CN114170793A - Dynamic management and control method for expressway lane - Google Patents
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- G—PHYSICS
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- G08G—TRAFFIC CONTROL SYSTEMS
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- G08G1/065—Traffic control systems for road vehicles by counting the vehicles in a section of the road or in a parking area, i.e. comparing incoming count with outgoing count
Abstract
The invention provides a dynamic control method for lanes of an expressway, which is characterized by collecting lane-divided vehicle types and traffic flow data, calculating the traffic volume of various lane driving vehicles converted into standard cars according to the vehicle types and the traffic flow data of various lanes, respectively calculating the road travel time of different lane types based on a road resistance function so as to realize the lowest travel time and construct an objective function with constraint control, solving the optimal solution of the objective function by using a simulated annealing algorithm, generating the optimal distribution scheme of a passenger-cargo lane, and dynamically adjusting lane marks according to the optimal lane distribution scheme. The invention reasonably distributes lanes according to lane-dividing vehicle types and vehicle flow acquired in real time, improves the overall transportation efficiency of freight vehicles, reduces unstable states such as frequent speed change of passenger cars and the like, and achieves the purposes of reducing the operation intensity of drivers and the cost of travel time.
Description
Technical Field
The invention belongs to the technical field of lane management and control, and particularly relates to a dynamic management and control method for a highway lane.
Background
The problem of mixed traffic of passengers and goods on the expressway in China is outstanding, the traffic difference between a passenger car and a truck is large in different time periods, the speed difference is large, the problems of blockage and safety are easily caused, and the operation management difficulty of the expressway is increased. However, most of the current static management and control schemes for the lane-by-lane driving of the passenger-cargo vehicles on the expressway rely on empirical values for analysis and judgment, and the real-time performance and the accuracy cannot be improved. Therefore, a technology for dynamically managing and controlling lanes based on the time-varying property of the traffic flow of the highway gradually becomes a development trend of managing the mixed traffic of passengers and goods on the highway.
The lane dynamic management and control can sense road traffic flow information in real time through advanced roadside detection equipment, lane traffic restriction measures are changed according to the traffic flow information, the overall transportation efficiency of freight vehicles is improved, unstable states such as frequent speed change of a passenger car are reduced, the operation intensity and the travel time cost of a driver are reduced, and finally delay reduction, traffic capacity improvement and traveler satisfaction improvement are realized.
Disclosure of Invention
In view of the above, the present invention provides a dynamic management and control method for a lane of an expressway.
The present invention achieves the above-described object by the following technical means.
A dynamic management and control method for a highway lane comprises the following steps:
calculating the traffic volume of various lane running vehicles converted into standard cars according to the lane models and the traffic flow;
calculating road travel time of different lane types based on the traffic volume of a standard car;
constructing an objective function with constraint control to realize the lowest road travel time;
and solving the optimal solution of the target function, generating the optimal distribution scheme of the passenger-cargo vehicle lanes, and dynamically adjusting lane marks according to the optimal lane distribution scheme.
Further, the traffic volume converted from the vehicles running on various lanes into the standard car comprises the standard car flow of a bus special lane:
wherein x is the number of special channels of the passenger carQuantity, z is the number of mixed lanes, QkGamma is the ratio of the collected passenger car flow to the total passenger car flow converted into the standard car flow, gamma z is the right of way owned by the passenger car in the mixed lane, and (x + gamma z) is the total right of way owned by the passenger car.
Further, the traffic volume converted from the various lane driving vehicles into the standard car comprises the standard car flow of the truck-dedicated lane:
wherein y is the number of truck dedicated lanes, z is the number of mixed lanes, QhRho is a conversion coefficient from a truck to a passenger car, delta is a ratio of the collected truck flow to the total passenger car flow converted into the standard car flow, delta z is a road right owned by the truck in the mixed lane, and y + delta z is a total road right owned by the truck.
Further, the traffic volume converted from the various lane driving vehicles into the standard car comprises the standard car flow of the passenger-cargo mixed lane:
wherein, xv1For passenger car traffic, yv, converted to standard car traffic2For conversion into standard car flow, Qk+ρQhTo convert to the total flow of a standard car, z is the number of mixing lanes.
Further, the calculation formula of the road travel time of the different lane types is as follows:
where t is the road travel time for different lane types, t0For different lanesThe road travel time in a free flow state on the type, v is the traffic volume of a standard car on the road section, c is the traffic capacity of the road section, and alpha and beta are undetermined parameters.
Further, the objective function with constraint control is:
MinT＝xt1+yt2+zt3
wherein x represents the number of passenger car lanes, y represents the number of truck lanes, z represents the number of mixed lanes, t1、t2、t3Respectively showing the travel time of the roads on the passenger car dedicated lane, the truck dedicated lane and the mixed lane.
Still further, the constraining includes: x + y + z is n, x is more than or equal to 0 and less than n, y is more than or equal to 0 and less than n, z is more than or equal to 0 and less than or equal to n, x + z is more than or equal to 2, and y + z is more than or equal to 2, wherein n represents the total number of lanes of the highway.
Further, the solving of the optimal solution of the objective function specifically comprises the following steps:
step (1), setting an initial temperature T, an end temperature T', a temperature reduction rate V and a Metropolis criterion chain length L of a simulated annealing algorithm;
randomly generating an initial solution i of the objective function, and solving road travel time f (i) of different lane types;
step (3), setting the iteration number k to be 0;
step (4), randomly generating a solution i, and calculating the road travel time f (i) on different types of lanes;
step (5) of calculating Δ ═ f (i) — f (i);
step (6), if delta is less than 0, receiving solutions i and f (i); if delta is greater than 0, generating a new solution according to Metropolis criterion;
step (7), according to the Metropolis criterion, updating k to k +1, and judging the size relationship between the iteration times k and the chain length L;
step (8), if k is larger than L, turning to step (4); if the iteration number k is less than or equal to L, turning to the step (9);
step (9), updating the temperature T-T V of the simulated annealing algorithm, and judging whether the temperature reaches the termination temperature;
step (10), if the termination temperature is not reached, the step (4) is carried out; and if the termination temperature is reached, the iteration is ended and the optimal solution is output.
The invention has the beneficial effects that:
according to the method, the traffic volume of standard cars converted from various lane driving vehicles is calculated according to the collected lane-dividing car types and the collected traffic flow data, the road travel time of different lane types (including passenger car special lanes, truck special lanes and mixed lanes) is respectively calculated, so that a target function with constraint control is established at the lowest road travel time, the optimal solution of the target function is solved, and the optimal distribution scheme of a passenger and freight lane is generated; according to the invention, lanes are reasonably distributed through lane-dividing vehicle types and vehicle flow acquired in real time, so that the traffic balance of the lanes is ensured, the utilization rate of roads is improved, and the waste of road resources is avoided; the practical problem of the dynamic expressway lane restriction measure is converted into the optimal solution problem with the lowest road travel time, seamless connection with the variable information board is achieved, and the traveling efficiency and the satisfaction degree of the user are improved.
Drawings
FIG. 1 is a flow chart of a dynamic management and control method for a highway lane according to the present invention;
FIG. 2 is a flowchart of the present invention for optimizing the dynamic management and control objective function of a highway lane with constraint conditions by using simulated annealing algorithm;
FIG. 3 is an example view of a lane of Shanwu high-speed Shaxi to Du river junction section according to the invention;
FIG. 4 is a graph of a variation curve of a dynamic lane control objective function solved by using the simulated annealing algorithm of the present invention;
FIG. 5 is a comparison graph of the present invention using simulation techniques to verify the average vehicle speed variation for different lane plans;
FIG. 6 is a comparison graph of the present invention using simulation techniques to verify space occupancy for different lane plans.
Detailed Description
The invention will be further described with reference to the following figures and specific examples, but the scope of the invention is not limited thereto.
As shown in fig. 1, the method for dynamically managing and controlling a lane of an expressway of the present invention specifically includes the following steps:
step (1), gather lane dynamic traffic flow data through roadside perception equipment, include: microscopic data such as vehicle speed, vehicle position, vehicle acceleration, vehicle type, license plate number and the like, and macroscopic data such as vehicle flow, average speed and the like;
step (2), calculating the traffic volume of various lane running vehicles converted into standard cars according to the lane-dividing vehicle types and the traffic flow data acquired in the step (1); the method specifically comprises the following steps:
the calculation formula of the standard car flow of each passenger car special lane is as follows:
wherein x is the number of the passenger car private roads and also represents the right of way owned by the passenger car in the passenger car private road; z is the number of mixed lanes; qkThe total detected flow of the highway passenger cars is obtained; gamma is the ratio of the collected passenger car flow to the total passenger car flow converted into the standard car flow; gamma z is the right of way owned by the passenger car in the mixed lane; and (x + gammaz) is the total right of way owned by the passenger car.
The calculation formula of the standard car flow of each truck lane is as follows:
wherein y is the number of the truck special lanes and also represents the road right owned by the truck in the truck special lanes; z is the number of mixed lanes; qhThe detected total amount of the cargo traffic of the expressway is obtained; rho is the conversion coefficient from the truck to the passenger car; delta is the ratio of the collected truck flow to the total number of the passenger and truck flows converted into the standard car flow; δ z is the right of way owned by the freight car in the mixed lane; (y + δ z) is the total right of way owned by the truck.
The calculation formula of the standard car flow of each passenger-cargo mixed lane is as follows:
wherein, xv1The passenger car flow is converted into the standard car flow; yv of2The flow rate is the flow rate of the freight car converted into the flow rate of the standard car; qk+ρQhFor conversion to the total flow of a standard car.
Step (3), respectively calculating road travel time of different lane types (including a passenger car special lane, a truck special lane and a mixed lane) based on a road running impedance function;
the road driving impedance function is as follows:
wherein t is road travel time of different lane types; t is t0The road travel time under the free flow state on different lane types is obtained; v is the traffic volume of the standard car on the road section; c is road section traffic capacity; alpha and beta are undetermined parameters and need to be calibrated according to actual traffic investigation.
Step (4), constructing a target function with constraint control to realize the lowest road travel time, and carrying out constraint control on the total number of lanes, the driving right and the condition of ensuring overtaking;
the objective function is:
MinT＝xt1+yt2+zt3 (5)
wherein x represents the number of passenger car lanes, y represents the number of truck lanes, z represents the number of mixed lanes, t1、t2And t3Respectively representing the road travel time on a passenger car dedicated lane, a truck dedicated lane and a mixed lane.
The constraint conditions are as follows:
x+y+z＝n (6)
n represents the total number of lanes of the highway;
and:
x is more than or equal to 0 and less than n, and x is an integer (7)
Y is more than or equal to 0 and less than n, and y is an integer (8)
Z is more than or equal to 0 and less than or equal to n, and z is an integer (9)
The constraint condition ensures that the passenger and the freight vehicles can have the right of way at high speed no matter the flow size;
and:
x+z≥2 (10)
y+z≥2 (11)
the constraint condition ensures that the passenger car and the freight car can overtake.
Step (5), solving an optimal solution of a target function based on a simulated annealing algorithm to generate an optimal allocation scheme of the passenger and cargo lanes; as shown in fig. 2, the concrete solving steps are as follows:
step (5.1), setting an initial temperature T, an end temperature T', a temperature reduction rate V and a Metropolis criterion chain length L of a simulated annealing algorithm;
step (5.2), randomly generating an initial solution i of a dynamic control target optimization function of passenger and cargo lane dividing driving, and solving the road travel time f (i) on various lanes;
step (5.3), setting the iteration number k to be 0;
step (5.4), a new solution i of a new passenger-cargo lane distribution scheme is randomly generated, and road travel time f (i) on different types of lanes is calculated;
step (5.5) of calculating the difference Δ ═ f (i) — (i) of the objective functions of the initial solution i and the new solution i;
step (5.6), if the difference is less than 0, accepting a new solution i and the objective function value f (i); if the difference is greater than 0, generating a new solution according to the Metropolis criterion;
step (5.7), according to the Metropolis criterion, updating k to k +1, and judging the size relationship between the iteration times and the chain length L;
step (5.8), if the iteration number k is less than or equal to the chain length L, turning to step (5.4); if the iteration number k is less than or equal to the chain length L, turning to the step (5.9);
step (5.9), updating the temperature T of the simulated annealing algorithm to T V, and judging whether the temperature reaches the termination temperature;
step (5.10), if the termination temperature is not reached, then go to step (5.4); and if the termination temperature is reached, the iteration is ended and the optimal solution is output.
And (6) dynamically adjusting lane marks according to the optimal lane allocation scheme, and issuing variable information boards on two sides of a road in real time to provide a buffer area for a running vehicle to adjust a lane route in time.
The technical solution of the present invention will be further described with reference to specific examples.
FIG. 3 shows a one-way three-lane highway traffic organization from the Shanwu high-speed Shaxi hub to the Du river hub, wherein the inner 1 lane is a passenger car exclusive lane, and the outer 2 lanes are passenger and cargo mixed lanes. At the service area and the intercommunicating gateway, the passenger car running on the inner side needs to pass through a plurality of lanes to enter the gateway, and the passenger car has more conflict points for lane changing. The method for managing and controlling the dynamic lane of the expressway provided by the invention is adopted to make a lane management and control strategy, and specifically comprises the following steps:
step (1), the expressway roadside sensing equipment can realize multi-dimensional highway information acquisition, and acquires traffic flow and lane-dividing vehicle types by using a radar fitting technology. Table 1 shows the traffic flow information at lane level counted up in 10 minutes during the early peak period of the total length of the section from shaxi hub to creek hub of 14 km.
TABLE 1 traffic flow data for Shaxi hub to Duck hub section (statistics for a 10 minute period during early rush hour)
Step (2), respectively calculating the standard car flow of various lanes according to the lane-dividing car types and the car flow data acquired in the step (1), wherein the road does not contain a truck special lane, and only the standard car flow of a passenger car special lane and a passenger-cargo mixed lane is calculated, wherein the conversion coefficient from a truck to a passenger car is 2.0; the specific results are as follows:
step (3), according to the standard car flow of the passenger car special lane and the passenger-cargo mixed lane calculated in the step (2), the road travel time on each type of lane and the travel time t under the free flow state on different lane types are calculated by using a road impedance function0The ratio of the length of the road section to the highest speed limit is adopted, under the background of the expressway In China, when the designed speed is 120km/h, the basic traffic capacity is 2200pcu/h/In, and the actual traffic capacity of the passenger car special lane is improved by more than 15 percent compared with the actual traffic capacity of the ordinary expressway, so that the basic traffic capacity of the passenger car special lane is 2530 pcu/h/In; the undetermined coefficients α and β are in this example calibrated to 0.15, 4 according to actual traffic flow surveys; the specific results are as follows:
step (4), according to the solving results of the step (2) and the step (3), constructing a dynamic lane control objective function, x, of the expressway provided by the invention to realize the lowest road travel time1And x2The highway bus lane and the passenger and cargo lane in this example are shown as follows:
MinT＝7.03x1+8.51x2
considering that the road of the embodiment is not provided with the truck-dedicated road, only two constraint conditions of road right and overtaking are considered, and the specific constraint conditions are as follows:
0≤x1＜3，x1is an integer
0≤x2＜3，x2Is an integer
x1+x2≥2
Step (5), writing simulated annealing codes by using MATLAB to solve the optimal solution of the lane dynamic control objective function, setting the initial temperature T to be 100, the ending temperature T' to be 1, the maximum iteration number maxgen to be 1000, the temperature reduction rate V to be 0.95 and the Metropolis chain length to be 100, and finally obtaining the optimal combination x1＝1.0018、x21.0017, the optimum value T is 15.5672, and the objective function curve is shown in fig. 4.
In order to detect the accuracy of solving the simulated annealing algorithm, the invention utilizes the traffic simulation technology to sequentially verify the vehicle speed and the space occupancy rate aiming at different lane distribution schemes, the simulation results are shown in figures 5 and 6, the optimal solution schemes obtained by the simulated annealing algorithm, namely 1 passenger car special lane, 1 passenger-cargo mixed lane and 1 truck special lane, are compared with other two lane distribution schemes, the results show that the average vehicle speed of the optimal lane control scheme obtained by the simulated annealing algorithm is 102.85km/h, the space occupancy rate reaches 23 percent, and the effects are better in the three schemes, so that the optimal lane control scheme obtained in a section from a Shaxi junction to a Dong junction within 10 minutes is as follows: 1 passenger car special lane, 1 passenger-cargo mixed lane and 1 truck special lane.
And (6) real-time publishing of the optimal lane control scheme obtained in the step (5) by the variable information boards on the two sides of the road, synchronous adjustment of the lane signboards, and setting of a buffer area for timely response of running vehicles.
In summary, theories and examples show that the dynamic lane control method for the expressway, provided by the invention, can reasonably divide lanes by combining lane-dividing vehicle types and vehicle flow, ensure balanced distribution of lane traffic flow, improve the utilization rate of the expressway road and meet the overtaking demand of vehicles.
The present invention is not limited to the above-described embodiments, and any obvious improvements, substitutions or modifications can be made by those skilled in the art without departing from the spirit of the present invention.
Claims (8)
1. A dynamic management and control method for lanes of an expressway is characterized by comprising the following steps:
calculating the traffic volume of various lane running vehicles converted into standard cars according to the lane models and the traffic flow;
calculating road travel time of different lane types based on the traffic volume of a standard car;
constructing an objective function with constraint control to realize the lowest road travel time;
and solving the optimal solution of the target function, generating the optimal distribution scheme of the passenger-cargo vehicle lanes, and dynamically adjusting lane marks according to the optimal lane distribution scheme.
2. The method according to claim 1, wherein the traffic volume converted from the types of lane-driving vehicles to the standard cars comprises a standard car traffic volume of a bus lane:
wherein x is the number of the passenger car special lanes, z is the number of the mixed lanes, and QkGamma is the ratio of the collected passenger car flow to the total passenger car flow converted into the standard car flow, gamma z is the right of way owned by the passenger car in the mixed lane, and (x + gamma z) is the total right of way owned by the passenger car.
3. The method according to claim 1, wherein the traffic volume converted from the types of lane-driving vehicles to the standard cars comprises a standard car traffic volume of a truck-dedicated lane:
wherein y is the number of truck dedicated lanes, z is the number of mixed lanes, QhFor detected freewaysThe total flow of the trucks, rho is a conversion coefficient from the trucks to the passenger cars, delta is a ratio of the collected flow of the trucks to the total flow of the passenger cars and the trucks converted into the standard flow of the cars, delta z is a road right owned by the trucks in the mixed lane, and (y + delta z) is a total road right owned by the trucks.
4. The method according to claim 1, wherein the traffic volume converted from the types of lane-driving vehicles to the standard cars comprises a standard car traffic volume of a passenger-cargo mixed lane:
wherein, xv1For passenger car traffic, yv, converted to standard car traffic2For conversion into standard car flow, Qk+ρQhTo convert to the total flow of a standard car, z is the number of mixing lanes.
5. The method according to claim 1, wherein the calculation formula of the road travel time of different lane types is:
where t is the road travel time for different lane types, t0The method is characterized in that the method is a road travel time under a free flow state on different lane types, v is the traffic volume of a road section standard car, c is the road section traffic capacity, and alpha and beta are undetermined parameters.
6. The method according to claim 1, wherein the objective function with constraint control is:
MinT＝xt1+yt2+zt3
wherein the content of the first and second substances,x represents the number of passenger car lanes, y represents the number of truck lanes, z represents the number of mixed lanes, t1、t2、t3Respectively showing the travel time of the roads on the passenger car dedicated lane, the truck dedicated lane and the mixed lane.
7. The highway lane dynamic management and control method of claim 6, wherein said constraining comprises: x + y + z is n, x is more than or equal to 0 and less than n, y is more than or equal to 0 and less than n, z is more than or equal to 0 and less than or equal to n, x + z is more than or equal to 2, and y + z is more than or equal to 2, wherein n represents the total number of lanes of the highway.
8. The method according to claim 1, wherein the solving of the optimal solution of the objective function is performed by:
step (1), setting an initial temperature T, an end temperature T', a temperature reduction rate V and a Metropolis criterion chain length L of a simulated annealing algorithm;
randomly generating an initial solution i of the objective function, and solving road travel time f (i) of different lane types;
step (3), setting the iteration number k to be 0;
step (4), randomly generating a solution i, and calculating the road travel time f (i) on different types of lanes;
step (5) of calculating Δ ═ f (i) — f (i);
step (6), if delta is less than 0, receiving solutions i and f (i); if delta is greater than 0, generating a new solution according to Metropolis criterion;
step (7), according to the Metropolis criterion, updating k to k +1, and judging the size relationship between the iteration times k and the chain length L;
step (8), if k is larger than L, turning to step (4); if the iteration number k is less than or equal to L, turning to the step (9);
step (9), updating the temperature T-T V of the simulated annealing algorithm, and judging whether the temperature reaches the termination temperature;
step (10), if the termination temperature is not reached, the step (4) is carried out; and if the termination temperature is reached, the iteration is ended and the optimal solution is output.
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| CN107038863A (en) * | 2017-05-17 | 2017-08-11 | 东南大学 | A kind of urban road network broad sense right of way computational methods for considering comprehensive traffic management measure |
| CN108932855A (en) * | 2017-05-22 | 2018-12-04 | 阿里巴巴集团控股有限公司 | Road traffic control system, method and electronic equipment |
| CN109272747A (en) * | 2018-08-27 | 2019-01-25 | 东南大学 | A kind of variable guided vehicle road attribute dynamic adjustment threshold setting method of signal control level-crossing |
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| CN116416806A (en) * | 2023-06-12 | 2023-07-11 | 天津市政工程设计研究总院有限公司 | Intelligent network allies oneself with autopilot freight transportation lane control system |
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