CN112562318A - Speed cooperative control method for severe weather frequent expressway speed limit area - Google Patents
Speed cooperative control method for severe weather frequent expressway speed limit area Download PDFInfo
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Abstract
The invention relates to a speed cooperative control method for a severe weather frequent expressway speed limit area, which comprises the following steps: determining a variable speed limit starting threshold based on traffic meteorological observation data; determining a preliminary speed limit scheme of a multi-speed limit area based on constraint conditions; determining a variable speed limit cooperative control scheme based on traffic jam or bottleneck road section influence; and determining that the traffic control scheme under the traffic condition is not available. The invention improves the traffic safety and traffic efficiency of the highway under severe weather conditions, reduces accident risks and the like through the cooperative control of speed, thereby reducing the operation cost, fully bringing the importance and application value of traffic weather monitoring data in highway traffic management, and further promoting the construction and development of traffic weather monitoring.
Description
Technical Field
The invention relates to the field of intelligent traffic control, in particular to a speed cooperative control method for a speed limit area of a highway frequently suffering from severe weather.
Background
Severe weather conditions such as rainstorms, fog, strong winds, ice and snow, etc., can have a large impact on the operation of highways. Under the influence of severe weather, the visibility of the environment is reduced, the friction coefficient of the road surface is reduced, and the like, so that the driving conditions of the highway are deteriorated. The static speed limit sign can not meet the requirements of speed control and traffic management in severe weather, and can carry out variable speed limit control on the expressway according to real-time weather, traffic environment and the like.
At present, relevant researches are carried out on technologies such as real-time speed control or variable speed limit of an expressway, and the technologies comprise a variable speed limit control method and a variable speed limit control system under the conditions of different weather conditions, road conditions, traffic conditions, maintenance operation areas and the like.
In the existing variable speed limiting technology and method, the influence of various traffic meteorological elements, traffic flow influence and the like on a real-time speed control scheme is not considered. At the same time, the influence of the speed-limited zone on the variable speed limit is not considered. In some variable speed-limiting controls for ice, snow, fog and the like, the position of the variable speed-limiting control is placed at the position where a traffic weather monitoring station is located, namely, the position where ice or fog is easy to occur, the influence of the position of a speed-limiting area on speed limitation is not considered, severe weather influence road sections, linear difficult road sections, tunnel road sections and the like possibly exist in one speed-limiting area at the same time, and a plurality of characteristic road sections are compared according to the characteristics of the whole speed-limiting area to select the maximum allowable speed which is suitable for the characteristics of roads, weather and the like of the whole speed-limiting area to be used as the basis for making the variable speed-limiting value of the.
In addition, when the vehicle encounters severe weather or traffic events requiring traffic control, the existing variable speed limiting technology does not develop detailed countermeasures.
Disclosure of Invention
In order to solve the problems, the invention provides a speed cooperative control method of a highway speed-limiting area frequently suffering from severe weather by combining the characteristics of large change of highway road conditions in mountainous areas, sporadic and local weather environments and the like, and the speed control technology and traffic management capacity of the highway in severe weather are improved by adopting a variable speed-limiting technology. And provides traffic control methods such as forbidding, guidance and the like aiming at the condition that the traffic conditions are not met.
The technical scheme of the invention is as follows:
a speed cooperative control method for a severe weather multi-expressway speed limit area comprises the following steps:
step (1) determining a variable speed limit starting threshold value based on traffic meteorological observation data
Determining a variable speed limit starting threshold based on traffic meteorological observation data, wherein the traffic meteorological observation data comprise visibility, rainfall intensity, road surface state, road surface temperature, water film thickness and wind speed and direction, and are used as the starting threshold of variable speed limit control, and the starting condition is that one or more data fall into a value range; and obtaining the maximum allowable speed V of the severe weather influence road section according to the real-time traffic meteorological observation dataMax(i，t)；
Step (2) determining constraint conditions of speed cooperative control of multiple speed-limit areas
Adjusting the initial cooperative control scheme of the speed limit values of other speed limit areas according to the four constraint conditions;
constraint 1: and (3) the limited speed value of the limited speed zone is not greater than the maximum allowable speed in the step (2):
Vlim0(k，t)≤min(VMax(i1，t)，VMax(i2，t)...)；
constraint 2: the difference between the speed limit values of the adjacent speed limit areas is not more than 20 km/h:
|lim(k，t)-Vlim(k+1，t)|≤20km/h；
constraint 3: the speed limit value increase of adjacent control periods in the same speed limit area is not more than 20 km/h:
Vlim(k，t+T)-Vlim(k，t)≤20km/h；
constraint 4: speed limit with same speed limit valueSegment satisfactionLength requirement of minimum speed limit area:
Lt+1(Vlim, continuous(t)＝V*)≥Lmin(V*)；
Wherein Vlim0(k，t) The speed limit initial value of the speed limit area k at the time t; vMax(i1, t) is the maximum allowable speed at time t for the i1 road segment, i1, i2... is the road segment in the k speed limit zone; t is a control period duration, Lmin(V*) Is a V*Length requirement of time minimum speed limit zone, Lt+1(Vlim, continuous(t)＝V*) For the initial value of the speed limit equal to V*The length of the speed limit segment,
the sum of the lengths of the continuous speed-limiting areas with the same speed-limiting value is obtained;
step (3), variable speed limit cooperative control based on traffic jam or bottleneck road section influence
Judging whether a bottleneck road section caused by traffic jam or other events exists in the expressway, and if not, adopting the initial cooperative control scheme of each speed limit area in the step (2) as the current cooperative control scheme; if a traffic bottleneck exists and the traffic volume is large, solving an optimal solution of cooperative control by using a cellular transmission model to predict the maximum total driving range in time as an objective function; updating the speed limit value of the speed limit area in the current control period according to the optimal solution; when the next period starts, correcting the input parameters according to the measured data to obtain the optimal solution of the cooperative control of the next period;
further, the value range of the traffic meteorological observation data applicable to the variable speed limit control is as follows:
TABLE 1 recommendation of application range of variable speed limit technology
Further, in the step (2), for the local section, t is the time when severe weather happens
Step 2.1, when severe weather occurs at the moment t, the maximum allowable speed of the affected road section is reduced, the speed limit value of the speed limit area where the severe weather affected road section is located is adjusted according to the maximum allowable speed, and the speed limit value is an integral multiple of 10km/h, and the method specifically comprises the following steps:
wherein limV(k，t) The initial speed limit value of the speed limit area k at the time t, i1, i2.. is a road section in the speed limit area k; vMax(i1, t) is the maximum allowable speed of the i1 th road segment in the speed limit zone at the time t:
step 2.2, the road section k with the lowest speed limit value at the t-th moment*：
k*＝find[Vlim(1：n，t)＝min(Vlim(1：n，t))]；
Wherein k is*The number V of the speed limit zone with the minimum initial value of the speed limitlim(1: n, t) is the initial value of speed limit in the 1 st to n-th speed limit areas at the time t;
step 2.3, with k*The speed limiting area is taken as a reference and is respectively arranged upstream,The speed limit difference of the adjacent speed limit areas at the downstream is checked, and the speed limit value of the road section with higher speed limit is adjusted under the condition that the speed limit difference of the adjacent speed limit areas exceeds 20 km/h;
step 2.4, checking whether the length of the speed-limiting area meets the length requirement of the minimum speed-limiting area or not according to the speed-limiting value of each speed-limiting area and the length of the speed-limiting area; when the length requirement of the minimum speed-limiting area is not met, the speed-limiting value of the corresponding road section is reduced by 10km/h, and then whether the length of the continuous speed-limiting area after speed-limiting reduction meets the requirement is carried out until the length of the speed-limiting area meets the minimum length, and a solving model is as follows:
when L ist+1(Vlim, continuous(t)＝V*)≥Lmin(V*) When the temperature of the water is higher than the set temperature,
V′lim(k，t)＝Vlim(k，t)；
when L ist+1(Vlim, continuous(t)＝V*)＜Lmin(V*) When the temperature of the water is higher than the set temperature,
V′lim(k，t)＝Vlim(k，t)-10km/h；
wherein L ismin(V*) Is a V*Length requirement of time minimum speed limit zone, Lt+1(Vlim, continuous(t)＝V*) The initial speed limit is equal to V*The length of the speed limit section is the sum of the lengths of the continuous speed limit zones with the same speed limit value, V'lim(k, t) is the speed limit value of the kth speed limit area at the time t, VlimAnd (k, t) is the initial speed limit value of the kth speed limit zone at the time t.
Further, in the step (2), when the bad weather is improved or dissipatedt+mT
Step 2.1, when severe weather turns good or dissipates, the maximum allowable speed of the speed-limiting area where the severe weather influence road section is located is increased;
step 2.2, checking whether the speed limit value increase of the adjacent control period exceeds 20km/h, if the increase amplitude exceeds the requirement of the constraint condition, adjusting the speed limit value, and solving the method as follows:
when V islim(k，t+mT)-VlimWhen (k, T + m (T-1)) < 20 km/h:
V′lim(k，t+mT)＝Vlim(k，t+mT)；
when V islim(k，t+mT)-Vlim(k, T + m (T-1)) > 20 km/h:
V′lim(k，t+mT)＝Vlim(k，t+m(T-1))+20km/h；
where T is the duration of one control cycle,t+mTfor bad weather, at the moment of turning well or dissipating, Vlim(i, t + mT) is an initial speed limit value V 'of the kth speed limit zone at the time t'lim(k, t + mT) is the speed limit value of the kth speed limit area at the time t;
step 2.3, checking whether the speed limit difference of adjacent road sections and the length of a speed limit area meet the requirements or not;
and 2.4, gradually recovering the speed limit value under the normal condition according to the requirement that the speed limit value increase value of the adjacent control period does not exceed 20 km/h.
Further, in the step (2), when V is*L is less than or equal to 100Km/hmin(V*) Is 2km when V*When the speed is more than 100km/h, Lmin(V*) Was 10 km.
Further, in the step (3), the following steps are specifically performed:
step 3.1, representing the total driving mileage based on the CTM cellular transmission model
Dividing roads into M by combining distribution characteristics of roads and weatherAnThe cellular obtains the vehicle density rho at the initial moment according to the traffic flow monitoring data of the initial moment and the traffic flow monitoring section1(1) And the average velocity vmean(1, 1) according to the speed limit value V 'of the speed limit area obtained in the current time step (3)'lim(k, t) and the number of vehicles in the cell predicted at the previous time and the vehicles entering and leaving the cellNumber obtainingThe solving method of the number of vehicles in the current cell is as follows:
ρj(t)＝ρj(t-1)+qj-1(t-1)-qj(t-1)；
qj(t)＝min[Sj-1(t)，Rj(t)]；
Sj(t)＝S(V′lim(k(j)，t)，ρj(t-1)，ρj+1(t-1)，visibj(t)，precipj(t)，surfstatej(t))；
Rj(t)＝R(V′lim(k(j)，t)，ρj-1(t-1)，ρj(t-1)，visibj(t)，precipj(t)，surfstatej(t))；
where ρ isj(t) is the vehicle density in cell j at time t, qj(t) is the traffic flow of the tail end section of the cellular j at the time t; sj(t) cell j sends traffic at time t, Rj(t) is the traffic volume received by the cell j at time t, S (-) is the traffic volume sending function, R (-) is the traffic volume receiving function, visibj(t) visibility at cell j at time t, precipj(t) the type and intensity of precipitation at cell j at time t, surfstarj(t) is the road surface state at the cell j at the time t;
determining the average speed in the cells by using the basic relation of traffic flow and weather factors according to the vehicle density;
vmean(j，t)＝v(V′lim(k(j)，t)，ρj(t)，visibj(t)，precipj(t)，surfstatej(t))；
wherein v ismean(j, t) is the average vehicle speed in the cell j at the time t, V (-) is the average vehicle speed determining function, V'lim(k (j), t) is the current elementCell siteThe speed limit value rho of the speed limit area k at the time tj(t) vehicle density in cell j at time t;
obtaining the next moment through a cellular transmission modelEach unit cellInner vehicle density ρ (j +1, t) and average speed vmean(j +1, t), calculating in sequence along with time sequence to obtain the total line under the speed-limiting schemeDriving vehicleMileage:
in the formula: m is the total number of cells, NpFor the model controlling the number of time steps within the period T, i.e. T ═ Δ TNpΔ T is the time in each step, ρj(k) At j cell for time kVehicle density, vmean(j, t) is the average speed of the vehicle in the cell at time j;
step 3.2, optimal solution solving method
Solving by selecting a particle swarm optimization algorithm:
by adjusting the speed limit value V 'of the upstream speed limit area of the bottleneck road section'lim(k, j) t), obtaining the speed limit value of each speed limit area under the optimal solution of the objective function by utilizing a particle swarm optimization algorithm:
wherein
And the TTD is the total travel time of the objective function.
Further, in the case of extreme weather or a major traffic event, there is a section V of the roadmax(i, t) when the speed limit value is less than 20km/h, judging that the road does not have a traffic condition currently, setting the speed limit values of all speed limit areas between two interchange overpasses adjacent to the i road section to be 0km/h, displaying a variable speed limit sign as a red cross to indicate that the road cannot be traveled or not displaying content, setting the speed of the nearest road section at the upstream of the interchange to be 20km/h, and displaying a prompt message of 'driving away from the high speed from the front interchange/service area' by a variable information board at the front of a shunting end of the interchange overpass; vehicles on the section where the vehicles cannot pass are driven away from the high speed by passing with the band, or driven into a closer service area or parking area to stop, and then enter the highway to drive after the passing condition is recovered.
Compared with the prior art, the invention has the following beneficial effects:
the invention utilizes real-time monitoring data of traffic weather, traffic flow and the like to realize a speed limiting scheme suitable for severe weather environment and stop blindness of speed limiting, thereby guaranteeing life and property safety of people as much as possible, and the comprehensive benefits of the invention are embodied in the following aspects:
(1) improve the traffic safety and traffic efficiency of the highway under severe weather conditions
Under severe weather conditions, the traffic accidents such as rear-end collision, vehicle rushing out of a traffic lane, large truck rollover and the like caused by too high vehicle speed are frequent. The invention can provide technical guidance for the speed cooperative control of the expressway speed limit area in severe weather, provide automatic technical guidance and decision support for the speed management, traffic control and the like of the expressway in mountainous areas in severe weather, and improve the expressway traffic efficiency in severe weather as much as possible under the condition of ensuring a certain safety level.
(2) By the automatic control of variable speed limit, the accident risk is reduced, and the like, thereby reducing the operation cost
The traffic safety risk of the highway is increased under the influence of severe weather, and particularly on holidays of some major festivals, the highway is influenced by severe weather, the traffic volume is increased rapidly, and great challenges are brought to the operation safety and the traffic efficiency of the highway under the condition that the traffic congestion is increased in severe weather and the traffic travel. The invention can assist the highway management department to carry out speed management on the highway in severe weather, saves labor and time cost, and reduces the risk of accidents to a certain extent, thereby reducing the operation cost caused by accident treatment of management departments, road administration, traffic police and the like, road damage and the like.
(3) The importance and the application value of the traffic meteorological monitoring data in the highway traffic management are fully improved, and the construction and the development of the traffic meteorological monitoring are further promoted
The invention is embodied by combining the application values of traffic meteorological data with highway management operation and the like, can fully play the role of the traffic meteorological monitoring data, and is an important field of application of highway traffic meteorological monitoring in the aspect of highway management. The invention further proves the necessity of the construction and development of the traffic weather monitoring station, and can play a role in promoting the construction and development of traffic weather monitoring.
Drawings
FIG. 1 is a flow chart of a method of the present invention;
FIG. 2 is a flow chart of the present invention for traffic control in extreme inclement weather;
FIG. 3 is a flow chart of the present invention for traffic control during an accident/event;
FIG. 4 is a speed limiting scheme of each speed limiting area before severe weather occurs in the control case of the invention;
FIG. 5 is a speed limiting scheme of each speed limiting zone when the control case of the invention occurs in severe weather;
FIG. 6 is a speed limiting scheme of each speed limiting area when the weather is good according to the control case of the invention;
fig. 7 is a scheme for recovering speed limit in each speed limit area after weather is changed well by the control case of the invention.
Detailed Description
The technical solutions in the embodiments will be described clearly and completely with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the examples without making any creative effort, shall fall within the protection scope of the present invention.
Unless otherwise defined, technical or scientific terms used in the embodiments of the present application should have the ordinary meaning as understood by those having ordinary skill in the art. The use of "first," "second," and similar terms in the present embodiments does not denote any order, quantity, or importance, but rather the terms are used to distinguish one element from another. The word "comprising" or "comprises", and the like, means that the element or item listed before the word covers the element or item listed after the word and its equivalents, but does not exclude other elements or items. "mounted," "connected," and "coupled" are to be construed broadly and may, for example, be fixedly coupled, detachably coupled, or integrally coupled; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. "Upper," "lower," "left," "right," "lateral," "vertical," and the like are used solely in relation to the orientation of the components in the figures, and these directional terms are relative terms that are used for descriptive and clarity purposes and that can vary accordingly depending on the orientation in which the components in the figures are placed.
As shown in fig. 1, the method for controlling the variable speed limit in the speed limit area of the expressway according to the embodiment is performed as follows: step (1) determining a variable speed limit starting threshold value based on traffic meteorological observation data
The application range of the variable speed limiting technology is provided by taking the traffic meteorological monitoring elements as a judgment basis. The main consideration factors are the value ranges of the traffic meteorological observation elements such as visibility, rainfall intensity, road surface state, road surface temperature, water film thickness, wind speed and wind direction, and the value ranges are used as the starting threshold value of the variable speed limit control, as shown in table 1. And referring to a calculation method of related design indexes related to speed in 'road route design specifications', wherein the indexes are parking sight distance, identification sight distance and circular curve superelevation, and the maximum allowable speed of a severe weather influence road section is obtained according to the conventional mode.
TABLE 1 application Range of Observation elements
Step (2), variable speed limit cooperative control of multiple speed limit areas of the expressway
The variable speed limit cooperative control model of the multi-speed limit area mainly comprises four constraint conditions.
Constraint 1: the limited speed value of the limited speed area is not greater than the maximum allowable speed in the step (2);
Vlim0(k，t)≤min(VMax(i1，t)，VMax(i2，t)...)；
constraint 2: the difference between the speed limit values of the adjacent speed limit areas is not more than 20 km/h;
|Vlim(k，t)-Vlim(k+1，t)|≤20km/h；
constraint 3: the speed limit value of adjacent control periods in the same speed limit area is increased by no more than 20 km/h;
Vlim(k，t+T)-Vlim(k，t)≤20km/h；
constraint 4: speed limit with same speed limit valueSegment satisfactionLength requirement of minimum speed limit area;
Lt+1(Vlim, continuous(t)＝V*)≥Lmin(V*)；
Wherein Vlim0(k，t) The initial value of speed limit of the speed limit area k at the time t, VMax(i1, T) is the maximum allowable speed determined by step (2), i1, i2.min(V*) Is a V*Length requirement of time minimum speed limit zone, Lt+1(Vlim, continuous(t)＝V*) For the initial value of the speed limit equal to V*The length of the speed-limiting section is the length of the continuous speed-limiting zone with the same speed-limiting valueAnd。
when V is*L is less than or equal to 100Km/hmin(V*) Is 2km when V*When the speed is more than 100km/h, Lmin(V*) Was 10 km.
The solving method of the variable speed limit constraint condition under the following conditions is as follows:
2.1 local section of Severe weather occurrence t
The severe weather happens at the moment t, the maximum allowable speed of the road section is reduced, and the severe weather influences the speed limit of the speed limit area where the road section is locatedValue according toThe maximum allowable speed is adjusted, and the speed limit value is an integer of 10km/hMultiple times。
Wherein limV(k，t) The initial speed limit value of the speed limit area k at the time t, i1, i2.. is a road section in the speed limit area k; vMax(i1, t) is the maximum allowable speed of the i1 th road section in the speed limit zone at the time t;
secondly, the road section with the lowest speed limit value at the t +1 th moment;
k*＝find[Vlim(1：n，t)＝min(Vlim(1：n，t))]；
wherein k is*The number V of the speed limit zone with the minimum initial value of the speed limitlim(1: n, t) is the initial value of speed limit in the 1 st to n-th speed limit areas at the time t;
③ with k*The speed limit area is taken as a reference, speed limit difference check is respectively carried out on the adjacent speed limit areas of the upstream and the downstream, and the speed limit value of the road section with higher speed limit is adjusted under the condition that the speed limit difference of the adjacent speed limit areas exceeds 20 km/h;
checking whether the length of the speed limit area meets the length requirement of the minimum speed limit area or not according to the speed limit value of each speed limit area and the length of the speed limit area; when the length requirement of the minimum speed-limiting area is not met, the speed-limiting value of the corresponding road section is reduced by 10km/h, and then whether the length of the continuous speed-limiting area after speed-limiting reduction meets the requirement is carried out until the length of the speed-limiting area meets the minimum length, and a solving model is as follows:
when L ist+1(Vlim, continuous(t)＝V*)≥Lmin(V*) When the temperature of the water is higher than the set temperature,
V′lim(k，t)＝Vlim(k，t)；
when L ist+1(Vlim, continuous(t)＝V*)＜Lmin(V*) When the temperature of the water is higher than the set temperature,
V′lim(k，t)＝Vlim(k，t)-10km/h；
wherein L ismin(V*) Is a V*Length requirement of time minimum speed limit zone, Lt+1(Vlim, continuous(t)＝V*) The initial speed limit is equal to V*The length of the speed limit section is the sum of the lengths of the continuous speed limit zones with the same speed limit value, V'lim(k, t) is the speed limit value of the kth speed limit area at the time t, VlimAnd (k, t) is the initial speed limit value of the kth speed limit zone at the time t.
2.2 when bad weather goes well or dissipatest+mT
When severe weather turns better or dissipates, the maximum allowable speed of the speed-limiting area where the severe weather influences the road section is increased.
Checking whether the speed limit value increase of adjacent control periods exceeds 20km/h, if the increase range exceeds the requirement of the constraint condition, adjusting the speed limit value, and solving the method as follows:
when V islim(k，t+mT)-VlimWhen (k, T + m (T-1)) < 20 km/h:
V′lim(k，t+mT)＝Vlim(k，t+mT)：
when V islim(k，t+mT)-Vlim(k, T + m (T-1)) > 20 km/h:
V′lim(k，t+mT)＝Vlim(k，t+m(T-1))+20km/h；
where T is the duration of a control cycle, T + mT is the time when bad weather goes well or dissipates, Vlim(i, t + mT) is an initial speed limit value V 'of the kth speed limit zone at the time t'lim(k, t + mT) is the speed limit value of the kth speed limit zone at time t.
Checking whether the speed limit difference and the length of the speed limit area of the adjacent road sections meet the requirements or not.
Fourthly, gradually recovering the speed limit value under the normal condition according to the requirement that the speed limit value increment of the adjacent control period does not exceed 20 km/h.
Step (3), variable speed limit cooperative control scheme based on traffic jam or bottleneck road section influence
The target function total driving range is the sum of the product of the average speed of each cell and the number of vehicles. The total driving mileage is the total mileage of the vehicles in the road under the condition of the speed-limiting scheme, which is solved in a prediction time in the future, and the maximum value of the total mileage is obtained by adjusting the speed-limiting value, so that the optimal solution of the speed-limiting scheme is obtained.
When traffic bottlenecks (such as lane closure, traffic accidents and the like) exist and the traffic volume is large, the possibility of congestion exists, and the optimal solution of cooperative control needs to be calculated. And setting the total driving mileage corresponding to all traffic flows within 40 minutes to 2 hours from the occurrence to the processing completion of the accident according to the type, the severity and the like of the accident, and solving the optimal speed limit scheme by taking the maximum total driving mileage as a target. And updating the speed limit value of each road section in the current control period according to the optimal solution. And when the next period starts, correcting and adjusting each input parameter according to the measured data, and continuously adjusting and optimizing the optimal solution.
3.1 solving Total mileage based on CTM cellular Transmission model
Dividing the road into M cells by combining the distribution characteristics of the road and the weather, and obtaining the vehicle density rho at the initial time according to the traffic flow monitoring data of the initial time and the traffic flow monitoring section1(1) And the average velocity vmean(1, 1) according to the speed limit value V 'of the speed limit area obtained in the current time step (3)'lim(k, t) and the number of vehicles in the cell and the number of vehicles flowing in and out at the last moment to obtain the number of vehicles in the current cell, wherein the solving method comprises the following steps:
ρj(t)＝ρj(t-1)+qj-1(t-1)-qj(t-1)；
qj(t)＝min[Sj-1(t)，Rj(t)]；
Sj(t)＝S(V′lim(k(j)，t)，ρj(t-1)，ρj+1(t-1)，visibj(t)precipj(t)，surfstatej(t))；
Rj(t)＝R(V′lim(k(j)，t)，ρj-1(t-1)，ρj(t-1)，visibj(t)，precipj(t)，surfstatej(t))；
where ρ j (t) is the vehicle density in cell j at time t, qj(t) is the traffic flow of the tail end section of the cellular j at the time t; sj(t) cell j sends traffic at time t, Rj(t) is the traffic volume received by the cell j at time t, S (-) is the traffic volume sending function, R (-) is the traffic volume receiving function visibj(t) visibility at cell j at time t, precipj(t) the type and intensity of precipitation at cell j at time t, surfstarj(t) is the road surface state at the cell j at the time t;
according to the vehicle density, determining the average speed in the cells by using the basic relation of traffic flow and weather factors:
vmean(j，t)＝v(V′lim(k(j)，t)，ρj(t)，visibj(t)，precipj(t)，surfstatej(t))；
wherein v ismean(j, t) is the average of the cell j at time tMean vehicle speed, V (-) is a mean vehicle speed determining function, V'lim(k (j), t) is the current elementCell siteThe speed limit value rho of the speed limit area k at the time tj(t) vehicle density in cell j at time t;
obtaining the next moment through a CTM cellular transmission modelEach unit cellInner vehicle density ρ (j +1, t) and average speed vmean(j +1, t), calculating in sequence along with time sequence to obtain the total line under the speed-limiting schemeDriving vehicleMileage:
in the formula: m is the total number of cells, NpFor the model, control the number of time steps in period T (i.e., T ═ Δ TN)p)， jlIs the length of the j cell (unit: meter), jNis the time step of the j cell, Δ T is the time within each step, ρj(k) Vehicle density at j cell at time k, vmean(j, t) is the average speed of the vehicle in the cell at time j.
3.2 optimal solution solving method
In order to obtain the optimal speed limit value which enables the objective function to be optimal and meets the constraint control conditions, a Particle Swarm Optimization (PSO) is selected for solving:
by adjusting the speed limit value V 'of the upstream speed limit area of the bottleneck road section'lim(k, j) t), obtaining the speed limit value of each speed limit area under the optimal solution of the objective function by utilizing a particle swarm optimization algorithm:
wherein
And the TTD is the total travel time of the objective function.
Step (4) highway traffic control method without traffic condition
Under the condition that traffic control is needed when major traffic accidents or extreme severe weather occur, the cooperative control method forbids all road sections between adjacent intercommunicating road sections of the highway without traffic conditions, the speed limit signs show that the roads cannot pass, and for the upstream road sections of the interchange of the forbidden road sections, the upstream road sections of the interchange are informed or guided in advance by means of a variable information board, traffic management and the like to forbid the passage of the road sections in front of the vehicle, and the interchange drives away from the high speed. Vehicles already running on the highway can drive away from the highway through passing in band, or stop at a nearby service area and a nearby parking area for waiting, and then enter the highway for running after the passing condition of the highway is recovered.
4.1 automatic control of traffic control in extreme weather
And for the conditions of extremely severe weather, closing related road sections and interchange entrances and exits under the condition that the maximum allowable speed of the road sections is less than 20 km/h. And the variable information board prompts the upstream vehicles to get away from the expressway from the nearby interchange and service area or stop for rest, and the vehicles pass after the conditions are improved, as shown in figure 2.
4.2 Manual semi-automatic control of traffic control in major events
When major accidents happen to road sections or other events such as planned construction and activities occur, after the speed limit value influencing the road sections is manually adjusted to be 0, all the section variable information boards between adjacent intercommunicating sections are controlled to be forbidden to display through a cooperative control method. The variable information board before the upstream interchange displays guidance information such as "no passage ahead", etc., and guides the vehicle to exit at a high speed, as shown in fig. 3.
According to the characteristics of weather or traffic events, a road section forbidding and upstream road section variable speed limit sign and variable information board linkage control method taking adjacent intercommunication as nodes is established.
Mountain highway is the banding wiring, and the area is many along the line passing. The mountainous expressway has the characteristics of complex topographic and geological conditions, large altitude difference, obvious vertical climate distribution along the line, locality, sporadic property and the like when severe weather occurs. When the vehicle runs according to the normal speed limit, if the vehicle encounters severe weather such as local or sudden fog, rainstorm, icy road and the like, corresponding measures such as braking and the like cannot be taken in time, and traffic accidents are easy to happen. Therefore, on the expressway with severe weather and multiple road sections, the self-adaptive speed and traffic control information control and the like can be carried out in real time through the variable speed limit signs and the variable information boards.
The method comprises the steps of adjusting the speed limit value of a road section affected by severe weather to a speed limit area based on a maximum allowable speed decision model of various traffic and meteorological elements, and solving a multi-speed limit area cooperative control scheme which can enable the passing efficiency of the expressway to be the highest by adjusting the speed limit value of an adjacent road section (particularly an upstream road section) under the condition of ensuring a certain safety level through a cooperative control technology. And simultaneously, weather and traffic states are judged, and the places, severe weather types, influence degrees, measures required to be taken and the like are integrally issued to the drivers through road side issuing facilities such as an upstream variable information board and the like. The method provides scientific basis for speed control and traffic management in severe weather, and provides technical support for application of traffic meteorological data in highway speed control and traffic control.
The implementation case controls a certain severe weather frequent expressway speed limit area in Yunnan:
as shown in FIG. 4, the speed limit value in the speed limit areas I-IV is 110km/h under normal conditions, and the speed limit area II has road sections which are susceptible to severe weather. The time of occurrence of severe weather is t, and the time of improvement of severe weather is t + mT. And respectively explaining the speed limit scheme of each speed limit area before, during and dissipation in severe weather and when the speed limit is completely recovered. The length of each of the speed-limiting zones I to IV is 3 km.
(1) Local section severe weather occurrence time t
The maximum allowable speed of the affected road section is reduced to 70km/h when severe weather occurs at the moment t, so that the speed limit value of a speed limit area II where the affected road section of the severe weather is located is adjusted according to the maximum allowable speed, and the speed limit value is an integral multiple of 10 km/h.
Secondly, the road section with the lowest speed limit value at the t +1 th moment is the speed limit area II;
k*＝find[Vlim(1：n，t)＝min(Vlim(1：n，t))]＝2；
third, adjacent road section I speed limit area and III speed limit areaValue is in accordance withRegulating the speed limit value under the constraint condition that the speed limit difference of the road section does not exceed 20km/h, and regulating the speed limit value of the IV speed limit areaValue according toAnd adjusting the speed limit value of the III speed limit area.
a)i*A downstream adjacent road segment speed limit difference constraint, wherein iDownstream＝{i*+1，i*N.2. For the downstream road section according to i*And adjusting the speed limit value of the speed limit difference constraint of the adjacent road sections sequentially from +1 to n, wherein the adjustment model is as follows:
cause | Vlim(3，t)-Vlim(2, t) | 110-70 ═ 30 > 20km/h, so:
Vlim(3，t)＝90km/h；
cause | Vlim(4，t)-Vlim(3, t) | 110-90 ≦ 20km/h, so
Vlim(4，t)＝110km/h；
b)i*Upstream adjacent stretch speed limit difference constraint, wherein iDownstream＝{1，i*}. For the upstream road section according to i*And (3) regulating the speed limit value of the speed limit difference constraint of adjacent road sections in sequence from 1 road section, wherein the regulation model is as follows:
cause | Vlim(1，t)-Vlim(2, t) | 110-70 ═ 30 > 20km/h, so:
Vlim(1，t)＝90km/h。
and fourthly, finally checking whether the length of the speed limit area meets the length requirement of the minimum speed limit area or not according to the speed limit value of each speed limit area and the length of the speed limit area. If the length requirement of the minimum speed-limiting area is not met, the speed-limiting value of the corresponding road section is reduced by 10km/h, and then the length of the continuous speed-limiting area after speed-limiting reduction meets the requirement. Until the length of the speed limiting area meets the minimum length. The solution model is as follows:
due to L (V)lim(k，t)＝＝110)＝3km＜Lmin(110)＝10km；
V′lim(4，t)＝Vlim(4，t)-10＝110-10＝100km/h；
Due to L (V)lim(k，t)＝＝90)＝3km＞Lmin(90)＝2km；
V′lim(1，t)＝Vlim(1，t)＝90km/h；
V′lim(3，t)＝Vlim(3，t)＝90km/h；
Due to L (V)lim(k，t)＝＝70)＝3km＞Lmin(70)＝2km；
V′lim(3，t)＝Vlim(2，t)＝90km/h。
The speed limiting scheme of each speed limiting zone at the time t of the occurrence of severe weather is shown in figure 5.
(2) T + mT when bad weather goes well or dissipates
When severe weather turns well or dissipates, the maximum allowable speed of the speed-limiting area of the severe weather influence road section II is increased (constraint condition 1), and the current speed-limiting value is adjusted according to a multiple of 10 km/h.
Checking whether the speed limit value of the adjacent control period of the II speed limit area is increased by more than 20km/h, if the increase range exceeds the requirement of the constraint condition, adjusting the speed limit value and solving the model as follows:
due to Vlim(2，t+mT)-Vlim(2, T + (m-1) T) ═ 110-70 ═ 40 > 20km/h, so
Vlim(2，t+mT)＝Vlim(2，t+(m-1)T)+20＝90km/h。
Checking the speed limit difference and length of speed limit area of adjacent road sections simultaneously, and adjusting the speed limit value to meet the requirement of constraint condition
V′lim(1：4，t+mT)＝[100，90，100，100]。
The speed limiting scheme of each speed limiting area at the time of t + mT when the bad weather turns good or dissipates is shown in FIG. 6.
(3) Restoring the road section speed limit T + (m +1) T under the normal condition
Gradually recovering the speed limit value of the speed limit area of the road section II affected by the severe weather until the speed limit value is the same as the speed limit value under the normal condition of the road section according to the requirement that the speed limit value increase value of the adjacent control period is not more than 20 km/h.
Checking the speed limit difference of adjacent road sections and the length requirement of a speed limit area at the same time, and adjusting the speed limit value to meet the requirement of constraint conditions.
V′lim(1：4，t+(m+1)T)＝[110，110，110，110]
The speed limiting scheme of each speed limiting area at T + (m +1) T after bad weather gets better or dissipates is shown in FIG. 7.
(4) In the process, no severe weather or traffic event occurs in the traffic operation state to form a bottleneck or the traffic volume is not large, namely V 'can be adopted'limAs a final control result;
when a bottleneck exists and the traffic volume is large, the objective function needs to be optimized and solved according to the traffic volume, and a solving formula is shown as follows.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (7)
1. A speed cooperative control method for a severe weather multi-expressway speed limit area is characterized by comprising the following steps: the method comprises the following steps:
step (1) determining a variable speed limit starting threshold value based on traffic meteorological observation data
Determining a variable speed limit starting threshold based on traffic meteorological observation data, wherein the traffic meteorological observation data comprise visibility, rainfall intensity, road surface state, road surface temperature, water film thickness and wind speed and direction, and are used as the starting threshold of variable speed limit control, and the starting condition is that one or more data fall into a value range; and obtaining the maximum allowable speed V of the severe weather influence road section according to the real-time traffic meteorological observation dataMax(i，t)；
Step (2) determining constraint conditions of speed cooperative control of multiple speed-limit areas
Adjusting the initial cooperative control scheme of the speed limit values of other speed limit areas according to the four constraint conditions;
constraint 1: and (3) the limited speed value of the limited speed zone is not greater than the maximum allowable speed in the step (2):
Vlim0(k，t)≤min(VMax(i1，t)，VMax(i2，t)...)；
constraint 2: the difference between the speed limit values of the adjacent speed limit areas is not more than 20 km/h:
|Vlim(k，t)-Vlim(k+1，t)|≤20km/h；
constraint 3: the speed limit value increase of adjacent control periods in the same speed limit area is not more than 20 km/h:
Vlim(k，t+T)-Vlim(k，t)≤20km/h；
constraint 4: the speed limit sections with the same speed limit value meet the length requirement of the minimum speed limit area:
Lt+1(Vlim, continuous(t)＝V*)≥Lmin(V*)；
Wherein Vlim0(k, t) the initial value of speed limit in the speed limit area k at the time t; vMax(i1, t) is the maximum allowable speed at time t for the i1 road segment, i1, i2... is the road segment in the k speed limit zone; t is a control period duration, Lmin(V*) Is a V*Length requirement of time minimum speed limit zone, Lt+1(Vlim, continuous(t)＝V*) For the initial value of the speed limit equal to V*The length of the speed limit section is the sum of the lengths of the continuous speed limit areas with the same speed limit value;
step (3), variable speed limit cooperative control based on traffic jam or bottleneck road section influence
Judging whether a bottleneck road section caused by traffic jam or other events exists in the expressway, and if not, adopting the initial cooperative control scheme of each speed limit area in the step (2) as the current cooperative control scheme; if a traffic bottleneck exists and the traffic volume is large, solving an optimal solution of cooperative control by using a cellular transmission model to predict the maximum total driving range in time as an objective function; updating the speed limit value of the speed limit area in the current control period according to the optimal solution; and when the next period starts, correcting the input parameters according to the measured data to obtain the optimal solution of the cooperative control of the next period.
2. The speed cooperative control method for the severe weather multi-expressway speed-limiting area according to claim 1, characterized in that: the value range of the traffic meteorological observation data applicable to the variable speed limit control is as follows:
TABLE 1 recommendation of application range of variable speed limit technology
3. The speed cooperative control method for the severe weather multi-expressway speed-limiting area according to claim 1, characterized in that: in the step (2), for the local section when severe weather occurs, t
Step 2.1, when severe weather occurs at the moment t, the maximum allowable speed of the affected road section is reduced, the speed limit value of the speed limit area where the severe weather affected road section is located is adjusted according to the maximum allowable speed, and the speed limit value is an integral multiple of 10km/h, and the method specifically comprises the following steps:
wherein Vlim(k, t) the initial speed limit value of the speed limit area k at the time t, i1, i2.. is the road section in the k speed limit area; vMax(i1, t) is the maximum allowable speed of the i1 th road section in the speed limit zone at the time t;
step 2.2, the road section k with the lowest speed limit value at the t-th moment*；
k*＝find[Vlim(1：n，t)＝min(Vlim(1：n，t))]；
Wherein k is*The number V of the speed limit zone with the minimum initial value of the speed limitlim(1: n, t) is the initial value of speed limit in the 1 st to n-th speed limit areas at the time t;
step 2.3, with k*The speed limit area is taken as a reference, speed limit difference check is respectively carried out on the adjacent speed limit areas of the upstream and the downstream, and the speed limit value of the road section with higher speed limit is adjusted under the condition that the speed limit difference of the adjacent speed limit areas exceeds 20 km/h;
step 2.4, checking whether the length of the speed-limiting area meets the length requirement of the minimum speed-limiting area or not according to the speed-limiting value of each speed-limiting area and the length of the speed-limiting area; when the length requirement of the minimum speed-limiting area is not met, the speed-limiting value of the corresponding road section is reduced by 10km/h, and then whether the length of the continuous speed-limiting area after speed-limiting reduction meets the requirement is carried out until the length of the speed-limiting area meets the minimum length, and a solving model is as follows:
when L ist+1(Vlim, continuous(t)＝v*)≥Lmin(V*) When the temperature of the water is higher than the set temperature,
V′lim(k，t)＝Vlim(k，t)；
when L ist+1(Vlim, continuous(t)＝V*)＜Lmin(V*) When the temperature of the water is higher than the set temperature,
V′lim(k，t)＝Vlim(k，t)-10km/h；
wherein L ismin(V*) Is a V*Length requirement of time minimum speed limit zone, Lt+1(Vlim, continuous(t)＝V*) The initial speed limit is equal to V*The length of the speed limit section is the sum of the lengths of the continuous speed limit zones with the same speed limit value, V'lim(k, t) is the speed limit value of the kth speed limit area at the time t, Vlim(kAnd t) is the initial speed limit value of the kth speed limit area at the time t.
4. The speed cooperative control method for the severe weather multi-expressway speed-limiting area according to claim 1, characterized in that: in the step (2), t + mT is achieved when bad weather is good or dissipated
Step 2.1, when severe weather turns good or dissipates, the maximum allowable speed of the speed-limiting area where the severe weather influence road section is located is increased;
step 2.2, checking whether the speed limit value increase of the adjacent control period exceeds 20km/h, if the increase amplitude exceeds the requirement of the constraint condition, adjusting the speed limit value, and solving the method as follows:
when V islim(k，t+mT)-VlimWhen (k, T + m (T-1)) < 20 km/h:
V′lim(k，t+mT)＝Vlim(k，t+mT)；
when V islim(k，t+mT)-Vlim(k, T + m (T-1)) > 20 km/h:
V′lim(k，t+mT)＝Vlim(k，t+m(T-1))+20km/h；
where T is the duration of a control cycle, T + mT is the time when bad weather goes well or dissipates, Vlim(i, t + mT) is an initial speed limit value V 'of the kth speed limit zone at the time t'lim(k, t + mT) is the speed limit value of the kth speed limit area at the time t;
step 2.3, checking whether the speed limit difference of adjacent road sections and the length of a speed limit area meet the requirements or not;
and 2.4, gradually recovering the speed limit value under the normal condition according to the requirement that the speed limit value increase value of the adjacent control period does not exceed 20 km/h.
5. The speed cooperative control method for the severe weather multi-expressway speed-limiting area according to claim 1, characterized in that: in step (2), when V is*L is less than or equal to 100Km/hmin(V*) Is 2km when V*When the speed is more than 100km/h, Lmin(V*) Was 10 km.
6. The speed cooperative control method for the severe weather multi-expressway speed-limiting area according to claim 1, characterized in that: in the step (3), the following steps are specifically carried out:
step 3.1, representing the total driving mileage based on the CTM cellular transmission model
Dividing the road into M cells by combining the distribution characteristics of the road and the weather, and obtaining the vehicle density rho at the initial time according to the traffic flow monitoring data of the initial time and the traffic flow monitoring section1(1) And the average velocity vmean(1, 1) according to the speed limit value V 'of the speed limit area obtained in the current time step (3)'lim(k, t) and the number of vehicles in the cell predicted at the previous moment and the number of vehicles flowing in and out to obtain the number of vehicles in the current cell, wherein the solving method comprises the following steps:
ρj(t)＝ρj(t-1)+qj-1(t-1)-qj(t-1)；
qj(t)＝min[Sj-1(t)，Rj(t)]；
Sj(t)＝S(V′lim(k(j)，t)，ρj(t-1)，ρj+1(t-1)，visibj(t)，precipj(t)，surfstatej(t))；
Rj(t)＝R(V′lim(k(j)，t)，ρj-1(t-1)，ρj(t-1)，visibj(t)，precipj(t)，surfstatej(t))；
where ρ isj(t) is the vehicle density in cell j at time t, qj(t) is the traffic flow of the tail end section of the cellular j at the time t; sj(t) cell j sends traffic at time t, Rj(t) is the traffic volume received by the cell j at time t, S (-) is the traffic volume sending function, R (-) is the traffic volume receiving function, visibj(t) visibility at cell j at time t, precipj(t) the type and intensity of precipitation at cell j at time t, surfstarj(t) is the road surface state at the cell j at the time t;
determining the average speed in the cells by using the basic relation of traffic flow and weather factors according to the vehicle density;
vmean(j，t)＝v(V′lim(k(j)，t)，ρj(t)，visibj(t)，precipj(t)，surfstatej(t))；
wherein v ismean(j, t) is the average vehicle speed in the cell j at the time t, V (-) is the average vehicle speed determining function, V'lim(k (j), t) is the speed limit value of the speed limit area k where the current cellular is located at the time t, rhoj(t) vehicle density in cell j at time t;
obtaining the vehicle density rho (j +1, t) and the average speed v in each cell at the next moment through a cell transmission modelmean(j +1, t), calculating in sequence along with the time sequence to obtain the total driving mileage under the speed limiting scheme:
in the formula: m is the total number of cells, NpFor the model controlling the number of time steps within the period T, i.e. T ═ Δ TNpΔ T is the time in each step, ρj(k) Vehicle density at j cell at time k, vmean(j, t) is the average speed of the vehicle in the cell at time j;
step 3.2, optimal solution solving method
Solving by selecting a particle swarm optimization algorithm:
by adjusting the speed limit value V 'of the upstream speed limit area of the bottleneck road section'lim(k, j) t), obtaining the speed limit value of each speed limit area under the optimal solution of the objective function by utilizing a particle swarm optimization algorithm:
wherein
And the TTD is the total travel time of the objective function.
7. The variable speed-limit control method for the speed-limit area of the expressway according to claim 1, wherein: in the presence of extreme bad weather or major traffic events, there is a section V of roadmax(i, t) when the speed limit value is less than 20km/h, judging that the road does not have a traffic condition currently, setting the speed limit values of all speed limit areas between two interchange overpasses adjacent to the i road section to be 0km/h, displaying a variable speed limit sign as a red cross to indicate that the road cannot be traveled or not displaying content, setting the speed of the nearest road section at the upstream of the interchange to be 20km/h, and displaying a prompt message of 'driving away from the high speed from the front interchange/service area' by a variable information board at the front of a shunting end of the interchange overpass; vehicles on the section where the vehicles cannot pass are driven away from the high speed by passing with the band, or driven into a closer service area or parking area to stop, and then enter the highway to drive after the passing condition is recovered.
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| 张珊: ""雾天环境下高速公路可变限速控制方法研究"", 《中国优秀硕士学位论文全文数据库 工程科技Ⅱ辑》 * |
| 陈永恒: ""冰雪条件下快速路汇流区可变限速控制"", 《吉林大学学报》 * |
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| CN114360270A (en) * | 2021-07-26 | 2022-04-15 | 云南省交通规划设计研究院有限公司 | Method and system for studying and judging maximum allowable speed of highway under adverse weather influence |
| CN114360270B (en) * | 2021-07-26 | 2023-02-14 | 云南省交通规划设计研究院有限公司 | Method and system for studying and judging maximum allowable speed of highway under adverse weather influence |
| CN113450583A (en) * | 2021-09-01 | 2021-09-28 | 长沙理工大学 | Expressway variable speed limit and lane change cooperative control method under vehicle and road cooperation |
| CN113450583B (en) * | 2021-09-01 | 2021-11-19 | 长沙理工大学 | Expressway variable speed limit and lane change cooperative control method under vehicle and road cooperation |
| CN114627658A (en) * | 2022-04-22 | 2022-06-14 | 河北上元智能科技股份有限公司 | Traffic control method for major special motorcade passing highway |
| CN114627658B (en) * | 2022-04-22 | 2023-10-27 | 河北上元智能科技股份有限公司 | Traffic control method for major special motorcade to pass through expressway |
| CN115512537A (en) * | 2022-09-13 | 2022-12-23 | 中远海运科技股份有限公司 | Expressway monitoring method and system based on deep reinforcement learning algorithm |
| CN116580565A (en) * | 2023-07-12 | 2023-08-11 | 深圳比特耐特信息技术股份有限公司 | Government affair big data analysis system based on cloud computing |
| CN116580565B (en) * | 2023-07-12 | 2023-10-27 | 深圳比特耐特信息技术股份有限公司 | Government affair big data analysis system based on cloud computing |
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