CN113850998B - Intersection phase sequence traffic benefit evaluation method and traffic evaluation method - Google Patents
Intersection phase sequence traffic benefit evaluation method and traffic evaluation method Download PDFInfo
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Abstract
The invention discloses a method for evaluating the phase sequence traffic benefit of an intersection and a traffic evaluation method. The intersection phase sequence traffic benefit evaluation method comprises the following steps: calculating the crossing traffic benefit; calculating an intersection passing benefit early warning coefficient according to the intersection passing benefit: carrying out crossing passing benefit early warning according to a crossing passing benefit early warning coefficient: and comparing the crossing traffic benefit early warning coefficient with the phase traffic benefit early warning coefficients of different traffic saturation to obtain a corresponding early warning grade. According to the invention, the vehicle passing efficiency and the passing energy consumption are integrated, the vehicle passing benefit is calculated, the intersection phase sequence evaluation criterion is given, and a basis is provided for intersection phase sequence design and evaluation. The method can improve the traffic benefit of the intersection phase sequence, not only saves traffic time, but also reduces energy consumption, fills the blank of the prior art, and is convenient for saving energy and protecting environment.
Description
Technical Field
The invention relates to a benefit evaluation method and a traffic evaluation method, in particular to a crossing phase sequence traffic benefit evaluation method and a traffic evaluation method adopting the crossing phase sequence traffic benefit evaluation method.
Background
At present, the intersection phase sequence design mainly comprises modes of bidirectional straight-going and left-turning through, unidirectional straight-going and left-turning and the like, and a Webster timing method is generally adopted in phase sequence timing. With the increase of urban motor vehicles, the traditional phase sequence design and phase sequence timing are not adjusted along with the actual traffic flow of the intersection, so that the phenomenon of congestion at the intersection is more and more serious.
At present, in order to further improve the vehicle passing efficiency at the intersection, city management departments propose that the vehicle passing efficiency at the intersection is greatly improved when the lane is changed and the phase sequence is adjusted. At present, the vehicle passing efficiency at the intersection is evaluated according to parameters such as vehicle intersection waiting time, queuing length and the like. However, there is no unified standard for evaluation criteria of intersection phase sequence design. Along with the enhancement of the environmental awareness of people, the energy consumption of vehicles passing at the intersection and the like also need to be used as a part for evaluating the passing benefit of the intersection.
Therefore, in order to avoid the defects of design and evaluation of the phase sequence and phase time of the existing intersection and solve the problem of low phase sequence passing benefit of the existing intersection, the method and the device for evaluating the phase sequence passing benefit of the intersection are provided.
Disclosure of Invention
Based on the above, in order to solve the technical problem of low phase sequence passing benefit of the conventional intersection, the invention provides an intersection phase sequence passing benefit evaluation method and a traffic evaluation method adopting the intersection phase sequence passing benefit evaluation method.
The invention is realized by adopting the following scheme: a method for evaluating the traffic benefit of intersection phase sequence includes supposing that each period of intersection traffic phase sequence has M +1 phase sequences; the intersection phase sequence traffic benefit evaluation method comprises the following steps:
s1, calculating the crossing passing benefit:
wherein, B represents the crossing passing benefit; i represents the current phase sequence number of the intersection, i is 0,1,2, … …, M; b isiRepresenting the total passing benefit of all vehicles at the road junction when the current phase sequence number is i;
s2, calculating the crossing traffic benefit early warning coefficient RN,KThe traffic benefit early warning coefficient RN,KThe calculation method comprises the following steps:
s21, calculating the absolute value of the difference between the total passing benefit of all vehicles at the intersection and the passing benefit of the intersection under different phase sequence numbers:
ΔBi＝|Bi-B|
wherein, Delta BiRepresents the total passing benefit B of all vehicles at the road junction when the phase sequence number is iiThe difference from the crossing passing benefit B;
s22, acquiring a maximum absolute value Delta B: Δ B { [ max { [ Δ ] B { [ means ]i，i＝0，1，2，……，M}，
S23, finding the phase sequence number corresponding to the maximum absolute value and recording as the phase sequence number K;
s24, calculating crossing traffic benefit early warning coefficient r of phase sequence number KK：
S25, if the phase sequence numbers K corresponding to the maximum absolute values found in N continuous periods are the same, using N crossing traffic benefit early warning coefficients rKAverage to obtain an average crossing traffic benefit early warning coefficient RN,K：
Wherein R isN,KRepresenting the average crossing traffic benefit early warning coefficient of continuous N periods and phase sequence number K;
rN,Kthe early warning coefficient of the crossing traffic benefit of the current period N and the phase sequence number K;
rN-1,Kthe early warning coefficient of the crossing traffic benefit of the previous cycle N-1 and the phase sequence number K;
r1,Kthe crossing traffic benefit early warning coefficient is the 1 st period of the N periods and the phase sequence number K;
s3 early warning of crossing traffic benefit
According to the crossing traffic efficiency early warning coefficient RN,KAnd comparing the traffic efficiency with the phase traffic efficiency early warning coefficients of different traffic saturation degrees to obtain corresponding early warning grades:
when R isN,K≤RLJudging that the phase sequence numbers of M +1 phase sequences of the current period N are reasonably sorted;
when R isL＜RN,K≤RMJudging that the phase sequence number ordering of M +1 phase sequences of the current period N needs to be vigilant, and prompting to pay attention to the phase sequence number K;
when R isN,K＞RH＞RMJudging that the phase sequence numbers of the M +1 phase sequences in the current period N are not reasonably sorted, and prompting to adjust the phase sequence number K;
wherein R isLLower limit value of early warning coefficient for crossing traffic efficiency, RMFor the early warning coefficient of crossing traffic efficiency, prompting limit value, RHAnd the upper limit value of the efficiency early warning coefficient is the crossing traffic efficiency.
As a further improvement of the scheme, the total passing benefit B of all vehicles at the road junction is obtained when the current phase sequence number is iiThe calculation method comprises the following steps:
wherein G isiThe total number of the vehicles passing through the road junction when the current phase sequence number is i; n isiWhen the current phase sequence number is i, the vehicles currently passing through the road junction are obtained; b isn,iWhen the current phase sequence number is i, the current passing vehicle n at the road junctioniThe vehicle passing benefit.
Further, when the current phase sequence number is i, the current passing vehicle n at the road junctioniVehicle passing benefit Bn,iThe calculation method comprises the following steps:
Bn,i＝E0/Ei；
wherein E is0For vehicles following a clear road, i.e. average speed V0Normal running LizTo LitEnergy consumption of the passage, L, produced by the timeizIs the crossing zebra crossing position, LitIs the vehicle position at time t; eiFor a vehicle n currently passing at the intersection under the current phase sequence number iiL ofizTo LitThe traffic energy generated by the time is consumed.
Still further, E0And EiThe calculation method of the traffic energy consumption is the same as that of the traffic energy consumption, and comprises the following steps:
Ei＝Eiw+Eip
wherein E isiIndicating traffic energy consumption, EiwRepresenting idle energy consumption of the vehicle, EipRepresenting the energy consumption of the vehicle.
Preferably, energy consumption at idle EiwAccording to vehicle waiting time TiwTo calculate:
Eiw＝Tiw×Piw
wherein, PiwThe idle power of the vehicle is obtained by calculating or actually measuring vehicle performance parameters;
Tiwthe waiting time of the vehicle from the zero vehicle speed to the non-zero vehicle speed is obtained.
Preferably, the vehicle waiting time TiwThe calculation method comprises the following steps:
suppose that the interval time of n1 images for taking an image of a vehicle at a road junction is Δ t, and the vehicle positions in n1 images are Pi,t-n1△t、……、Pi,t-2△t、Pi,t-△t、Pi,tCalculating the position L of the vehicle at time tit：
Lit＝ρ(Pi,t-n1△t+……+Pi,t-2△t+Pi,t-△t+Pi,t)/n1
Where ρ represents a conversion coefficient of the vehicle image position to the vehicle actual position;
calculating the vehicle running speed V at the time t by using the position difference between the front and rear times of the vehicleit：
Vit＝(Lit-Li(t-△t))/△t
If VitIf the speed is less than a set minimum value epsilon, the speed of the vehicle is considered to be zero at the moment t, otherwise, the speed is not zero;
when V isitWhen not zero, the waiting time T of the vehicle isiwThe real time when the vehicle speed is zero is subtracted from the time when the vehicle speed is not zero.
Further, energy consumption for driving EipAccording to the vehicle passing time TipTo calculate:
Eip＝Tip×Pip；
wherein, PipIs the passing power of the vehicle;
Tipfor crossing vehicle driving L under the current phase sequence number iizTo LitTime of (d).
Still further, the passing power PipThe calculation method comprises the following steps:
Pip＝(W×f+CDAVip 2)×Vip/η；
wherein W is the weight of the vehicle, f is the rolling friction coefficient of the vehicle tire, CDIs the wind resistance coefficient of the vehicle, A is the frontal area of the vehicle, eta is the mechanical conversion efficiency of the vehicle, Vip＝(Liz-Lit)/Tip。
Still further, the transit time TipThe calculation method comprises the following steps:
when the speed of the vehicle is zero at the time t and the speed is not zero at the time (t + delta t), calculating the position of the vehicle from the photographic picture, and when the vehicle passes through the intersection zebra crossing position LizTime, record vehicle i passing time tip；
Tip＝tip-t。
The invention also provides a traffic evaluation method, which comprises the following steps: making temporary parking evaluation on the road section to be evaluated by adopting a temporary parking evaluation method; the road section to be evaluated is provided with at least one intersection, and intersection phase sequence traffic benefit of the intersection is evaluated by adopting the method for evaluating the phase sequence traffic benefit of any intersection.
The invention also provides a device for evaluating the phase sequence passing benefit of the intersection, which adopts the method for evaluating the phase sequence passing benefit of any intersection; the intersection phase sequence traffic benefit evaluation device comprises:
the intersection passing benefit calculating unit is used for calculating the intersection passing benefit;
the crossing traffic benefit early warning coefficient calculating unit is used for calculating a crossing traffic benefit early warning coefficient according to the crossing traffic benefit;
crossing passing benefit early warning unit forAccording to the crossing traffic efficiency early warning coefficient RN,KAnd comparing the traffic efficiency with the phase traffic efficiency early warning coefficients of different traffic saturation degrees to obtain corresponding early warning grades:
when R isN,K≤RLJudging that the phase sequence numbers of M +1 phase sequences of the current period N are reasonably sorted;
when R isL＜RN,K≤RMJudging that the phase sequence number ordering of M +1 phase sequences of the current period N needs to be vigilant, and prompting to pay attention to the phase sequence number K;
when R isN,K＞RH＞RMJudging that the phase sequence numbers of the M +1 phase sequences in the current period N are not reasonably sorted, and prompting to adjust the phase sequence number K;
wherein R isLLower limit value of early warning coefficient for crossing traffic efficiency, RMA limit value, R, is provided for the early warning coefficient of the crossing traffic benefitHAnd the upper limit value of the efficiency early warning coefficient is the crossing traffic efficiency.
According to the invention, the vehicle passing efficiency and the passing energy consumption are integrated, the vehicle passing benefit is calculated, the intersection phase sequence evaluation criterion is given, and a basis is provided for intersection phase sequence design and evaluation. The method can improve the traffic benefit of the intersection phase sequence, not only saves traffic time, but also reduces energy consumption, fills the blank of the prior art, and is convenient for saving energy and protecting environment.
Drawings
Fig. 1 is a flowchart of a road section temporary parking evaluation method according to an embodiment of the present invention.
FIG. 2 is a schematic view of a roadway and a vehicle employing the method of FIG. 1.
Fig. 3 is a block diagram showing a configuration of a temporary stopping evaluation device for a road section using the method shown in fig. 1.
Fig. 4 is a flowchart of a method for evaluating the phase sequence traffic benefit of an intersection according to an embodiment of the present invention.
Fig. 5 is a block diagram of a structure of a device for evaluating the phase sequence traffic efficiency of a crossing according to an embodiment of the present invention.
Fig. 6 is a traffic benefit evaluation flow chart of a method for evaluating phase sequence traffic benefits at an intersection according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, 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 embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It will be understood that when an element is referred to as being "mounted on" another element, it can be directly on the other element or intervening elements may also be present. When a component is referred to as being "disposed on" another component, it can be directly on the other component or intervening components may also be present. When an element is referred to as being "secured to" another element, it can be directly secured to the other element or intervening elements may also be present.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "or/and" includes any and all combinations of one or more of the associated listed items.
The traffic evaluation method of the present invention includes the steps of:
making temporary parking evaluation on the road section to be evaluated by adopting a temporary parking evaluation method;
the road section to be evaluated is provided with at least one intersection, and intersection phase sequence traffic benefit evaluation method is adopted to evaluate intersection phase sequence traffic benefit of the intersection.
The following describes a method for evaluating temporary stopping of a link.
The method for evaluating the temporary parking of the road section aims to avoid the defects of the conventional vehicle temporary parking supervision technology and solve the problems of vehicle illegal parking evaluation and road section temporary parking design basis providing. Referring to fig. 1, the method for evaluating temporary stopping of a road section includes the following steps:
firstly, judging an illegal parking vehicle on a road section to be evaluated;
secondly, evaluating an influence coefficient caused by the corresponding illegal parking vehicle according to the illegal parking vehicle;
comparing the illegal parking influence coefficient with illegal parking influence coefficients of different traffic saturations to obtain a corresponding illegal parking early warning grade, and sending a corresponding illegal parking prompt;
fourthly, judging again at certain intervals, and if the same vehicle is continuously subjected to illegal parking for multiple times, sending illegal parking information to a traffic command center for reporting;
fifthly, the road temporary stopping basis is as follows: and calculating the temporary stopping influence coefficient of the road section to be evaluated in different time periods and traffic flow, and if the temporary stopping influence coefficient is smaller than a temporary stopping preset value, taking the temporary stopping influence coefficient as a reference basis for defining the corresponding temporary stopping time period of the temporary parking space.
As shown in fig. 2, in the present embodiment, it is assumed that the current link has two driving lanes, lane 1 and lane 2, respectively, and is denoted by the number N, as shown in fig. 1 below. The current vehicle is traveling in lane 1, i.e., N-1, and the analysis is similar if traveling in lane 2.
The vehicle normally runs without lane change. If the front vehicle breaks down, the current vehicle can change lanes to continue to move forwards under the condition of meeting the lane change condition.
In the first step, the method for determining the vehicle parking violation comprises the following steps:
(1) calculating an average vehicle speed of a vehicle
Sequencing all vehicle positions on each lane number on the road section to be evaluated according to the driving direction on the current lane number;
and when the time t1 is obtained, recording the positions of all vehicles on the road section to be evaluated as SN1 m,t1: at the representation time t1, the vehicle position S of the vehicle number m on the road section to be evaluated on the lane number N1N1 m,t1；
When the time t1 is calculated, all vehicles on the road section to be evaluatedSpeed: from the front-to-back time interval Δ t1, the average vehicle speed of the vehicle is calculated and recorded as vN1 m,t1And when the representation time t1 is reached, the average vehicle speed v of the vehicle with the vehicle number m on the lane number N1 on the road section to be evaluatedN1 m,t1；vN1 m,t1＝(SN1 m,t1-SN1 m,(t1-Δt1))/Δt1；
And if the average vehicle speed of the vehicle is less than a preset value epsilon 1 for n2 times of continuous calculation, judging that the corresponding vehicle is stopped.
In this embodiment, the vehicle positions of the two lanes at the current time t are obtained by the fixed end through the movable end, and are respectively denoted as SN m,tWhere N denotes a lane number, where N is 1, m denotes a current vehicle number, which is sorted according to the current link driving direction, and t denotes a time t.
Vehicle i speed vN i,t：
By the time interval deltat before and after, the average vehicle speed v can be calculatedN i,t＝(SN i,t-SN i,(t-Δt))/Δt。
And continuously calculating the average speed of the vehicle for 3 times, and if the average speed of the vehicle is less than a preset value epsilon, judging that the current vehicle stops, namely:
if max (v)N i,t，vN i,,(t-Δt)，vN i,,(t-2Δt))<Epsilon, the current vehicle is in a parking state.
(2) Calculating the following distance of the vehicle
According to the vehicle with the nearest distance to the front, the following distance D is calculatedN1 m,t1: at the characterization time t1, the following distance D between the vehicle of the vehicle number m and the vehicle of the vehicle number m-1, which is the vehicle of the nearest vehicle distance aheadN1 m,t1；DN1 m,t1＝SN1 (m-1),t1-SN1 m,t1；
According to a preset minimum driving speed VminCalculating the minimum following distance L of the vehicleminf：Lminf＝L0f+Ldf；L0fAs a reaction distance of the driver, L0f＝Vmin*T0，T0Brake reaction time for the driver; l isdfIs the minimum braking distance, L, of the vehicledf＝(Vmin)2/(2*dmax)，dmaxIs the maximum braking deceleration of the vehicle.
In the present embodiment, the following distance is calculated according to the distance of the vehicle i from the nearest vehicle ahead:
DN i,t＝SN (i-1),t-SN i,t
presetting the minimum driving speed V according to experience or traffic regulationsminThe minimum following distance of the vehicle can be calculated:
Lminf＝L0f+Ldf
wherein the reaction distance L0f＝Vmin*T0Human braking response time of T0。
Minimum braking distance Ldf＝(Vmin)2V (2 × dmax), uniform deceleration displacement equation.
(3) Determining whether a vehicle is parked illegally
And if the vehicle stops and the vehicle following distance is greater than the minimum vehicle following distance, judging that the corresponding vehicle violates the parking.
In the present embodiment, if the vehicle is parked and the following distance is greater than the minimum following distance, the following two conditions are satisfied simultaneously:
1)max(vN i,t，vN i,,(t-Δt)，vN i,,(t-2Δt))<ε
2)DN i,t>Lminf
the current vehicle is determined to be illegal.
And in the second step, evaluating an influence coefficient caused by the corresponding illegal parking vehicle according to the illegal parking vehicle. According to fig. 2, first, the violation influencing road section is determined: the current illegal parking vehicle and the road section in front of the illegal parking vehicle with the distance closest to the front are illegal parking influence road sections.
Secondly, calculating an illegal parking influence coefficient r of the current illegal parking vehicle;
where n3 represents the total number of vehicles in the parking violation influence road section where the current parking violation vehicle is located, ndRepresenting the total number of the decelerated vehicles in the current illegal parking vehicle illegal parking influence road section, ncIndicates the total number of vehicles with changed lanes in the current illegal parking vehicle illegal parking influence road section, wdAnd wcRepresenting the weighting factors of the decelerating vehicle and the lane changing vehicle, respectively.
wdAnd wcThe calibration can be carried out through experiments.
ndAnd ncAnd n3, can be calculated by acquiring the position of the mobile terminal from the fixed terminal, and will not be described in detail.
In the third step, comparing the violation influence coefficient r with violation influence coefficients of different traffic saturations to obtain corresponding violation early warning levels, and sending corresponding violation prompts:
①r<＝RLsending illegal parking-less influence-driving away as soon as possible;
②RL<r<＝RMthen, the illegal parking is sent-the influence is larger-the vehicle leaves as soon as possible;
③RM<r<＝RHthen, the illegal parking is sent-the influence is great-the vehicle is driven away as soon as possible;
④RH<r, then sending illegal parking-seriously influencing-driving away as soon as possible;
wherein, road traffic saturation sets gradually from low to high: r isLIs the influence coefficient of the violation of parking, R, when the road traffic saturation is lowMIs the influence coefficient of the violation of the stationary in the road traffic saturation, RHThe influence coefficient of the illegal parking when the road traffic saturation is higher is RH。
In this embodiment, the road deviation can be obtained according to software simulation or actual intersection measurementAnd when the traffic saturation is the same, the influence coefficient of the illegal parking vehicle is obtained. The influence coefficient of the violation of the stop with low road traffic saturation (10%) is assumed to be RLThe influence coefficient of the violation at a moderate road traffic saturation (40%) is RMThe influence coefficient of the violation when the road traffic saturation is higher (85%) is RH。
And comparing the calculated illegal parking influence coefficient R of the illegal parking vehicle with illegal parking influence coefficients R of different traffic saturations to obtain a corresponding illegal parking early warning grade, and sending an illegal parking prompt to the mobile terminal.
When the method for evaluating the temporary stop of the road section is implemented, the method can be implemented by adopting a device for evaluating the temporary stop of the road section. As shown in fig. 3, the temporary stopping evaluation device for road sections includes at least one moving end and at least one fixed end.
One mobile terminal is installed in one vehicle and used for providing the position of the corresponding vehicle and vehicle running license information. The mobile terminal comprises a positioning unit and a wireless communication part. The positioning unit provides the position of the corresponding vehicle and vehicle license information.
And the fixed end is arranged in the road section to be evaluated and used for acquiring and storing the positions of the corresponding vehicles and the vehicle driving license information sent by all the mobile ends in the road section to be evaluated in real time. The fixed end includes data processing and much of the wireless traffic. The wireless communication part of the fixed end and the wireless communication part of the mobile end realize wireless communication to achieve information communication.
The data processing part comprises an illegal parking vehicle judging device, an influence coefficient evaluating device and an illegal parking early warning grade setting device. The illegal parking vehicle judgment device is used for judging illegal parking vehicles on the road section to be evaluated, and the first step of the road section temporary parking evaluation method is realized. And the influence coefficient evaluation device is used for evaluating the influence coefficient caused by the corresponding illegal parking vehicle according to the illegal parking vehicle, so that the second step of the temporary parking evaluation method for the road section is realized. And the illegal parking early warning grade setting device compares the illegal parking influence coefficient with illegal parking influence coefficients of different traffic saturations to obtain a corresponding illegal parking early warning grade, and sends a corresponding illegal parking prompt to realize the third step of the temporary parking evaluation method for the road section.
The mobile end is fixedly arranged in a running vehicle and sends real-time information to the fixed end. The real-time information includes a position, a vehicle driving license and the like. And the fixed end acquires the real-time information of the mobile end in the current road section, calculates to obtain the speed information of different running vehicles in the road section, further judges whether the vehicles violate, feeds back a processing result to the mobile end corresponding to the violating vehicle, and simultaneously sends the processing result to the traffic command center. The method judges whether the illegal parking exists or not through the real-time speed of the vehicle, further calculates the influence coefficient of the illegal parking of the vehicle on the road traffic, and provides a basis for the evaluation of the illegal parking of the vehicle and the design of the temporary parking of the road. The method can effectively prompt the vehicle to stop illegally, reduce the influence of temporary stop on road traffic and make up the blank of the prior art.
The introduction of the intersection phase sequence traffic benefit evaluation method is as follows, please refer to fig. 4, and the intersection phase sequence traffic benefit evaluation method mainly comprises three steps:
s1, calculating the crossing traffic benefit;
s2, calculating an intersection passing benefit early warning coefficient according to the intersection passing benefit;
and S3, carrying out crossing passing benefit early warning according to the crossing passing benefit early warning coefficient.
In step S1, the calculation method of the intersection passage benefit adopts:
wherein, B represents the crossing passing benefit; i represents the current phase sequence number of the intersection, i is 0,1,2, … …, M; b isiAnd the total passing benefit of all vehicles at the road junction is shown when the current phase sequence number is i.
When the current phase sequence number is i, the total passing benefit B of all vehicles at the road junctioniThe calculation method comprises the following steps:
wherein, GiThe total number of the vehicles passing through the road junction when the current phase sequence number is i; n isiWhen the current phase sequence number is i, the vehicles currently passing through the road junction are obtained; b isn,iWhen the current phase sequence number is i, the current passing vehicle n at the road junctioniThe vehicle passing benefit.
When the current phase sequence number is i, the current passing vehicle n at the road junctioniVehicle passing benefit Bn,iThe calculation method comprises the following steps:
Bn,i＝E0/Ei；
wherein, E0For vehicles following a clear road, i.e. average speed V0Normal running LizTo LitEnergy consumption of passage, L, produced by the timeizIs the crossing zebra crossing position, LitIs the vehicle position at time t; eiFor a vehicle n currently passing at the intersection under the current phase sequence number iiL ofizTo LitThe passing energy consumption generated by the time.
E0And EiThe calculation method of the traffic energy consumption is the same as that of the traffic energy consumption, and comprises the following steps:
Ei＝Eiw+Eip
wherein E isiIndicating energy consumption of traffic, EiwRepresenting idle energy consumption of the vehicle, EipRepresenting the energy consumption of the vehicle.
Idling energy consumption EiwAccording to vehicle waiting time TiwTo calculate:
Eiw＝Tiw×Piw
wherein, PiwThe idle power of the vehicle is obtained by calculating or actually measuring vehicle performance parameters;
Tiwthe waiting time of the vehicle from the zero vehicle speed to the non-zero vehicle speed is obtained.
Vehicle waiting time TiwThe calculation method comprises the following steps:
assuming the interval of n1 images taken of the intersection vehicleAt intervals of deltat, the vehicle positions in n1 images are respectively Pi,t-n1△t、……、Pi,t-2△t、Pi,t-△t、Pi,tCalculating the position L of the vehicle at time tit：
Lit＝ρ(Pi,t-n1△t+……+Pi,t-2△t+Pi,t-△t+Pi,t)/n1
Wherein ρ represents a conversion coefficient of the vehicle image position to the vehicle actual position;
calculating the vehicle running speed V at the time t by using the position difference between the front and rear times of the vehicleit：
Vit＝(Lit-Li(t-△t))/△t
If VitIf the speed is less than a set minimum value epsilon, the speed of the vehicle is considered to be zero at the moment t, otherwise, the speed is not zero;
when V isitWhen not zero, the waiting time T of the vehicle isiwThe real time when the vehicle speed is zero is subtracted from the time when the vehicle speed is not zero.
Energy consumption for driving EipAccording to the vehicle passing time TipTo calculate:
Eip＝Tip×Pip；
wherein, PipIs the passing power of the vehicle;
Tipfor crossing vehicle driving L under the current phase sequence number iizTo LitTime of (d).
Passing power PipThe calculation method comprises the following steps:
Pip＝(W×f+CDAVip 2)×Vip/η；
wherein W is the self weight of the vehicle, f is the rolling friction coefficient of the vehicle tire, CDIs the wind resistance coefficient of the vehicle, A is the frontal area of the vehicle, eta is the mechanical conversion efficiency of the vehicle, Vip＝(Lz-Lit)/Tip。
Passage time TipThe calculation method comprises the following steps:
when the vehicle speed is zero at time t,when the speed is not zero at the time (t plus delta t), calculating the position of the vehicle from the camera picture, and when the vehicle passes through the zebra crossing position LzTime, record vehicle i passing time tip；
Tip＝tip-t。
In step S2, the traffic benefit early warning coefficient RN,KThe calculation method comprises the following steps:
s21, calculating the absolute value of the difference between the total passing benefit of all vehicles at the intersection and the passing benefit of the intersection under different phase sequence numbers:
ΔBi＝|Bi-B|
wherein, Delta BiRepresents the total passing benefit B of all vehicles at the road junction when the phase sequence number is iiThe difference from the crossing passing benefit B;
s22, acquiring a maximum absolute value Delta B: Δ B { [ Delta ] B { [ max { [ Delta ] B ]i，i＝0，1，2，……，M}，
S23, finding the phase sequence number corresponding to the maximum absolute value and recording as the phase sequence number K;
s24, calculating the crossing traffic benefit early warning coefficient r of the phase sequence number KK：
S25, if the phase sequence numbers K corresponding to the maximum absolute values found in N continuous periods are the same, using N crossing traffic benefit early warning coefficients rKAverage is carried out to obtain an average crossing traffic benefit early warning coefficient RN,K：
Wherein R isN,KRepresenting the average crossing traffic benefit early warning coefficient of continuous N periods and phase sequence number K;
rN,Kthe early warning coefficient of the crossing traffic benefit of the current period N and the phase sequence number K;
rN-1,Kis the last oneThe period N-1 and the phase sequence number K are used for obtaining the crossing traffic benefit early warning coefficient;
r1,Kand the crossing traffic benefit early warning coefficient is the 1 st period of the N periods and the phase sequence number K.
In step S3, the crossing traffic benefit early warning specifically includes:
according to the crossing traffic efficiency early warning coefficient RN,KAnd comparing the traffic efficiency with the phase traffic efficiency early warning coefficients of different traffic saturation to obtain corresponding early warning levels:
when R isN,K≤RLJudging that the phase sequence numbers of M +1 phase sequences of the current period N are reasonably sorted;
when R isL＜RN,K≤RMJudging that the phase sequence number ordering of M +1 phase sequences of the current period N needs to be vigilant, and prompting to pay attention to the phase sequence number K;
when R isN,K＞RHJudging that the phase sequence numbers of the M +1 phase sequences in the current period N are not reasonably sorted, and prompting to adjust the phase sequence number K;
wherein R isLLower limit value of early warning coefficient for crossing traffic efficiency, RMFor the early warning coefficient of crossing traffic efficiency, prompting limit value, RHAnd the upper limit value of the efficiency early warning coefficient is the crossing traffic efficiency.
When the intersection phase sequence traffic benefit evaluation method is implemented, an intersection phase sequence traffic benefit evaluation device can be adopted, and as shown in fig. 5, the intersection phase sequence traffic benefit evaluation device can comprise a control unit, a wireless communication module, a storage unit, a logic comprehensive unit and an early warning prompt module. The control unit realizes evaluation algorithm and interacts data with each unit, the wireless communication module realizes the communication function between the device and the traffic command center, the storage unit stores historical traffic benefit data of the intersection, the logic comprehensive unit realizes calculation of the traffic benefit of the intersection, and the early warning module realizes early warning and prompting of the traffic benefit. According to the invention, the vehicle passing efficiency and the passing energy consumption are integrated, the vehicle passing benefit is calculated, the intersection phase sequence evaluation criterion is given, and a basis is provided for intersection phase sequence design and evaluation. The method can improve the phase sequence passing benefit of the intersection, saves the passing time, reduces the energy consumption and fills the blank of the prior art.
The control unit can comprise an intersection passing benefit calculation unit, an intersection passing benefit early warning coefficient calculation unit and an intersection passing benefit early warning unit. The control unit realizes a corresponding intersection phase sequence traffic benefit evaluation method, such as: the intersection passing benefit calculating unit is used for calculating the intersection passing benefit; the crossing traffic benefit early warning coefficient calculating unit is used for calculating a crossing traffic benefit early warning coefficient according to the crossing traffic benefit; the crossing traffic benefit early warning unit is used for early warning the coefficient R according to the crossing traffic benefitN,KAnd comparing the traffic efficiency with the phase traffic efficiency early warning coefficients of different traffic saturation degrees to obtain corresponding early warning levels.
Referring to fig. 6, when the intersection phase sequence traffic benefit evaluation device is implemented in a specific manner, the following specific manner may be adopted.
Firstly, the camera unit acquires the vehicle information of the current phase sequence lane, calculates the waiting time and the passing time of the current phase sequence vehicle, and further calculates the energy consumption and the passing benefit of the vehicle passing. And then sequentially calculating the vehicle passing benefits of the other phase sequences in the current period. And then calculating the crossing traffic benefit and traffic benefit early warning coefficient. And finally, comparing the traffic benefit early warning coefficient with phase traffic benefit early warning coefficients at different traffic saturation degrees, and sending early warning information in real time.
The method comprises the following specific steps:
suppose that the intersection traffic phase sequence (phasesequence) has M +1 phase sequences, and is recorded as S0S1S2…SM. Currently period N, from phase sequence S0And sequentially calculating the traffic benefits.
(1) Phase sequence S0Vehicle i waiting time Tiw：(waiting time)
Assuming that the interval time between two images of the camera unit is delta t and the position of the vehicle is P, the interval time between the images is small, so that three continuous images can be selected to calculate the position L of the same vehicle i at the current time tit。
Lit＝ρ(Pi(t-2Δt)+Pi(t-Δt)+Pit) And/3 remarks: pitThe position of the vehicle in the picture at the time t is shown, and ρ shows a conversion coefficient (which can be obtained by calibration or calculation of camera parameters) for converting the picture position to an actual position.
Calculating the vehicle running speed V at the time t by using the position difference between the front and rear times of the vehicleit：
Vit＝(Lit-Li(t-Δt))/Δt
If VitIf the speed is less than a certain set minimum value epsilon, the speed of the vehicle is considered to be zero at the time t, namely the vehicle stops waiting.
When the speed of the vehicle is zero at the time t and the speed is not zero at the time t', the waiting time of the vehicle i is as follows:
Tiw＝t’-t
(2) phase sequence S0Vehicle passage time Tip：(passing time)
When the speed of the vehicle is zero at the time t and the speed is not zero at the time (t plus delta t), calculating the position of the vehicle from the photographic picture, and when the vehicle passes through the zebra crossing line position LizTime, record vehicle passing time tipThen the vehicle passing time TipComprises the following steps:
Tip＝tip-t；
the average passing speed can be calculated according to the passing distance of the vehicle:
Vip＝(Liz-Lit)/Tip
(3) phase sequence S0Energy consumption E for vehicle i passingi(energy consumption)
The energy consumption of the vehicle i can be divided into two parts, namely idle speed energy consumption EiwAnd energy consumption for driving Eip：
Ei＝Eiw+Eip
Idling energy consumption EiwThe following may be calculated from the vehicle waiting time:
Eiw＝Tiw×Piw；Piwthe idle power of the vehicle can be calculated or actually measured according to vehicle performance parameters.
Energy consumption for driving EipThe following can be calculated from the vehicle transit time and speed:
Eip＝Tip×Pip；
wherein, PipIs the vehicle passing power.
Pip＝(W×f+CDAVip 2)×Vip/η；
Wherein W is the weight of the vehicle, f is the rolling friction coefficient, CDIs the wind resistance coefficient, A is the windward area, and η is the mechanical conversion efficiency. Under the condition that the road condition, the environment and the vehicle parameters are not changed, the parameters can be regarded as constants.
(4) Phase sequence S0Benefit of vehicle passing Bitrafficbenefit
Average speed V of vehicle according to road smoothness0Normal running (L)z-Lit) The energy consumption produced is E0Then the vehicle passing benefit B at the intersection is obtainediComprises the following steps:
Bi＝E0/Ei
then calculating the phase sequence S0And accumulating and averaging the passing benefits of each vehicle to obtain a phase sequence S0Benefit of crossing vehicle passing B0：
(5) Sequentially calculating vehicle passing benefits B of other phase sequences0，B1，B2，…,BM。
(6) Calculating the crossing passing benefit B:
(7) calculating traffic efficiency
Calculating the difference between the traffic benefit of different phase sequences and the traffic benefit of the intersection
ΔBi＝|Bi-B|
Obtaining the maximum passing benefit difference Delta BK＝max{ΔBiI is 0,1,2, …, M, and k denotes the maximum benefit difference Δ BKThe corresponding phase sequence number.
Calculating crossing traffic benefit early warning coefficient rK：(ratio)
If the intersection traffic benefit early warning coefficient r is obtained by calculation in three continuous periodsKIf the corresponding phase sequence numbers are the same, averaging the crossing traffic benefit early warning coefficients of three periods to obtain a period N crossing traffic benefit early warning coefficient RN,K。
(8) Crossing traffic benefit early warning
Phase vehicle passing benefit coefficients of roads with different traffic saturations can be respectively obtained according to software simulation or actual measurement of intersections, and the passing benefit coefficient with lower (10%) road traffic saturation is assumed to be RLThe traffic benefit coefficient when the road traffic saturation is medium (40%) is RMThe traffic benefit coefficient is R when the road traffic saturation is higher (85 percent)H。
According to the calculated crossing traffic benefit early warning coefficient RKAnd comparing the traffic efficiency with the phase traffic efficiency early warning coefficients of different traffic saturation degrees to obtain corresponding early warning grades:
①RN,K<＝RLif the periodic N phase sequence runs reasonably, the normal is prompted
②RL<RN,K<＝RMIf the phase sequence in the period N is normal, the attention to the phase sequence number K is prompted
③RN,K>RHIf the periodic N phase sequence runs unreasonably, the phase sequence number K is prompted to be adjusted.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A method for evaluating the traffic benefit of intersection phase sequence includes supposing that each period of intersection traffic phase sequence has M +1 phase sequences; the method is characterized by comprising the following steps:
s1, calculating the crossing traffic benefit:
wherein, B represents the crossing passing benefit; i represents the current phase sequence number of the intersection, i is 0,1,2, … …, M; b isiRepresenting the total passing benefit of all vehicles at the road junction when the current phase sequence number is i;
s2, calculating an intersection passing benefit early warning coefficient R according to the intersection passing benefitN,KThe traffic benefit early warning coefficient RN,KThe calculation method comprises the following steps:
s21, calculating the absolute value of the difference between the total passing benefit of all vehicles at the intersection and the passing benefit of the intersection under different phase sequence numbers:
ΔBi＝|Bi-B|
wherein, Delta BiTime path with sequence number of phase sequence iGeneral passing benefit B of all vehiclesiThe difference from the crossing passing benefit B;
s22, acquiring a maximum absolute value Delta B: Δ B { [ Delta ] B { [ max { [ Delta ] B ]i，i＝0，1，2，……，M}，
S23, finding the phase sequence number corresponding to the maximum absolute value and recording as the phase sequence number K;
s24, calculating crossing traffic benefit early warning coefficient r of phase sequence number KK：
S25, if the phase sequence numbers K corresponding to the maximum absolute values found in N continuous periods are the same, using N crossing traffic benefit early warning coefficients rKAverage is carried out to obtain an average crossing traffic benefit early warning coefficient RN,K：
RN,K＝(r1,K+…+rN-1,K+rN,K)/N
Wherein R isN,KRepresenting the average crossing traffic benefit early warning coefficient of continuous N periods and phase sequence number K;
rN,Kthe early warning coefficient of the crossing traffic benefit of the current period N and the phase sequence number K;
rN-1,Kthe early warning coefficient of the crossing traffic benefit of the previous cycle N-1 and the phase sequence number K;
r1,Kthe crossing traffic benefit early warning coefficient is the 1 st period of the N periods and the phase sequence number K;
s3, carrying out crossing passing benefit early warning according to the crossing passing benefit early warning coefficient;
according to the crossing traffic efficiency early warning coefficient RN,KAnd comparing the traffic efficiency with the phase traffic efficiency early warning coefficients of different traffic saturation degrees to obtain corresponding early warning grades:
when R isN,K≤RLJudging that the phase sequence numbers of M +1 phase sequences of the current period N are reasonably sorted;
when R isL＜RN,K≤RMThen, the M +1 phase sequences of the current period N are judgedThe phase sequence number ordering needs to be vigilant, and the attention to the phase sequence number K is prompted;
when R isN,K＞RHJudging that the phase sequence numbers of the M +1 phase sequences in the current period N are not reasonably sorted, and prompting to adjust the phase sequence number K;
wherein R isLLower limit value of early warning coefficient for crossing traffic efficiency, RMFor the early warning coefficient of crossing traffic efficiency, prompting limit value, RHAnd the upper limit value of the efficiency early warning coefficient is the crossing traffic efficiency.
2. The intersection phase sequence passing benefit evaluation method according to claim 1, wherein the total passing benefit B of all vehicles at an intersection is obtained when the current phase sequence number is iiThe calculation method comprises the following steps:
wherein G isiThe total number of the vehicles passing through the road junction when the current phase sequence number is i; n isiWhen the current phase sequence number is i, the vehicles currently passing through the road junction are obtained; b isn,iWhen the current phase sequence number is i, the current passing vehicle n at the road junctioniThe vehicle passing benefit.
3. The intersection phase sequence passing benefit evaluation method according to claim 2, wherein when the current phase sequence serial number is i, the current passing vehicle n at the intersection isiVehicle passing benefit Bn,iThe calculation method comprises the following steps:
Bn,i＝E0/Ei；
wherein E is0For vehicles following a clear road, i.e. average speed V0Normal running LizTo LitEnergy consumption of the passage, L, produced by the timeizIs the crossing zebra crossing position, LitIs the vehicle position at time t; eiFor a vehicle n currently passing at the intersection under the current phase sequence number iiL ofizTo LitThe traffic energy generated by the time is consumed.
4. The intersection phase sequence traffic benefit evaluation method according to claim 3, characterized in that E0And EiThe calculation method of the traffic energy consumption is the same as that of the traffic energy consumption, and comprises the following steps:
Ei＝Eiw+Eip
wherein E isiIndicating energy consumption of traffic, EiwRepresenting idle energy consumption of the vehicle, EipRepresenting the energy consumption of the vehicle.
5. The intersection phase sequence passing benefit evaluation method according to claim 4, characterized in that energy consumption at idle speed EiwAccording to vehicle waiting time TiwTo calculate:
Eiw＝Tiw×Piw
wherein, PiwCalculating or actually measuring the idle speed power of the vehicle according to vehicle performance parameters;
Tiwthe waiting time of the vehicle from the zero vehicle speed to the non-zero vehicle speed is obtained.
6. The intersection phase sequence passing benefit evaluation method according to claim 5, characterized in that vehicle waiting time TiwThe calculation method comprises the following steps:
assuming that the interval time of n1 images obtained by taking a vehicle at the intersection is Δ t, the vehicle positions in n1 images are Pi,t-n1△t、……、Pi,t-2△t、Pi,t-△t、Pi,tCalculating the position L of the vehicle at time tit：
Lit＝ρ(Pi,t-n1△t+……+Pi,t-2△t+Pi,t-△t+Pi,t)/n1
Where ρ represents a conversion coefficient of the vehicle image position to the vehicle actual position;
calculating the vehicle running speed V at the time t by using the position difference between the front and rear times of the vehicleit：
Vit＝(Lit-Li(t-△t))/△t
If VitIf the speed is less than a set minimum value epsilon, the speed of the vehicle is considered to be zero at the moment t, otherwise, the speed is not zero;
when V isitWhen not zero, the waiting time T of the vehicle isiwThe real time when the vehicle speed is zero is subtracted from the time when the vehicle speed is not zero.
7. The intersection phase sequence passing benefit evaluation method according to claim 4, characterized in that the energy consumption E for driving isipAccording to vehicle passing time TipTo calculate:
Eip＝Tip×Pip；
wherein, PipIs the passing power of the vehicle;
Tipfor crossing vehicle driving L under the current phase sequence number iizTo LitTime of (d).
8. The intersection phase sequence passing benefit evaluation method according to claim 7, characterized in that the passing power PipThe calculation method comprises the following steps:
Pip＝(W×f+CDAVip 2)×Vip/η；
wherein W is the weight of the vehicle, f is the rolling friction coefficient of the vehicle tire, CDIs the wind resistance coefficient of the vehicle, A is the frontal area of the vehicle, eta is the mechanical conversion efficiency of the vehicle, Vip＝(Liz-Lit)/Tip。
9. The intersection phase sequence passing benefit evaluation method according to claim 7, characterized in that the passing time T isipThe calculation method comprises the following steps:
when the speed of the vehicle is zero at the time t and the speed is not zero at the time (t + delta t), calculating the position of the vehicle from the photographic picture, and when the vehicle passes through the intersection zebra crossing position LizTime, record vehicle i passing time tip；
Tip＝tip-t。
10. A traffic assessment method, comprising the steps of:
making temporary parking evaluation on the road section to be evaluated by adopting a temporary parking evaluation method;
the road section to be evaluated is provided with at least one intersection, and intersection phase sequence traffic benefit of the intersection is evaluated by adopting an intersection phase sequence traffic benefit evaluation method;
the method for evaluating the phase sequence traffic benefit of the intersection is as claimed in any one of claims 1 to 9.
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