Expressway virtual emergency lane modeling method based on VISSIM

Abstract

The invention relates to the technical field of lane modeling, and discloses a VISSIM-based expressway virtual emergency lane modeling method, which comprises the following steps of: constructing an expressway driving rule of a virtual emergency lane; the emergency rescue time of the virtual emergency lane is divided, and the time before opening and the opening time of the virtual emergency lane are determined according to the divided emergency rescue time; constructing a virtual emergency lane control strategy model according to the pre-opening time and the opening time based on expressway driving rules; and determining the number of accident closed lanes, and dividing the virtual emergency lane control strategy model into a single-lane closed control strategy model, a double-lane closed control strategy model and a three-lane closed strategy control model according to the number of accident closed lanes. According to the method, the virtual emergency lanes are used under different traffic conditions, the effects are different, the virtual emergency lanes are started for emergency rescue, the pre-hospital rescue time can be shortened, and the accident rescue efficiency is improved.

Description

Technical Field

[0001] The invention relates to the technical field of lane modeling, and in particular to a VISSIM-based highway virtual emergency lane modeling method. Background Art

[0002] Highways have the characteristics of high speed, large traffic volume and strong closure. Due to these characteristics, they are also prone to emergencies, resulting in reduced highway capacity and casualties. After an accident on a highway, the initial scene is chaotic and the road is blocked. It is difficult for ambulances to reach the accident scene in time or directly. Whether pre-hospital emergency treatment is timely is directly related to the effect of the treatment of the injured. Therefore, it is crucial to shorten the pre-hospital rescue time for traffic accident victims.

[0003] In order to improve the emergency response capability of highways, the traditional emergency lane setting method can no longer fully meet the needs of modern transportation. Therefore, it is particularly urgent to study a new virtual emergency lane modeling method. Therefore, there is an urgent need for a highway virtual emergency lane modeling method based on VISSIM simulation software. Through simulation and analysis, the efficiency of emergency lanes can be optimized, the rescue time of the injured can be shortened, and the safety and smoothness of highways can be guaranteed. Summary of the invention

[0004] The purpose of the present invention is to provide a VISSIM-based highway virtual emergency lane modeling method, which aims to solve the above problems, optimize the use efficiency of the emergency lane, reduce the impact of traffic accidents on traffic flow, improve the traffic efficiency of rescue vehicles, thereby shortening the rescue time for the wounded and ensuring the safety and smooth flow of highways.

[0005] The present invention provides a VISSIM-based highway virtual emergency lane modeling method, comprising:

[0006] Constructing highway driving rules for virtual emergency lanes;

[0007] The emergency rescue time of the virtual emergency lane is divided, and the pre-opening time and the opening time of the virtual emergency lane are determined according to the divided emergency rescue time;

[0008] Based on the highway driving rules, a virtual emergency lane control strategy model is constructed according to the pre-opening time and the opening time;

[0009] The number of lanes closed due to the accident is determined, and the virtual emergency lane control strategy model is divided into a single lane closure control strategy model, a double lane closure control strategy model and a three lane closure strategy control model according to the number of lanes closed due to the accident.

[0010] Preferably, the highway driving rules are that vehicles in the accident lane are allowed to change lanes autonomously and vehicles not in the accident lane are not allowed to change lanes to the accident lane.

[0011] Preferably, a model is established according to the highway driving rules:

[0012] F(m,k,r)=F l (m,k,r)∪F r (m,k,r)

[0013] F l (m,k,r)=L m(r+1)

[0014] F r (m,k,r)=L m(r-k) ;

[0015] Among them, m represents the number of one-way cross sections of the expressway, m = 2, 3, 4; k represents the number of lanes closed due to the accident, k = 1, 2, 3; r represents the number of the rightmost lane of all lanes occupied by the accident; L mx Indicates the lane number; F l (m, k, r) indicates the lane number where lane changes to the left are prohibited in the event of an accident; F r (m, k, r) indicates the lane number where lane changes to the right are prohibited in the event of an accident.

[0016] Preferably, the emergency rescue time of the virtual emergency lane is divided, including:

[0017] Emergency rescue time is divided into:

[0018] The time period from when the accident occurs to when the basic information of the accident is obtained by rescue personnel is T1;

[0019] The time required for rescuers to initiate the corresponding rescue plan and arrive at the accident site is T2;

[0020] The time it takes for rescuers to arrive at the scene to rescue the injured and clean up the accident is T3;

[0021] The time required from the completion of the accident handling to the restoration of normal traffic flow is T4;

[0022] Among them, T2 time includes:

[0023] The time from when the rescuers dispatched personnel and contacted relevant departments to when the rescue vehicles arrived at the entrance ramp was T21;

[0024] The time it takes for the rescue vehicle to switch lanes from the entrance ramp to the accident lane is T22;

[0025] The rescue vehicle is driving straight in the accident lane during time period T33.

[0026] Preferably, determining the virtual emergency lane opening time and opening time according to the divided emergency rescue time includes:

[0027] The time before the virtual emergency lane is opened is set to Tef, Tef = T1 + T21;

[0028] The virtual emergency lane opening time is set to Teb, Teb = T22 + T23 + T3.

[0029] Preferably, before constructing the virtual emergency lane control strategy model, the method further includes:

[0030] Obtain the number of lane changes p of the rescue vehicle and the number of gantries n from the entrance ramp to the accident point;

[0031] A variable information board is provided on the gantry, the variable information board is numbered, and a value is assigned to the working state of the variable information board;

[0032] The gantry corresponding to the entrance ramp closest to the accident point is numbered N1, the gantry before the accident point is numbered Nn, and the variable information board on the gantry is numbered Nix;

[0033] The variable information board is assigned a value of 0 to indicate that the vehicle is allowed to pass, a value of 1 to indicate that the vehicle is prohibited from passing, a value of 2 to indicate that the vehicle is allowed to pass at a limited speed, and a value of 3 to indicate that an accident has occurred ahead in the lane.

[0034] Preferably, the single lane closure control strategy model uses a matrix Φ mr Indicates, including:

[0035] 1) The time before the virtual emergency lane is opened is represented by the matrix Φ0;

[0036]

[0037] 2) Lane-changing phase using matrix Φ mr-1 express;

[0038] Φ mr-1 =(a0,a1,…,a n ) (m+1)×(n+1) =(a0,A p ,D,a n ) (m+1)×(n+1) ;

[0039] In the formula, Φ mr-1 represents the state matrix of the variable information board on the N0-Nn gantry during the lane change phase when the rth lane is closed on an m-lane highway; a0 represents the state vector of the gantry N0; α n represents the state vector of the gantry Nn; Ap represents the lane-changing state matrix; D represents the straight-ahead state matrix;

[0040] in,

[0041]

[0042]

[0043] α in the matrix Ap xj satisfy:

[0044]

[0045] Wherein, x=1, 2, ..., (m+1); j=1, 2, ..., p;

[0046] In matrix D, when np≥2:

[0047]

[0048] Matrix α n Medium α xj satisfy:

[0049]

[0050] 3) Matrix Φ is used in the straight-line phase mr-2 express;

[0051] Φ mr-2 =(β0, β1, ..., β n )(β0,B p , E, β n ) (m+1)×(n+1) ;

[0052] In the formula, β0=α0, β n =α n , α in the matrix Bp xj satisfy:

[0053]

[0054] Among them, x=1, 2,…, (m+1); j=1, 2,…, p.

[0055] Preferably, the dual lane closure control strategy model uses a matrix Π mr Indicates, including:

[0056] 1) Matrix Π is used in the lane-changing phase mr-1 express:

[0057] Π mr-1 =(α0, α1, α2, ...γ n )=(α0,A p ,D,γ n ) (m+1)×(n+1) ;

[0058] In the formula,

[0059] In matrix D, when np ≥ 2, α xj satisfy:

[0060]

[0061] γ n b xn If r-1≤x≤r, then b xn =1, if b is not satisfied xn =2, where x=1, 2, ..., (m+1);

[0062] 2) Matrix Π is used in the straight-line stage mr-2 express:

[0063] Π mr-2 =(β0,β1,β2,…,β n )=(β0,B p , E, β n ) (m+1)×(n+1) ;

[0064] In the formula, β0=α0, β n =γ n , α in the matrix Bp xj satisfy:

[0065]

[0066] Wherein, x=1, 2, ..., (m+1); j=1, 2, ..., p;

[0067] In the matrix E, when np is greater than or equal to 2, α xj satisfy:

[0068]

[0069] Preferably, the three-lane closure strategy control model uses a matrix η mr Indicates, including:

[0070] 1) Matrix η is used in the lane-changing phase mr-1 express:

[0071] η mr-1 =(α0, α1, α2, …, α n-1 ,λ n )=(α0,A p ,D,λ n ) (m+1)×(n+1) ;

[0072]

[0073] Among them, when np≥2 in matrix D, α in matrix D xj satisfy:

[0074]

[0075] λ n c xn If r-2≤x≤r, then c xn =1, if c is not satisfied xn =2, where x=1, 2, ..., (m+1);

[0076] 2) Matrix η is used in the straight-line stage mr-2 express:

[0077] η mr-2 =(β0,β1,β2…,β n-1 ,β n )=(β0,B p , E, β n ) (m+1)×(n+1) ;

[0078] In the formula, β0=α0, β n =λ n , α in the matrix Bp xj satisfy:

[0079]

[0080] Wherein, x=1, 2, ..., (m+1); j=1, 2, ..., p;

[0081] In the matrix E, when np ≥ 2, α xj satisfy:

[0082]

[0083] Compared with the prior art, the present invention has the following beneficial effects:

[0084] The present invention analyzes the lane-changing behavior of vehicles in the accident section of the highway, divides the emergency rescue time of the highway when the emergency lane is used after the emergency incident, and constructs a control strategy model based on the virtual emergency lane. During the opening period of the virtual emergency lane, the emergency lane is temporarily used to make full use of road resources. The VISSIM simulation verifies that the use of the virtual emergency lane can effectively reduce the traffic delay of the section, reduce the queue length and travel time. When the single lane of the two-way four-lane is closed, the use of the virtual emergency lane under the condition of V / C=0.75 has a good effect, and the average vehicle delay can be reduced by 75% at most; when the two-way six-lane double lane is closed, the average vehicle delay can be reduced by 60% at most under the condition of V / C=0.55; when the three lanes of the two-way eight-lane are closed, the average vehicle delay can be reduced by 60% at most under the condition of V / C=0.35. The simulation results show that after a traffic accident on the highway, the use of the virtual emergency lane has different effects under different traffic conditions. Opening the virtual emergency lane for emergency rescue can shorten the pre-hospital rescue time and improve the efficiency of accident rescue. BRIEF DESCRIPTION OF THE DRAWINGS

[0085] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings in the following description are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0086] Figure 1 It is a flow chart of a method for modeling a virtual emergency lane of a highway based on VISSIM of the present invention;

[0087] Figure 2 It is a schematic diagram of the optimization degree of closing a single lane of a two-way four-lane vehicle according to the present invention;

[0088] Figure 3 It is a schematic diagram of the optimization degree of the two-way six-lane double lane closure of the present invention;

[0089] Figure 4 It is a schematic diagram of the optimization degree of three-lane closure of a two-way eight-lane vehicle according to the present invention. DETAILED DESCRIPTION

[0090] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0091] VISSIM, also known as PTV-VISSIM, is a microscopic, time-interval-based and driving behavior simulation modeling tool specifically used for traffic modeling of urban and public transportation operations. The VISSIM software consists of two parts: a traffic simulator and a signal state generator, which exchange detector data and signal state information through an interface. This allows VISSIM to generate online visualization of traffic operation conditions and also output various statistics offline, such as travel time and queue length.

[0092] like Figure 1 As shown, the present invention provides a highway virtual emergency lane modeling method based on VISSIM, comprising:

[0093] Constructing highway driving rules for virtual emergency lanes.

[0094] The emergency rescue time of the virtual emergency lane is divided, and the pre-opening time and opening time of the virtual emergency lane are determined according to the divided emergency rescue time.

[0095] Based on the highway driving rules, a virtual emergency lane control strategy model is constructed according to the pre-opening time and the opening time.

[0096] The number of lanes closed due to the accident is determined, and the virtual emergency lane control strategy model is divided into a single lane closure control strategy model, a double lane closure control strategy model and a three lane closure strategy control model according to the number of lanes closed due to the accident.

[0097] In this embodiment, the working principle of the virtual emergency lane is to provide information prompts to the driver by means of a variable information board installed on a gantry. The gantry spans over the lanes and is set up every 1 km. Each lane has its own corresponding variable information board. When the rescue vehicle arrives at the entrance ramp of the expressway, the virtual emergency lane is opened. At this time, the vehicles on the expressway adjust their lanes according to the display content of the variable information board to ensure the passage of the rescue vehicle. When the emergency rescue vehicle drives to the accident site, the display status of the variable information board on the virtual emergency lane can be divided into three stages: lane change, straight driving, and accident handling.

[0098] (1) Lane-changing stage. The rescue vehicle has reached the entrance of the expressway via the ramp. Starting from the entrance, the variable information board guides the rescue vehicle to change lanes to the fast lane once every 1 km until it reaches the accident lane, forming a stepped driving path.

[0099] (2) Straight-ahead phase. After completing the lane change, the rescue vehicle drives straight to the accident site in the accident lane, achieving precise rescue and shortening the rescue time.

[0100] (3) Accident handling stage: When the rescue vehicle arrives at the accident site, the variable information board closes the stepped driving path, and the lane where the accident occurred on the variable information board of the gantry before the accident site remains closed to prevent the occurrence of secondary traffic accidents.

[0101] In some embodiments of the present application, the highway driving rules are that vehicles in the accident lane are allowed to change lanes autonomously and vehicles not in the accident lane are not allowed to change lanes to the accident lane.

[0102] After a traffic accident occurs on a highway, vehicles continue to drive in the accident lane and need to change lanes at least once before the accident point. If there are many vehicles, they need to wait to change lanes, forming a queue. Setting driving rules for private vehicles during the opening of the virtual emergency lane can make the gantry variable information board play its full role and alleviate the congestion caused by temporary lane changes of private vehicles before the accident point.

[0103] In some embodiments of the present application, a model is established according to the highway driving rules:

[0104] F(m,k,r)=F l (m,k,r)∪F r (m,k,r)

[0105] F l (m,k,r)=L m(r+1)

[0106] F r (m,k,r)=L m(r-k) ;

[0107] Among them, m represents the number of one-way cross sections of the expressway, m = 2, 3, 4; k represents the number of lanes closed due to the accident, k = 1, 2, 3; r represents the number of the rightmost lane of all lanes occupied by the accident; L mx Indicates the lane number; F l (m, k, r) indicates the lane number where lane changes to the left are prohibited in the event of an accident; F r (m, k, r) indicates the lane number where changing lane to the right is prohibited in the event of an accident.

[0108] In particular, when r = k, F r (m, k, r) does not exist. At this time, the accident occurred in the leftmost lane, and there is no lane where changing lanes to the right is prohibited.

[0109] In some embodiments of the present application, the emergency rescue time of the virtual emergency lane is divided, including:

[0110] Emergency rescue time is divided into:

[0111] The time period from when the accident occurs to when the basic information of the accident is obtained by rescue personnel is T1;

[0112] The time required for rescuers to initiate the corresponding rescue plan and arrive at the accident site is T2;

[0113] The time it takes for rescuers to arrive at the scene to rescue the injured and clean up the accident is T3;

[0114] The time required from the completion of the accident handling to the restoration of normal traffic flow is T4;

[0115] Among them, T2 time includes:

[0116] The time from when the rescuers dispatched personnel and contacted relevant departments to when the rescue vehicles arrived at the entrance ramp was T21;

[0117] The time it takes for the rescue vehicle to switch lanes from the entrance ramp to the accident lane is T22;

[0118] The rescue vehicle is driving straight in the accident lane during time period T33.

[0119] In some embodiments of the present application, determining the virtual emergency lane opening time and opening time according to the divided emergency rescue time includes:

[0120] The time before the virtual emergency lane is opened is set to Tef, Tef = T1 + T21;

[0121] The virtual emergency lane opening time is set to Teb, Teb = T22 + T23 + T3.

[0122] In some embodiments of the present application, before constructing the virtual emergency lane control strategy model, it also includes: obtaining the number of lane changes p of the rescue vehicle and the number n of gantries from the entrance ramp to the accident point; a variable information board is provided on the gantry, the variable information board is numbered, and the working status of the variable information board is assigned.

[0123] The first gantry upstream of the entrance ramp is numbered N0, the gantry corresponding to the entrance ramp closest to the accident point is numbered N1, the gantry before the accident point is numbered Nn, and the variable information board on the gantry is numbered Nix.

[0124] The variable information board is assigned a value of 0 to indicate that the vehicle is allowed to pass, a value of 1 to indicate that the vehicle is prohibited from passing, a value of 2 to indicate that the vehicle is allowed to pass at a limited speed, and a value of 3 to indicate that an accident has occurred ahead in the lane.

[0125] In some embodiments of the present application, the single lane closure control strategy model uses a matrix Φ mr Indicates, including:

[0126] 1) The time before the virtual emergency lane is opened is represented by the matrix Φ0;

[0127]

[0128] Before the virtual emergency lane is opened, vehicles on the lane pass normally, the emergency lane is prohibited from passing, the state of the variable information board of the emergency lane is Ni0=1, and the state of other lanes is Ni0=0.

[0129] 2) Lane-changing phase using matrix Φ mr-1 express;

[0130] Φ mr-1 =(a0,a1,…,a n ) (m+1)×(n+1) =(a0,A p D,a n ) (m+1)×(n+1) ;

[0131] In the formula, Φ mr-1 represents the state matrix of the variable information board on the N0-Nn gantry during the lane change phase when the rth lane is closed on an m-lane highway; a0 represents the state vector of the gantry N0; α n represents the state vector of the gantry Nn; Ap represents the lane-changing state matrix; D represents the straight-ahead state matrix;

[0132] in,

[0133]

[0134] α in the matrix Ap xj satisfy:

[0135]

[0136] Wherein, x=1, 2, ..., (m+1); j=1, 2, ..., p;

[0137] In matrix D, when np ≥ 2:

[0138]

[0139] Matrix α n Medium α xj satisfy:

[0140]

[0141] During the lane-changing phase, the rescue vehicle has reached the entrance of the highway via the ramp and needs to change lanes P times to the lane where the accident occurred. The lane where the rescue vehicle is traveling is prohibited to private vehicles, and the state of the variable information board of the gantry changes accordingly. The state of the variable information board in the lane where the rescue vehicle is traveling is Nix=1, and the states of the variable information boards in the other lanes are assigned according to the real-time positions.

[0142] 3) Matrix Φ is used in the straight-line phase mr-2 express;

[0143] Φ mr-2 =(β0, β1, ..., β n )=(β0,B p , E, β n ) (m+1)×(n+1) ;

[0144] In the formula, β0=α0, β n =α n , α in the matrix Bp xj satisfy:

[0145]

[0146] Among them, x=1, 2,…, (m+1); j=1, 2,…, p.

[0147] During the straight-ahead phase, the rescue vehicle keeps going straight. In order to allow private vehicles to quickly pass through this section, all prohibited traffic states in the lane change matrix are closed. During this phase, private vehicles can drive on the emergency lane.

[0148] In some embodiments of the present application, the dual lane closure control strategy model uses a matrix Π mr Indicates, including:

[0149] 1) Matrix Π is used in the lane-changing phase mr-1 express:

[0150] Π mr-1 =(α0,α1,α2,…,γ n )=(α0,A p ,D,γ n ) (m+1)×(n+1) ; In the formula,

[0151] In matrix D, when np ≥ 2, α xj satisfy:

[0152]

[0153] γ n b xn If r-1≤x≤r, then b xn =1, if b is not satisfied xn =2, where x=1, 2, ..., (m+1);

[0154] The matrices a0 and Ap are the same as those in the single lane closure control strategy model.

[0155] 2) Matrix Π is used in the straight-line stage mr-2 express:

[0156] Π mr-2=(β0,β1,β2,…,β n )=(β0,β p , E, β n ) (m+1)＝(n+1) ;

[0157] In the formula, β0=α0, β n =γ n , α in the matrix Bp xj satisfy:

[0158]

[0159] Wherein, x=1, 2, ..., (m+1); j=1, 2, ..., p;

[0160] In the matrix E, when np is greater than or equal to 2, this matrix exists, α xj satisfy:

[0161]

[0162] In some embodiments of the present application, the three-lane closure strategy control model uses the matrix η mr Indicates, including:

[0163] 1) Matrix η is used in the lane-changing phase mr-1 express:

[0164] η mr-1 =(α0, α1, α2, …, α n-1 ,λ n )=(α0,A p , D,λ n ) (m+1)×(n+1) ;

[0165]

[0166] The matrices a0 and Ap are the same as those in the single lane closure control strategy model.

[0167] Among them, this matrix exists in the matrix D when np ≥ 2, and α in the matrix D xj satisfy:

[0168]

[0169] λ n c xn If r-2≤x≤r, then c xn =1, if c is not satisfied xn =2, where x=1, 2, ..., (m+1);

[0170] 2) Matrix η is used in the straight-line stage mr-2 express:

[0171] η mr-2 =(β0,β1,β2,…,β n-1 ,β n )=(β0,B p ,E,β n ) (m+1)×(n+1) ;

[0172] In the formula, β0=α0, β n =λ n , α in the matrix Bp xj satisfy:

[0173]

[0174] Wherein, x=1, 2, ..., (m+1); j=1, 2, ..., p;

[0175] In the matrix E, when np ≥ 2, this matrix exists, α xj satisfy:

[0176]

[0177] When simulating with this control strategy model, three situations of lane closures caused by accidents, namely, closure of one lane in a two-way four-lane road, closure of two lanes in a two-way six-lane road, and closure of three lanes in a two-way eight-lane road, were selected for simulation. The three indicators of average travel time of vehicles passing through the accident section, average queue length, and average vehicle delay were selected to evaluate the effectiveness of the virtual emergency lane.

[0178] 1) Analysis of the impact of closing a single lane on a two-way four-lane road

[0179] The simulations were conducted on two situations: a traffic accident in lane 1 and a traffic accident in lane 2. The effects of various indicators under different service levels (V / C) were obtained, and the degree of optimization of various indicators when using the virtual emergency lane was compared with that when not using the virtual emergency lane was calculated. The degree of optimization of the average travel time (T1), average queue length (L1), and average vehicle delay (D1) after an accident in lane 1 and the average travel time (T2), average queue length (L2), and average vehicle delay (D2) after an accident in lane 2 was calculated.

[0180] like Figure 2As shown in the figure, when a single lane is closed in a two-way four-lane road, the use of virtual emergency lanes at different service levels has obvious effects. The effect of using virtual emergency lanes after a traffic accident in lane 1 is better, because compared with a traffic accident in lane 2, a traffic accident in lane 1 has less impact on the emergency lane. When V / C = 0.75, the effect of using virtual emergency lanes is the best, and compared with the case where virtual emergency lanes are not used after an accident, the average travel time is shortened by 40%, the average queue length is shortened by 85%, and the average vehicle delay is shortened by 75%.

[0181] 2) Impact analysis of closing two lanes in a two-way six-lane road

[0182] The situations where accidents occurred in lane 1 and lane 2, and lane 2 and lane 3 were simulated, and the optimization degree of various indicators when using virtual emergency lanes and not using virtual emergency lanes was calculated, as well as the optimization degree of the average travel time (T1), average queue length (L1), and average vehicle delay (D1) after accidents in lane 1 and lane 2, and the average travel time (T2), average queue length (L2), and average vehicle delay (D2) after accidents in lane 2 and lane 3.

[0183] like Figure 3 As shown in the figure, when two lanes of a two-way six-lane road are closed, the use of the virtual emergency lane can produce obvious effects under free flow and stable flow conditions. The optimization degree of the average travel time and the average vehicle delay increases first and then decreases with the increase of V / C. The optimization degree of the average queue length gradually decreases with the increase of V / C, and the effect is better when V / C=0.55, with a maximum reduction of about 25% of the average travel time, 50%-60% of the average queue length, and about 60% of the average vehicle delay. When V / C=0.9, the optimization degree is the lowest. This is because when the virtual emergency lane is opened, although vehicles can pass through the emergency lane, the traffic capacity of the accident section is close to the upper limit.

[0184] 3) Analysis of the impact of closing three lanes in a two-way eight-lane road

[0185] The simulation is conducted on the situations where the accidents occur in lane 1, lane 2 and lane 3, lane 2, lane 3 and lane 4 respectively, and the optimization degree of each indicator between using virtual emergency lane and not using virtual emergency lane is calculated, and the optimization degree of the average travel time (T1), average queue length (L1), and average vehicle delay (D1) after the accidents in lane 1, lane 2 and lane 3 and the average travel time (T2), average queue length (L2), and average vehicle delay (D2) after the accidents in lane 2, lane 3 and lane 4 is calculated.

[0186] like Figure 4As shown, the effect of opening the virtual emergency lane in two-way 8-lane traffic at V / C=0.35 and V / C=0.55 is obvious. When V / C-0.35, the use of the virtual emergency lane in 3-lane closure accidents is the best, which can shorten the average travel time by 20%, reduce the average queue length by 70% to 80%, and reduce the average vehicle delay by about 60%.

[0187] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that they can still modify or replace the technical solution of the present invention with equivalents, and these modifications or equivalent replacements cannot cause the modified technical solution to deviate from the spirit and scope of the technical solution of the present invention.

Claims

1. A highway virtual emergency lane modeling method based on VISSIM, characterized in that: include: Constructing highway driving rules for virtual emergency lanes; The emergency rescue time of the virtual emergency lane is divided, and the pre-opening time and the opening time of the virtual emergency lane are determined according to the divided emergency rescue time; Based on the highway driving rules, a virtual emergency lane control strategy model is constructed according to the pre-opening time and the opening time; The number of lanes closed due to the accident is determined, and the virtual emergency lane control strategy model is divided into a single lane closure control strategy model, a double lane closure control strategy model and a three lane closure strategy control model according to the number of lanes closed due to the accident.

2. The VISSIM-based highway virtual emergency lane modeling method according to claim 1 is characterized in that: The highway driving rules are that vehicles in the accident lane can change lanes autonomously and vehicles not in the accident lane are not allowed to change lanes to the accident lane.

3. The VISSIM-based highway virtual emergency lane modeling method according to claim 2 is characterized in that: The model is established according to the highway driving rules: F(m,k,r)=F l (m,k,r)∪F r (m,k,r) F l (m,k,r)=L m(r+1) F r (m,k,r)=L m(r-k) ; Among them, m represents the number of one-way cross sections of the expressway, m = 2, 3, 4; k represents the number of lanes closed due to the accident, k = 1, 2, 3; r represents the number of the rightmost lane of all lanes occupied by the accident; L mx Indicates the lane number; F l (m, k, r) indicates the lane number where lane changes to the left are prohibited in the event of an accident; F r (m, k, r) indicates the lane number where lane changes to the right are prohibited in the event of an accident.

4. The VISSIM-based highway virtual emergency lane modeling method according to claim 3 is characterized in that: The emergency rescue time of the virtual emergency lane is divided into: Emergency rescue time is divided into: The time period from when the accident occurs to when the basic information of the accident is obtained by rescue personnel is T1; The time required for rescuers to initiate the corresponding rescue plan and arrive at the accident site is T2; The time it takes for rescuers to arrive at the scene to rescue the injured and clean up the accident is T3; The time required from the completion of the accident handling to the restoration of normal traffic flow is T4; Among them, T2 time includes: The time from when the rescuers dispatched personnel and contacted relevant departments to when the rescue vehicles arrived at the entrance ramp was T21; The time it takes for the rescue vehicle to switch lanes from the entrance ramp to the accident lane is T22; The rescue vehicle is driving straight in the accident lane during time period T33.

5. The VISSIM-based highway virtual emergency lane modeling method according to claim 4 is characterized in that: Determine the virtual emergency lane opening time and opening time based on the divided emergency rescue time, including: The time before the virtual emergency lane is opened is set to Tef, Tef = T1 + T21; The virtual emergency lane opening time is set to Teb, Teb = T22 + T23 + T3.

6. The VISSIM-based highway virtual emergency lane modeling method according to claim 5 is characterized in that: Before building the virtual emergency lane control strategy model, it also includes: Obtain the number of lane changes p of the rescue vehicle and the number of gantries n from the entrance ramp to the accident point; A variable information board is provided on the gantry, the variable information board is numbered, and a value is assigned to the working state of the variable information board; The gantry corresponding to the entrance ramp closest to the accident point is numbered N1, the gantry before the accident point is numbered Nn, and the variable information board on the gantry is numbered Nix; The variable information board is assigned a value of 0 to indicate that the vehicle is allowed to pass, a value of 1 to indicate that the vehicle is prohibited from passing, a value of 2 to indicate that the vehicle is allowed to pass at a limited speed, and a value of 3 to indicate that an accident has occurred ahead in the lane.

7. The VISSIM-based highway virtual emergency lane modeling method according to claim 6 is characterized in that: The single lane closure control strategy model uses the matrix Φ mr Indicates, including: 1) The time before the virtual emergency lane is opened is represented by the matrix Φ0; 2) Lane-changing phase using matrix Φ mr-1 express; In the formula, Φ mr-1 represents the state matrix of the variable information board on the N0-Nn gantry during the lane change phase when the rth lane is closed on an m-lane highway; a0 represents the state vector of the gantry N0; α n represents the state vector of the gantry Nn; Ap represents the lane-changing state matrix; D represents the straight-ahead state matrix; in, α in the matrix Ap xj satisfy: Wherein, x=1, 2, ..., (m+1); j=1, 2, ..., p; In matrix D, when np≥2: Matrix α n Medium α xj satisfy: 3) Matrix Φ is used in the straight-line phase mr-2 express; F mr-2 =(β0,β1,…,β n )=(β0,B p ,E,b n ) (m+1)×(n+1) ; In the formula, β0=α0, β n =α n , α in the matrix Bp xj satisfy: Among them, x=1, 2,…, (m+1); j=1, 2,…, p.

8. The VISSIM-based highway virtual emergency lane modeling method according to claim 7 is characterized in that: The dual lane closure control strategy model uses the matrix Π mr Indicates, including: 1) Matrix Π is used in the lane-changing phase mr-1 express: In the formula, In matrix D, when np ≥ 2, α xj satisfy: γ n b xn If r-1≤x≤r, then b xn =1, if b is not satisfied xn =2, where x=1, 2, ..., (m+1); 2) Matrix Π is used in the straight-line stage mr-2 express: In the formula, β0=α0, β n =γ n , α in the matrix Bp xj satisfy: Wherein, x=1, 2, ..., (m+1); j=1, 2, ..., p; In the matrix E, when np is greater than or equal to 2, α xj satisfy:

9. The VISSIM-based highway virtual emergency lane modeling method according to claim 8 is characterized in that: The three-lane closure strategy control model uses the matrix η mr Indicates, including: 1) Matrix η is used in the lane-changing phase mr-1 express: Among them, when np≥2 in matrix D, α in matrix D xj satisfy: λ n c xn If r-2≤x≤r, then c xn =1, if c is not satisfied xn =2, where x=1, 2, ..., (m+1); 2) Matrix η is used in the straight-line stage mr-2 express: In the formula, β0=α0, β n =λ n , α in the matrix Bp xj satisfy: Wherein, x=1, 2, ..., (m+1); j=1, 2, ..., p; In the matrix E, when np ≥ 2, α xj satisfy:

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