Urban expressway and entrance ramp control method

Abstract

The application discloses a kind of urban expressway and entrance ramp control method, comprising the following steps: one, setting vehicle control system;Two, establish vehicle control model and store in memory;Three, the speed of expressway main road lane and expressway main road traffic volume smooth value are detected;Four, determine the state of expressway main road and match the number of vehicles entering expressway main road through entrance ramp;Five, according to the different state of expressway main road, select corresponding entrance ramp signal cycle and red light display time.The application adjusts the number of vehicles of expressway main road reasonably according to the traffic state of urban expressway and entrance ramp demand, so that it reaches maximum operating capacity but does not exceed its capacity, controls the vehicles entering main line on entrance ramp according to the need of expressway main line, so that the operation efficiency of expressway main road network reaches the best.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of urban expressway vehicle control, and particularly relates to a control method for urban expressway and entry ramp. BACKGROUND

[0002] The connection area composed of the main road, entry ramp and ground intersection of the expressway has always been the focus of the expressway system. The area is the pivot for the mutual conversion of the discontinuous flow of the auxiliary road and the continuous flow of the main road, and the vehicles realize the conversion from slow traffic to fast traffic through the area. Because of the convenient and efficient characteristics of the expressway, a large amount of ground traffic is attracted to enter the expressway, and the area becomes one of the most serious congestion areas in the city. There are many reasons for the congestion in the area, but the mismatch between the traffic supply and the traffic demand is the most fundamental reason. When the traffic volume of the main road of the expressway is not large, the space between the vehicles is large, and the vehicles on the entry ramp can easily choose to enter the main road at intervals, without interfering with the traffic of the main road. The flow of the main road after the merging is still free flow. This merging generally occurs during the off-peak period when the traffic demand is not large, and does not have too much impact on the traffic of the main road of the expressway. During the peak period, as the traffic volume increases, the vehicles entering the main road of the expressway from the entry ramp also increase. In addition, the flow of the main road of the expressway itself is relatively large, and the queue of vehicles gradually grows and extends to the ground auxiliary road. The vehicles on the entry ramp cannot be normally merged into the flow of the main road, and thus part of the vehicles are forced to merge, causing congestion in the merging area and entering the forced flow state, and even affecting the traffic of the vehicles at the ground intersection. Therefore, if we can control the road traffic through integration and coordination, we can maximize the use of road resources and ensure the operation efficiency of the road network. SUMMARY

[0003] The technical problem to be solved by the present application is to provide a control method for urban expressway and entry ramp, which can reasonably adjust the number of vehicles on the main road according to the traffic state of the expressway and the demand of the entry ramp, so that the maximum operation capacity of the main road is reached without exceeding the capacity of the main road, and the vehicles entering the main line from the entry ramp are controlled according to the needs of the main line of the expressway, so that the operation efficiency of the road network of the main road of the expressway reaches the best, and the method is convenient for popularization and use.

[0004] To solve the above technical problems, the technical scheme adopted by the present application is as follows: a control method for urban expressway and entry ramp, characterized in that the method comprises the following steps:

[0005] Step one, setting a vehicle control system, wherein the vehicle control system comprises an expressway vehicle detection mechanism installed upstream of the intersection area of the urban expressway and the entry ramp, an entry ramp detector D7 installed on the entry ramp, an entry ramp inductor D8 installed upstream of the ordinary road connected with the entry ramp, and a control device installed beside the stop line of the entry ramp.

[0006] The expressway vehicle detection mechanism comprises a plurality of expressway vehicle detection units respectively installed on a plurality of lanes, and each expressway vehicle detection unit comprises two expressway vehicle detectors arranged along the lane extension direction;

[0007] The entrance ramp detector D7 is arranged 2m-4m behind the entrance ramp stop line;

[0008] The control device comprises a traffic signal lamp, a controller for controlling the traffic signal lamp, and a memory connected with the controller, and the expressway vehicle detection mechanism, the entrance ramp detector D7 and the entrance ramp sensor D8 are all connected with the controller;

[0009] According to the formula L=(t c +t0+t r +Δt)v, the installation position of the entrance ramp sensor D8 is calculated, wherein L is the distance between the entrance ramp sensor D8 and the entrance ramp entrance, t c is the critical gap time, t0 is the system reaction time, i.e. the time for the signal lamp to be turned on after receiving the sensing signal, t r is the time for a vehicle to pass through a lane, Δt is the safety interval time, and v is the vehicle speed on the inner lane of the main road;

[0010] Step two, a vehicle control model is established and stored in the memory, and the process is as follows:

[0011] Step 201, according to the formula q m =mαC am -r on , the flow q m of the expressway flow upstream of the entrance ramp is calculated, wherein m is the number of main road lanes of the expressway, α is a critical coefficient, which is 0.9, C am is the single-lane capacity of the expressway downstream of the entrance ramp, r on is the entrance ramp regulation rate (veh / h), which refers to the number of vehicles that can enter the main road of the expressway per hour, and r on =r min ,r min +50,r min +100,…,r max ; r min is the minimum regulation rate of the entrance ramp; and r max is the maximum regulation rate of the entrance ramp;

[0012] Therefore, q min =mαC om -r max , q max =mαC am -r min ;

[0013] wherein q min is the minimum traffic demand upstream of the entrance ramp, q max is the maximum traffic demand upstream of the entrance ramp;

[0014] Step 202, divide the main road traffic interval q according to different mediation rates:

[0015] (q min , q min +50], (q min +50, q min +100], …, (q max -50, q max ];

[0016] Step 203, determine the entrance ramp mediation rate r:

[0017] if q∈(q min , q min +50], then r=r max ; if q∈(q min +50, q min +100], then r=r max -50; …; if q∈(q max -50, q max ], then r=r min +50;

[0018] Step 204, determine the number of vehicles n entering the main road of the expressway through the entrance ramp according to the mediation rate;

[0019] Step 205, determine the signal cycle and the green light display time corresponding to the entrance ramp mediation rate:

[0020] According to the formula C=3600×n / r, calculate the signal cycle C corresponding to the entrance ramp mediation rate;

[0021] According to the formula , calculate the effective green light time g e of the entrance ramp, wherein s r is the saturation flow rate of the entrance ramp (veh / h);

[0022] According to the formula G=g e +l-A, the green light display time G of the entrance ramp, l is the signal loss time of the entrance ramp, and A is the signal yellow light time of the entrance ramp;

[0023] According to the formula R=C-G-A, calculate the red light display time R of the entrance ramp;

[0024] Step 206, storing the vehicle regulation model determined in steps 201 to 205 in the memory;

[0025] Step three, detecting the speed v of the main road lane of the expressway u (k-1), the smooth value q of the main road traffic volume of the expressway s ;

[0026] Step four, determining the state of the main road of the expressway and matching the number of vehicles entering the main road of the expressway through the entrance ramp:

[0027] When v u (k-1) > v c , q s < q min , the main road of the expressway is in the idle state, and the entrance ramp controls the number of vehicles entering the main road of the expressway through the entrance ramp at the maximum regulation rate;

[0028] When v u (k-1) > v c , q min ≤ q s ≤ q max , the main road of the expressway is in the flat peak state, and the number of vehicles entering the main road of the expressway through the entrance ramp is controlled according to the actual regulation rate;

[0029] When v u (k-1) ≤ v c or q s ≥ q max , the main road of the expressway is in the peak state, and the entrance ramp controls the number of vehicles entering the main road of the expressway through the entrance ramp at the minimum regulation rate;

[0030] Wherein, v c is the street speed of the main road;

[0031] Step five, selecting the corresponding entrance ramp signal cycle and red light display time according to the different states of the main road of the expressway.

[0032] The above-mentioned urban expressway and entrance ramp control method is characterized in that: in step 201, the critical gap time t c is 5s-8s; the time t r of the vehicle passing through the lane is 2s-3s; and the safety interval time Δt is 1s-2s.

[0033] The above-mentioned urban expressway and entrance ramp control method is characterized in that: in step 204, when the entrance ramp regulation rate r is 300, the number of vehicles n entering the main road of the expressway through the entrance ramp is 2.

[0034] When the entrance ramp regulation rate r is (300, 600], the number of vehicles n entering the main road of the expressway through the entrance ramp is 3;

[0035] When the entrance ramp regulation rate r is (600, 900], the number of vehicles n entering the main road of the expressway through the entrance ramp is 4;

[0036] When the entrance ramp regulation rate r is (900, 1200], the number of vehicles n entering the main road of the expressway through the entrance ramp is 5.

[0037] The urban expressway and entrance ramp control method has the characteristics that in step three, the speed v of the lane of the main road of the expressway u (k-1) is the speed after speed weighting processing of each lane of the expressway, and the calculation formula is:

[0038] wherein, is the flow value (veh / h) of the i-th lane detection unit of the main road of the expressway at the k-1 time;

[0039] is the speed value (km / h) of the i-th lane detection unit of the main road of the expressway at the k-1 time.

[0040] The urban expressway and entrance ramp control method has the characteristics that in step three, the traffic flow smoothing value of the main road of the expressway wherein, q ij is the hourly flow smoothing value (veh / h) of the i-th lane detector in the j period, and

[0041] wherein, q 0ij is the actual flow value (veh / h) detected by the i-th lane detector in the j period;

[0042] q 0i(j-1) is the actual flow value (veh / h) detected by the i-th lane detector in the j-1 period;

[0043] q 0i(j-2) is the actual flow value (veh / h) detected by the i-th lane detector in the j-2 period.

[0044] The urban expressway and entrance ramp control method has the characteristics that in step three, the traffic flow smoothing value of the main road of the expressway

[0045] The technical solutions of the present application are further described in detail below with reference to the drawings and examples. BRIEF DESCRIPTION OF DRAWINGS

[0046] Figure 1 The installation schematic gray scale drawing of the vehicle control system of the present application.

[0047] Figure 2 The flow chart of the method of the present application. DETAILED DESCRIPTION

[0048] As shown in Figure 1 and Figure 2 , the urban expressway and entrance ramp control method of the present application comprises the following steps:

[0049] Step one, setting a vehicle control system, which comprises an expressway vehicle detection mechanism installed upstream of the intersection area of the urban expressway and the entrance ramp, an entrance ramp detector D7 installed on the entrance ramp, an entrance ramp sensor D8 installed upstream of the general road connected with the entrance ramp, and a control device installed beside the entrance ramp stop line;

[0050] The expressway vehicle detection mechanism comprises multiple groups of expressway vehicle detection units installed on multiple lanes respectively, and each expressway vehicle detection unit comprises two expressway vehicle detectors arranged along the lane extension direction;

[0051] The entrance ramp detector D7 is placed 2m-4m behind the entrance ramp stop line;

[0052] The control device comprises a traffic signal lamp, a controller for controlling the traffic signal lamp, and a memory connected with the controller, and the expressway vehicle detection mechanism, the entrance ramp detector D7 and the entrance ramp sensor D8 are all connected with the controller;

[0053] According to the formula L=(t c +t0+t r +Δt)v, the installation position of the entrance ramp sensor D8 is calculated, wherein L is the distance between the entrance ramp sensor D8 and the entrance ramp entrance, t c is the critical gap time, t0 is the system response time, i.e. the time from receiving the signal to the start of the signal lamp, t r is the time for a vehicle to pass through a lane, Δt is the safety interval time, and v is the speed of the lane inside the main road;

[0054] Step two, establishing a vehicle control model and storing it in the memory, the process is as follows:

[0055] Step 201, according to the formula q m =mαC am -r on , the flow q mwherein m is the number of lanes of the main road of the expressway, a is a critical coefficient, taken as 0.9, and C is the capacity of a single lane of the main road of the expressway am is the single-lane capacity of the expressway downstream of the entrance ramp, and r is the regulation rate of the entrance ramp (veh / h), indicating the number of vehicles that can enter the main road of the expressway per hour via the entrance ramp on on min min min max min is the minimum regulation rate of the entrance ramp; and r max is the maximum regulation rate of the entrance ramp

[0056] Therefore, we can obtain q min = m a C om - r max , q max = m a C am - r min ;

[0057] wherein q min is the minimum traffic demand upstream of the entrance ramp, and q max is the maximum traffic demand upstream of the entrance ramp

[0058] Step 202, dividing the flow interval q of the main road according to different regulation rates:

[0059] (q min , q min + 50], (q min + 50, q min + 100], …, (q max - 50, q max ];

[0060] Step 203, determining the regulation rate r of the entrance ramp:

[0061] if q ∈ (q min , q min + 50], then r = r max ; if q ∈ (q min + 50, q min + 100], then r = r max - 50; …; if q ∈ (q max - 50, q max ], then r = r min + 50

[0062] Step 204, determining the number of vehicles n entering the main road of the expressway via the entrance ramp according to the regulation rate

[0063] ​​​​​​Step 205, determine the signal cycle and the green light display time corresponding to the entrance ramp regulation rate:

[0064] According to the formula C = 3600 x n / r, the signal cycle C corresponding to the entrance lane regulation rate is calculated;

[0065] According to the formula The effective green light time g of the entrance ramp is calculated e , wherein s r is the saturation flow rate of the entrance ramp (veh / h);

[0066] According to the formula G = g e +l-A, the entrance ramp green light display time G, l is the entrance ramp signal loss time, and A is the entrance ramp signal yellow light time;

[0067] According to the formula R = C-G-A, the entrance ramp red light display time R is calculated;

[0068] Step 206, store the vehicle control model determined in steps 201 to 205 in the memory;

[0069] Step three, detect the speed v u (k-1) of the main road lane of the expressway s ;

[0070] Step four, determine the state of the main road of the expressway and match the number of vehicles entering the main road of the expressway through the entrance ramp:

[0071] When v u (k-1) > v c , q s < q min , the main road of the expressway is in an idle state, and the number of vehicles entering the main road of the expressway through the entrance ramp is controlled according to the maximum regulation rate;

[0072] When v u (k-1) > v c , q min ≤ q s ≤ q max , the main road of the expressway is in a flat peak state, and the number of vehicles entering the main road of the expressway through the entrance ramp is controlled according to the actual regulation rate;

[0073] When v u (k-1) ≤ v c or q s ≥ q max , the main road of the expressway is in a peak state, and the number of vehicles entering the main road of the expressway through the entrance ramp is controlled according to the minimum regulation rate;

[0074] Wherein, v cis the street frontage speed;

[0075] Step five, according to the different state of the main road of the expressway, the corresponding entrance ramp signal cycle and the red light display time are selected.

[0076] In this embodiment, in step 201, the critical gap time t c 5s-8s; the time t r 2s-3s; the safety interval time Δt is 1s-2s.

[0077] In this embodiment, in step 204, when the entrance ramp regulation rate r is 300, the number of vehicles n entering the main road of the expressway through the entrance ramp is 2;

[0078] When the entrance ramp regulation rate r is (300, 600], the number of vehicles n entering the main road of the expressway through the entrance ramp is 3;

[0079] When the entrance ramp regulation rate r is (600, 900], the number of vehicles n entering the main road of the expressway through the entrance ramp is 4;

[0080] When the entrance ramp regulation rate r is (900, 1200], the number of vehicles n entering the main road of the expressway through the entrance ramp is 5.

[0081] In this embodiment, in step three, the speed v u (k-1) is the speed after weighted processing of the speed of each lane of the expressway, and the calculation formula is:

[0082] Wherein, is the flow value (veh / h) of the i-th lane of the main road of the expressway at the detection unit k-1 time;

[0083] is the speed value (km / h) of the i-th lane of the main road of the expressway at the detection unit k-1 time.

[0084] In this embodiment, in step three, the traffic volume smoothing value of the main road of the expressway Wherein, q ij is the hourly flow smoothing value (veh / h) of the i-th lane detector j period, and

[0085] Wherein, q 0ij is the actual flow value (veh / h) detected by the i-th lane detector j period;

[0086] q 0i(j-1) is the actual flow value (veh / h) detected by the i-th lane detector j-1 period;

[0087] q0i(j-2) This represents the actual flow rate (veh / h) detected by the detector in lane i during time period j-2.

[0088] When using this invention, as Figure 1 As shown, taking a three-lane urban expressway as an example, detectors D1-D6 need to be placed 50m upstream of the entrance ramp, entrance ramp detector D7 is placed 2m after the entrance ramp stop line, traffic lights are arranged above the entrance ramp, and the position of entrance ramp sensor detector D8 is calculated according to Table 1.

[0089] Table 1. Calculation Table of Entrance Ramp Sensor Data

[0090]

[0091] Therefore, L = 300, so it should be placed 300m away from the entrance.

[0092] A speed of 60 km / h is used as the dividing line. If a vehicle speed V > 60 km / h is detected at a radar speed measuring point, it indicates that the upstream vehicle speed is high, which indirectly reflects that the traffic flow on the upstream road is not high, but it does not necessarily mean that the downstream traffic flow is low. In this case, the downstream detector needs to provide further information. If the traffic flow detected by the coil is close to the road's designed capacity, this information is fed back to the traffic light control, which displays a red light for a certain period of time, prohibiting passage.

[0093] If V>60km / h, and the traffic flow detected by the coil is less than the road's designed capacity, the traffic light will turn green, allowing passage.

[0094] If V < 60 km / h, the downstream will definitely reach saturation, at which point the traffic light will turn red, indicating a no-entry zone.

[0095] Based on the actual situation, manual counting was used in the survey. Due to the excessively fast traffic flow on the expressway during the data collection process, it was impossible to accurately count the number of vehicles and convert between different vehicle types. Therefore, we used video recording to meticulously record traffic flow during the morning rush hour from 8:30 to 9:30 and the evening rush hour from 18:30 to 19:30. The videos were then viewed in three-minute segments (the main road traffic flow observation videos were filmed from a nearby high-rise building). The table below shows the traffic flow values ​​after conversion. Tables 3 and 4 are derived from the above-mentioned location speed survey method.

[0096] Table 2 Vehicle Conversion Factors

[0097] Vehicle type Small car Mid-size car Large car Coefficient 1 1.5 2

[0098] Table 3. Morning rush hour data (8:30-9:30)

[0099]

[0100]

[0101] Table 4 18:30-19:30 morning peak data table

[0102]

[0103]

[0104] Headway calculation: 1000 / flow (vehicles / h), unit (s / vehicle)

[0105] Flow manual survey method, record at entrance ramp section, record every 3 minutes.

[0106] Table 5 flow record table

[0107]

[0108]

[0109] According to the formula, the headway is approximately 0.167-0.2 vehicles / s.

[0110] The main road of a certain expressway is 3 lanes, and the saturation flow of each lane is about 1300 vehicles / h. According to the above calculation formula, the data in Table 6 is obtained.

[0111] Table 6 green light effective time calculation table

[0112]

[0113] Since there is no yellow light loss time and signal loss time, the effective green light time = displayed green light time.

[0114] Table 7 m=3 main road flow interval division

[0115]

[0116]

[0117] Main road traffic volume smoothing value: exponential smoothing value. Twice exponential smoothing is to perform exponential smoothing on the first exponential smoothing sequence with the same smoothing coefficient α, to form a twice exponential sequence of time series. The results are shown in Table 8.

[0118] Table 8 Example of speed twice smoothing value (α=0.3)

[0119]

[0120]

[0121] The speed of the main road lane is detected at a fast speed of 35 km / h, the main road state is judged, and the critical speed of the main road is assumed to be 50 km / h. Because the speed of the main road lane is 35 km / h, which is less than the critical speed of the main road 50 km / h, the entrance ramp is released according to the minimum adjustment rate. According to the different states of the main road, the entrance ramp signal control period C in the embodiment (i.e., Table 5) is 22, and the green light time is 14 s.

[0122] By this method, we can well control the entrance ramp traffic flow state, so that the traffic state reaches the best running state.

[0123] The above is only a preferred embodiment of the present application, and does not limit the present application. Any simple modification, change, and equivalent structure change of the above embodiment according to the technical essence of the present application are still within the protection scope of the technical solution of the present application.

Claims

1. A method for controlling an urban expressway and an on-ramp, characterized by, The method comprises the following steps: Step one, setting a vehicle control system, the vehicle control system comprises a rapid road vehicle detection mechanism installed upstream of the intersection area of the urban rapid road and the entrance ramp, an entrance ramp detector D7 installed on the entrance ramp, an entrance ramp sensor D8 installed upstream of the general road connected with the entrance ramp, and a control device installed beside the entrance ramp stop line; The rapid road vehicle detection mechanism comprises a plurality of groups of rapid road vehicle detection units installed on a plurality of lanes, and each rapid road vehicle detection unit comprises two rapid road vehicle detectors arranged in the lane extension direction; The entrance ramp detector D7 is placed 2-4 m behind the entrance ramp stop line; The control device comprises a traffic signal lamp, a controller for controlling the traffic signal lamp, and a memory connected with the controller, and the rapid road vehicle detection mechanism, the entrance ramp detector D7 and the entrance ramp sensor D8 are all connected with the controller; The installation position of the entrance ramp inductor D8 is calculated according to the formula , wherein L is the distance between the entrance ramp inductor D8 and the entrance of the entrance ramp, is the critical gap time, is the system reaction time, that is, the time from receiving the inductive signal to the start of the signal light, is the time for a vehicle to pass through the lane, is the safety interval time, is the speed of the lane inside the main road; Step two, establishing a vehicle control model and storing it in the memory, the process is as follows: Step 201, calculating the flow of the expressway flow upstream of the entrance ramp according to the formula , wherein, , is the number of main road lanes of the expressway, is a critical coefficient, taking 0.9, is the single-lane capacity of the expressway downstream of the entrance ramp, is the regulation rate of the entrance ramp, indicating the number of vehicles entering the main road of the expressway per hour, and ; is the minimum regulation rate of the entrance ramp; is the maximum regulation rate of the entrance ramp; Therefore, we can get: , ; wherein, is the minimum traffic demand upstream of the on-ramp, is the maximum traffic demand upstream of the on-ramp; Step 202, dividing the main road flow interval q according to different mediation rates: ； Step 203, determining the entrance ramp mediation rate r: If , then ; if , then ; ; if , then ; Step 204, determining the number of vehicles n entering the main road of the rapid road through the entrance ramp according to the mediation rate: Step 205, determining the signal period and the red and green light display time corresponding to the entrance ramp mediation rate: According to the formula Calculate the signal cycle corresponding to the entrance lane adjustment rate. ; The effective green time for the on-ramp is calculated according to the formula where, is the on-ramp saturation flow rate;​ According to the formula , the green light display time of the entrance ramp , is the signal loss time of the entrance ramp, is the yellow light time of the entrance ramp signal; According to the formula Calculate the red light display time at the entrance ramp. ; Step 206, storing the vehicle control model determined in steps 201-205 in the memory; Step three, detecting the speed of the main road lane of the expressway , the traffic volume smooth value of the main road of the expressway ; Step four, determining the state of the main road of the rapid road and matching the number of vehicles entering the main road of the rapid road through the entrance ramp: When , , the main road of the expressway is in an idle state, and the entrance ramp controls the number of vehicles entering the main road of the expressway through the entrance ramp at the maximum adjustment rate. When , , the main road of the expressway is in a flat peak state, and the number of vehicles entering the main road of the expressway through the entrance ramp is controlled according to the actual regulation rate; When or , the main road of the expressway is in peak state, the number of vehicles entering the main road of the expressway through the entrance ramp is controlled at the minimum regulation rate at the entrance ramp. wherein is the main road street speed; Step five, selecting the corresponding entrance ramp signal period and red and green light display time according to the different states of the main road of the rapid road.

2. The urban freeway and on-ramp control method of claim 1, wherein: Critical gap time in step 201 Take 5s~8s; the time of vehicle passing through the lane Take 2s~3s; safety interval time Take 1s~2s.

3. The method for controlling an urban expressway and an entrance ramp according to claim 1, wherein: In step 204, when the entrance ramp mediation rate r is 300, the number of vehicles n entering the main road of the rapid road through the entrance ramp is 2; When the entrance ramp mediation rate r is (300, 600], the number of vehicles n entering the main road of the rapid road through the entrance ramp is 3; When the entrance ramp mediation rate r is (600, 900], the number of vehicles n entering the main road of the rapid road through the entrance ramp is 4; When the entrance ramp mediation rate r is (900, 1200], the number of vehicles n entering the main road of the rapid road through the entrance ramp is 5.

4. The method for controlling an urban expressway and an entrance ramp according to claim 1, wherein: In step three, the speed of the main lanes of the expressway It is the speed after weighting the speeds of each lane on the expressway, and its calculation formula is: ; wherein, is the traffic value of the detection unit k-1 at the i-th lane of the main road of the expressway; The speed value of the detection unit k-1 at the i-th lane of the main road of the expressway is detected.

5. The method for controlling an urban expressway and an entrance ramp according to claim 1, wherein: In step three, the smoothed value of the arterial traffic volume wherein, is the smoothed hourly volume for the jth detector period on the ith lane and ; wherein, Vij is the actual volume value detected for the i-th lane detector j period; actual flow value detected for the i-th lane detector j-1 period; Actual flow value detected for the i-th lane detector j-2 period.

Images