A tunnel traffic accident response level determination method and device based on field theory

Abstract

The application provides a tunnel traffic accident response level determination method and device based on field theory. The accident vehicle information of the traffic accident is obtained, and the accident influence range is calculated according to the accident vehicle information, so as to calculate the influence resultant force of the accident vehicle on the non-accident vehicle in the driving direction within the accident influence range. Then the feedback time interval is determined according to the influence resultant force, and finally the response level of the tunnel traffic accident is determined according to the feedback time interval. The application quantitatively analyzes the traffic interference caused by the accident vehicle to the surrounding vehicles, realizes the automatic evaluation of the accident influence and the judgment of the required response measure level through the analysis and modeling of the real-time data, and improves the processing efficiency of the traffic accident.

Description

Technical Field

[0001] This application relates to the field of traffic safety technology, and in particular to a method and apparatus for determining the response level of tunnel traffic accidents based on field theory. Background Technology

[0002] Due to their long distances and unique enclosed structures, tunnels have low internal driving safety and stability, making them potential accident-prone areas. Furthermore, because tunnel accidents generally occur in confined, narrow spaces, emergency response and rescue efforts are extremely difficult, often resulting in significant casualties and property damage. In addition to causing injuries and property damage, traffic accidents also drastically reduce tunnel capacity, causing severe traffic congestion or even complete traffic paralysis.

[0003] The assessment of the impact of traffic accidents is often done manually at the time of accident handling, based on the degree and amount of personal injury or property damage, which has a certain lag. Quantitative analysis of the traffic impact of traffic accidents mainly focuses on the time and scope of the impact, while neglecting the traffic interference caused by the accident vehicles to surrounding vehicles.

[0004] Therefore, when evaluating the impact of traffic accidents, the lack of quantitative analysis of the traffic interference caused by the accident vehicle to surrounding vehicles leads to poor automated assessment of the accident impact and judgment of the required response measures, thus affecting the efficiency of traffic accident handling. Summary of the Invention

[0005] To improve the efficiency of handling traffic accidents, in a first aspect, this application provides a method for determining the response level of tunnel traffic accidents based on field theory, the method comprising:

[0006] Obtain information on vehicles involved in traffic accidents;

[0007] Calculate the scope of the accident's impact based on the information about the vehicles involved.

[0008] Calculate the resultant force of the accident vehicle on the target vehicle in the direction of vehicle travel, wherein the target vehicle is a non-accident vehicle located within the influence range of the accident.

[0009] The feedback time interval is determined based on the combined effect of the described forces.

[0010] The response level for tunnel traffic accidents is determined based on the feedback time interval.

[0011] In some embodiments, the method for calculating the scope of the accident impact based on the accident vehicle information includes:

[0012] Traffic flow parameters are obtained, including a first traffic flow parameter, a second traffic flow parameter, and a third traffic flow parameter. The first traffic flow parameter includes a first flow rate and a first density, the second traffic flow parameter includes a second flow rate and a second density, and the third traffic flow parameter includes a third flow rate and a third density.

[0013] The slope of the first shock path is calculated based on the first flow rate, the second flow rate, the first density, and the second density; and the slope of the second shock path is calculated based on the second flow rate, the third flow rate, the second density, and the third density.

[0014] The accident queue length is calculated based on the slope of the first shock wave path and the slope of the second shock wave path.

[0015] The area extending from the section where the accident occurred to the queue length is marked as the accident impact area.

[0016] In some embodiments, the accident queue length is calculated according to the following formula based on the slope of the first shock path and the slope of the second shock path:

[0017]

[0018] Among them, U AB U is the slope of the first shock wave path. BC Let t be the slope of the second shock wave path and t be the duration of the accident.

[0019] In some embodiments, the method further includes:

[0020] Calculate the speed difference between the average vehicle speed in the direction of travel at the accident point and the speed of the target vehicle under normal conditions;

[0021] The impact index of vehicles within the accident's impact range is calculated using the following formula;

[0022] q i =α1q 1,i +α2q 2,i ;

[0023] Where, q i q represents the total impact on the target vehicles within the accident's affected area. 1,i Let q be the velocity difference. 2,i The angle between the target vehicle's orientation and the road centerline is represented by α1, α2, and i, where i = 1, 2, ..., N, and N is the total number of vehicles within the accident's impact area.

[0024] In some embodiments, the method for calculating the resultant force of the impact of the accident vehicle on the target vehicle in the vehicle's direction of travel includes:

[0025] The total impact of the accident vehicles is calculated by subtracting the product of a first proportionality coefficient and the speed difference from the product of a second proportionality coefficient and 10 times the number of lanes occupied by the accident.

[0026] The first product is calculated based on the total impact of the accident vehicles. The first product is the product of the total impact of the target vehicles within the accident impact range and the total impact of the accident vehicles.

[0027] The influence of the accident vehicle on the target vehicle in the direction of travel is calculated based on the first product. The influence is obtained by multiplying the first product by the square of the distance between the accident vehicle and the target vehicle by the cosine of the first included angle, where the first included angle is the angle between the line connecting the centroid of the accident vehicle and the centroid of the target vehicle and the center line of the road.

[0028] Calculate the resultant force of the accident vehicle's influence on the target vehicle in the direction of travel using the following formula;

[0029]

[0030] Among them, F i It refers to the influence of the accident vehicle on the target vehicle in the direction of travel.

[0031] In some embodiments, the method further includes determining the feedback time interval based on the resultant force of influence:

[0032] If the combined effect of the influence is within the first range, then the feedback time interval is three times the minimum feedback time interval;

[0033] If the combined effect is within the second range, the feedback time interval is twice the minimum feedback time interval;

[0034] If the combined effect of the influence is within the third range, then the feedback time interval is the minimum feedback time interval.

[0035] In some embodiments, the method for determining a response level for a tunnel traffic accident based on the feedback time interval includes:

[0036] If the feedback time interval is three times the minimum feedback time interval, the response level of the tunnel traffic accident is marked as a Level 3 response.

[0037] If the feedback time interval is twice the minimum feedback time interval, the response level of the tunnel traffic accident is marked as a Level 2 response.

[0038] If the feedback time interval is the minimum feedback time interval, the response level of the tunnel traffic accident is marked as Level 1 response.

[0039] In some embodiments, the method further includes:

[0040] Obtain the first sample traffic flow parameters and the second sample traffic flow parameters of non-accident vehicles within the feedback time interval;

[0041] If the traffic flow parameter of the first sample is greater than the traffic flow parameter of the second sample, the acquisition of the accident vehicle information is terminated.

[0042] If the first sample traffic flow parameter is less than or equal to the second sample traffic flow parameter, the accident impact range is recalculated, and the accident duration is updated to the total duration of the feedback time interval and the minimum feedback time interval.

[0043] Secondly, some embodiments of this application provide a field-theory-based device for determining the response level of tunnel traffic accidents, comprising:

[0044] The accident information acquisition module is configured to acquire information about the vehicles involved in a traffic accident.

[0045] The accident impact range calculation module is configured to calculate the accident impact range based on the accident vehicle information;

[0046] The resultant force calculation module is configured to calculate the resultant force of the accident vehicle on the target vehicle in the direction of vehicle travel, wherein the target vehicle is a non-accident vehicle located within the accident's influence range.

[0047] The rating determination module is configured to determine a feedback time interval based on the combined effect of the influence, and to determine a response rating for a tunnel traffic accident based on the feedback time interval.

[0048] In some embodiments, the accident impact range calculation module, which calculates the accident impact range based on the accident vehicle information, is further configured to:

[0049] Traffic flow parameters are obtained, including a first traffic flow parameter, a second traffic flow parameter, and a third traffic flow parameter. The first traffic flow parameter includes a first flow rate and a first density, the second traffic flow parameter includes a second flow rate and a second density, and the third traffic flow parameter includes a third flow rate and a third density.

[0050] The slope of the first shock path is calculated based on the first flow rate, the second flow rate, the first density, and the second density; and the slope of the second shock path is calculated based on the second flow rate, the third flow rate, the second density, and the third density.

[0051] The accident queue length is calculated based on the slope of the first shock wave path and the slope of the second shock wave path.

[0052] The area extending from the section where the accident occurred to the queue length is marked as the accident impact area.

[0053] In some embodiments, the influence resultant force calculation module calculates the resultant force of the accident vehicle on the target vehicle in the vehicle's direction of travel, and is further configured to:

[0054] Calculate the speed difference between the average vehicle speed in the direction of travel at the accident point and the speed of the target vehicle under normal conditions;

[0055] The impact index of vehicles within the accident's impact range is calculated using the following formula;

[0056] q i =α1q 1,i +α2q 2,i ;

[0057] Where, q i q represents the total impact on the target vehicles within the accident's affected area. 1,i Let q be the velocity difference. 2,i The angle between the target vehicle's orientation and the road centerline is represented by α1, α2, and i, where i = 1, 2, ..., N, and N is the total number of vehicles within the accident's impact area.

[0058] As can be seen from the above scheme, this application provides a method and apparatus for determining the response level of tunnel traffic accidents based on field theory. It acquires information about the vehicles involved in the traffic accident and calculates the accident's impact range based on this information, thereby calculating the resultant force of the accident vehicle's influence on non-accident vehicles within the accident's impact range in the direction of travel. Then, it determines the feedback time interval based on the resultant force, and finally determines the response level of the tunnel traffic accident based on the feedback time interval. This application quantitatively analyzes the traffic interference caused by the accident vehicle to surrounding vehicles. Through the analysis and modeling of real-time data, it achieves automated assessment of the accident's impact and judgment of the required response level, thereby improving the efficiency of traffic accident handling. Attached Figure Description

[0059] To more clearly illustrate the technical solution of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0060] Figure 1 A flowchart illustrating a method for determining the response level of a tunnel traffic accident based on field theory, provided in an embodiment of this application;

[0061] Figure 2 This is a schematic diagram of tunnel traffic conditions provided in an embodiment of this application;

[0062] Figure 3 This is a structural diagram of a tunnel traffic accident response level determination device based on field theory, provided in an embodiment of this application. Detailed Implementation

[0063] The present application will be described in detail below with reference to the accompanying drawings and embodiments. It should be noted that, unless otherwise specified, the embodiments and features described in the embodiments of the present application can be combined with each other.

[0064] It should be noted that the terms "first," "second," etc., in the specification, claims, and drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0065] Tunnels are a type of transportation passage. When constructing highways, due to terrain factors, highways often need to pass through mountains or large bridges. To shorten the distance of highways, tunnels can be built through mountains to allow vehicles to pass. However, for long tunnels, the road is only clearly visible under sunlight at the tunnel entrance and exit. When vehicles enter the tunnel from the outside, the significant difference in brightness affects the driver's vision, making it difficult for the driver to judge road conditions immediately. Therefore, driving inside tunnels has lower safety and is a high-risk area for potential accidents.

[0066] When a traffic accident occurs in a tunnel, the long tunnel sections make emergency response and rescue efforts extremely difficult, potentially leading to significant casualties and property damage due to missed optimal rescue time. In addition to injuries and property damage, traffic accidents also drastically reduce tunnel capacity, causing severe traffic congestion or even complete traffic paralysis.

[0067] However, if the severity of a traffic accident is low, such as a minor collision between two vehicles without any injuries, the two drivers can simply negotiate and leave the scene without causing traffic congestion. Therefore, analyzing the severity of traffic accidents is crucial.

[0068] Quantitative analysis of the traffic impact of traffic accidents primarily focuses on the duration and extent of the impact, neglecting the traffic disruption caused by the accident vehicles to surrounding vehicles. This failure to quantitatively analyze the traffic disruption caused by the accident vehicles leads to poor automated assessment of the accident's impact and inadequate judgment of the required response levels, thus affecting the efficiency of traffic accident handling.

[0069] To improve the efficiency of traffic accident handling, this application provides a method for determining the response level of tunnel traffic accidents based on field theory, such as... Figure 1 As shown, the method includes:

[0070] S100: Obtain information about vehicles involved in traffic accidents.

[0071] In this embodiment, the accident vehicle information includes the current location of the accident vehicle and its location at the time of the accident. This information can be obtained using an intelligent inspection robot in the tunnel. The intelligent inspection robot can obtain the accident vehicle information by requesting the GPS system to retrieve its GPS location information.

[0072] In some embodiments, the accident vehicle information may also include the model of the accident vehicle, which may include a small car, a medium-sized car, a small truck, a medium-sized truck, a large truck, a trailer or tractor, etc. It may also include the type of accident vehicle, such as a passenger car, a police car, a tanker truck, a water truck, an ambulance, etc., to facilitate hazard analysis of the accident scene. The accident vehicle information may also include the vehicle's direction of travel and its speed at the time of the accident.

[0073] S200: Calculate the scope of the accident's impact based on the information about the vehicles involved.

[0074] To facilitate the analysis of the response level of the accident, the scope of the accident impact can also be calculated based on the information of the vehicles involved. Since the accident occurred in a tunnel, the scope of the accident impact can be represented by a section of the tunnel. For example, the scope of the accident impact is between 500m and 800m from the tunnel exit.

[0075] In some embodiments, traffic flow parameters can also be obtained to calculate the impact range of the accident. The traffic flow includes a first traffic flow parameter, a second traffic flow parameter, and a third traffic flow parameter. The first traffic flow parameter is the traffic flow parameter of other vehicles heading to the accident site, the second traffic flow parameter is the traffic flow parameter of reduced traffic capacity due to the accident, and the third traffic flow parameter is the traffic flow parameter under normal traffic conditions.

[0076] Traffic flow parameters may include flow rate q, density k, and speed v. Therefore, the first traffic flow parameter includes a first flow rate and a first density, the second traffic flow parameter includes a second flow rate and a second density, and the third traffic flow parameter includes a third flow rate and a third density.

[0077] The slope of the first shock path is calculated based on the first flow rate, the second flow rate, the first density, and the second density; and the slope of the second shock path is calculated based on the second flow rate, the third flow rate, the second density, and the third density, wherein the slope of the first shock path can be calculated using the following formula:

[0078]

[0079] U AB q represents the slope of the first shock wave path. A It's the first flow, k A It is the first density, q B It is the second flow, k B It is the second density.

[0080] The slope of the second shock wave path can be calculated using the following formula:

[0081]

[0082] U BC q represents the slope of the second shock wave path. C It is the third flow, k C It is the third density.

[0083] After obtaining the slopes of the first and second shock wave paths, the vehicle queue length can be calculated based on these slopes. When initially calculating the queue length, the accident duration can be set to a feedback time interval. The accident queue length L can then be calculated using the following formula:

[0084]

[0085] Where t is the duration of the accident.

[0086] After obtaining the queue length, the distance L extending in the direction of travel from the cross-section of the accident is the starting point and the ending point. The distance between the starting point and the ending point is the accident impact range.

[0087] In some embodiments, information on all vehicles within the accident's impact area can also be read, including vehicle number, coordinates, speed, and vehicle orientation. The coordinate components refer to coordinates in a projected (geocentric) coordinate system, with the positive Y-axis pointing in the direction opposite to the driving direction and the positive X-axis pointing in the direction perpendicular to the Y-axis.

[0088] In some embodiments, to facilitate the analysis of response levels, an impact index for the accident can also be calculated, including a vehicle speed sub-index and a vehicle orientation sub-index. The vehicle speed sub-index is determined based on the change in vehicle speed, and the vehicle orientation sub-index is determined by the angle between the vehicle's orientation and the road centerline.

[0089] Therefore, after step S200, the method further includes:

[0090] Calculate the speed difference between the average vehicle speed in the direction of travel at the accident point and the speed of the target vehicle under normal conditions;

[0091] The impact index of vehicles within the accident's impact range is calculated using the following formula:

[0092] q i =α1q 1,i +α2q 2,i ;

[0093] Where, q i q represents the total impact on the target vehicles within the accident's affected area. 1,i Let q be the velocity difference. 2,i The angle between the target vehicle's orientation and the road centerline is represented by α1, α2, and i, where i = 1, 2, ..., N, and N is the total number of vehicles within the accident's impact area.

[0094] S300: Calculate the resultant force of the impact of the accident vehicle on the target vehicle in the direction of vehicle travel.

[0095] The target vehicle is a non-accident vehicle located within the accident's influence range. In this embodiment, the influence of the accident vehicle on the target vehicle is determined by the ratio of the product of the two vehicles' influence indices to the square of their distance, combined with the angle between the line connecting the centers of gravity of the two vehicles and the road centerline. The resultant force of the accident vehicle's influence is the sum of the influences of the accident vehicle on all vehicles within the accident's influence range. Taking target vehicle i as an example, the method can calculate the total influence of the accident vehicle. The total influence of the accident vehicle is obtained by adding the product of a first proportionality coefficient and the speed difference to the product of a second proportionality coefficient and 10 times the number of lanes occupied by the accident, i.e., the total influence of the accident vehicle is calculated using the following formula:

[0096] q0=α1q 1,0 +α2q 2,0 ;

[0097] Where q0 represents the total impact of the accident involving the vehicles, q 2,0 =10m, where m represents the number of lanes occupied by the accident, q 1,0 The product of speed differences. The speed difference is the difference between the average vehicle speed and the speed of the vehicle involved in the accident, i.e.:

[0098]

[0099] in, v0 represents the average speed of the vehicle traveling in the direction of the accident point under normal conditions, and v0 represents the speed of the vehicle involved in the accident.

[0100] Then, the first product is calculated based on the total impact of the accident vehicles. The first product is the product of the total impact of the target vehicles within the accident's impact range and the total impact of the accident vehicles. After obtaining the first product, the influence of the accident vehicles on the target vehicles in the vehicle orientation direction can be calculated based on the first product. The influence is obtained by multiplying the first product by the square of the distance between the accident vehicle and vehicle i, and then by the cosine of the first included angle. The first included angle is the angle between the line connecting the centroid of the accident vehicle and the centroid of the target vehicle and the centerline of the road, i.e., the following formula:

[0101]

[0102] Where, d 0,i θ represents the distance between the vehicle involved in the accident and vehicle i. 0,i It is the angle (q) between the line connecting the center of gravity of the accident vehicle and the center of gravity of the target vehicle and the center line of the road. 2,i ≥0, in degrees.

[0103] Finally, the resultant force of the accident vehicle's influence on the target vehicle in the direction of travel is calculated using the following formula:

[0104]

[0105] Among them, F i It is the influence of the accident vehicle on vehicle i in the direction of vehicle travel.

[0106] S400: Determine the feedback time interval based on the combined effect of the influence.

[0107] As shown in Table 1,

[0108] Table 1

[0109] Range of influence on the resultant force F Tunnel Traffic Accident Response Level Feedback time interval (s) <![CDATA[[0,S th )]]> Level 3 3T <![CDATA[[S th ,2S th )]]> Level 2 2T <![CDATA[[2S th ,+∞)]]> Level 1 T

[0110] The range of influence includes three levels, which can be determined based on the minimum feedback time interval and the segmented threshold for judging the response level of tunnel traffic accidents. The first range is [0, S]. th The second range is [S] th ,2S th The third range is [2S] th (,+∞).

[0111] When the resultant force of the influence is in [0, S] th Within the range, the feedback time interval is T′=3T, indicating that the impact is small, but corresponding measures still need to be taken, otherwise the response level may be upgraded.

[0112] When the combined force of the influence is in [S] th ,2S thWhen the impact is within the specified range, the feedback time interval is T′=2T, indicating a significant impact. Corresponding measures should be taken as soon as possible, otherwise substantial economic losses may occur.

[0113] When the combined force of the influence is in [2S th When the value is within the range of (+∞), the feedback time interval is T′=T, indicating that the impact is serious and corresponding measures need to be taken urgently, otherwise there will be casualties and significant economic losses.

[0114] Where T is the minimum feedback time interval, S th The segmented thresholds for determining the response level of tunnel traffic accidents.

[0115] S500: Determine the response level for a tunnel traffic accident based on the feedback time interval.

[0116] If the feedback time interval is T′=3T, then the response level of the tunnel traffic accident is marked as a level three response.

[0117] If the feedback time interval is T′=2T, then the response level of the tunnel traffic accident is marked as a Level II response;

[0118] If the feedback time interval is T′=T, then the response level of the tunnel traffic accident is marked as Level 1 response.

[0119] The response level can be sent to a traffic management server in the form of a signal to alert traffic management personnel that a traffic accident of a certain level has occurred at their current location.

[0120] In some embodiments, the acquisition of accident information can be terminated based on a judgment rule. In this embodiment, traffic flow information can be acquired again to obtain the first sample traffic flow parameter q. A The second sample traffic flow parameter q B If q is within the feedback time interval B ′>q A If q' then stops acquiring information about the accident vehicle. B ′<q A If ' ', then step S200 is executed again, and the accident duration t is updated to the total duration of the feedback time interval and the minimum feedback time interval, i.e., t = T + T'.

[0121] In some embodiments, the determination rule can also be based on whether or not a response measure has been taken. If a response measure has been taken, the acquisition of accident information can be terminated. If no response measure has been taken, then the first sample traffic flow parameter q is re-evaluated. A The second sample traffic flow parameter q B Make a judgment.

[0122] The invention will be further illustrated below using a traffic example.

[0123] Traffic Example: A traffic accident occurs in a one-way three-lane tunnel, occupying one lane. The traffic flow characteristics at time T after the accident are shown in Table 2:

[0124] Table 2

[0125] state describe <![CDATA[q / (veh·h -1 )]]> <![CDATA[k / (veh·km -1 )]]> <![CDATA[v / (km·h -1 )]]> A First traffic flow parameter 1500 20 75 B Second traffic flow parameters 1000 100 10 C Third traffic flow parameters 2000 40 50

[0126] In this example, the time interval T = 30s is used.

[0127] At this time, the tunnel intelligent inspection robot uses object detection and target tracking algorithms to identify the accident vehicle with abnormal behavior, marks the accident vehicle as number 0, and thus obtains the accident vehicle information.

[0128] Then, the scope of the accident's impact is determined based on the information of the vehicles involved. The first, second, and third traffic flow parameters are obtained using a tunnel inspection robot, as shown in Table 2. At this point, the queue length L is:

[0129]

[0130] Where t = T = 30s = 0.008h;

[0131]

[0132] Therefore, we can conclude that...

[0133]

[0134] Therefore, the area from the accident site to 80m upstream is considered the scope of the accident's impact, and the traffic situation is as follows: Figure 2 As shown, the total number of vehicles within the accident's affected area is N=5. Information on all vehicles within this area is provided in Table 3.

[0135] Table 3

[0136] Vehicle number X-coordinate (m) Y coordinate (m) Speed ​​(m / s) Angle (°) 0 0.00 0.00 0.00 10.0 1 3.48 18.99 8.83 1.9 2 -3.87 31.52 9.72 3.2 3 0.19 44.36 5.59 28.5 4 -3.76 67.43 8.47 2.1 5 -0.12 79.67 5.18 33.4

[0137] The coordinate system in the table uses the direction opposite to the driving direction as the positive Y-axis, and the direction perpendicular to the Y-axis as the positive X-axis. The included angle refers to the angle formed by the vehicle's orientation and the centerline of the road, [0°, 90°]. Other parameters... α1 = 0.5, α2 = 0.5.

[0138] Taking the impact of accident vehicle 0 on accident vehicle 1 as an example, the impact index is calculated using the following formula:

[0139] q1=α1q1,1 +α2q 2,1 ;

[0140] Where α1 = 0.5, α2 = 0.5.

[0141]

[0142] Therefore, we can conclude that...

[0143] q1=α1q 1,1 +α2q 2,1 =0.5×12.00+0.5×1.9=6.95;

[0144] Following the same steps, we can calculate q2 = 7.16, q3 = 21.87, q4 = 7.23, and q5 = 24.53.

[0145] Then, the resultant force of the accident vehicle on the vehicles within the accident's influence range in the direction of vehicle travel is calculated. The resultant force of the accident vehicle 0 on vehicle number 1 is calculated using the following formula:

[0146]

[0147] Where q0=α1q 1,0 +α2q 2,0 =0.5×20.83+0.5×10.0=15.42;

[0148]

[0149] Therefore, we can conclude that...

[0150] Following the same steps, we can calculate F2 = 0.11, F3 = 0.17, F4 = 0.02, and q5 = 0.06;

[0151] Therefore, the following model can be used to obtain the resultant force:

[0152]

[0153] Determine the response level and feedback time interval for tunnel traffic accidents, S th =1.0, as shown in Table 4:

[0154] Table 4

[0155]

[0156]

[0157] Since F = 0.65, according to Table 4, the response level is Level 3, and the feedback time interval is T' = 90s. However, if the relevant departments do not take timely measures, the response level may continue to rise.

[0158] Finally, the traffic flow feature parameters q of the first sample are obtained. A ′=1460veh·h -1 The second sample traffic flow characteristic parameter q B ′=975veh·h -1 .

[0159] At this time, the relevant departments have not yet taken any response measures, and the first condition for terminating the feedback of accident information is not met. Within this time interval q B ′ A The second condition for terminating the feedback of accident information is not met. Therefore, return to step S200, reacquire the accident vehicle information, update the accident impact range, and update the next time interval to t = T + T' = 120s.

[0160] To facilitate the implementation of the field theory-based tunnel traffic accident response level determination method described above, some embodiments of this application also provide a field theory-based tunnel traffic accident response level determination device, such as... Figure 3 As shown, the device includes:

[0161] The accident information acquisition module is configured to acquire information about the vehicles involved in a traffic accident.

[0162] The accident impact range calculation module is configured to calculate the accident impact range based on the accident vehicle information.

[0163] The resultant force calculation module is configured to calculate the resultant force of the accident vehicle on the target vehicle in the direction of vehicle travel, wherein the target vehicle is a non-accident vehicle located within the accident's influence range.

[0164] The rating determination module is configured to determine a feedback time interval based on the combined effect of the influence, and to determine a response rating for a tunnel traffic accident based on the feedback time interval.

[0165] In some embodiments, the accident impact range calculation module is further configured to:

[0166] Traffic flow parameters are obtained, including a first traffic flow parameter, a second traffic flow parameter, and a third traffic flow parameter. The first traffic flow parameter includes a first flow rate and a first density, the second traffic flow parameter includes a second flow rate and a second density, and the third traffic flow parameter includes a third flow rate and a third density.

[0167] ​The slope of the first shock path is calculated based on the first flow rate, the second flow rate, the first density, and the second density; and the slope of the second shock path is calculated based on the second flow rate, the third flow rate, the second density, and the third density.

[0168] The accident queue length is calculated based on the slope of the first shock wave path and the slope of the second shock wave path.

[0169] The area extending from the section where the accident occurred to the queue length is marked as the accident impact area.

[0170] In some embodiments, the influence resultant force calculation module is further configured to:

[0171] Calculate the speed difference between the average vehicle speed in the direction of travel at the accident point and the speed of the target vehicle under normal conditions;

[0172] The impact index of vehicles within the accident's impact range is calculated using the following formula;

[0173] q i =α1q 1,i +α2q 2,i ;

[0174] Where, q i q represents the total impact on the target vehicles within the accident's affected area. 1,i Let q be the velocity difference. 2,i The angle between the target vehicle's orientation and the road centerline is represented by α1, α2, and i, where i = 1, 2, ..., N, and N is the total number of vehicles within the accident's impact area.

[0175] In some embodiments, the apparatus may further include a vehicle impact index calculation module configured to measure the impact of an accident vehicle on other vehicles within the accident impact range. The vehicle impact index calculation module includes a speed sub-index calculation unit and a vehicle orientation sub-index calculation unit. The speed sub-index calculation unit determines the speed change impact of the accident vehicle on other vehicles within the accident impact range based on the difference between the vehicle speed and the average vehicle speed under normal conditions. The vehicle orientation sub-index calculation unit determines the orientation change impact of the accident vehicle on other vehicles within the accident impact range based on the angle between the vehicle's orientation and the road centerline. The vehicle impact index calculation module also includes a total impact index calculation unit for weighted summation of the speed sub-index and the vehicle orientation sub-index to obtain an impact index of the accident vehicle on other vehicles.

[0176] In some embodiments, the device further includes an influence resultant force calculation module for calculating the influence resultant force of the accident vehicle on vehicles within the accident influence range in the vehicle's driving direction; an accident response level determination module for determining the feedback time interval and the tunnel traffic accident response level based on the influence resultant force; and an accident information feedback termination module for determining whether to terminate the feedback of accident information based on judgment conditions.

[0177] This application provides a method and apparatus for determining the response level of tunnel traffic accidents based on field theory. It acquires information about the vehicles involved in the traffic accident and calculates the accident's impact range based on this information, thereby calculating the resultant force of the accident vehicles' influence on non-accident vehicles within the accident's impact range in the direction of travel. Then, it determines the feedback time interval based on the resultant force and finally determines the response level of the tunnel traffic accident based on the feedback time interval. This application quantitatively analyzes the traffic interference caused by the accident vehicles to surrounding vehicles. Through the analysis and modeling of real-time data, it achieves automated assessment of the accident's impact and determination of the required response level, thereby improving the efficiency of traffic accident handling.

[0178] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

[0179] For ease of explanation, the above description has been provided in conjunction with specific embodiments. However, the foregoing exemplary discussion is not intended to be exhaustive or to limit the embodiments to the specific forms disclosed above. Various modifications and variations can be made based on the foregoing teachings. The selection and description of the above embodiments are for the purpose of better explaining the contents of this disclosure, thereby enabling those skilled in the art to better utilize the described embodiments.

Claims

1. A method for determining the response level of tunnel traffic accidents based on field theory, characterized in that, The method includes: Obtain information on vehicles involved in traffic accidents; Calculate the scope of the accident's impact based on the information about the vehicles involved. Calculate the resultant force of the accident vehicle on the target vehicle in the direction of travel. The target vehicle is a non-accident vehicle located within the accident's influence range. The resultant force is the sum of the influence forces of the accident vehicle on the target vehicle within the accident's influence range. The influence force is determined by the ratio of the product of the influence indices of the accident vehicle and the target vehicle to the square of the distance between the accident vehicle and the target vehicle, combined with the angle between the line connecting the centroids of the accident vehicle and the target vehicle and the centerline of the road. The feedback time interval is determined based on the combined effect of the described forces. The response level for tunnel traffic accidents is determined based on the feedback time interval.

2. The method for determining the response level of tunnel traffic accidents based on field theory according to claim 1, characterized in that, The method for calculating the scope of the accident's impact based on the information of the vehicles involved includes: Traffic flow parameters are obtained, including a first traffic flow parameter, a second traffic flow parameter, and a third traffic flow parameter. The first traffic flow parameter includes a first flow rate and a first density, the second traffic flow parameter includes a second flow rate and a second density, and the third traffic flow parameter includes a third flow rate and a third density. The slope of the first shock path is calculated based on the first flow rate, the second flow rate, the first density, and the second density; and the slope of the second shock path is calculated based on the second flow rate, the third flow rate, the second density, and the third density. The accident queue length is calculated based on the slope of the first shock wave path and the slope of the second shock wave path. The area extending from the section where the accident occurred to the queue length is marked as the accident impact area.

3. The method for determining the response level of tunnel traffic accidents based on field theory according to claim 2, characterized in that, The accident queue length is calculated using the following formula, based on the slopes of the first and second shock wave paths: Among them, U AB U is the slope of the first shock wave path. BC Let t be the slope of the second shock wave path and t be the duration of the accident.

4. The method for determining the response level of tunnel traffic accidents based on field theory according to claim 3, characterized in that, The method further includes: Calculate the speed difference between the average vehicle speed in the direction of travel at the accident point and the speed of the target vehicle under normal conditions; The impact index of vehicles within the accident's impact range is calculated using the following formula; q i =α1q 1,i +α2q 2,i ; Where, q i q represents the total impact of the target vehicles within the accident's influence area. 1,i Let q be the velocity difference. 2,i The angle between the target vehicle's orientation and the road centerline is represented by α1, α2, and i, where i = 1, 2, ..., N, and N is the total number of vehicles within the accident's impact area.

5. The method for determining the response level of tunnel traffic accidents based on field theory according to claim 4, characterized in that, The method for calculating the resultant force of the accident vehicle on the target vehicle in the direction of travel includes: The total impact of the accident vehicles is calculated by adding the product of a first proportionality coefficient and the speed difference to the product of a second proportionality coefficient and 10 times the number of lanes occupied by the accident. The first product is calculated based on the total impact of the accident vehicles. The first product is the product of the total impact of the target vehicles within the accident impact range and the total impact of the accident vehicles. The influence of the accident vehicle on the target vehicle in the direction of travel is calculated based on the first product. The influence is obtained by multiplying the first product by the square of the distance between the accident vehicle and the target vehicle by the cosine of the first included angle, where the first included angle is the angle between the line connecting the centroid of the accident vehicle and the centroid of the target vehicle and the center line of the road. Calculate the resultant force of the accident vehicle's influence on the target vehicle in the direction of travel using the following formula; Among them, F i It refers to the influence of the accident vehicle on the target vehicle in the direction of travel.

6. The method for determining the response level of tunnel traffic accidents based on field theory according to claim 5, characterized in that, The method further includes determining the feedback time interval based on the combined effect force, and further includes: If the combined effect of the influence is within the first range, then the feedback time interval is three times the minimum feedback time interval; If the combined effect is within the second range, the feedback time interval is twice the minimum feedback time interval; If the combined effect of the influence is within the third range, then the feedback time interval is the minimum feedback time interval.

7. The method for determining the response level of tunnel traffic accidents based on field theory according to claim 6, characterized in that, The method for determining the response level of a tunnel traffic accident based on the feedback time interval includes: If the feedback time interval is three times the minimum feedback time interval, the response level of the tunnel traffic accident is marked as a Level 3 response. If the feedback time interval is twice the minimum feedback time interval, the response level of the tunnel traffic accident is marked as a Level 2 response. If the feedback time interval is the minimum feedback time interval, the response level of the tunnel traffic accident is marked as Level 1 response.

8. The method for determining the response level of tunnel traffic accidents based on field theory according to claim 7, characterized in that, The method further includes: Obtain the first sample traffic flow parameters and the second sample traffic flow parameters of non-accident vehicles within the feedback time interval; If the traffic flow parameter of the first sample is greater than the traffic flow parameter of the second sample, the acquisition of the accident vehicle information is terminated. If the first sample traffic flow parameter is less than or equal to the second sample traffic flow parameter, the accident impact range is recalculated, and the accident duration is updated to the total duration of the feedback time interval and the minimum feedback time interval.

9. A device for determining the response level of tunnel traffic accidents based on field theory, characterized in that, include: The accident information acquisition module is configured to acquire information about the vehicles involved in a traffic accident. The accident impact range calculation module is configured to calculate the accident impact range based on the accident vehicle information; The resultant force calculation module is configured to calculate the resultant force of the accident vehicle on the target vehicle in the direction of travel. The target vehicle is a non-accident vehicle located within the accident's influence range. The resultant force is the sum of the influence forces of the accident vehicle on the target vehicle within the accident's influence range. The influence force is determined by the ratio of the product of the influence indices of the accident vehicle and the target vehicle to the square of the distance between the accident vehicle and the target vehicle, combined with the angle between the line connecting the centroids of the accident vehicle and the target vehicle and the centerline of the road. The rating determination module is configured to determine a feedback time interval based on the combined effect of the influence, and to determine a response rating for a tunnel traffic accident based on the feedback time interval.

10. The tunnel traffic accident response level determination device based on field theory according to claim 9, characterized in that, The accident impact range calculation module calculates the accident impact range based on the accident vehicle information, and is further configured to: Traffic flow parameters are obtained, including a first traffic flow parameter, a second traffic flow parameter, and a third traffic flow parameter. The first traffic flow parameter includes a first flow rate and a first density, the second traffic flow parameter includes a second flow rate and a second density, and the third traffic flow parameter includes a third flow rate and a third density. The slope of the first shock path is calculated based on the first flow rate, the second flow rate, the first density, and the second density; and the slope of the second shock path is calculated based on the second flow rate, the third flow rate, the second density, and the third density. The accident queue length is calculated based on the slope of the first shock wave path and the slope of the second shock wave path. The area extending from the section where the accident occurred to the queue length is marked as the accident impact area.

11. The tunnel traffic accident response level determination device based on field theory according to claim 9, characterized in that, The influence resultant force calculation module calculates the influence resultant force of the accident vehicle on the target vehicle in the vehicle's direction of travel, and is further configured as follows: Calculate the speed difference between the average vehicle speed in the direction of travel at the accident point and the speed of the target vehicle under normal conditions; The impact index of vehicles within the accident's impact range is calculated using the following formula; q i =α1q 1,i +α2q 2,i ; Where, q i q represents the total impact of the target vehicles within the accident's influence area. 1,i Let q be the velocity difference. 2,i The angle between the target vehicle's orientation and the road centerline is represented by α1, α2, and i, where i = 1, 2, ..., N, and N is the total number of vehicles within the accident's impact area.

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