WO2020108216A1 - 协调干线合理性分析及协调方式配置方法 - Google Patents
协调干线合理性分析及协调方式配置方法 Download PDFInfo
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
- G06Q10/047—Optimisation of routes or paths, e.g. travelling salesman problem
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
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- the invention relates to a method for rationality analysis of coordination trunks and configuration of coordination modes.
- the signal control professional team and the traffic police department police manually configure the trunk line and the coordination direction of each signal control intersection according to the current status of the traffic flow.
- the control time period also comes from the combination of the control time division of each intersection.
- the configuration of experience, the coordination method of simultaneous segmented coordination and two-way/one-way coordination is also from the work experience of police officers and teams.
- the empirical configuration is prone to errors, and the subjective factors are strong.
- the empirical configuration coordination has high requirements for the professional team of information control and police officers of the traffic police department, and the current demand for optimization of information control is greater. , And the number of police officers is limited, so there is an urgent need for a method that can be based on traffic flow data for the rational analysis of the configuration of the trunk line and the intelligent configuration of the coordination method.
- the purpose of the present invention is to provide a method for rationality analysis of coordination trunks and configuration of coordination modes to solve the problem in the prior art that discriminant analysis of coordination trunk line coordination modes cannot be achieved.
- a method for rationality analysis of coordination trunks and configuration of coordination modes Based on traffic flow data, the rationality of trunk planning and time division of user-configured coordination trunks is determined, and the trunk coordination mode is further determined to achieve segment coordination analysis and segment the trunks.
- Coordinate for automatic analysis configuration including the following steps,
- step S3 Based on the control time, analyze and determine the rationality of the intersection coordination direction and time division within the time period, and then integrate the reasonable situation of each intersection on the coordinated trunk line and go to step S4;
- step S6 Perform automatic analysis and configuration of trunk segment coordination for the coordination mode of step S5.
- step S1 is specifically based on determining the coordination direction of the coordinated trunk and its signalized intersections based on the urban road network traffic situation data and the urban road network structure, and based on the traffic flow collected by the intersection electric police bayonet video equipment or vehicle detector The data determines the control period.
- determining the key flow direction specifically is to calculate the traffic demand ratio of the traffic flow within the unit time period of each direction of the entrance road of the coordinated direction according to the passing data of the electronic police/bayonet equipment, that is:
- m is the entrance road
- n is the flow direction
- Q mn is the traffic flow of the entrance road m to n in the unit time period
- Q m is the total traffic flow of the entrance road m in the unit time period; further according to the channel of the entrance road
- the characteristics and the set threshold of flow direction and the ratio of traffic demand determine the key flow direction.
- step S3 is specifically,
- Intersection coordination direction analysis based on the control time, extract the key flow direction information and the two-way sequence diagram within the time period. If the unit direction exceeding the set value within the time period is the key flow direction, the intersection control time period Is set as the key flow direction, go to step S32, otherwise it is considered that the intersection coordination direction is not the key flow direction within the control period, go to step S32;
- step S33 Integrate the rationality judgment of each intersection within the control time period, and go to step S4.
- step S4 is specifically,
- step S42 the rationality of trunk path planning is analyzed, specifically,
- step S421 If the number of signalized intersections on the coordinated trunk is less than or equal to the intersection threshold, go to step S422; otherwise, go to step S423;
- step S422 Based on the analysis result of step S3, if the coordinated direction of each intersection outside the starting and ending points is the key flow direction, the main line planning is considered reasonable and go to step S424; otherwise, the main line planning is unreasonable and go to step S424;
- step S423. Based on the analysis result of step S3, if the number of intermediate intersections outside the end point is not the number of critical flow directions greater than or equal to the critical flow direction abnormal threshold, the trunk line planning is unreasonable, where the critical flow direction abnormal threshold value is the number of trunk line intersections N-the intersection threshold number, otherwise Go to step S424;
- step S424 Based on the rationality of the integration of the time slot division of each intersection, the number of unreasonable intersections of some online time slots is >N/2, then the trunk time slot division is considered unreasonable, go to step S5; otherwise, it is judged as reasonable, and go to step S5 .
- step S5 is specifically,
- step S6 is specifically,
- step S62 Perform segmented analysis and configuration on the coordinated trunk based on the value of the balance of adjacent intersections per unit time period solved in step S61;
- step S62 is specifically,
- step S63 is specifically,
- This kind of coordinated trunk rationality analysis and coordination method configuration method based on the current situation determined by the information control professionals' empirical trunk and coordinated direction configuration and coordination mode, automatically analyzes the trunk line rationality based on traffic flow data. Furthermore, it proposes a reasonable setting of trunk coordination methods to improve the efficiency of trunk coordination optimization and improve the accuracy of trunk optimization, thereby strengthening the management of traffic congestion.
- the present invention relies on the traffic flow data collected by the electric police / bayonet video number plate equipment or vehicle detector, and calculates the value of the balance between the traffic demand of the intersection and the upstream and downstream road sections, and uses the data as the guide to realize the rational planning of the coordinated trunk line. Judgment of the rationality of timeliness and time division to improve the efficiency of coordinated trunk implementation.
- This kind of coordination trunk rationality analysis and coordination method configuration method based on the video number plate to identify the passing records or the traffic flow data collected by the vehicle detector, can automate and intelligentize the coordination trunk line/coordination direction set by the user Analysis, further analysis to determine the coordination method of the trunk, so as to improve the efficiency of the signal trunk coordination configuration, reduce the workload of the signal control team and the traffic police department, and at the same time achieve the optimal trunk coordination effect and alleviate the traffic congestion problem.
- FIG. 1 is a schematic flowchart of a method for rationality analysis of a coordination trunk and a method for configuring a coordination mode according to an embodiment of the present invention.
- FIG. 2 is a forward timing diagram of a specific example in the embodiment.
- the rationality analysis and coordination method configuration method of the coordinated trunk line of the embodiment aiming at the problems of manual empirical coordinated trunk line and the coordination mode configuration at this stage, propose a traffic flow data-oriented trunk line rationality analysis method. Based on the intelligent analysis of the coordination direction and time division, the rationality of the entire trunk planning and time division is analyzed to further determine the coordination mode and whether it is segmented, thereby improving the accuracy of the coordination trunk configuration and achieving the efficiency of signal control coordination. Optimal to alleviate traffic congestion in urban areas.
- a method for rationality analysis of coordination trunks and configuration of coordination modes Based on traffic flow data, the rationality of trunk planning and time division of user-configured coordination trunks is determined, and the trunk coordination mode is further determined to achieve segment coordination analysis and segment the trunks.
- Coordinate for automatic analysis and configuration as shown in Figure 1, the specific steps are as follows:
- the coordination direction of the coordinated trunk line and its signal-controlled intersections is determined, and the control time is determined based on the traffic flow data collected by the intersection electric police bayonet video equipment or vehicle detectors segment.
- the key flow direction is specifically, according to the traffic data of the electronic police / bayonet equipment, the traffic flow within the unit time period of each direction of the entrance road of the coordination direction is calculated, and the traffic demand ratio is calculated, that is:
- the key flow direction is determined according to the channelization characteristics of the entrance road, the set flow direction threshold, and the ratio of traffic demand. Among them, there is only one direction in the left, straight, and right directions of the entrance road, and the direction is determined as the key flow direction. If there are two directions, the direction with the traffic demand ratio greater than the flow direction threshold is set as the key flow direction. If the three directions including left turn, straight travel, and right turn are included, the flow direction with the largest traffic demand ratio is set as the key flow direction.
- the unit time is 15min, then in the forward and reverse timing diagrams, the key flow directions are filled and marked in the 15min grids of each intersection, and the control time period is superimposed on the diagram.
- step S3. Based on the control time, analyze and determine the rationality of the intersection coordination direction and time division within the time period, and then integrate the reasonable situation of each intersection on the coordinated trunk line and go to step S4.
- step S31 Analysis of intersection coordination direction. Based on the control time, extract the key flow direction information and the two-way sequence chart in the time period. If the coordination direction is more than 50% of the unit time in the time period as the key flow direction, then set the coordination direction in the intersection control time period as the key flow direction , Go to step S32, otherwise think that the direction of intersection coordination within the current control period is not the key flow direction, go to step S32.
- step S33 Integrate the rationality judgment of each intersection within the control period, and go to step S4.
- step S42 the rationality of trunk path planning is analyzed, specifically,
- step S421 If the number of signalized intersections on the coordinated trunk is less than or equal to the intersection threshold (generally five thresholds are selected), go to step S422, otherwise go to step S423.
- intersection threshold generally five thresholds are selected
- step S422 Based on the analysis result of step S3, if the coordinated direction of each intersection outside the starting and ending points is the key flow direction, then the trunk line planning is considered to be reasonable and go to step S424, otherwise the trunk line planning is unreasonable and to step S424.
- step S423. Based on the analysis result of step S3, if the number of consecutive intermediate intersections outside the end point is not the number of critical flow directions is greater than or equal to the critical flow direction abnormal threshold, the trunk line planning is unreasonable, where the critical flow direction abnormal threshold value is the number of trunk line intersections N-the number of intersection thresholds, otherwise Go to step S424;
- the critical threshold for flow direction anomaly is 1. If there is one intersection coordinated direction that is not the critical flow direction, it is determined to be unreasonable; if the number of coordinated trunk signal control intersections is 7, , The critical threshold of the critical flow direction is taken as 2, that is, if there are 2 intersections that are not the critical flow direction, the judgment is unreasonable; similarly, if the number of coordinated trunk lines is 8 or more, then if there are 3 intersections that are not the critical flow direction, the judgment is not reasonable.
- step S6 Automatically analyze and configure the trunk segment coordination for the coordination mode of step S5.
- traffic demand balance solved gamma namely:
- step S62 Perform segmented analysis and configuration on the coordinated trunk based on the value of the degree of balance of adjacent intersections per unit time period solved in step S61.
- the abnormality threshold is 50%. If within the control time period, by solving the balance of 15 minutes per unit time of the adjacent adjacent junction of the coordinated trunk line, it is found that the abnormal value of the degree of balance between the junction 3 and the junction 4 exceeds 50%, then the coordinated trunk line needs to be Perform segment coordination, where junction 3 and junction 4 are dividing lines for segment coordination.
- the embodiment method is based on the comprehensive analysis of the coordination direction, coordination method, and control period of the coordinated trunk based on the balance of the adjacent intersections of the coordinated trunks and the traffic demand ratio of the intersections by the electronic police/smart bay device of the intersections, providing an automated coordinated trunk Configuration of control mode and time division.
- This kind of coordinated trunk rationality analysis and coordination method configuration method relying on the traffic flow data collected by the electric police / bayonet video number plate equipment or vehicle detector, through the calculation of the intersection traffic demand and the balance value between the upstream and downstream sections, Data-oriented to realize the judgment of the rationality of coordinated trunk planning and the rationality of time division to improve the efficiency of coordinated trunk implementation.
- the embodiment method draws a timing chart based on the forward and reverse directions of the coordinated trunk line, and marks the control time period, whether it is the key flow direction and the balance value in the figure, and the rationality of the coordinated trunk line is rationalized through the proportion value of each time period of the timing chart analysis.
- step S1 the user configures a coordinated trunk X based on the traffic congestion data of the traffic situation system within the jurisdiction, which involves junction 1 to junction 8, and at the same time determines the intersection based on the traffic flow data of all entrance directions in the intersection Coordinate the direction.
- the main line X is a straight line in the north-south direction, in which the forward coordinate direction of the intersection 1 to the intersection 10 is a straight south-south direction, and the reverse direction is a straight north-south direction.
- plan the coordinated trunk control time period from 0:00-6:30, 3:1-9:30, 9:30-16:30, 16:30- 18:30, 18:30-22:00, 22:00-0:00.
- step S2 extract the traffic flow data of each entrance and each direction of the intersections 1 to 8 to calculate the ratio of traffic demand in each direction of each entrance.
- the ratio of the traffic demand for the straight through the south is 62%. It is the largest ratio of the left turn, straight through, and right turn of the southern entrance.
- the intersection 1 The coordinated direction of the positive direction is straight south, and it is marked at the intersection 1 in the time sequence of 7:00-7:15 in the forward sequence diagram.
- step S3 taking intersection 1 and the control time period 3:1-9:30 as an example, extract the data of the key flow direction in this time period, in which the 15min unit time period with the key flow direction within the time period is There are 8 (total of 12), more than 50%, then set the south straight line as the key flow direction in the time period of 6:30-9:30.
- the three consecutive unit time periods of 8:45-9:00, 9:00-9:15 and 9:15-9:30 are not the key flow directions, it means that the intersection 1 is 6:30-9:30
- the division of time slots is unreasonable.
- intersection 2-intersection 4 are reasonable, intersection 5-coordination direction is unreasonable, and intersection 6-intersection 8 are reasonable.
- step S4 Since the intersection 1 and the intersection 8 are both in a reasonably coordinated direction, the rationality of the main line is judged based on the rationality analysis of each intersection. Since the number of signal-controlled intersections of the coordinated trunk line is 8, and the middle intersection is not the only key flow direction, only the intersection 5 indicates that the trunk line planning is reasonable.
- step S5 because the forward direction is reasonable and the reverse direction is unreasonable, forward coordination is implemented on the trunk line.
- step S6 based on the coordination method of forward coordination, the balance value is calculated for each section of the forward trunk, taking the morning peak of 7:00-7:15 as an example, as shown in the following table.
- the balance value of each 15min in the morning peak period 6:30-9:30 is calculated to extract the abnormal value of the balance of each road section, of which only the road section (3-4) is abnormal in balance and the proportion of abnormal values It is 57%, more than half, the trunk line is reasonable and needs to be adjusted in sections, of which intersection 1-junction 3 is positively coordinated, and intersection 4-junction 8 is positively coordinated.
- This kind of coordinated trunk rationality analysis and coordination method configuration method is based on the current situation determined by the information control professionals' empirical trunk and coordinated direction configuration and coordination mode. Based on traffic flow data, the trunk line rationality is automatically analyzed and then proposed Reasonable trunk coordination methods are set up to improve the efficiency of trunk coordination and optimization, improve the accuracy of trunk optimization, and strengthen the management of traffic congestion.
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Abstract
一种协调干线合理性分析及协调方式配置方法，基于交通流量数据对用户配置的协调干线进行干线规划和时段划分合理性判别，进一步确定干线协调方式，实现分段协调分析，并对干线分段协调进行自动分析配置。该种协调干线合理性分析及协调方式配置方法，针对现阶段由信控专业人员经验式干线及协调方向配置和协调方式确定的现状问题，基于交通流数据自动对干线合理性进行分析，进而提出合理的干线协调方式设置，提升干线协调优化的效率，提高干线优化的准确度，从而加强对交通拥堵问题的治理。
Description
本发明涉及一种协调干线合理性分析及协调方式配置方法。
随着城市化的发展，机动车保有量的日趋增长，交通拥堵问题和环境问题日渐严重，交通信号控制系统不断被普及。目前城市各级城市均建有交通信号控制系统，包括固定式信号控制、半感应信号控制和感应信号控制，但近些年传统固定式交通控制已无法满足日趋严重的拥堵问题，因此基于城市主干道的干线协调控制不断被公安交警部门运用。
现阶段的信号干线协调优化由信控专业团队和交警部门警员根据交通流现状人工手动配置干线及各信控路口的协调方向，其中的控制时间段也均来自各路口控制时段划分的结合和经验配置，同时分段协调、双向/单向协调的协调方式也是来自警员和团队的工作经验。一来，经验式的配置容易存在误差，人为主观因素较强，二来经验式的配置协调对信控专业团队和交警部门警员的专业要求较高，而目前对信控优化的需求较大，而警员人数有限，因此目前急需一套可基于交通流数据对配置干线合理性分析及协调方式智能配置的方法。
目前已有专利申请CN 201811264323.6提出一种“基于交通流数据的协调干线线路规划方法及配置系统”，该方法基于互联网数据和视频号牌识别过车数据对路网内各路口关键流向分析，从而识别出控制时间段的协调方向，配置出协调干线。该种方法及系统仅能对非拥堵时间段内进行路口关键流向识别及协调干线配置，且无法实现协调干线协调方式的判别分析。
发明内容
本发明的目的是提供一种协调干线合理性分析及协调方式配置方法，解决现有技术中存在的无法实现协调干线协调方式的判别分析的问题。
本发明的技术解决方案是：
一种协调干线合理性分析及协调方式配置方法，基于交通流量数据对用户配置的协调干线进行干线规划和时段划分合理性判别，进一步确定干线协调方式，实现分段协调分析，并对干线分段协调进行自动分析配置；包括以下步骤，
S1、配置协调干线及其各信控路口的协调方向，同时确定干线的控制时间段；
S2、基于协调干线各信控路口的交通流量，分别绘制正向干线时序图和反向时序图，确定关键流向，同时在图中标注出干线协调方向在该时间段为关键流向的单位时间段，并叠加出协调干线配置的控制时段；
S3、基于控制时间对时间段内路口协调方向和时间段划分合理性进行分析判定，进而对协调干线上各路口合理情况整合并转到步骤S4；
S4、对控制时间段协调干线的协调方向和时段划分合理性进行分析；
S5、根据干线规划的合理性确定干线协调方式；
S6、针对步骤S5的协调方式对干线分段协调进行自动分析配置。
进一步地，步骤S1具体为，基于城市路网交通态势数据及城市路网结构确定协调干线及其各信控路口的协调方向，同时基于路口电警卡口视频设备或车辆检测器采集的交通流数据确定控制时间段。
进一步地，步骤S2中，确定关键流向具体为，根据电子警察/卡口设备的过车数据统计出协调方向进口道各流向单位时段内的过车流量计算出交通需求比值，即：
式中：m为进口道，n为流向；Q
mn为单位时间段内，进口道m流向n的交通流量；Q
m为单位时间段内，进口道m总交通流量；进一步根据进口道的渠化特征和设定的流向阈值、交通需求比值确定关键流向。
进一步地，步骤S3具体为，
S31、路口协调方向分析，基于控制时间提取出该时间段内关键流向信息和双向时序图，若时间段内超过设定值的单位时间内协调方向为关键流向，则将该路口控制时间段内的协调方向设定为关键流向，转到步骤S32，否则认为该控制时间段内路口协调方向不是关键流向，转到步骤S32；
S32、路口控制时段划分合理性判别，若控制时间段内存在连续设定数量的单位时间段内设定的协调方向均不是关键流向，则说明控制时间段划分不合理并转到步骤S33，否则转到步骤S33；
S33、将该控制时间段内各路口的合理性判别进行整合，并转到S4步骤。
进一步地，步骤S4具体为，
S41、干线协调方向合理性判别，若协调干线起终点路口的协调方向均不是关键流向，则说明协调方向不合理，提示用户更改协调方向，否则转到下一步骤；
S42、基于干线上的信控路口数目对干线路径规划合理性进行分析。
进一步地，步骤S42中，干线路径规划合理性进行分析，具体为，
S421、若协调干线上的信控路口数目小于等于路口阈值，则转到步骤S422；否则转到步骤S423；
S422、基于步骤S3的分析结果，若起终点外各路口协调方向均是关键流向，则认为干线规划合理，转到步骤S424；否则认为干线规划不合理，转到步骤S424；
S423、基于步骤S3的分析结果，若起终点外中间路口连续不是关键流向的数目大于等于关键流向异常阈值，则干线规划不合理，其中关键流向异常阈值为干线路口数目N-路口阈值数目，否则转到步骤S424；
S424.基于整合的各路口时段划分合理性，若干线上时段划分不合理的路口数目>N/2，则认为干线时段划分不合理，转到步骤S5；否则判定为合理，并转到步骤S5。
进一步地，步骤S5具体为，
S51、若协调干线正反方向干线规划合理，则设定为双向协调，否则转到下一步骤；
S52、若一个方向干线规划合理即正向合理反向不合理或反向合理正向合理，则设定合理方向为单向协调，否则均不合理则需更改协调方向。
进一步地，步骤S6具体为，
S61、基于协调方向计算相邻路口之间平衡度数值，具体为，基于控制时间段单位时间段内上游路口协调方向的交通流量数值Q
mn上和下游路口协调方向的交通流量数值Q
mn下，求解出交通需求平衡度γ，即：
S62、依托步骤S61求解的单位时间段相邻路口平衡度数值对协调干线进行分段分析配置；
S63、基于平衡度异常情况分析干线规划是否合理。
进一步地，步骤S62具体为，
S621、若相邻路口单位时间段内的平衡度数值不在设定的正常范围区间，则在正/反向时序图中标注出异常平衡度数值的路口，否则直接转到下一步骤；
S622、若控制时间段内单位时间的平衡度数值异常数值超过平衡度异常阈值，则判断其路段时间段内平衡度异常，并在其相邻路口之间划分，将干线划分分段协调，并转到步骤S63，否则无需分段，并转到步骤S63。
进一步地，步骤S63具体为，
S631、若出现连续设定数量的路口之间控制时间段内平衡度异常，则认为干线规划不合理需重新规划线路，否则转到下一步骤；
S632、若相邻路口平衡度异常的数值超过协调干线总数的半数，则说明协调干线分段数目过多，干线规划不合理，需要重新规划线路，否则基于分段协调及协调方式对协调干线进行优化配置。
本发明的有益效果是：
一、该种协调干线合理性分析及协调方式配置方法，针对现阶段由信控专业人员经验式干线及协调方向配置和协调方式确定的现状问题，基于交通流数据自动对干线合理性进行分析，进而提出合理的干线协调方式设置，提升干线协调优化的效率，提高干线优化的准确度，从而加强对交通拥堵问题的治理。
二、本发明依托电警/卡口视频号牌设备或车辆检测器采集的交通流数据，通过对路口交通需求和上下游路段之间平衡度数值的计算，以数据为导向实现协调干线规划合理性和时段划分合理性的判断，提升协调干线实施效率。
三、该种协调干线合理性分析及协调方式配置方法，基于视频号牌识别过车记录或车辆检测器采集的交通流数据，可对用户设定的协调干线/协调方向进行自动化、智能化的分析，进一步分析确定干线的协调方式，从而提升信号干线协调配置效率，减轻信控团队和交警部门的工作量，同时达到最优的干线协调效果，缓解交通拥堵问题。
图1是本发明实施例协调干线合理性分析及协调方式配置方法的流程示意图。
图2是实施例中具体示例的正向时序图。
下面结合附图详细说明本发明的优选实施例。
实施例
实施例的协调干线合理性分析及协调方式配置方法，针对现阶段人工经验式协调干线及其协调方式配置的问题，提出一种以交通流数据为导向的干线合理性分析方法，在对各路口协调方向和时段划分智能分析的基础上，对整条干线的规划和时段划分的合理性进行分析，进一步确定协调方式及是否分段，从而提升协调干线配置的准确度，将信号控制协调效率达到最优，缓解城区交通拥堵问题。
一种协调干线合理性分析及协调方式配置方法，基于交通流量数据对用户配置的协调干线进行干线规划和时段划分合理性判别，进一步确定干线协调方式，实现分段协调分析，并对干线分段协调进行自动分析配置；如图1，具体步骤如下：
S1.配置协调干线及其各信控路口的协调方向，同时确定干线的控制时间段。
具体来说，基于城市路网交通态势数据及城市路网结构确定协调干线及其各信控路口的协调方向，同时基于路口电警卡口视频设备或车辆检测器采集的交通流数据确定控制时间段。
S2.基于协调干线各信控路口的交通流量(可源自电子警察/智能卡口/车检器)分别绘制正向干线时序图和反向时序图，其中横坐标是时间，纵坐标是路口名称，确定关键流向，同时在图中标注出干线协调方向在该时间段为关键流向的单位时间段，并叠加出协调干线配置的控制时段。
其中，关键流向具体为，根据电子警察/卡口设备的过车数据统计出协调方向进口道各流向单位时段内的过车流量计算出交通需求比值，即：
式中：m为进口道，n为流向；Q
mn为单位时间段内，进口道m流向n的交通流量；Q
m为单位时间段内，进口道m总交通流量。进一步根据进口道的渠化特征和设定的流向阈值、交通需求比值确定关键流向，其中进口道左转、直行、右转三个方向中仅存在一个方向，则将其方向判定为关键流向，若存在两个方向， 则将交通需求比值大于流向阈值的方向设定为关键流向，若包括左转、直行、右转三个方向，则将交通需求比值最大的流向设定为关键流向。
一般情况下，单位时间取15min，则在正反向时序图中，分别在各路口15min格子内填充标注出关键流向，并在图中叠加控制时间段。
S3.基于控制时间对时间段内路口协调方向和时间段划分合理性进行分析判定，进而对协调干线上各路口合理情况整合并转到步骤S4。
S31.路口协调方向分析。基于控制时间提取出该时间段内关键流向信息和双向时序图，若时间段内超过50％的单位时间内协调方向为关键流向，则将该路口控制时间段内的协调方向设定为关键流向，转到步骤S32，否则认为本控制时间段内路口协调方向不是关键流向，转到步骤S32。
S32.路口控制时段划分合理性判别。若控制时间段内存在连续三个单位时间段内设定的协调方向均不是关键流向，则说明控制时间段划分不合理并转到步骤S33，否则转到步骤S33。
S33.将本控制时间段内各路口的合理性判别进行整合，并转到步骤S4。
S4.对控制时间段协调干线的协调方向和时段划分合理性进行分析。
S41.干线协调方向合理性判别。若协调干线起终点路口的协调方向均不是关键流向，则说明协调方向不合理，提示用户更改协调方向，否则转到下一步骤；
S42.基于干线上的信控路口数目对干线路径规划合理性进行分析。
步骤S42中，干线路径规划合理性进行分析，具体为，
S421.若协调干线上的信控路口数目小于等于路口阈值(一般阈值选取五个)，则转到步骤S422，否则转到步骤S423。
S422.基于步骤S3的分析结果，若起终点外各路口协调方向均是关键流向，则认为干线规划合理，转到步骤S424，否则认为干线规划不合理，转到步骤S424。
S423.基于步骤S3的分析结果，若起终点外中间路口连续不是关键流向的数目大于等于关键流向异常阈值，则干线规划不合理，其中关键流向异常阈值为干线路口数目N-路口阈值数目，否则转到步骤S424；
一般情况下，若协调干线信控路口数目为6个，则关键流向异常阈值取1个，即若存在1个路口协调方向不是关键流向则判定为不合理；若协调干线信控路口 数目为7个，则关键流向异常阈值取2，即若存在2个路口不是关键流向则判定不合理；同理，若协调干线路口数目为8个及以上，则若存在3个路口不是关键流向则判定不合理。
S424.基于整合的各路口时段划分合理性，若干线上时段划分不合理的路口数目>干线路口数目N/2，则认为干线时段划分不合理，转到步骤S5，否则判定为合理，并转到步骤S5。
S5.根据干线规划的合理性确定干线协调方式。
S51.若协调干线正反方向干线规划合理，则设定为双向协调，否则转到下一步骤；
S52.若一个方向干线规划合理(正向合理反向不合理或反向合理正向合理)，则设定合理方向为单向协调，否则均不合理则需更改协调方向。
一般情况下，若正向干线规划合理反向规划不合理则设定为正向协调。
S6.针对步骤S5的协调方式对干线分段协调进行自动分析配置。
S61.基于协调方向计算相邻路口之间平衡度数值。
具体来说，基于控制时间段单位时间段内上游路口协调方向的交通流量数值Q
mn上和下游路口协调方向的交通流量数值Q
mn下，求解出交通需求平衡度γ，即：
S62.依托步骤S61求解的单位时间段相邻路口平衡度数值对协调干线进行分段分析配置。
S621.若相邻路口单位时间段内的平衡度数值不在正常范围区间，则在正/反向时序图中标注出异常平衡度数值的路口，否则转到下一步骤。
一般情况下，若双向协调则分别对正向和反向相邻路口的平衡度求解，并分别叠加至正反向时序图中。平衡度正常范围区间为[0.5,2]
S622.若控制时间段内单位时间的平衡度数值异常数值超过平衡度异常阈值，则判断其路段时间段内平衡度异常，并在其相邻路口之间划分，将干线划分分段协调，并转到S63步骤，否则判定无需分段，并转到S63步骤。
一般情况下，平衡度异常阈值为50％。如在控制时间段内，通过对协调干线 正向相邻路口的各单位时间15min的平衡度进行求解，发现路口3和路口4之间的平衡度异常数值超过50％半数，则需要对协调干线进行分段协调，其中路口3和路口4为分段协调的划分线。
S63.基于平衡度异常情况分析干线规划是否合理。
S631.若出现连续三个路口之间控制时间段内平衡度异常，则认为干线规划不合理需重新规划线路，否则转到下一步骤。若路口3和路口4的平衡度异常，路口4和路口5的平衡度异常，则认为协调干线异常。
S632.若相邻路口平衡度异常的数值超过协调干线总数的半数(N/2)，则说明协调干线分段数目过多，干线规划不合理，需要重新规划线路，否则基于分段协调及协调方式对协调干线进行优化配置。
实施例方法基于路口电子警察/智能卡口设备对协调干线相邻路口平衡度以及各路口的交通需求比值对协调干线的协调方向、协调方式、控制时段进行综合分析，提供了一种自动化的协调干线控制方式、时段划分的配置。该种协调干线合理性分析及协调方式配置方法，依托电警/卡口视频号牌设备或车辆检测器采集的交通流数据，通过对路口交通需求和上下游路段之间平衡度数值的计算，以数据为导向实现协调干线规划合理性和时段划分合理性的判断，提升协调干线实施效率。
实施例方法基于协调干线正反向绘制时序图，并在图中标注出控制时间段、是否为关键流向以及平衡度数值，通过时序图各时间段的占比数值，从而对协调干线进行合理性分析。
实施例的一个具体示例如下：
依据步骤S1：用户基于管辖范围内的交通态势系统的路网交通拥堵数据配置出协调干线X，其中涉及路口1至路口8，同时基于路口各进口道方向的交通流全天交通流数据确定路口协调方向。干线X为南北方向一字型，其中路口1至路口10的正向协调方向为南直行，反向为北直行。进一步基于路口1至路口8各路口的控制时段划分情况规划协调干线控制时间段，为0:00-6:30、6:30-9:30、9:30-16:30、16:30-18:30、18:30-22:00、22:00-0:00。
依据步骤S2：提取出路口1至路口8各路口各进口道各方向的交通流数据，计算出各进口道各方向交通需求比值，以路口1早高峰7:00-7:15为例，该路口 为十字路口，其南口直行交通需求比值为62％，为南进口道左转、直行、右转中最大比值，则将南口直行设定为7:00-7:15的关键流向，同时路口1正向的协调方向为南直行，则在其正向时序图中7:00-7:15时间段路口1中进行标注。
以正向为例，其时序图如图2所示。
依据步骤S3：以路口1及控制时间段6:30-9:30为例，提取出该时间段内协调方向是关键流向的数据，其中在时间段内存在关键流向的15min单位时间段数目为为8个(总数为12个)，超过50％，则将6:30-9:30时间段内南直行设定为关键流向。同时因为8:45-9:00、9:00-9:15以及9:15-9:30三个连续单位时间段内均不是关键流向，则说明路口1中6:30-9:30的时段划分不合理。
进一步依次对6：30-9:30时间段内路口2-路口8的路口协调方向和时段划分合理性进行分析并整合。其中路口2-路口4均合理，路口5协调方向不合理，路口6-路口8均合理。
依据步骤S4：因路口1和路口8均是合理协调方向则基于各路口的合理性分析对干线合理性进行判别。因协调干线的信控路口数目为8个，且中间路口不是关键流向的仅有路口5，说明干线规划合理。
同理对协调干线反向分析，因为反向北直行作为关键流向的仅为路口1、路口2和路口8，因此中间存在连续路口不为关键流向，则反向干线不合理。
依据步骤S5：因为正向合理反向不合理，则对干线实施正向协调。
依据步骤S6：基于正向协调的协调方式对正向干线各路段求解平衡度数值，以7:00-7:15早高峰为例，具体如下表所示。
| 时段 | (1-2) | (2-3) | (3-4) | (4-5) | (5-6) | (6-7) | (7-8) |
| 平衡度 | 1.1 | 0.8 | 1.4 | 1.6 | 1.8 | 0.9 | 1.4 |
进一步对早高峰6:30-9:30时间段各15min的平衡度数值进行计算，从而对各路段平衡度异常数值进行提取，其中仅有路段(3-4)平衡度异常，且异常数值比例为57％，超过半数，则干线合理，且需要分段调整，其中路口1-路口3正向协调，路口4-路口8正向协调。
该种协调干线合理性分析及协调方式配置方法，针对现阶段由信控专业人员经验式干线及协调方向配置和协调方式确定的现状问题，基于交通流数据自动对干线合理性进行分析，进而提出合理的干线协调方式设置，提升干线协调优化的 效率，提高干线优化的准确度，从而加强对交通拥堵问题的治理。
Claims (10)
- 一种协调干线合理性分析及协调方式配置方法，其特征在于：基于交通流量数据对用户配置的协调干线进行干线规划和时段划分合理性判别，进一步确定干线协调方式，实现分段协调分析，并对干线分段协调进行自动分析配置；包括以下步骤，S1、配置协调干线及其各信控路口的协调方向，同时确定干线的控制时间段；S2、基于协调干线各信控路口的交通流量，分别绘制正向干线时序图和反向时序图，确定关键流向，同时在图中标注出干线协调方向在该时间段为关键流向的单位时间段，并叠加出协调干线配置的控制时段；S3、基于控制时间对时间段内路口协调方向和时间段划分合理性进行分析判定，进而对协调干线上各路口合理情况整合并转到步骤S4；S4、对控制时间段协调干线的协调方向和时段划分合理性进行分析；S5、根据干线规划的合理性确定干线协调方式；S6、针对步骤S5的协调方式对干线分段协调进行自动分析配置。
- 如权利要求1所述的协调干线合理性分析及协调方式配置方法，其特征在于：步骤S1具体为，基于城市路网交通态势数据及城市路网结构确定协调干线及其各信控路口的协调方向，同时基于路口电警卡口视频设备或车辆检测器采集的交通流数据确定控制时间段。
- 如权利要求1所述的协调干线合理性分析及协调方式配置方法，其特征在于：步骤S2中，确定关键流向具体为，根据电子警察/卡口设备的过车数据统计出协调方向进口道各流向单位时段内的过车流量计算出交通需求比值，即：
式中：m为进口道，n为流向；Q mn为单位时间段内，进口道m流向n的交通流量；Q m为单位时间段内，进口道m总交通流量；进一步根据进口道的渠化特征和设定的流向阈值、交通需求比值确定关键流向。 - 如权利要求1-3任一项所述的协调干线合理性分析及协调方式配置方法，其特征在于：步骤S3具体为，S31、路口协调方向分析，基于控制时间提取出该时间段内关键流向信息和双向时序图，若时间段内超过设定值的单位时间内协调方向为关键流向，则将该 路口控制时间段内的协调方向设定为关键流向，转到步骤S32，否则认为该控制时间段内路口协调方向不是关键流向，转到步骤S32；S32、路口控制时段划分合理性判别，若控制时间段内存在连续设定数量的单位时间段内设定的协调方向均不是关键流向，则说明控制时间段划分不合理并转到步骤S33，否则转到步骤S33；S33、将该控制时间段内各路口的合理性判别进行整合，并转到S4步骤。
- 如权利要求1-3任一项所述的协调干线合理性分析及协调方式配置方法，其特征在于：步骤S4具体为，S41、干线协调方向合理性判别，若协调干线起终点路口的协调方向均不是关键流向，则说明协调方向不合理，提示用户更改协调方向，否则转到下一步骤；S42、基于干线上的信控路口数目对干线路径规划合理性进行分析。
- 如权利要求5所述的协调干线合理性分析及协调方式配置方法，其特征在于：步骤S42中，干线路径规划合理性进行分析，具体为，S421、若协调干线上的信控路口数目小于等于路口阈值，则转到步骤S422；否则转到步骤S423；S422、基于步骤S3的分析结果，若起终点外各路口协调方向均是关键流向，则认为干线规划合理，转到步骤S424；否则认为干线规划不合理，转到步骤S424；S423、基于步骤S3的分析结果，若起终点外中间路口连续不是关键流向的数目大于等于关键流向异常阈值，则干线规划不合理，其中关键流向异常阈值为干线路口数目N-路口阈值数目，否则转到步骤S424；S424.基于整合的各路口时段划分合理性，若干线上时段划分不合理的路口数目>N/2，则认为干线时段划分不合理，转到步骤S5；否则判定为合理，并转到步骤S5。
- 如权利要求1-3任一项所述的协调干线合理性分析及协调方式配置方法，其特征在于：步骤S5具体为，S51、若协调干线正反方向干线规划合理，则设定为双向协调，否则转到下一步骤；S52、若一个方向干线规划合理即正向合理反向不合理或反向合理正向合理，则设定合理方向为单向协调，否则均不合理则需更改协调方向。
- 如权利要求1-3任一项所述的协调干线合理性分析及协调方式配置方法，其特征在于：步骤S6具体为，S61、基于协调方向计算相邻路口之间平衡度数值，具体为，基于控制时间段单位时间段内上游路口协调方向的交通流量数值Q mn上和下游路口协调方向的交通流量数值Q mn下，求解出交通需求平衡度γ，即：
S62、依托步骤S61求解的单位时间段相邻路口平衡度数值对协调干线进行分段分析配置；S63、基于平衡度异常情况分析干线规划是否合理。 - 如权利要求8所述的协调干线合理性分析及协调方式配置方法，其特征在于：步骤S62具体为，S621、若相邻路口单位时间段内的平衡度数值不在设定的正常范围区间，则在正/反向时序图中标注出异常平衡度数值的路口，否则直接转到下一步骤；S622、若控制时间段内单位时间的平衡度数值异常数值超过平衡度异常阈值，则判断其路段时间段内平衡度异常，并在其相邻路口之间划分，将干线划分分段协调，并转到步骤S63，否则无需分段，并转到步骤S63。
- 如权利要求8所述的协调干线合理性分析及协调方式配置方法，其特征在于：步骤S63具体为，S631、若出现连续设定数量的路口之间控制时间段内平衡度异常，则认为干线规划不合理需重新规划线路，否则转到下一步骤；S632、若相邻路口平衡度异常的数值超过协调干线总数的半数，则说明协调干线分段数目过多，干线规划不合理，需要重新规划线路，否则基于分段协调及协调方式对协调干线进行优化配置。
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