground-level highway respectively;
fourthly, calculating the coordination regulation rate of the three-dimensional entrance ramp and the entrance ramp of the ground layer in the control area;
and step IV, comparing the single-point regulation rate in the step II with the coordinated regulation rate in the step IV, and taking the minimum value of the single-point regulation rate and the coordinated regulation rate as the final regulation rate of the single-layer ramp.
5. The double-deck highway bottleneck-oriented ramp coordination control and induction method according to claim 4, wherein: step five, if the double-layer ramp coordination control is activated at the same time, calculating the final regulation rate of the three-dimensional layer highway by using an improved Bottleneeck algorithm, wherein the regulation rate of the conversion ramp is determined; then, an improved Bottleneeck algorithm is used for calculating the entrance ramp coordination regulation rate of the ground layer expressway, communicated with peripheral roads, and starting coordination ramp control, and the concrete steps are detailed as follows:
fifthly, calculating the accumulated traffic volume for the highway with the three-dimensional layer;
step five, distributing weights for all controlled entrance ramps of the three-dimensional layer highway;
step five, calculating the coordination regulation rate of the entrance ramps of the three-dimensional layer in the control area;
fifthly, comparing the single-point regulation rate in the second step with the coordinated regulation rate in the third step, and taking the minimum value of the two as the final regulation rate of the stereoscopic layer ramp;
and fifthly, determining the final regulation rate of the expressway at the three-dimensional layer, determining the inflow and outflow traffic volumes of the switching ramps between the two layers of expressways, and correcting the accumulated traffic volume of the expressway at the ground layer.
6. The double-deck highway bottleneck-oriented ramp coordination control and induction method according to claim 5, wherein: in the second step, the weights are distributed by replacing the ground-level expressway ramps, and the specific steps are as follows:
fifthly, distributing influence weight coefficients for all controlled entrance ramps of the ground layer highway;
step two, calculating the coordination regulation rate of the entrance ramp communicated with the surrounding roads on the ground layer expressway;
and step five, comparing the single-point regulation rate in the step two with the coordinated regulation rate in the step five, taking the minimum value of the two as the final regulation rate of all communicated entrance ramps of the ground layer and the peripheral roads.
7. The double-deck highway bottleneck-oriented ramp coordination control and induction method according to claim 1, wherein: issuing the induction information in the sixth step, wherein the specific induction process is as follows:
if the ramp control is not activated, the variable information board can issue weather, speed limit and road construction information or select to close;
if only single-point ramp control is applied, releasing 'front ramp, signal control' information on the upstream of the ramp with the starting control; issuing 'confluence' mark information on an upstream main line information board of an entrance ramp;
if only the coordination control of the stereoscopic layer high-speed ramp is activated, releasing 'front ramp, signal control' information on the upstream of the ramp with the opening control; issuing 'confluence' mark information on an upstream main line information board of an entrance ramp; issuing 'congestion of road ahead, suggestion of driving to ground layer' on an upstream main line information board of an exit ramp;
if only the coordination control of the ground layer high-speed ramp is activated, releasing 'front ramp, signal control' information on the upstream of the ramp with the control on; issuing 'confluence' mark information on an upstream main line information board of an entrance ramp; issuing 'congestion of road ahead, suggestion of going to a three-dimensional layer' on an upstream main line information board of an exit ramp;
if the three-dimensional and ground-level expressway ramp coordination control is activated simultaneously, the information of 'front ramp and signal control' is issued on the upstream of the ramp of the start control, the information of 'confluence' is issued on the upstream main line information board of the entrance ramp, and the information of 'front road congestion' is issued on the upstream main line information board of the exit ramp connected with the peripheral road on the ground-level expressway, so that the driver is advised to drive to the peripheral road.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011289143.0A CN112102628B (en) | 2020-11-18 | 2020-11-18 | Ramp coordination control and induction method for double-layer expressway bottleneck |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011289143.0A CN112102628B (en) | 2020-11-18 | 2020-11-18 | Ramp coordination control and induction method for double-layer expressway bottleneck |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN112102628A CN112102628A (en) | 2020-12-18 |
| CN112102628B true CN112102628B (en) | 2021-03-26 |
Family
ID=73784636
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011289143.0A Active CN112102628B (en) | 2020-11-18 | 2020-11-18 | Ramp coordination control and induction method for double-layer expressway bottleneck |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112102628B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112802216B (en) * | 2021-01-05 | 2022-12-13 | 北京交科公路勘察设计研究院有限公司 | Entrance ramp directional intelligent control system and method under severe weather conditions |
| CN115359664B (en) * | 2022-10-21 | 2023-08-01 | 深圳市城市交通规划设计研究中心股份有限公司 | Traffic simulation method and device for three-dimensional composite expressway |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106128123A (en) * | 2016-07-11 | 2016-11-16 | 东南大学 | A kind of traffic control algorithm optimization algorithm promoted towards different traffic bottlenecks sections traffic efficiency |
| CN108648469B (en) * | 2018-06-13 | 2021-04-06 | 西华大学 | Ramp coordination control method based on multi-bottleneck condition |
| KR102168296B1 (en) * | 2018-09-28 | 2020-10-22 | 공주대학교 산학협력단 | Signal metering operating method for roundabout |
-
2020
- 2020-11-18 CN CN202011289143.0A patent/CN112102628B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN112102628A (en) | 2020-12-18 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN106652562B (en) | Highway road traffic safety early warning method | |
| CN105608911B (en) | The intelligent control method of arterial street road traffic signal lamp | |
| CN112102628B (en) | Ramp coordination control and induction method for double-layer expressway bottleneck | |
| CN105225500B (en) | A kind of traffic control aid decision-making method and device | |
| CN106781563B (en) | A kind of city expressway intersection public transport priority signal coordinating timing method | |
| CN110211396B (en) | Dynamic regulation and control method for highway toll station and peripheral intersection group | |
| CN106251655B (en) | A kind of intersection signal control method based on outlet residual capacity constraint | |
| CN105046987A (en) | Road traffic signal lamp coordination control method based on reinforcement learning | |
| CN104882011B (en) | A kind of vehicle is quickly received a crime report responding system and method | |
| SE509762C2 (en) | Method and device for highway control | |
| Moskowitz et al. | Notes on freeway capacity | |
| Hummer et al. | Restricted crossing u-turn: informational guide. | |
| CN102110372A (en) | Method for controlling signal priority of emergency vehicle at intersection based on two-stage optimization process | |
| CN110097751B (en) | Two-phase signal control intersection pedestrian special phase dynamic setting method | |
| CN110363997A (en) | One kind having construction area intersection signal timing designing method | |
| CN112037507A (en) | Supersaturated traffic state trunk line adaptive signal coordination design method and device | |
| CN107386144B (en) | A kind of changeable driveway line design method for city expressway accident rescue | |
| CN107293135B (en) | A kind of crossing self-adapting vehicle U-turn at intersection traffic guidance system and control method | |
| CN106600988A (en) | Full-induction type comprehensive vehicle waiting control method | |
| CN101572000A (en) | Intersection-traffic control method giving priority to trunk roads | |
| CN103236164A (en) | Vehicle controlling method for guaranteeing public transport vehicle priority passing | |
| CN102637364A (en) | Adaptive signal method capable of avoiding deadlock of intersection and device | |
| CN107240282A (en) | A kind of intelligent transportation graticule system | |
| CN111915876A (en) | Road traffic control system and control method thereof | |
| CN114842642A (en) | Combined type intercommunication main line advanced lane changing and inlet multi-turn lane linkage control system and method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |