CN115359664A - Traffic simulation method and device for three-dimensional composite highway - Google Patents
Traffic simulation method and device for three-dimensional composite highway Download PDFInfo
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Abstract
The invention provides a traffic simulation method and a traffic simulation device for a three-dimensional composite highway. The method comprises the following steps: acquiring traffic demand data; generating a basic road network according to the position and the function of the road section of the three-dimensional composite highway, wherein the basic road network has different traffic control measures based on different traffic scenes; and simulating traffic flow according to the traffic demand data and the traffic control measures. According to the method, a basic road network is generated, a relatively complete road network model is constructed according to traffic control measures of the basic road network under different traffic scenes, static infrastructure construction and traffic control measures of the three-dimensional composite expressway are comprehensively restored, the road network model is kept in an operable state by combining the acquired traffic demand data, the traffic operation condition of the three-dimensional composite expressway is truly simulated, and the traffic operation efficiency of the three-dimensional composite expressway is comprehensively evaluated and analyzed so as to ensure safe and efficient operation of the three-dimensional composite expressway.
Description
Technical Field
The invention relates to the technical field of analog simulation, in particular to a traffic simulation method and device for a three-dimensional composite highway.
Background
The three-dimensional composite expansion of the highway is a key effective means for solving the contradiction between the land space limitation and the increasing traffic in highly urbanized areas. The spatial layering engineering of the three-dimensional composite highway is usually very complex, the design concepts of upper and lower double layers, upper and lower ramps, one-to-two double-layer interchange flyovers and the like bring extremely high challenges to engineering design practice, and meanwhile, the traffic operation efficiency and the traffic safety of the three-dimensional composite highway also face a plurality of problems. Traffic simulation is a technology for tracking and describing the change of traffic motion along with time and space by utilizing a simulation technology to research traffic behaviors. The problem of how to realize the running condition simulation of the three-dimensional composite highway by using the traffic simulation technology needs to be solved urgently.
Disclosure of Invention
The invention aims to solve the problem of how to carry out analog simulation on the operation condition of the three-dimensional composite expressway.
In order to solve the above problems, the present invention provides a traffic simulation method for a three-dimensional composite highway, comprising:
acquiring traffic demand data;
generating a basic road network according to the position and the function of the road section of the three-dimensional composite highway, wherein the basic road network has different traffic control measures based on different traffic scenes;
and simulating traffic flow according to the traffic demand data and the traffic control measures.
Optionally, the traffic demand data includes static traffic data;
the acquiring traffic demand data comprises: and acquiring the road section flow according to the number of vehicles running on the road section in unit time, and acquiring the vehicle running path according to the running track of the vehicles on the road section.
Optionally, the traffic demand data further includes dynamic traffic allocation data;
the acquiring traffic demand data further comprises: acquiring source point-destination point matrixes of different vehicle types;
performing dynamic traffic distribution according to the source point-destination point matrix;
and obtaining the driving path and the road section flow of the vehicle according to the result of the dynamic traffic distribution.
Optionally, the generating a basic road network according to the position and the function of the section of the three-dimensional composite highway includes:
dividing the road sections into a plurality of traffic infrastructures according to the positions and functions of the road sections, and generating the basic road network according to the plurality of traffic infrastructures;
wherein the traffic infrastructure comprises: at least one of a basic road section, a diversion area, a confluence area, an interchange ramp, an upper ramp, a lower ramp and a toll station;
said generating said base road network according to a plurality of said traffic infrastructures comprises: and establishing the basic road network according to the basic road section, the flow splitting area, the confluence area, the interchange ramp, the upper ramp, the lower ramp and the toll station.
Optionally, the simulating a traffic flow according to the traffic demand data and the traffic control measure includes:
acquiring the conflict area on the basic road network,
obtaining the vehicle position according to the traffic demand data,
and judging whether the vehicle position is the conflict area, if so, adjusting the priority of the traffic flow in the conflict area according to a traffic passing rule, and enabling the vehicle to pass through the conflict area according to the priority.
Optionally, the simulating a traffic flow according to the traffic demand data and the traffic control measure includes:
acquiring the position of a parking mark;
obtaining vehicle types and positions according to the traffic demand data;
and judging whether the position of the vehicle is the position of the parking mark, if so, enabling the vehicle to park for a preset time according to the type of the vehicle, wherein the preset time is matched with the type of the vehicle.
Optionally, the simulating a traffic flow according to the traffic demand data and the traffic control measure includes:
acquiring the position of a vehicle speed limiting area;
acquiring the position of a vehicle according to the traffic demand data;
and judging whether the vehicle enters the vehicle speed limiting area or not according to the position of the vehicle and the position of the vehicle speed limiting area, and if so, prompting the vehicle to run at a desired speed.
Optionally, when the vehicle speed limit zone is a deceleration zone, after prompting that the vehicle travels at a desired speed, the method further includes:
and judging whether the vehicle is driven away from the vehicle speed limiting area, if so, prompting the vehicle speed of the vehicle to drive at a second preset speed, wherein the second preset speed is higher than the expected speed.
Optionally, the simulating a traffic flow according to the traffic demand data and the traffic control measure includes:
the position of the lane limiting area is acquired,
acquiring the position of the vehicle according to the traffic demand data,
and judging whether the position of the vehicle is the position of the lane limiting area, and if so, prompting the vehicle to prohibit lane changing or driving in.
Compared with the prior art, the traffic simulation method of the three-dimensional composite highway has the advantages that:
according to the method, a basic road network is generated, a relatively complete road network model is constructed according to traffic control measures of the basic road network under different traffic scenes, static infrastructure construction and traffic control measures of the three-dimensional composite expressway are comprehensively restored, the road network model is kept in an operable state by combining the acquired traffic demand data, the traffic operation condition of the three-dimensional composite expressway is truly simulated, and the traffic operation efficiency of the three-dimensional composite expressway is comprehensively evaluated and analyzed so as to ensure safe and efficient operation of the three-dimensional composite expressway.
The invention also provides a traffic simulation device of the three-dimensional composite highway, which comprises:
the traffic demand acquisition unit is used for acquiring traffic demand data;
the road network model generating unit is used for generating a basic road network according to the position and the function of the road section of the three-dimensional composite expressway, and the basic road network has different traffic control measures based on different traffic scenes;
and the traffic flow simulation unit is used for simulating traffic flow according to the traffic demand data and the traffic control measures.
Compared with the prior art, the advantages of the traffic simulation device of the three-dimensional composite highway are the same as those of the traffic simulation method of the three-dimensional composite highway, and are not repeated herein.
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Fig. 1 is an application environment diagram of a traffic simulation method for a three-dimensional composite highway according to an embodiment of the invention;
FIG. 2 is a schematic flow chart of a traffic simulation method for a three-dimensional composite highway according to an embodiment of the invention;
fig. 3 is a schematic view of a traffic simulation device of a three-dimensional composite highway according to an embodiment of the invention.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
Fig. 1 is an application environment diagram of a traffic simulation method for a three-dimensional composite highway according to an embodiment of the invention. Referring to fig. 1, the traffic simulation method of the three-dimensional composite highway is applied to a traffic simulation system of the three-dimensional composite highway. The traffic simulation system of the stereoscopic composite highway includes a terminal 110 and a server 120. The terminal 110 and the server 120 are connected through a network. The terminal 110 may specifically be a desktop terminal or a mobile terminal, and the mobile terminal may specifically be at least one of a mobile phone, a tablet computer, a notebook computer, and the like. The server 120 may be implemented as a stand-alone server or a server cluster composed of a plurality of servers.
As shown in fig. 2, in an embodiment, a traffic simulation method for a three-dimensional composite highway is provided, and this embodiment is mainly used for the above-mentioned terminal 110 (or server 120) in fig. 1 to exemplify that simulation software runs on the terminal or server, and the traffic simulation method of this embodiment is performed based on VISSIM. Referring to fig. 2, the traffic simulation method of the three-dimensional composite highway specifically includes the following steps:
step 201, obtaining traffic demand data.
The traffic demand data is a source of traffic volume in the traffic simulation process, the accuracy of the traffic demand data directly influences the accuracy of the traffic simulation, different microscopic traffic simulation software has different description modes of traffic demands, and the VISSIM can introduce the traffic demands in a static vehicle input or dynamic traffic distribution mode.
Step 202, generating a basic road network according to the position and the function of the road section of the three-dimensional composite highway, wherein the basic road network has different traffic control measures based on different traffic scenes.
According to the different functions and positions of the three-dimensional composite highway sections, the three-dimensional composite highway sections are divided into a plurality of traffic infrastructures such as basic sections, diversion or confluence areas, interchange ramps or on-off ramps, toll stations and the like, and the complex and various traffic infrastructures jointly form a basic road network of the three-dimensional composite highway. Based on different traffic scenes, different traffic control measures can be set on the basic road network, so that a relatively complete model road network is constructed.
And 203, simulating a traffic flow according to the traffic demand data and the traffic control measures.
Traffic demand data and traffic control measures under different scenes are introduced to the basic road network, and the traffic operation condition of the three-dimensional composite highway is simulated.
According to the embodiment, the traffic operation condition of the three-dimensional composite expressway is truly simulated by generating the basic road network and according to the traffic control measures of the basic road network under different traffic scenes, so that the safe and efficient operation of the three-dimensional composite expressway is guaranteed.
Fig. 2 is a schematic flow chart of a traffic simulation method of the three-dimensional composite highway according to an embodiment. It should be understood that, although the steps in the flowchart of fig. 2 are shown in order as indicated by the arrows, the steps are not necessarily performed in order as indicated by the arrows. The steps are not performed in the exact order shown and described, and may be performed in other orders, unless explicitly stated otherwise. Moreover, at least a portion of the steps in fig. 2 may include multiple sub-steps or multiple stages that are not necessarily performed at the same time, but may be performed at different times, and the order of performance of the sub-steps or stages is not necessarily sequential, but may be performed in turn or alternately with other steps or at least a portion of the sub-steps or stages of other steps.
In one embodiment, the traffic demand data includes static traffic data;
the acquiring traffic demand data comprises: and acquiring the road section flow according to the number of vehicles running on the road section in unit time, and acquiring the vehicle running path according to the running track of the vehicles on the road section.
In VISSIM, static traffic data, including both road segment flow and vehicle travel path, is typically acquired by traffic investigation, traffic flow detection equipment. VISSIM has both static vehicle input and static vehicle path functionality by which traffic flow and vehicle paths on corresponding road segments can be loaded into the simulation model. The method comprises the following specific steps:
first, an input vehicle is acquired. In VISSIM, the traffic for a route section is expressed in terms of the number of vehicles entering per hour. The captured incoming vehicles may be accurate vehicles or randomly selected based on road segment traffic. In order to ensure the stability of the model, the accurate number of vehicles is selected as the input vehicles acquired from the static traffic data.
Illustratively, the specific steps of acquiring the input vehicle are as follows:
parameters input into the vehicle, including vehicle make-up and hourly traffic volume, are received via the "vehicle input insert mode" button.
Second, a static vehicle path is obtained. The path in VISSIM defines the trajectory of a vehicle on a road segment. A path is assigned to each arriving vehicle according to a predefined ratio (e.g., steering flow, etc.).
Illustratively, the step of obtaining the static vehicle path is as follows:
receiving parameters for creating a new path decision point through a 'new' button on a starting point road section;
receiving a parameter for creating a path end point through a 'define path end point' button on a destination road section/connector, repeating the step, and defining other possible turning directions of the starting point of the selected path;
at each route end, the relative traffic flow input into each route is received.
In one embodiment, the traffic demand data further comprises dynamic traffic allocation data;
the acquiring traffic demand data further comprises: a source point-destination matrix (OD matrix) is obtained for different vehicle types,
performing dynamic traffic distribution according to the OD matrix,
and obtaining the driving path and the road section flow of the vehicle according to the result of the dynamic traffic distribution.
In the case where the road network of the simulation model is large, the vehicle has a plurality of different routes from the start point to the end point, and it is difficult for the static route input to cover all the routes and flows. Dynamic traffic allocation in VISSIM is based on the results of iterative simulation, i.e. a simulated road network is simulated not just once, but by continually repeating the simulation iterations, the model input conditions closest to the actual operating conditions are found.
Wherein the obtaining the OD matrices for different vehicle types comprises:
and acquiring the macroscopic traffic volume of the basic road network. And acquiring the traffic flow OD corresponding to the road network of the microscopic simulation model from the traffic macroscopic model. And intercepting a part corresponding to the micro model from the macro road network, and performing sub-area analysis on the macro road network of the part to obtain a macro traffic flow OD corresponding to the end point of the road network.
And acquiring the nodes of the basic road network. The nodes are used for defining a surface area containing single or multiple decision points in a road network, and are usually positioned at intersections or access points of the road network. Exemplarily, the procedure of creating a node in VISSIM is as follows: the signal to enter the add node is received via a "node mode" button and the parameters to create the node in the area where the node needs to be defined are received via a "node attributes" dialog.
When the node includes a plurality of nodes, a feasible path is acquired. A path is a basic component of path search, and a path is composed of a series of paths. After the simulation operation is started, the VISSIM calculates travel time and travel cost required by running on all the roads according to the path selection model. The paths are divided into two categories: paths within a node, which represent diverted traffic, and paths between nodes, which paths have a true length in VISSIM. There may be one or more paths between two nodes. Illustratively, the steps for obtaining a feasible path in VISSIM are as follows: the list of paths is received via an "edit" button and a "path select" button. The selected path in the list is received through the "selected" button and displayed in the road network. When a certain route should not participate in the dynamic traffic allocation process, a closed route in the list is received through the "close" button, the route is completely disabled in the dynamic traffic allocation process, and the disabled route is displayed in a preset color, for example, in red.
And acquiring a parking lot of the traffic community. The traffic demand in dynamic traffic allocation is not entered as traffic volume on selected road segments, but rather as an OD matrix, which requires the simulation area to be divided into several traffic cells. The VISSIM has no traffic cell set up and the vehicle departs from the parking lot to the parking lot. The parking lot can only be affiliated to a specific traffic district, but each district can have more than one parking lot, and traffic between the districts can pass through any parking lot in the district. Exemplarily, the step of acquiring the parking lot in the VISSIM is as follows: the method comprises the steps of receiving attribute parameters for building a parking lot through a 'parking lot adding' button, receiving signals for connecting the parking lot with a cell through a 'cell connector' button, receiving data of relative flow through a 'relative flow' button, and receiving serial number information of the cell to which a parking place belongs through a 'cell' button.
And obtaining a matrix taking the travel amounts of the vehicles of different types between the traffic cells as elements according to the travel amounts of the vehicles of different types between the traffic cells, namely obtaining OD matrixes of the vehicles of different types.
In a specific embodiment, before the performing the dynamic traffic distribution according to the OD matrix, the method further includes: and loading the OD matrix into the micro model, and performing dynamic distribution of traffic after the matrix loading is finished. Illustratively, in VISSIM, the imported OD matrix is received through buttons such as "dynamic allocation module", "use matrix", "add", etc., and parameters such as configuration matrix, cost file, path file, etc. for loading the OD matrix are received through a "dynamic traffic allocation parameters" dialog box, each iteration of dynamic traffic allocation is updated iteratively according to the existing cost file and path file, and each iteration generates a new cost file and path file. Add (new) cost file and path file in the parameter dialog box. And loading OD matrixes of different vehicle types such as cars, trucks, buses and the like by using the matrixes, wherein the matrix time is increased from 60min to 70min, wherein 0-10min is the road network preheating time, and 10-70min is the simulation evaluation time.
In a specific embodiment, obtaining the vehicle driving path and the road section flow according to the result of the dynamic traffic distribution comprises: and generating static vehicle input and path decision based on the result of the last iteration after the dynamic traffic distribution convergence is finished. Illustratively, in VISSIM, the parameters that create the static path are received through a "traffic-dynamic assignment" button.
In one embodiment, the generating a basic road network according to the positions and functions of the road segments of the three-dimensional composite expressway comprises: and dividing the road sections into a plurality of traffic infrastructures according to the positions and functions of the road sections, and generating the basic road network according to the plurality of traffic infrastructures.
Illustratively, the traffic infrastructure includes: basic road sections, shunting areas, merging areas, interchange ramps, upper and lower ramps and toll stations. The generating the basic road network according to the plurality of traffic infrastructures comprises: and establishing the basic road network according to the basic road sections, the flow splitting areas, the confluence areas, the interchange ramps, the upper ramps, the lower ramps and the toll stations.
In this embodiment, the basic road section refers to a highway section outside an intersection area, a diversion area, a confluence area, a toll station and an extra-long tunnel influence area, is not influenced by additional confluence, diversion and intersection of ramps, and belongs to a traffic facility section with the longest operating mileage on a highway. When generating the basic road network, the basic road segments are the most basic road network elements in the basic road network, and are the basis of the whole basic road network.
In this embodiment, when the basic road network is generated, the diverging region and the converging region should meet the relevant requirements. For example, according to the rules of JTGTD212014 highway flyover crossing design rule (hereinafter referred to as overpass design rule), the junction between the diverging region and the converging region of the expressway should keep lane balance, the number of lanes in front of and behind the diverging region and the converging region should be continuous or minimum, and the number of lanes increased and decreased per main line should not exceed one.
In the embodiment of the application, in the shunting area, the relationship between the number of lanes before shunting and the number of lanes after shunting should meet the following regulations:
in the formula:
-number of main lanes before splitting;
According to the different situations of the number of the lanes of the interchange ramp, whether an accelerating lane is designed or not and the like, the exit after the diversion can be divided into two standards of a single lane exit and a double lane exit with a decelerating lane.
In the merging area, the relationship between the number of lanes after and before merging should be met
Or
；
In the formula:
-number of main lane after confluence;
According to the different situations of the number of the lanes of the interchange ramp, whether an accelerating lane is designed or not and the like, the entrance before confluence can be divided into four standards of a single lane entrance, a single lane entrance with an accelerating lane, a double lane entrance with an accelerating lane and a double lane entrance with a double auxiliary lane.
In the process of generating the basic road network, the design standard specification of the shunting/merging area in the overpass design rule is observed, so that the error caused by the fact that the linear structure does not accord with the reality can be reduced, and the rational data of fine modeling is realized.
In this embodiment, when the basic road network is generated, the interchange ramps and the upper and lower ramps can meet the traffic flow conversion requirements between different roads. The interchange ramps are communicated with highways and crossed roads along the lines, mainly realize traffic flow conversion in all directions of interchange, the upper ramps and the lower ramps are communicated with the three-dimensional layer and the ground layer, mainly realize traffic flow conversion between the three-dimensional layer and the ground layer of the three-dimensional composite expressway, and are important collecting and distributing channels of the three-dimensional composite expressway.
The interchange ramps can be divided into basic forms such as direct connection type, semi-direct connection type and annular type. According to the connection mode of two ends of a ramp, the semi-direct connection mode can be divided into a right-out right-in mode, a left-out right-in mode and a right-out right-in mode; the semi-direct connection type may be classified into an inner-turn semi-direct connection type, an outer-turn semi-direct connection type, and a detour semi-direct connection type according to a vehicle running track. In the preferred embodiment, the characteristics of the driving behavior, the three-dimensional layered space and the like of the three-dimensional composite expressway are considered, and the right-out and right-in design scheme is uniformly adopted for the interchange ramps, so that the driving habits of most drivers are met, and the safety of traffic operation is improved.
In this embodiment, the toll station adopts a toll collection mode combining an ETC (electronic toll collection system) and an MTC (manual semi-automatic toll collection system), and the coverage of the ETC is not lower than 90% to ensure high efficiency passage of the toll station. The vehicle queuing of the real toll station accords with the probability distribution characteristics of a queuing model, a driver preferentially selects a toll lane with few queued vehicles to queue, the queuing length of the toll lanes of the same type finally reaches a balanced state, and in order to ensure the real reliability of the simulation of the toll station, the proportion of ETC and MTC passing vehicles and the multiple factors of behavior modes of the toll lane uniformly selected by the vehicles need to be considered simultaneously in the process of generating a basic road network according to the toll station. Therefore, in the embodiment, when a basic road network is generated according to the toll station, a separate toll lane mode is adopted, so that on one hand, a local path decision is added in the road network generation process, the relative flow proportion of each toll lane in the toll station area is reasonably distributed, and on the other hand, the visual effect of the toll station can be obviously improved.
The toll station mainly comprises a toll section, an entrance section and an exit section, wherein the toll section adopts a lane separation mode, so that a generated basic road network is closer to the real situation, and the simulation result is more accurate. For example, a toll station with eight lanes is created by building eight single-lane road sections and combining them. In order to add local paths in a toll station area subsequently and reasonably distribute the relative traffic flow proportion of each lane, an entrance section is established between an entrance ramp and a toll section in a mode of connecting a plurality of connectors. Because the vehicle has no path decision requirement at the exit section, the exit section can be obtained by only adopting one connector to connect the toll lane and the exit ramp.
According to different operation scenes of the three-dimensional composite highway, different traffic control measures can be set based on the basic road network, and a relatively complete model road network is obtained. Since the traffic scene of the three-dimensional composite highway does not include the signal control measure, the traffic control measure of the basic road network in different traffic scenes in the embodiment mainly includes the no-signal control measure, the vehicle speed limiting measure and the lane limiting measure.
Under the situation of no-signal control, various traffic flows run simultaneously in a crossed or shared space, so that the priority condition of the traffic flows needs to be reasonably reflected in a model road network. For no-signal control scenarios, VISSIM provides mainly two classes of objects to simulate the behavior of cross traffic flow: a conflict area and a stop sign.
In one embodiment, the simulating a traffic flow according to the traffic demand data and the traffic control measure includes:
acquiring conflict areas on the basic road network, including acquiring the positions and the number of the conflict areas, wherein the conflict areas comprise conflict points of a main line of a highway and an interchange ramp merging and shunting;
acquiring the position of the vehicle according to the traffic demand data,
and judging whether the vehicle position is the conflict area, if so, adjusting the priority of the traffic flow in the conflict area according to a traffic passing rule, and enabling the vehicle to pass through the conflict area according to the priority.
In this embodiment, the priority of the traffic flow in the conflict area is adjusted according to the rule of giving way, the vehicle obtains the priority of passing through the conflict area according to the priority, and the rule of giving way may be one party or mutual giving way. The establishment of the yielding rule needs to consider various parameters, such as the front distance, the rear distance, the safety distance of the vehicle, the road condition of the adjacent lane and the like.
Illustratively, in VISSIM, an instruction to acquire a collision zone is received via a road network object icon, and the position of a possible collision zone, including all the positions where there are intersection road segments, is highlighted, for example, in yellow. And then analyzing the positions where the collision possibly occurs, judging whether the cross road sections are on the same plane, if not, judging the cross road sections to be collision areas, otherwise, judging the cross road sections to be non-collision areas. For example, the ramp and the road to be crossed intersect on the model, but because the ramp and the road to be crossed belong to different planes, the collision does not occur in the actual operation, the positions are eliminated, and the region where the collision actually occurs is determined. And finally, determining the priority of the vehicle passing through the conflict area according to the yielding rule, and highlighting the vehicle on the road network model by adopting different colors, for example, displaying the leading road section as green and the yielding road section as red.
In one embodiment, the simulating a traffic flow according to the traffic demand data and the traffic control measure includes:
the position of the stop sign is acquired,
obtaining the vehicle type and position according to the traffic demand data,
and judging whether the position of the vehicle is the position of the parking mark, if so, enabling the vehicle to park for a preset time according to the type of the vehicle, wherein the preset time is matched with the type of the vehicle.
Under the traffic scene that the vehicle passes through the toll station, corresponding traffic management and control measures comprise setting a stop sign, wherein the stop sign is mainly applied to a toll lane of each large toll station and simulates the process that the vehicle stops to pay fees and passes through a toll gate. In the embodiment, different vehicle stop times are set according to different charging modes (MTC or ETC) and different vehicle types, so that the real degree of the road section simulation of the toll station is improved.
In one embodiment, the simulating a traffic flow according to the traffic demand data and the traffic control measure includes:
the position of the vehicle speed limit area is acquired,
acquiring the position of the vehicle according to the traffic demand data,
and judging whether the vehicle enters the vehicle speed limiting area or not according to the position of the vehicle and the position of the vehicle speed limiting area, and if so, prompting the vehicle to run at a desired speed.
In a three-dimensional highway, when a vehicle passes through a traffic scene of a road section with speed limitation, such as a ramp, a toll station and the like, a vehicle speed limitation area needs to be set to implement traffic control. When the vehicle enters the vehicle speed limit area, the vehicle is prompted to change the original vehicle speed so as to meet the expected speed in the vehicle speed limit area for running.
Depending on different traffic scenarios, the vehicle speed limitation measures include two categories, one being the desired speed decision point. The desired speed decision point is used for permanent changes in vehicle speed, and a new desired speed is obtained and driving is continued as the vehicle passes the desired speed decision point. For example, when a vehicle enters a ramp from a highway, and the vehicle is planned to enter the ramp from the highway, the speed decision needs to be made because the highway has a high vehicle speed and the ramp speed is relatively small, and the vehicle speed needs to be reduced from, for example, 100km/h to 40km/h of the highway.
During actual operation of an expressway scene, a plurality of road conditions including a main line curve, an uphill slope and the like cause the speed of a vehicle to change, and the speed change is realized through a deceleration area. The deceleration area is used for temporary vehicle speed change, when the vehicle enters the deceleration area, the vehicle decelerates to a preset speed, and the original expected speed is recovered to run after the vehicle leaves.
In this application, when the vehicle speed limit zone is a deceleration zone, after the prompting that the vehicle is traveling at a desired speed, the method further includes: and judging whether the vehicle drives away from the vehicle speed limiting area, if so, prompting the vehicle speed of the vehicle to drive at a second preset speed, wherein the second preset speed is higher than the expected speed. For example, the vehicle is about to reach the deceleration region of the longitudinal slope section, starts decelerating at the deceleration of the deceleration region until it falls to the desired speed of the deceleration region, then keeps traveling at the desired speed in the deceleration region, and recovers the desired speed of the main line after leaving the deceleration region.
In one embodiment, the simulating a traffic flow according to the traffic demand data and the traffic control measure includes:
the position of the lane restriction area is acquired,
acquiring the position of the vehicle according to the traffic demand data,
and judging whether the position of the vehicle is the position of the lane limiting area, and if so, prompting the vehicle to prohibit lane changing or driving in.
For example, in the VISSIM, an instruction to set prohibition on a part of vehicles may be received through a "prohibited vehicle class" in the road and connector attribute, thereby achieving the effect of a dedicated lane. Or the type and the category of the vehicles which do not change the lane to the left or the right are set for each lane on the road section, so that the effect of forbidding lane changing is realized.
Corresponding to the traffic simulation method of the three-dimensional composite highway, the embodiment of the invention also provides a traffic simulation device of the three-dimensional composite highway. Fig. 3 is a schematic view of a traffic simulation apparatus for a three-dimensional composite highway according to an embodiment of the present invention, and as shown in fig. 3, the traffic simulation apparatus for a three-dimensional composite highway includes:
a traffic demand acquisition unit 310 for acquiring traffic demand data;
a road network model generating unit 320, configured to generate a basic road network according to the position and function of a road segment of the three-dimensional composite expressway, where the basic road network has different traffic control measures based on different traffic scenes;
and the traffic flow simulation unit 330 is configured to simulate a traffic flow according to the traffic demand data and the traffic control measure.
In one embodiment, the traffic demand obtaining unit includes a static traffic data unit, configured to obtain a road flow according to a number of vehicles traveling on the road section per unit time, and obtain a vehicle traveling path according to a traveling track of the vehicle on the road section.
The traffic demand acquisition unit also comprises a dynamic traffic distribution data unit which is used for acquiring OD matrixes of different vehicle types, carrying out dynamic traffic distribution according to the OD matrixes and acquiring the running path and the road section flow of the vehicle according to the result of the dynamic traffic distribution.
In one embodiment, the road network model generating unit is configured to establish the basic road network according to a basic road segment, the diversion area, the merging area, the interchange ramp, the upper and lower ramps, and the toll station.
The road network model generation unit is also used for setting different traffic control measures on the basis of different traffic scenes on the basic road network. The traffic control measures include no-signal control measures, vehicle speed limitation measures and lane limitation measures.
In one embodiment, the traffic flow is simulated according to the acquired traffic demand data and traffic control measures. For example, in a conflict area scene of the stereoscopic composite highway, the priority of traffic flow in the conflict area is adjusted according to a yielding rule, and the vehicles pass through the conflict area according to the priority.
And under the scene of a toll station of the three-dimensional highway, enabling the vehicle to stop for preset time according to the type of the vehicle, wherein the preset time is matched with the type of the vehicle.
Under the scenes of speed-limited road sections such as ramps, toll stations and the like of the three-dimensional highway, the vehicle is prompted to change the original speed so as to meet the expected speed in a speed-limited area for running.
In the embodiment, a basic road network is generated, a relatively complete road network model is constructed according to corresponding traffic control measures on the basic road network under different traffic scenes, static infrastructure construction and traffic control measures of the three-dimensional composite expressway are truly and comprehensively restored, the road network model is kept in an operable state by combining the acquired traffic demand data, the traffic flow is simulated on the basis, and the traffic operation efficiency of the three-dimensional composite expressway is comprehensively evaluated and analyzed.
It is noted that, in this document, relational terms such as "first" and "second," and the like, may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or apparatus that comprises the element.
The foregoing are merely exemplary embodiments of the present invention, which enable those skilled in the art to understand or practice the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Although the present disclosure has been described above, the scope of the present disclosure is not limited thereto. Various changes and modifications may be made by those skilled in the art without departing from the spirit and scope of the disclosure, and these changes and modifications are intended to fall within the scope of the invention.
Claims (10)
1. A traffic simulation method of a three-dimensional composite highway is characterized by comprising the following steps:
acquiring traffic demand data;
generating a basic road network according to the position and the function of the road section of the three-dimensional composite highway, wherein the basic road network has different traffic control measures based on different traffic scenes;
and simulating traffic flow according to the traffic demand data and the traffic control measures.
2. The traffic simulation method of the stereoscopic composite highway according to claim 1, wherein the traffic demand data includes static traffic data;
the acquiring traffic demand data comprises: and acquiring the road section flow according to the number of vehicles running on the road section in unit time, and acquiring the vehicle running path according to the running track of the vehicles on the road section.
3. The traffic simulation method of the stereoscopic composite highway according to claim 2, wherein the traffic demand data further comprises dynamic traffic distribution data;
the acquiring traffic demand data further comprises:
acquiring source point-destination point matrixes of different vehicle types;
performing dynamic traffic distribution according to the source point-destination point matrix;
and obtaining the driving path and the road section flow of the vehicle according to the result of the dynamic traffic distribution.
4. The traffic simulation method of the three-dimensional composite expressway according to claim 1, wherein the generating of the basic road network according to the position and function of the sections of the three-dimensional composite expressway comprises:
dividing the road sections into a plurality of traffic infrastructures according to the positions and functions of the road sections, and generating the basic road network according to the plurality of traffic infrastructures;
wherein the traffic infrastructure comprises: at least one of a basic road section, a diversion area, a confluence area, an interchange ramp, an upper ramp, a lower ramp and a toll station;
said generating said base road network according to a plurality of said traffic infrastructures comprises:
and establishing the basic road network according to the basic road section, the flow splitting area, the confluence area, the interchange ramp, the upper ramp, the lower ramp and the toll station.
5. The traffic simulation method of the three-dimensional composite highway according to claim 1, wherein the simulating a traffic flow according to the traffic demand data and the traffic control measures comprises:
acquiring the conflict area on the basic road network,
acquiring the position of the vehicle according to the traffic demand data,
and judging whether the vehicle position is the conflict area, if so, adjusting the priority of the traffic flow in the conflict area according to a traffic passing rule, and enabling the vehicle to pass through the conflict area according to the priority.
6. The traffic simulation method of the three-dimensional composite highway according to claim 1, wherein the simulating a traffic flow according to the traffic demand data and the traffic control measures comprises:
acquiring the position of a parking mark;
obtaining the vehicle type and position according to the traffic demand data;
and judging whether the position of the vehicle is the position of the parking mark, if so, enabling the vehicle to park for a preset time according to the type of the vehicle, wherein the preset time is matched with the type of the vehicle.
7. The traffic simulation method of the three-dimensional composite highway according to claim 1, wherein the simulating a traffic flow according to the traffic demand data and the traffic control measures comprises:
acquiring the position of a vehicle speed limiting area;
acquiring the position of a vehicle according to the traffic demand data;
and judging whether the vehicle enters the vehicle speed limiting area or not according to the position of the vehicle and the position of the vehicle speed limiting area, and if so, prompting the vehicle to run at a desired speed.
8. The traffic simulation method of the stereoscopic composite expressway of claim 7, wherein when the vehicle speed limit zone is a deceleration zone, after the prompting the vehicle to travel at a desired speed, further comprising:
and judging whether the vehicle drives away from the vehicle speed limiting area, if so, prompting the vehicle speed of the vehicle to drive at a second preset speed, wherein the second preset speed is higher than the expected speed.
9. The traffic simulation method of the three-dimensional composite highway according to claim 1, wherein the simulating a traffic flow according to the traffic demand data and the traffic control measures comprises:
acquiring the position of a lane limiting area;
acquiring the position of a vehicle according to the traffic demand data;
and judging whether the position of the vehicle is the position of the lane limiting area, and if so, prompting the vehicle to prohibit lane changing or driving in.
10. A traffic simulation device of a three-dimensional composite highway is characterized by comprising:
the traffic demand acquisition unit is used for acquiring traffic demand data;
the road network model generating unit is used for generating a basic road network according to the position and the function of the road section of the three-dimensional composite expressway, and the basic road network has different traffic control measures based on different traffic scenes;
and the traffic flow simulation unit is used for simulating traffic flow according to the traffic demand data and the traffic control measures.
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