CN112447051A - Multi-mode cooperative control method and system for frequent congestion point segments of express way - Google Patents
Multi-mode cooperative control method and system for frequent congestion point segments of express way Download PDFInfo
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- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
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Abstract
The invention provides a multi-mode cooperative control method and a multi-mode cooperative control system for a frequent congestion point section of an expressway, which can improve traffic flow regulation capacity and regulation effect and comprises the following steps: step 1, determining frequent congestion point sections of an express way based on historical traffic data of a road network; step 2, acquiring detection data of a main line, an entrance ramp and an exit ramp on the upper and lower streams of the frequent congestion point section through a traffic monitoring point, and obtaining the traffic state of the frequent congestion point section by fusing the detection data; and 3, finally, cooperatively executing a control scheme of each traffic control point according to the traffic state of the frequently congested point segment.
Description
Technical Field
The invention relates to the technical field of intelligent traffic and traffic signal control, in particular to a multi-mode cooperative control method and system for frequent congestion points of an expressway.
Background
The urban expressway is a trunk road in an urban road network, bears the traffic demand of long distance, and the traffic efficiency of the whole city is influenced by the traffic efficiency. With the rapid increase of the vehicle holding capacity and the traffic demand, the congestion problem of urban expressways is frequent, and in the sporadic traffic congestion and the frequent traffic congestion, the frequent congestion is the important factor in the congestion relieving treatment.
At present, the expressway is mainly regulated and controlled by the modes of carrying out signal regulation and control on the entrance ramps near the congestion section, carrying out lane switching on the main line and the like, and the traffic flow regulation capacity is limited and the regulation and control effect is not ideal due to the fact that a single control means and an upstream and downstream cooperative control mode are lacked.
Disclosure of Invention
Aiming at the problems that the conventional control method has single control means and poor regulation and control effects due to the lack of upstream-downstream coordination in the control mode in the conventional control method for the frequent congestion point section of the expressway, the invention provides a multimode coordinated control method and system for the frequent congestion point section of the expressway, and the method and system can improve the regulation and control capabilities and the regulation and control effects of the traffic flow.
The invention is realized as follows:
a multi-mode cooperative control method for a frequent congestion point segment of an express way comprises the following steps:
the method comprises the following steps that 1, an expressway management and control system determines frequent congestion point segments of an expressway based on historical traffic data of a road network;
the method is characterized in that: the step 3 is specifically: the expressway management and control system controls corresponding traffic control points through each associated subsystem to combine and execute a control scheme according to the congestion degree of the frequently congested point section; the control scheme comprises the following steps: ramp signal adjustment, alternative release control of a main line and ramp lanes, main line subsection speed limit control, guidance screen information guidance, internet navigation guidance and traffic signal control of ground intersections related to an entrance ramp and an exit ramp at the upstream of a congestion point section.
It is further characterized in that:
the traffic state comprises a smooth state, a converged crawling state, a congested crawling, a common congestion and a severe congestion; the traffic control points comprise a main line traffic signal control point, a ramp signal control point, a variable speed limit control point, an induction screen information release control point and an internet information release control point;
the step 3 further specifically includes:
and 3-1, setting a corresponding response level according to the traffic state by the expressway management and control system:
when the traffic state is smooth, the emergency response is not executed; when the traffic state is confluent slow traveling, four-level emergency response is carried out; when the traffic state is congestion and slow running, three-level emergency response is performed; when the traffic state is general congestion, performing secondary emergency response; when the traffic state is serious congestion, the emergency response is a first-level emergency response;
3-2, controlling corresponding traffic control points to execute corresponding emergency response management for the express way control systems with different response levels through each associated subsystem, specifically:
emergency response management is not performed: all the main line traffic signal control points and the ramp signal control points adopt a light-off or normally green control scheme, the inducing screen information release control points do not release information, the variable speed limit control points keep the highest speed limit value of the road section, and the internet information release control points do not release information;
and executing four-stage emergency response management: the method comprises the following steps that a light-off or normally-green control scheme is used for an upstream ramp signal control point, an alternate traffic signal control scheme is used for a downstream ramp signal control point and a downstream main line traffic signal control point, an induction screen control point releases warning information, an upstream variable speed-limit control point keeps the highest speed-limit value of a road section, and an internet information release control point does not release information;
and executing three-level emergency response management: the upstream ramp signal control point adopts a light-off or normally-green control scheme, the downstream ramp signal control point adopts a ramp traffic signal regulation control scheme, the downstream main line traffic signal control point coordinates the downstream main line traffic signal to carry out alternate traffic control according to the release condition of the downstream ramp signal control point, the induction screen control point releases warning information, the upstream variable speed-limiting control point keeps the highest speed-limiting value of a road section, and the internet information release control point does not release information;
and executing secondary emergency response management: a downstream main line traffic signal control point and an upstream ramp signal control point adopt a light-off or normally-green control scheme, a downstream ramp signal control point adopts a light-off control scheme, an induction screen control point issues warning information, an upstream variable speed limit control point adjusts a speed limit value downwards to start grading speed limit, and an internet information issuing control point issues warning information;
executing first-level emergency response management: the downstream ramp signal control point adopts a closing control scheme, the downstream main line traffic signal control point adopts a light-off or evergreen control scheme, the upstream ramp signal control point performs dynamic interception control, the guidance screen control point releases warning information, the variable speed limit control point further adjusts the speed limit value downwards, and the internet information release control point releases warning information.
When the downstream ramp signal control point adopts a ramp traffic signal regulation control scheme, the traffic signal regulation rate R (k) at the k time point at the ramp entrance is calculated according to a demand-traffic capacity control model, see formula 1,
Vcapis downstream traffic capacity, VinIs the upstream traffic flow, OoutIs downstream occupancy, OcrIs the downstream critical occupancy, QoutQueue length, Q, for downstreaminFor upstream queue length, RminAnd M is a preset downstream queuing length threshold value.
The traffic monitoring points comprise road section monitoring points and intersection monitoring points according to the types of the entity objects of the monitored road network; the traffic monitoring point is provided with system detection equipment to acquire detection data, and the system detection equipment comprises physical detection equipment of a traffic signal control system or a traffic flow detection system and an Internet platform road section logic data detector; the physical detection equipment comprises a video detector, a microwave detector, coil detection equipment and geomagnetic detection equipment.
And obtaining the traffic state obtained by the physical detection equipment based on the traffic monitoring point upstream traffic demand, ramp traffic demand, downstream traffic capacity, upstream queuing length and downstream queuing length.
And obtaining the traffic state obtained by the internet platform road section logic data detector based on the start-stop coordinates of the cross section center line of the monitored road section.
And verifying the traffic state acquired by the physical detection equipment by using the traffic state acquired by the internet platform road section logic data detector to obtain the traffic state of the frequently congested point section.
The invention also comprises a multi-mode cooperative control system facing the expressway frequently-occurring congestion point segment, which comprises an expressway management and control system, an association subsystem and outfield equipment, and is characterized in that: the expressway management and control system acquires the traffic state of the frequently-occurring congestion point section transmitted by the outfield equipment through the associated subsystem; the expressway management and control system controls the outfield device through the association subsystem to cooperatively execute the control scheme of each traffic control point according to the traffic state, so that the multimode cooperative control method facing the expressway frequent congestion point segment is realized.
It is further characterized in that:
the expressway management and control system comprises an expressway control function module, a system data storage module and a subsystem interaction module; the subsystem interaction module performs data interaction with the associated subsystem through a standardized communication interface protocol; the express way control function module calls functions of the associated subsystem through an internal interface of the subsystem interaction module;
the correlation subsystem controls the external field equipment through the original network, control architecture and own communication protocol;
the association subsystem is provided with a standardized interface protocol for communicating with the express way management and control system, and is also provided with the original network, control architecture and own communication protocol of each off-site device for managing and controlling the off-site device;
the multi-mode cooperative control system for the express way normally-occurring congestion point segment is constructed through big data and comprises HDFS, HBASE, Kafka, MapReduce and Redis big data components.
Compared with the prior art, the method and the system have the technical effects that:
1. according to different traffic states, control means such as signals, speed limitation and induction are flexibly applied, a frequently-congested point segment upstream and downstream cooperative control mode is adopted, and then corresponding express way management and control targets are achieved through cooperative control among traffic control points in different control modes and different spatial positions, and traffic flow regulation capacity and regulation and control effects are improved.
2. The traffic state of the frequently congested point segment is judged based on multi-source traffic data fusion and verification, so that data loss and judgment errors caused by abnormal failure of single-point equipment are avoided, and the accuracy and reliability of traffic state monitoring are improved; the method supports the use of quantifiable traffic volume indexes based on a demand-capacity model, obtains the traffic state based on congestion degree and queuing length change trend using state indexes, obtains the traffic state based on subsystem analysis fusion or detector measured data, does not depend on complex mathematical model calculation, and has good adaptability and reliability.
3. The system design is constructed on the basis of the existing traffic management subsystem which is widely deployed and mature in various places, the field facility equipment of the existing subsystem is not required to be upgraded and reformed, only a small amount of detection or control equipment is required to be added to the frequently congested point section, the existing system and equipment resources can be fully utilized, the implementation workload is small, the practicability is high, and a high-cost-performance solution is provided for relieving or solving the congestion of the expressway.
Drawings
FIG. 1 is a diagram of the logical architecture of an expressway traffic control system according to the present invention;
FIG. 2 is a flow chart of the main control of expressway traffic congestion according to the present invention;
FIG. 3 is a schematic diagram of an object hierarchy of the expressway control domain of the present invention;
FIG. 4 is a schematic diagram of traffic monitoring point classification and data source according to the present invention;
FIG. 5 is a schematic diagram of the relationship between a traffic monitoring point and a system virtual detection device according to the present invention;
FIG. 6 is a schematic diagram illustrating a relationship between a system virtual detection device and an actual physical device according to the present invention
FIG. 7 is a traffic control point classification of the present invention;
fig. 8 is a frequent congestion point scene at the intersection of an entrance ramp and a main line of the expressway control system of the present invention;
FIG. 9 is a diagram of the application and technical architecture of the expressway control system of the present invention.
Detailed Description
The logical architecture of the express way traffic control system is shown in figure 1, and the logical architecture of the express way traffic control system is respectively an express way control system, an association subsystem and an external field device from top to bottom; the system is an upper application system constructed on each traffic control subsystem, does not directly participate in the management and control of the external field road side equipment, and indirectly realizes the control of the external field equipment through information interaction with each subsystem. The expressway management and control system comprises an expressway control function module, a system data storage module and an interaction module of a subsystem, and realizes core functions of data analysis, data storage, control logic execution, subsystem interaction and the like; the subsystem interaction module designs a standardized communication interface protocol downwards based on the data and control requirements of the expressway management and control system on each type of subsystem, and realizes data interaction with a lower-layer subsystem production example; an internal public interface is provided upwards, and an upper layer express way control function module is supported to call the functions of the subsystem; the associated subsystem is used as a support system of the expressway traffic control system, a standardized interface protocol corresponding to the subsystem is realized upwards, and the functional application of an upper expressway control system is supported; the original network, control architecture and own communication protocol of each system can be kept downwards, and the external field road side equipment is managed and controlled without upgrading and reconstructing; the outfield equipment comprises physical execution equipment for acquiring traffic data and executing traffic control in expressway control, and can be kept in an original state without upgrading and reconstructing.
The expressway management and control system acquires the traffic state of the frequently-occurring congestion point section transmitted by the outfield equipment through the associated subsystem; the expressway management and control system cooperatively executes a control scheme of each traffic control point by controlling external field equipment through the association subsystem according to the traffic state, and specifically realizes the cooperative control method as follows: firstly, screening a frequently-occurring congestion point section of an expressway by an expressway management and control system based on historical road network traffic data; aiming at frequently-occurring congestion point sections of the expressway, respectively erecting outfield equipment such as traffic detectors (videos or microwaves) and the like on the upstream and downstream and the entrance/exit ramps of the main line congestion section according to needs, monitoring real-time traffic data such as average speed, queue, head time distance, occupancy and the like of the congestion section by the outfield equipment, uploading the real-time traffic data to the expressway management and control system by the outfield equipment through a correlation subsystem, and judging the traffic congestion degree by the expressway management and control system by using the real-time traffic data; according to the severity of traffic jam, the system is divided into 1 to N response levels from low to high, and the expressway management and control system adopts corresponding emergency response management for different response levels: aiming at objects such as entrance/exit ramps, main line lanes, exit ramp associated ground intersections, main line upstream vehicle speed and main line arrival vehicles, the control modes such as ramp traffic signal regulation, main line and ramp lane alternate release control, main line segmented speed limit control, near-end induced screen information induction, internet navigation far-end induced diversion control and the like are combined and used by controlling each outfield device through each associated subsystem, and the control methods such as congestion segment upstream entrance ramp and exit ramp associated ground intersections cooperative control and the like are used for carrying out the relief control of the congestion segment of the express way.
The main control flow is shown in figure 2, and the expressway management and control system judges the severity of traffic jam according to monitored traffic data; according to the influence range and the severity of vehicle queuing on the road caused by road traffic jam, the emergency response is divided into first-level, second-level, third-level and fourth-level emergency response levels from high to low; the condition that the vehicle queue seriously influences the passing of more than three adjacent roads is first-level response; the vehicle queue is caused to be a secondary response related to the passing of two adjacent roads; the vehicle queue is caused to influence the passing of an adjacent road to be three-level response; the vehicle queuing influences the four-stage response of the road communication behavior; the road traffic does not cause vehicle queuing and does not carry out emergency response management; after confirming the traffic control response level, the expressway management and control system should immediately start the control plan of the corresponding level: first-level response requires closed road traffic management measures; and responding below the second level, implementing near-end control and far-end shunting, organizing the traffic of the adjacent roads of the vehicle detour, and issuing the information of the vehicle detour traffic, road conditions and the like.
The specific settings of the system are as follows: firstly, abstracting control objects with different levels and types according to control requirements; designing an upper layer as an express way control domain, wherein the upper layer comprises control objects such as a traffic monitoring point set, a traffic control scheme set (shown in figure 3) and the like; the expressway control domain is used as a logic object for defining an expressway control range and comprises a traffic monitoring point and traffic control point set of the expressway and a traffic control scheme set corresponding to specific control points in different traffic states.
The traffic monitoring point sets are used for monitoring the traffic states of frequently jammed point sections, the traffic monitoring point set of each express way control domain can be provided with 1 to a plurality of specific traffic monitoring points according to needs, the traffic monitoring points (see fig. 4) can be divided into road section monitoring points (such as an express way main line, an entrance ramp) and intersection monitoring points (such as ground intersections associated with exit ramps) according to the types of monitored roads, and the traffic state data of the traffic monitoring points can be divided into data sources from a traffic signal control system, a traffic flow detection system, an internet platform (a high-grade map, a Baidu map, a drip … …) and the like.
The single traffic monitoring point can be provided with 1 or more system virtual detection devices to detect traffic data and judge the traffic jam state; taking a certain section of a main line of an express way as an example (see fig. 5), setting the section of the main line-road as a traffic monitoring point 1, and configuring 2 system virtual detection devices for the traffic monitoring point 1, wherein the system virtual detection device 1 is defined as a logic video or microwave detector of a signal control system (or a traffic flow detection system), the system virtual detection device 2 is an internet platform section logic data detector defined by starting and stopping longitude and latitude coordinates of a section center line of the monitored section, and the final traffic state of the monitoring point can be obtained by fusing the detection data of the 2 system virtual detection devices; the fusion refers to that the traffic state acquired by the physical detection device is verified by using the traffic state acquired by the internet platform road section logic data detector to obtain the final traffic state of the traffic monitoring point, so that the accuracy and the reliability of the traffic monitoring data are improved.
The system virtual detection device can be formed by actually configuring 1 or more physical detection devices in a signal control system (or a traffic flow detection system) according to different factors such as the number of detected lanes of the section of the monitored road section or the length of the detected road section; as shown in fig. 6, in this example, the system virtual detection device 1 is actually composed of 2 physical detectors in the traffic signal control system, the physical detector 1 is responsible for detecting the traffic state of the upstream near-end road segment, the physical detector 2 is responsible for detecting the traffic state of the upstream far-end road segment, and the data of the 2 physical detectors are fused to obtain the detection result of the system virtual detection device 1.
The traffic control point set abstracts and collects control equipment objects which need to be cooperatively controlled in the control range of the expressway control domain, and is mainly used for carrying out untwining control when the traffic state of the frequently congested point section is monitored to be changed; the traffic control point set of a single express way control domain can be provided with 1 to a plurality of specific traffic control points according to requirements; the traffic control point can be classified into 5 categories, i.e., traffic signal control, ramp signal control, variable speed limit control, guidance screen information distribution, and internet information distribution, according to the type of the control device and the control mode, as shown in fig. 7, the deployment positions of the traffic signal control point include the following 3 types:
1) the system is deployed on an entrance ramp, is positioned in front of a junction point of a ramp and a main line, and is used for adjusting the ramp clearance rate and allowing vehicles to drive into an express way through the entrance ramp at time intervals;
2) the main line and the ramp are deployed in front of a confluence point of the main line and the ramp and used for controlling the main line and the ramp to alternately pass signals;
3) the system is deployed at a ground intersection associated with an exit ramp and used for coordinating and controlling traffic signals of the intersection when being matched with the regulation and control of an express way.
The ramp signal control point is generally arranged at the driving-in position of an entrance ramp and used for opening or closing a traffic signal of the ramp; the variable speed limit control point is generally deployed at the upstream position of a main line frequent congestion point section and used for adjusting the speed limit value of the motor vehicle in the section, and multi-stage speed limit can be continuously deployed according to control requirements, namely the speed limit value is reduced at a certain distance in the process of gradually approaching the congestion point section; the inducing screen control point is generally arranged on an upstream main flow path road section of an entrance ramp of the express way, is used for issuing information to prompt a driver to detour and avoid when the flow of the entrance ramp is adjusted or closed, and can also be arranged at an upstream position of a rapid exit ramp, and is used for issuing congestion information of the express way to prompt the driver to drive out of the express way in advance to avoid front congestion; the internet information issuing control point is an abstract object, is equivalent to defining an internet information guidance issuing channel, is used for performing large-range and personalized traffic guidance in cooperation with other control means in cooperative control, reminds a driver needing to pass through a congestion point section of an express way to adjust route planning in advance, and avoids guiding to the congestion road section, and issues information to an internet platform (a Gaode map, a Baidu map and a drip … …) through the express way control system, and the platform executes corresponding processing.
The traffic control scheme set appoints a group of traffic states which describe the gradual evolution of the congestion level or degree of the expressway control domain from slight to severe and a corresponding control scheme under each level of traffic state; the traffic state of the expressway control domain is obtained by fusing and processing detection data of one or more traffic monitoring points, wherein the detection data comprises average vehicle speed, flow rate, congestion slow-moving or queuing length, headway time, saturation and the like; the traffic control scheme defines a control scheme of each traffic control point in the expressway control domain in a corresponding traffic state; different schemes are adopted by different types of control points, and the schemes comprise a signal timing scheme of a traffic signal control point, a ramp opening/closing control scheme of a ramp signal control point, a speed limit scheme of a variable speed limit control point, an induced information release scheme of an induced screen control point and an induced release scheme of an internet information release control point.
Referring to fig. 8, based on historical road network traffic data, a frequently congested point segment of an expressway is screened out; in a junction area of a main line of the express way and an entrance ramp, mutual interference is generated due to the convergence of vehicles to form a traffic bottleneck, which is a typical frequent congestion point section of the express way; aiming at the scene, 3 traffic monitoring points are set, wherein the monitoring points 1 are responsible for the traffic state of the upstream road section of the frequent congestion point, the monitoring points 2 are responsible for detecting the traffic state of the intersection area and the downstream road section, and the monitoring points 3 are responsible for monitoring the traffic state of the entrance ramp; setting 8 traffic control points, including 4 signal control points (i, ii, c), wherein the signal control points of the down stream ramp are traffic signal control points of a down stream main line, and the signal control points of the flow related up stream entry ramp are obtained according to traffic flow analysis; 2 fixed position induction screen control points (c, c), 1 upstream variable speed limit control point (c), 1 internet information issuing control point (r); generally, the following different traffic states are divided, and corresponding management and control schemes are designed according to a processing principle that the traffic states are firstly near-end and then far-end, and are firstly adjusted and then closed:
1) the unblocked state: when the sum of the upstream traffic demand and the ramp traffic demand is smaller than the downstream traffic capacity and the upstream and the downstream of the congestion point are smooth without queuing, the traffic state is a smooth state; at the moment, emergency response management is not executed, all traffic signal control points adopt a light-off or evergreen control scheme, the content of the control scheme of the control point is induced to be empty, the variable speed limit control point keeps the highest speed limit value of the road section, and the content of the control scheme of the internet information issuing control point is empty. The control scheme is null.
2) And (4) merging into a slow-moving state: when the sum of the upstream traffic demand and the ramp traffic demand is less than or equal to the downstream traffic capacity, the upstream and downstream speeds are lower than the designated speed, and no queue exists, the traffic state is a converged slow-moving state; at the moment, first-level emergency response management is executed, the upstream ramp signal control points (sixth) and (seventh) adopt a light-off or normally green control scheme, the downstream ramp signal control point (sixth) and the downstream main line traffic signal control point (sixth) adopt an alternate traffic signal control scheme, and the outer side lane of the main line and ramp vehicles are controlled to safely and efficiently converge; the upstream inducing screen control point fourth issues information of 'forward XX lane alternate traffic control and attention to vehicle speed', and the ramp inducing screen control point third issues information of 'ramp signal control and attention to traffic signals'; the upstream variable speed limit control point keeps the highest speed limit value of the road section, and the content of the control scheme of the internet information issuing control point is empty.
3) And (3) traffic jam and slow running: when the sum of the upstream traffic demand and the ramp traffic demand is more than or equal to the downstream traffic capacity or the downstream queuing length QoutWhen the downstream queuing length reaches M, the downstream is indicated to be congested, and when no queuing exists at the upstream, the traffic state is congested and slow running; at the moment, secondary emergency response management is executed, an upstream ramp signal control point (C) and a downstream ramp signal control point (C) adopt a light-off or normally green control scheme, a downstream ramp signal control point (C) adopts a ramp traffic signal regulation control scheme, the traffic signal regulation rate R (k) of an entry ramp k time point is calculated according to a demand-traffic capacity control model (see formula 1), and a downstream main line traffic signal control point (C) coordinates a downstream main line traffic signal to carry out alternate traffic control according to the release condition of the downstream ramp signal control point (C)(ii) a The upstream inducing screen control point fourth issues information of 'forward XX lane alternate traffic control and attention to vehicle speed', and the ramp inducing screen control point third issues information of 'ramp signal control and attention to traffic signals'; the upstream variable speed limit control point keeps the highest speed limit value of the road section, and the content of the control scheme of the internet information issuing control point is empty;
Vcapdownstream traffic capacity, VinUpstream traffic flow, OoutDownstream occupancy, OcrDownstream critical occupancy, QoutDownstream queuing length, QinUpstream queuing length, RminMinimum turn-around rate of the on-ramp.
4) General congestion: when queuing (Q) occurs upstream and downstreamin>N，Qout>M), the traffic state is general congestion, and N is a preset upstream queuing length threshold (when the upstream queuing length reaches N, the upstream congestion is represented); at the moment, three-level emergency response management is executed, a downstream main line traffic signal control point II and an upstream ramp signal control point II adopt a light-off or normally-green control scheme, and the downstream ramp signal control point I is closed; the upstream guidance screen control point fourth issues information that the user is congested in the front and please exit at the XX outlet, and the ramp guidance screen control point third issues information that the ramp is closed and the user please detour at the XX outlet; the upstream variable speed limit control point adjusts the speed limit value downwards to start grading speed limit; the internet information issuing control point issues information "XX fast way XX entrance ramp is closed, please … …".
5) Severe congestion: when queuing (Q) occurs upstream and downstreamin>Maximum upstream queuing monitor, Qout>The maximum monitoring value of downstream queuing), and when the duration is more than or equal to P, the traffic state is seriously congested; at the moment, four-stage emergency response management is executed, a downstream ramp signal control point is closed, a downstream main line traffic signal control point adopts a light-off or normally-green control scheme, an upstream ramp signal control point begins small-step-distance dynamic interception control according to a flow ratio analyzed by a summary source, and an upstream ramp signal control point adjusts an upstream rampControlling the inflow rate of the point ramp by a ramp signal control point; a ramp guidance screen control point III issues information that the ramp is closed and the ramp is required to detour at XX, and an upstream guidance screen control point IV issues information that the front is seriously congested and the ramp is required to run out at XX; the variable speed limit control point further adjusts the speed limit value downwards, and reduces the vehicle arrival rate at the congestion point section; an internet information issuing control point issues information that the XX position of the XX express way is seriously congested, an XX entrance ramp is closed, please … …'; the source analysis here refers to tracing back the upstream ramp entrance from which the vehicles of the congestion point segment come, and obtaining the traffic flow ratio flowing in at each upstream ramp entrance.
The traffic engineer can design a control plan for the expressway congestion point segment according to experience or analysis and study results of the system on the expressway traffic congestion evolution, flexibly apply control modes such as signal, speed limit and induction for different states in the congestion evolution process, and realize corresponding expressway control targets through cooperative control among different control modes and traffic control points at different spatial positions.
The application and technical architecture of the express way traffic control system are shown in figure 9, and the whole system is constructed based on a big data platform technology and comprises big data components such as HDFS, HBASE, Kafka, MapReduce and Redis; the system is divided into an application layer, a public computing/service layer, a data fusion processing layer, a data interaction layer and the like from top to bottom, wherein the application layer is mainly responsible for the logic processing of the specific express way control service; the public computing/service layer is responsible for providing public and reusable services; the data fusion processing layer is used for carrying out multi-source traffic data fusion processing and data storage and access based on a digitalized and computable road network; and the data exchange layer realizes the interaction of the information and the instruction of the system and an external associated subsystem based on a standardized interface.
The design of the system is constructed on the basis of the existing traffic management subsystem which is widely deployed and applied in mature places, the field facility equipment of the existing subsystem is not required to be upgraded and reformed, only the key control requirement of the frequently congested point section is required, a small amount of detection or control equipment is supplemented in the key point section, the existing system and equipment resources can be fully utilized, the implementation workload is small, the practicability is strong, and a high-cost-performance solution is provided for relieving or solving congestion of an expressway.
The system judges the traffic state of the expressway based on multi-source traffic data fusion, avoids data loss caused by abnormal failure of single-point equipment, and improves the accuracy and reliability of traffic state monitoring; the method supports the use of a quantifiable traffic index based on a demand-capacity model, and uses a state index to calibrate the traffic state based on the congestion degree and the change trend of the queuing length, so that the actual condition of index failure before and after congestion can be matched; the system traffic state index is obtained based on subsystem analysis fusion or detector actual measurement data, does not depend on complex mathematical model calculation, and has good adaptability and reliability.
The system abstracts subsystem equipment, and uses traffic monitoring points and traffic control point logic objects to shield the heterogeneity and complexity of underlying systems, equipment data and control logic, so that a user is more focused on solving specific problems, and the system is convenient for traffic engineers to understand and use; the system realizes integrated cooperative control among multiple systems, multiple instances, multiple control modes and multiple spatial position traffic control points through interconnection and intercommunication with various subsystems, provides rich and diverse express way control means for users, improves the control range, the control capability and the control effect, and improves the traffic flow regulation capability and the regulation and control effect.
Claims (9)
1. A multi-mode cooperative control method for a frequent congestion point segment of an express way comprises the following steps:
the method comprises the following steps that 1, an expressway management and control system determines frequent congestion point segments of an expressway based on historical traffic data of a road network;
step 2, the expressway management and control system acquires detection data of a main line, an entrance ramp and an exit ramp on the upper and lower reaches of the frequent congestion point section through the traffic monitoring points, and obtains the traffic state of the frequent congestion point section by fusing the detection data;
step 3, finally, the expressway management and control system cooperatively executes a control scheme of each traffic control point according to the traffic state of the frequently-congested point segment;
the method is characterized in that: the step 3 is specifically: the expressway management and control system controls corresponding traffic control points through each associated subsystem to combine and execute a control scheme according to the congestion degree of the frequently congested point section; the control scheme comprises the following steps: ramp signal adjustment, alternative release control of a main line and ramp lanes, main line subsection speed limit control, guidance screen information guidance, internet navigation guidance and traffic signal control of ground intersections related to an entrance ramp and an exit ramp at the upstream of a congestion point section.
2. The multi-mode cooperative control method for the frequent congestion point segment of the expressway as recited in claim 1, wherein: the traffic state comprises a smooth state, a converged crawling state, a congested crawling, a common congestion and a severe congestion; the traffic control points comprise a main line traffic signal control point, a ramp signal control point, a variable speed limit control point, an induction screen information release control point and an internet information release control point;
the step 3 further specifically includes:
and 3-1, setting a corresponding response level according to the traffic state by the expressway management and control system:
when the traffic state is smooth, the emergency response is not executed; when the traffic state is confluent slow traveling, four-level emergency response is carried out; when the traffic state is congestion and slow running, three-level emergency response is performed; when the traffic state is general congestion, performing secondary emergency response; when the traffic state is serious congestion, the emergency response is a first-level emergency response;
3-2, controlling corresponding traffic control points to execute corresponding emergency response management for the express way control systems with different response levels through each associated subsystem, specifically:
emergency response management is not performed: all the main line traffic signal control points and the ramp signal control points adopt a light-off or normally green control scheme, the inducing screen information release control points do not release information, the variable speed limit control points keep the highest speed limit value of the road section, and the internet information release control points do not release information;
and executing four-stage emergency response management: the method comprises the following steps that a light-off or normally-green control scheme is used for an upstream ramp signal control point, an alternate traffic signal control scheme is used for a downstream ramp signal control point and a downstream main line traffic signal control point, an induction screen control point releases warning information, an upstream variable speed-limit control point keeps the highest speed-limit value of a road section, and an internet information release control point does not release information;
and executing three-level emergency response management: the upstream ramp signal control point adopts a light-off or normally-green control scheme, the downstream ramp signal control point adopts a ramp traffic signal regulation control scheme, the downstream main line traffic signal control point coordinates the downstream main line traffic signal to carry out alternate traffic control according to the release condition of the downstream ramp signal control point, the induction screen control point releases warning information, the upstream variable speed-limiting control point keeps the highest speed-limiting value of a road section, and the internet information release control point does not release information;
and executing secondary emergency response management: a downstream main line traffic signal control point and an upstream ramp signal control point adopt a light-off or normally-green control scheme, a downstream ramp signal control point adopts a light-off control scheme, an induction screen control point issues warning information, an upstream variable speed limit control point adjusts a speed limit value downwards to start grading speed limit, and an internet information issuing control point issues warning information;
executing first-level emergency response management: the downstream ramp signal control point adopts a closing control scheme, the downstream main line traffic signal control point adopts a light-off or evergreen control scheme, the upstream ramp signal control point performs dynamic interception control, the guidance screen control point releases warning information, the variable speed limit control point further adjusts the speed limit value downwards, and the internet information release control point releases warning information.
3. The multi-mode cooperative control method for the frequent congestion point segment of the expressway as recited in claim 2, wherein: when the downstream ramp signal control point adopts a ramp traffic signal regulation control scheme, the traffic signal regulation rate R (k) at the k time point at the ramp entrance is calculated according to a demand-traffic capacity control model, see formula 1,
Vcapis downstream traffic capacity, VinIs the upstream traffic flow, OoutIs downstream occupancy, OcrIs the downstream critical occupancy, QoutQueue length, Q, for downstreaminFor upstream queue length, RminAnd M is a preset downstream queuing length threshold value.
4. The multi-mode cooperative control method for the frequent congestion point segment of the expressway as recited in claim 1, wherein: the traffic monitoring points comprise road section monitoring points and intersection monitoring points according to the types of the entity objects of the monitored road network; the traffic monitoring point is provided with system detection equipment to acquire detection data, and the system detection equipment comprises physical detection equipment of a traffic signal control system or a traffic flow detection system and an Internet platform road section logic data detector; the physical detection equipment comprises a video detector, a microwave detector, coil detection equipment and geomagnetic detection equipment.
5. The multi-mode cooperative control method for the frequent congestion point segment of the expressway as recited in claim 4, wherein: and obtaining the traffic state obtained by the physical detection equipment based on the traffic monitoring point upstream traffic demand, ramp traffic demand, downstream traffic capacity, upstream queuing length and downstream queuing length.
6. The multimode cooperative control method for the frequent congestion point segment of the express way as claimed in any one of claims 4 or 5, wherein: and obtaining the traffic state obtained by the internet platform road section logic data detector based on the start-stop coordinates of the cross section center line of the monitored road section.
7. The multi-mode cooperative control method for the frequent congestion point segment of the expressway as recited in claim 6, wherein: and verifying the traffic state acquired by the physical detection equipment by using the traffic state acquired by the internet platform road section logic data detector to obtain the traffic state of the frequently congested point section.
8. A multi-mode cooperative control system for an express way frequent congestion point segment comprises an express way management and control system, an association subsystem and outfield equipment, and is characterized in that: the expressway management and control system acquires the traffic state of the frequently-occurring congestion point section transmitted by the outfield equipment through the associated subsystem; the expressway management and control system controls the outfield device through the association subsystem to cooperatively execute the control scheme of each traffic control point according to the traffic state, so as to realize the multi-mode cooperative control method facing the expressway frequent congestion point segment as recited in any one of claims 1 to 7.
9. The multi-mode cooperative control system for the frequent congestion point segment of the expressway as recited in claim 8, wherein: the expressway management and control system comprises an expressway control function module, a system data storage module and a subsystem interaction module; the subsystem interaction module performs data interaction with the associated subsystem through a standardized communication interface protocol; the express way control function module calls functions of the associated subsystem through an internal interface of the subsystem interaction module;
the association subsystem is provided with a standardized interface protocol for communicating with the express way management and control system, and is also provided with the original network, control architecture and own communication protocol of each off-site device for managing and controlling the off-site device;
the external field equipment comprises physical execution equipment for acquiring traffic data and executing traffic control.
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