A method and system for determining a control strategy for a highway main line to pass through a road
By collecting and calculating real-time traffic flow and capacity data on the main line of highways, and dynamically adjusting the number of lanes for detours, the problem of a lack of scientific basis for highway main line detour strategies has been solved, thus improving the operational efficiency and safety of highways.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- NANJING MICROVIDEO TECH
- Filing Date
- 2023-12-27
- Publication Date
- 2026-06-19
AI Technical Summary
The lack of scientific traffic management strategies for using the main lanes of highways in existing technologies leads to low highway operating efficiency, especially during daily rush hours and major holidays when traffic flow is uneven.
By collecting real-time traffic flow and capacity data, the saturation of the borrowing and borrowed lanes is calculated, and the activation and deactivation conditions of the mainline lane borrowing traffic control strategy are determined, including the dynamic adjustment of the number of borrowing lanes, in order to alleviate traffic congestion and improve traffic efficiency.
This achieves an effective lane-borrowing strategy under uneven traffic flow conditions, ensuring that the borrowed lane does not cause traffic congestion and improving the efficiency and safety of highway traffic.
Smart Images
Figure CN117789491B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of intelligent transportation technology, specifically to a method and system for determining traffic control strategies for bypassing main lines on highways. Background Technology
[0002] With the continuous development of the social economy along and around the highways, and the increasing traffic flow on highways, highways are increasingly serving intra-city and short-distance travel. As a result, most highways exhibit the tidal characteristics of urban road traffic, which are not only evident during daily commutes but also more pronounced during major holidays. Reasonable lane-sharing traffic control strategies will help improve the operational efficiency of highways and ensure their operational safety.
[0003] Currently, the research on intelligent devices for highway lane-borrowing traffic control strategies is quite mature, and the research on urban tidal lane control methods is also relatively mature. However, in terms of highways, there is no relevant research on determining the mainline lane-borrowing traffic control strategy, and there is no scientific theoretical basis to support the mainline lane-borrowing traffic control. Summary of the Invention
[0004] In order to determine a mainline lane-borrowing traffic control strategy that can improve the traffic efficiency of expressways, this application provides a method and system for determining the mainline lane-borrowing traffic control strategy for expressways.
[0005] Firstly, this application provides a method for determining a highway mainline lane-sharing traffic control strategy, including:
[0006] Real-time collection of average traffic flow per lane in the congested direction and average traffic flow per lane in the unobstructed direction of the main line of the expressway; determination of average actual capacity per lane in the congested direction and average actual capacity per lane in the unobstructed direction of the main line of the expressway based on the actual free-flow speed of each lane of the main line of the expressway, the density of each lane of the main line of the expressway, and the number of lanes in one direction of the main line of the expressway.
[0007] The real-time saturation of the lane borrowing direction and the lane being borrowed direction are calculated and obtained; the saturation of the lane borrowing direction is the ratio of the average traffic flow of a single lane in the congested direction of the highway mainline to the average actual capacity of a single lane in the congested direction of the highway mainline; the saturation of the lane being borrowed direction is the ratio of the average traffic flow of a single lane in the unobstructed direction of the highway mainline to the average actual capacity of a single lane in the unobstructed direction of the highway mainline.
[0008] The decision to activate the highway mainline lane-borrowing traffic control strategy is based on the real-time saturation of the lane-borrowing direction and the saturation of the lane being borrowed. This strategy includes determining the number of lanes that can be borrowed. The specific determination process involves: judging whether the saturation of the lane-borrowing direction is greater than 1 and less than or equal to the ratio of the sum of the number of lanes in the congested direction and the number of lanes borrowed to the number of lanes in the congested direction; and whether the saturation of the lane being borrowed is less than or equal to the ratio of the difference between the number of lanes in the free-flowing direction and the number of lanes borrowed to the number of lanes in the free-flowing direction. If these conditions are met, the highway mainline lane-borrowing traffic control strategy is allowed to be activated; otherwise, it is not allowed.
[0009] After the highway mainline lane-sharing traffic control strategy is activated and implemented, the decision to close the current highway mainline lane-sharing traffic control strategy is determined based on the real-time saturation of the lane-sharing direction and the saturation of the lane being borrowed. The specific determination process includes: judging whether the saturation of the lane-sharing direction is less than or equal to the value of 1, or the saturation of the lane-sharing direction is greater than the ratio between the sum of the number of lanes in the congested direction and the number of lanes borrowing and the number of lanes in the congested direction, or the saturation of the lane being borrowed is greater than the ratio between the difference between the number of lanes in the unobstructed direction and the number of lanes borrowing and the number of lanes in the unobstructed direction. If the conditions are met, the current highway mainline lane-sharing traffic control strategy is closed; otherwise, the current highway mainline lane-sharing traffic control strategy is not closed.
[0010] By adopting the above scheme, the saturation of the highway's borrowing and borrowing directions is calculated using the traffic flow in the borrowing direction, the traffic flow direction of the borrowed direction, and the capacity of the borrowing and borrowing directions. Based on the saturation of the highway's borrowing and borrowing directions, the conditions for opening and closing the mainline borrowing strategy are determined while ensuring that traffic congestion is not caused in the borrowed direction. This ensures the effectiveness of the mainline borrowing strategy, alleviates the problem of extremely uneven two-way traffic flow under normal and major holiday conditions, and improves the efficiency of mainline traffic.
[0011] Preferably, the formula for calculating the actual free-flow velocity of each lane on the main line of the expressway is as follows:
[0012]
[0013] In the formula, This represents the actual free-flow velocity of the i-th lane on the main line of the highway; Δv represents the reference free-flow velocity of the i-th lane of the highway mainline; w This represents the correction values for lane width and roadside width relative to the baseline free-flow velocity.
[0014] By adopting the above scheme, the influence of factors such as the width of the mainline lanes and the width of the roadside on the benchmark free-flow speed of the highway mainline is fully considered, thereby accurately obtaining the actual free-flow speed of each lane of the highway mainline, which facilitates the accurate judgment of the opening and closing of the mainline lane-borrowing strategy in the future.
[0015] Preferably, the formula for calculating the density of each lane on the main line of the expressway is as follows:
[0016]
[0017] In the formula, K i This indicates the density of each lane on the main line of the highway; This represents the average length of vehicles of type j in lane i; This represents the percentage of vehicles of type j in lane i; m represents the number of vehicle types.
[0018] By adopting the above scheme, the average length and proportion of vehicles of each type in each lane of the main line are fully considered to obtain a high-accuracy calculation of the density of each lane of the highway main line, which facilitates the accurate judgment of the opening and closing of the main line lane-borrowing strategy in the future.
[0019] Preferably, multiple highway mainline lane-borrowing traffic control strategies are set, and the number of lanes borrowed in each highway mainline lane-borrowing traffic control strategy is different; the activation or deactivation of each highway mainline lane-borrowing traffic control strategy is determined based on the calculated saturation of the lane-borrowing direction and the saturation of the lane being borrowed; when there are multiple highway mainline lane-borrowing traffic control strategies that are allowed to be activated, it is further determined whether there are one or more highway mainline lane-borrowing traffic control strategies that satisfy the condition that the saturation of the lane being borrowed is less than or equal to λ times the second value, where λ is a value less than or equal to 1 / 2;
[0020] If it exists, then for the highway mainline lane borrowing traffic control strategy corresponding to the saturation of the borrowed direction being less than or equal to λ times the second value, the highway mainline lane borrowing traffic control strategy with the largest number of borrowed lanes will be selected and implemented.
[0021] If not, then for all permitted highway mainline lane borrowing control strategies, select the highway mainline lane borrowing control strategy with the number of borrowing lanes in the middle value and implement it.
[0022] By adopting the above scheme, if the saturation of the borrowed lane is less than or equal to λ times the second value and λ is less than or equal to 1 / 2, it indicates that the traffic flow under the current lane loss situation is far below the capacity. In this case, the control strategy with as many borrowed lanes as possible should be selected to improve the traffic efficiency of the borrowed lane direction. If the saturation of the borrowed lane is not less than or equal to λ times the second value, it indicates that the traffic flow under the current lane loss situation is close to the capacity. In this case, the strategy with a moderate number of lanes should be selected to alleviate the traffic pressure in the congested direction as much as possible without affecting the speed of the borrowed lane vehicles.
[0023] Preferably, the method further includes: determining whether the real-time saturation of the borrowing direction is still greater than 1 when the implemented highway mainline borrowing traffic control strategy is closed; if it is still greater, further determining whether there is a highway mainline borrowing traffic control strategy that satisfies the condition that the number of borrowing lanes is less than the number of borrowing lanes in the closed highway mainline borrowing traffic control strategy and is allowed to be opened; if there is, then a new highway mainline borrowing traffic control strategy that has a number of borrowing lanes less than the number of borrowing lanes in the closed highway mainline borrowing traffic control strategy and is allowed to be opened is selected for implementation; otherwise, the highway mainline borrowing traffic control is terminated; after the newly selected highway mainline borrowing traffic control strategy is implemented, the closure judgment of the newly selected highway mainline borrowing traffic control strategy is determined based on the real-time saturation of the borrowing direction and the saturation of the borrowed direction; otherwise, the highway mainline borrowing traffic control is terminated.
[0024] By adopting the above scheme, after the current highway mainline bypass traffic control strategy is determined to be closed, it is necessary to continue to check whether there are other highway mainline bypass traffic control strategies that are allowed to be opened, so as to improve the highway traffic efficiency.
[0025] Preferably, the process of determining whether to close the highway mainline detour traffic control strategy also includes:
[0026] Obtain the first difference between the saturation of the borrowing direction and the value 1; obtain the ratio of the sum of the number of single lanes in the congested direction and the number of borrowing lanes to the number of single lanes in the congested direction, minus the second difference between the saturation of the borrowing direction; obtain the ratio of the difference between the number of single lanes in the unobstructed direction and the number of borrowing lanes to the number of single lanes in the unobstructed direction, minus the third difference between the saturation of the borrowed direction; when the first difference, the second difference, or the third difference equals the first preset value, generate a pre-closure prompt message for the highway mainline borrowing traffic control strategy.
[0027] By adopting the above approach, staff responsible for traffic control can be notified in advance to accurately adjust and disable the traffic control equipment, making it easier to shut down the control policy as soon as the conditions for policy closure are met.
[0028] Priority is given to determining whether the current highway mainline lane-sharing control strategy should be activated, which also includes:
[0029] When the following conditions are met: the saturation of the borrowing direction is greater than 1; the fourth difference obtained by subtracting the sum of the number of single lanes in the congested direction and the number of borrowing lanes from the saturation of the borrowing direction and the number of single lanes in the congested direction equals the second preset value; and the fifth difference obtained by subtracting the difference between the saturation of the borrowed direction and the number of single lanes in the unobstructed direction and the number of borrowing lanes from the saturation of the borrowed direction and the number of single lanes in the unobstructed direction equals the second preset value, a pre-activation prompt message for the highway mainline borrowing traffic control strategy is generated.
[0030] By adopting the above approach, staff responsible for lane access control can be notified in advance to accurately adjust the equipment for lane access control, so that the control policy can be shut down as soon as the conditions for activation are met.
[0031] Secondly, this application provides a system for determining a highway mainline lane-borrowing traffic control strategy, comprising:
[0032] The mainline traffic operation status perception data acquisition module is used to collect the average traffic flow of a single lane in the congested direction and the average traffic flow of a single lane in the uncongested direction of the mainline of the highway in real time.
[0033] The module for determining the average actual capacity of a single lane on the main line is used to determine the average actual capacity of a single lane on the main line in the congested direction and the average actual capacity of a single lane on the main line in the unobstructed direction, based on the actual free-flow speed of each lane on the main line, the density of each lane on the main line, and the number of lanes in each direction on the main line.
[0034] The saturation calculation module for each direction is used to calculate and obtain the real-time saturation of the direction of borrowing and the saturation of the direction of being borrowed. The saturation of the direction of borrowing is the ratio of the average traffic flow of a single lane in the congested direction of the main line of the highway to the average actual capacity of a single lane in the congested direction of the main line of the highway. The saturation of the direction of being borrowed is the ratio of the average traffic flow of a single lane in the unobstructed direction of the main line of the highway to the average actual capacity of a single lane in the unobstructed direction of the main line of the highway.
[0035] The mainline lane-borrowing traffic control strategy activation judgment module is used to determine whether the current highway mainline lane-borrowing traffic control strategy is activated based on the real-time saturation of the lane-borrowing direction and the saturation of the lane being borrowed. The highway mainline lane-borrowing traffic control strategy includes the number of lanes borrowed. The specific determination process includes: judging whether the saturation of the lane-borrowing direction is greater than 1 and less than or equal to the ratio between the sum of the number of lanes in the congested direction and the number of lanes borrowed and the number of lanes in the congested direction, and whether the saturation of the lane being borrowed is less than or equal to the ratio between the difference between the number of lanes in the free-flowing direction and the number of lanes borrowed and the number of lanes in the free-flowing direction. If the conditions are met, the highway mainline lane-borrowing traffic control strategy is allowed to be activated; otherwise, the highway mainline lane-borrowing traffic control strategy is not allowed to be activated.
[0036] The mainline lane-borrowing traffic control strategy closure judgment module is used to determine whether to close the currently implemented mainline lane-borrowing traffic control strategy after it has been activated and implemented, based on the real-time saturation of the lane-borrowing direction and the saturation of the lane being borrowed. The specific determination process includes: judging whether the saturation of the lane-borrowing direction is less than or equal to 1, or the saturation of the lane-borrowing direction is greater than the ratio between the sum of the number of lanes in the congested direction and the number of lanes borrowed and the number of lanes in the congested direction, or the saturation of the lane being borrowed is greater than the ratio between the difference between the number of lanes in the unobstructed direction and the number of lanes borrowed and the number of lanes in the unobstructed direction. If the conditions are met, the currently implemented mainline lane-borrowing traffic control strategy is closed; otherwise, the currently implemented mainline lane-borrowing traffic control strategy is not closed.
[0037] By adopting the above scheme, the opening and closing conditions of the main line detour strategy are determined based on the calculated saturation of each direction, thereby improving the main line traffic efficiency.
[0038] Thirdly, this application provides a computer-readable storage medium including a stored computer program, wherein the computer program, when running, controls the device where the computer-readable storage medium is located to implement the method described above.
[0039] Fourthly, this application provides a computer device, the computer device including a memory, a processor, and a program stored in the memory and executable thereon, the program being implemented by the processor to perform the steps of the method described above.
[0040] In summary, this application has the following beneficial effects:
[0041] This invention fully considers data such as the traffic flow in each direction of the main line, the width of the main line lanes, the width of the roadside, the number of lanes, the average length of each type of vehicle, and the proportion of vehicles to calculate the saturation of the highway lane borrowing and borrowing directions. Based on the magnitude of the saturation of the highway lane borrowing and borrowing directions, the invention determines whether the highway main line lane borrowing traffic control strategy is to be opened or closed, ensuring the effectiveness of the highway main line lane borrowing traffic strategy and improving the highway main line traffic efficiency. Attached Figure Description
[0042] Figure 1 This is a flowchart of the method for determining the highway mainline detour traffic control strategy in a specific embodiment;
[0043] Figure 2 This is an illustration of traffic control implemented using the method for determining the highway mainline detour traffic control strategy in a specific embodiment.
[0044] Figure 3 This is a schematic diagram of the system for determining the traffic control strategy for the main line of a highway, as described in a specific embodiment. Detailed Implementation
[0045] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.
[0046] like Figure 1 As shown in the figure, this application discloses a method for determining a highway mainline lane-sharing traffic control strategy, specifically including:
[0047] S1. Real-time collection of traffic operation status perception data on the main line of the highway.
[0048] Specifically, the congested and uncongested directions on the main highway are determined, and real-time traffic operation status data on the main highway is collected; including: average traffic flow per lane in the congested direction on the main highway. Average traffic flow per lane on the main line of the expressway in the unobstructed direction Among them, Q c Q represents the traffic flow in the congested direction of the main highway. f N1 represents the traffic flow in the unobstructed direction of the highway mainline; N2 represents the number of lanes in the congested direction of the highway mainline; and N1 represents the number of lanes in the unobstructed direction of the highway mainline. In this embodiment, N1 = N2 = N.
[0049] S2. Determine the average actual traffic capacity of a single lane in each direction on the main line of the expressway.
[0050] Specifically, the average actual capacity per lane in each direction of the highway mainline is calculated based on the actual free-flow speed of each lane, the lane density of each lane, and the number of lanes in each direction of the highway mainline. This includes the average actual capacity per lane in the congested direction of the highway mainline. Average actual traffic capacity of a single lane on the main line of the expressway in the unobstructed direction Among them, C ci C represents the actual traffic capacity of a single lane in the congested direction of the highway mainline. fi The actual traffic capacity of a single lane in the unobstructed direction of the main line of the expressway.
[0051] Considering that the calculation method for the actual capacity of a single lane is the same for both the unobstructed and congested directions on the main line of the expressway, the actual capacity C of a single lane is... i Determined according to the following formula:
[0052]
[0053] in, K represents the actual free-flow speed (km / h) of the i-th lane of the highway mainline; i The density (vehicles / km) of the i-th lane of the expressway mainline is given; the specific determination method is as follows: determine the controlled road section; find the relevant design standards for the controlled road section, and determine the reference free-flow speed of the i-th lane of the mainline. Information such as lane width, roadside width, and type of median strip for each direction of the mainline is collected, and the impact of the mainline design on the baseline free-flow velocity Δv is determined based on relevant specifications and on-site surveys. w The calculation formula is:
[0054]
[0055] in, The reference free-flow speed (km / h) for the i-th lane of the main line; Δv w These are corrections (km / h) for lane width and roadside width to the baseline free-flow velocity.
[0056] The percentage of vehicle type j in lane i of the main road section under statistical control. And calculate the average length of vehicle type j in lane i. This determines the density K of the i-th lane on the main line of the controlled road section. i The calculation formula is:
[0057]
[0058] in, Let be the average length (m) of vehicle type j in lane i; Let m represent the proportion of vehicles of type j in lane i, and m represent the number of vehicle types.
[0059] S3. Calculate and obtain the saturation of each direction of the expressway in real time.
[0060] Specifically, the saturation of each direction of the expressway includes: the saturation of the borrowing direction and the saturation of the borrowed direction; the saturation of the borrowing direction is the ratio of the average traffic flow per lane in the congested direction of the expressway main line to the average actual passing capacity per lane in the congested direction of the expressway main line. The saturation of the borrowed direction is the ratio of the average traffic flow per lane in the unobstructed direction of the expressway main line to the average actual passing capacity per lane in the unobstructed direction of the expressway main line.
[0061] S4. Determine whether to activate the borrowing control strategy for the current expressway main line based on the saturation of each direction of the expressway in real time.
[0062] Specifically, the borrowing control strategy for the expressway main line mainly includes the number of borrowed lanes, and determine the borrowing control strategy for the current expressway main line.
[0063] If it is ensured that the borrowing control strategy for the main line can be activated and no traffic congestion is caused to the borrowed direction, first, it is necessary to satisfy that the traffic flow in the borrowing direction exceeds the passing capacity, that is Saturation of the borrowing direction And it is necessary to satisfy that the traffic congestion state can be alleviated by borrowing n lanes, that is Saturation of the borrowing direction n is the number of borrowed lanes in the borrowing control strategy for the current expressway main line, n < N2 and is a positive constant; secondly, it is also necessary to satisfy that in the borrowed direction, the traffic flow does not exceed the passing capacity when a lane is lost, that is Saturation of the borrowed direction Therefore, if the obtained real-time saturation of the borrowing direction and the saturation of the borrowed direction meet the above conditions, the borrowing control strategy for the expressway main line is allowed to be activated; otherwise, the borrowing control strategy for the expressway main line is not allowed to be activated and return to step S1 to continue collecting the perception data at the next moment.
[0064] S5. Implement the borrowing control strategy for the expressway main line for the allowed activated borrowing control strategy for the expressway main line.
[0065] S6. After the borrowing control strategy for the expressway main line is activated and implemented, determine whether to close the implemented borrowing control strategy for the expressway main line based on the real-time saturation of the borrowing direction and the saturation of the borrowed direction.
[0066] Specifically, when a highway mainline lane-sharing traffic control strategy is activated and implemented, in order to promptly avoid the impact of the lane-sharing control process on the flow rate in the direction being diverted, it is necessary to determine whether to close the currently implemented highway mainline lane-sharing traffic control strategy based on the saturation levels of the lane-sharing and diverted directions obtained after the implementation time. The lane-sharing control strategy needs to be closed promptly in the following situations: First situation: Congestion in the lane-sharing direction is alleviated, i.e. Saturation of the direction of borrowing Second scenario: Using all lanes in the opposite direction fails to alleviate congestion, i.e. Saturation of the direction of borrowing The third scenario: Congestion occurs in the direction being used when lanes are lost, i.e. Saturation of the direction of borrowing Therefore, if the real-time saturation of the borrowing direction and the saturation of the borrowed direction obtained after the highway mainline borrowing traffic control strategy is activated and implemented meet the above conditions, the currently implemented highway mainline borrowing traffic control strategy will be closed and the process will return to step S1 to continue collecting the next moment's sensing data; otherwise, the current highway mainline borrowing traffic control strategy will continue to be implemented.
[0067] S7. Close the implementation of the highway mainline detour traffic control strategy.
[0068] like Figure 2 The diagram illustrates the implementation of the highway mainline lane-borrowing traffic control strategy based on the above method. In this embodiment, the number of lanes borrowed in the current highway mainline lane-borrowing traffic control strategy is 1, thus achieving lane-borrowing control in the congested direction.
[0069] In a specific embodiment, considering the extremely uneven traffic flow in both directions, multiple lane-borrowing options can be set. To further improve traffic efficiency and considering the difficulty of control and the impact on normal traffic flow in the borrowed lanes, the optimal lane-borrowing control strategy for the highway mainline is selected. The method also includes:
[0070] There are multiple highway mainline lane-sharing traffic control strategies, and the number of lanes in each highway mainline lane-sharing traffic control strategy is different;
[0071] The decision on whether to activate a lane-borrowing control strategy for each expressway mainline is determined based on the real-time saturation of the lane-borrowing direction and the saturation of the lane-borrowed direction. When there are multiple expressway mainline lane-borrowing control strategies that are allowed to be activated, one expressway mainline lane-borrowing control strategy can be randomly selected or the decision can be made to continue to determine whether there are one or more expressway mainline lane-borrowing control strategies that satisfy the condition that the saturation of the lane-borrowed direction is less than or equal to λ times the second value, where λ is a value less than or equal to 1 / 2.
[0072] If it exists, it indicates that under the current conditions of multiple highway mainline lane borrowing traffic control strategies, the traffic flow in the direction of lane borrowing is far lower than its capacity when lanes are lost. The strategy with the largest number of lanes borrowed can be selected. That is, among the highway mainline lane borrowing traffic control strategies corresponding to a saturation level of less than or equal to λ times the second value, the highway mainline lane borrowing traffic control strategy with the largest number of lanes borrowed is selected for implementation.
[0073] If not, it indicates that under the current conditions of multiple highway mainline lane-borrowing traffic control strategies, the traffic flow in the direction of the borrowed lane is close to its capacity when lanes are lost. In order to achieve lane borrowing and minimize the impact on the original speed of vehicles traveling in the direction of the borrowed lane, the highway mainline lane-borrowing traffic control strategy with the middle value of the number of borrowed lanes is selected from all the highway mainline lane-borrowing traffic control strategies that are allowed to be activated.
[0074] In one specific embodiment, considering that the implemented highway mainline lane-borrowing traffic control strategy is not the strategy with the minimum number of lanes borrowed, and that congestion in the direction of congestion is not alleviated after the strategy is closed, other control strategies can be selected to improve mainline traffic efficiency. The method further includes:
[0075] When determining whether a highway mainline lane-sharing control strategy is closed, the system checks whether the real-time traffic flow in the lane-sharing direction still exceeds the capacity, i.e., whether the lane-sharing direction saturation is still greater than 1. If it is, the system continues to determine whether there is a highway mainline lane-sharing control strategy that satisfies the requirement that the number of lanes used is less than the number of lanes used in the closed strategy and is allowed to be opened. If such a strategy exists, a new highway mainline lane-sharing control strategy that satisfies the requirement that the number of lanes used is less than the number of lanes used in the closed strategy and is allowed to be opened is selected and implemented. Otherwise, the highway mainline lane-sharing control is terminated. After the newly selected highway mainline lane-sharing control strategy is implemented, the system determines whether to close the newly selected highway mainline lane-sharing control strategy based on the real-time lane-sharing direction saturation and the saturation of the lane being used. Otherwise, the highway mainline lane-sharing control is terminated.
[0076] In one specific embodiment, considering that when borrowing lanes in one direction cannot alleviate congestion, and borrowing lanes in the opposite direction fails to alleviate congestion, the lane-borrowing control needs to be closed once the saturation of the borrowed lane reaches a certain value. To facilitate rapid closure of lane-borrowing control, a pre-notification can be provided to allow staff to prepare for the closure, such as conducting a pre-test before issuing the closure command. The method also includes:
[0077] The process of determining whether or not to close the highway mainline detour traffic control strategy also includes:
[0078] Obtain the first difference between the saturation of the borrowing direction and the value 1; obtain the ratio of the sum of the number of single lanes in the congested direction and the number of borrowing lanes to the number of single lanes in the congested direction, minus the second difference between the saturation of the borrowing direction; obtain the ratio of the difference between the number of single lanes in the unobstructed direction and the number of borrowing lanes to the number of single lanes in the unobstructed direction, minus the third difference between the saturation of the borrowed direction; when the first difference, the second difference, or the third difference equals the first preset value, generate a pre-closure prompt message for the highway mainline borrowing traffic control strategy.
[0079] In this embodiment, the first preset value is selected as 0.
[0080] In one specific embodiment, when the direction of lane borrowing is congested, and borrowing from all opposing lanes can alleviate the congestion, lane borrowing control needs to be activated once the saturation of the borrowed direction reaches a certain value. To facilitate rapid activation of lane borrowing control, a pre-notification can be provided to allow staff to prepare for activation, such as conducting a pre-test before issuing the activation command. The method also includes:
[0081] The process of determining whether to activate the current highway mainline lane-borrowing traffic control strategy also includes:
[0082] When the following conditions are met: the saturation of the borrowing direction is greater than 1; the fourth difference obtained by subtracting the sum of the number of single lanes in the congested direction and the number of borrowing lanes from the saturation of the borrowing direction and the number of single lanes in the congested direction equals the second preset value; and the fifth difference obtained by subtracting the difference between the saturation of the borrowed direction and the number of single lanes in the unobstructed direction and the number of borrowing lanes from the saturation of the borrowed direction and the number of single lanes in the unobstructed direction equals the second preset value, a pre-activation prompt message for the highway mainline borrowing traffic control strategy is generated.
[0083] In this embodiment, the second preset value is selected as 0.1.
[0084] like Figure 3 As shown in the figure, this application discloses a system for determining a traffic control strategy for lane-sharing on the main line of a highway, specifically including:
[0085] The mainline traffic operation status perception data acquisition module 101 is used to collect the average traffic flow of a single lane in the congested direction and the average traffic flow of a single lane in the unobstructed direction of the mainline of the highway in real time.
[0086] The module 102 for determining the average actual capacity of a single lane on the main line is used to determine the average actual capacity of a single lane on the main line in the congested direction and the average actual capacity of a single lane on the main line in the unobstructed direction based on the actual free-flow speed of each lane on the main line, the density of each lane on the main line, and the number of lanes in one direction on the main line.
[0087] The saturation calculation module 103 is used to calculate and obtain the real-time saturation of the borrowing direction and the saturation of the borrowed direction; the saturation of the borrowing direction is the ratio of the average traffic flow of a single lane in the congested direction of the highway mainline to the average actual capacity of a single lane in the congested direction of the highway mainline; the saturation of the borrowed direction is the ratio of the average traffic flow of a single lane in the unobstructed direction of the highway mainline to the average actual capacity of a single lane in the unobstructed direction of the highway mainline.
[0088] The mainline lane-borrowing traffic control strategy activation judgment module 104 is used to determine whether the current highway mainline lane-borrowing traffic control strategy is activated based on the real-time saturation of the lane-borrowing direction and the saturation of the lane being borrowed. The highway mainline lane-borrowing traffic control strategy includes the number of lanes borrowed. The specific determination process includes: judging whether the saturation of the lane-borrowing direction is greater than 1 and less than or equal to the ratio between the sum of the number of lanes in the congested direction and the number of lanes borrowed and the number of lanes in the congested direction, and whether the saturation of the lane being borrowed is less than or equal to the ratio between the difference between the number of lanes in the free-flowing direction and the number of lanes borrowed and the number of lanes in the free-flowing direction. If the conditions are met, the highway mainline lane-borrowing traffic control strategy is allowed to be activated; otherwise, the highway mainline lane-borrowing traffic control strategy is not allowed to be activated.
[0089] The mainline lane-borrowing traffic control strategy closure judgment module 105 is used to determine whether the currently implemented mainline lane-borrowing traffic control strategy should be closed after the mainline lane-borrowing traffic control strategy is activated and implemented. This is based on the real-time saturation of the lane-borrowing direction and the saturation of the lane being borrowed. The specific determination process includes: judging whether the saturation of the lane-borrowing direction is less than or equal to the value of 1, or the saturation of the lane-borrowing direction is greater than the ratio between the sum of the number of lanes in the congested direction and the number of lanes borrowed and the number of lanes in the congested direction, or the saturation of the lane being borrowed is greater than the ratio between the difference between the number of lanes in the unobstructed direction and the number of lanes borrowed and the number of lanes in the unobstructed direction. If these conditions are met, the currently implemented mainline lane-borrowing traffic control strategy is closed; otherwise, the strategy is not closed.
[0090] This application also discloses a computer-readable storage medium.
[0091] Specifically, the computer-readable storage medium stores a computer program that can be loaded by a processor and implement the above-described method for determining the highway mainline bypass traffic control strategy. The computer-readable storage medium includes, for example, various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.
[0092] This application also discloses a computer device.
[0093] Specifically, the computer device includes a memory and a processor, and the memory stores a computer program that can be loaded by the processor and implement the above-mentioned method for determining the highway mainline bypass traffic control strategy.
[0094] The above are all preferred embodiments of this application and are not intended to limit the scope of protection of this application. Any feature disclosed in this specification (including the abstract and drawings) may be replaced by other equivalent or similar features unless specifically stated otherwise. That is, unless specifically stated otherwise, each feature is only one example of a series of equivalent or similar features.
Claims
1. A method for determining a traffic control strategy for lane-sharing on the main line of a highway, characterized in that, include: Real-time data collection of average traffic flow per lane in the congested direction and average traffic flow per lane in the uncongested direction of the highway mainline. The average actual capacity of a single lane in the congested direction and the average actual capacity of a single lane in the unobstructed direction of the highway mainline are determined based on the actual free-flow speed of each lane on the highway mainline, the lane density of each lane on the highway mainline, and the number of lanes in one direction on the highway mainline. The real-time saturation of the lane borrowing direction and the lane being borrowed direction are calculated and obtained; the saturation of the lane borrowing direction is the ratio of the average traffic flow of a single lane in the congested direction of the highway mainline to the average actual capacity of a single lane in the congested direction of the highway mainline; the saturation of the lane being borrowed direction is the ratio of the average traffic flow of a single lane in the unobstructed direction of the highway mainline to the average actual capacity of a single lane in the unobstructed direction of the highway mainline. The decision to activate the highway mainline lane-borrowing traffic control strategy is based on the real-time saturation of the lane-borrowing direction and the saturation of the lane being borrowed. This strategy includes determining the number of lanes that can be borrowed. The specific determination process involves: judging whether the saturation of the lane-borrowing direction is greater than 1 and less than or equal to the ratio of the sum of the number of lanes in the congested direction and the number of lanes borrowed to the number of lanes in the congested direction; and whether the saturation of the lane being borrowed is less than or equal to the ratio of the difference between the number of lanes in the free-flowing direction and the number of lanes borrowed to the number of lanes in the free-flowing direction. If these conditions are met, the highway mainline lane-borrowing traffic control strategy is allowed to be activated; otherwise, it is not allowed. After the highway mainline lane-sharing traffic control strategy is activated and implemented, the decision to close the current highway mainline lane-sharing traffic control strategy is determined based on the real-time saturation of the lane-sharing direction and the saturation of the lane being borrowed. The specific determination process includes: judging whether the saturation of the lane-sharing direction is less than or equal to the value of 1, or the saturation of the lane-sharing direction is greater than the ratio between the sum of the number of lanes in the congested direction and the number of lanes borrowing and the number of lanes in the congested direction, or the saturation of the lane being borrowed is greater than the ratio between the difference between the number of lanes in the unobstructed direction and the number of lanes borrowing and the number of lanes in the unobstructed direction. If the conditions are met, the current highway mainline lane-sharing traffic control strategy is closed; otherwise, the current highway mainline lane-sharing traffic control strategy is not closed.
2. The method for determining the traffic control strategy for bypassing the main line of a highway according to claim 1, characterized in that, The formula for calculating the actual free-flow velocity of each lane on the main line of the expressway is as follows: In the formula, This represents the actual free-flow velocity of the i-th lane on the main line of the highway; Δv represents the reference free-flow velocity of the i-th lane of the highway mainline; w This represents the correction values for lane width and roadside width relative to the baseline free-flow velocity.
3. The method for determining the traffic control strategy for detours on the main line of a highway according to claim 1, characterized in that, The formula for calculating the density of each lane on the main line of the expressway is as follows: In the formula, K i This represents the mainline density of the i-th lane of the highway; This represents the average length of vehicles of type j in lane i; This represents the percentage of vehicles of type j in lane i; m represents the number of vehicle types.
4. The method for determining the traffic control strategy for detours on the main line of a highway according to claim 1, characterized in that, Also includes: Multiple highway mainline lane-borrowing traffic control strategies are set up, and the number of lanes borrowed in each strategy is different. The activation or deactivation of each highway mainline lane-borrowing traffic control strategy is determined based on the calculated saturation of the borrowing direction and the saturation of the direction being borrowed. When there are multiple highway mainline lane-borrowing traffic control strategies that are allowed to be activated, it is further determined whether there are one or more highway mainline lane-borrowing traffic control strategies that satisfy the condition that the saturation of the direction being borrowed is less than or equal to a second value of λ, where λ is a value less than or equal to 1 / 2. If it exists, then for the highway mainline lane borrowing traffic control strategy corresponding to the saturation of the borrowed direction being less than or equal to λ times the second value, the highway mainline lane borrowing traffic control strategy with the largest number of borrowed lanes will be selected and implemented. If not, then for all permitted highway mainline lane borrowing control strategies, select the highway mainline lane borrowing control strategy with the number of borrowing lanes in the middle value and implement it.
5. The method for determining the traffic control strategy for detours on the main line of a highway according to claim 4, characterized in that, Also includes: When a highway mainline lane-sharing control strategy is closed, it is determined whether the real-time lane-sharing direction saturation is still greater than 1. If it is, it is further determined whether there is a highway mainline lane-sharing control strategy that satisfies the requirement that the number of lanes used is less than the number of lanes used in the closed highway mainline lane-sharing control strategy and is allowed to be opened. If such a strategy exists, a new highway mainline lane-sharing control strategy that satisfies the requirement that the number of lanes used is less than the number of lanes used in the closed highway mainline lane-sharing control strategy and is allowed to be opened is selected and implemented. Otherwise, the highway mainline lane-sharing control is terminated. After the newly selected highway mainline lane-sharing control strategy is implemented, the closure determination of the newly selected highway mainline lane-sharing control strategy is determined based on the real-time lane-sharing direction saturation and the saturation of the lane being used. Otherwise, the highway mainline lane-sharing control is terminated.
6. The method for determining the traffic control strategy for detours on the main line of a highway according to claim 1, characterized in that, The process of determining whether or not to close the highway mainline detour traffic control strategy also includes: Obtain the first difference between the saturation of the borrowing direction and the value 1; obtain the ratio of the sum of the number of single lanes in the congested direction and the number of borrowing lanes to the number of single lanes in the congested direction, minus the second difference between the saturation of the borrowing direction; obtain the ratio of the difference between the number of single lanes in the unobstructed direction and the number of borrowing lanes to the number of single lanes in the unobstructed direction, minus the third difference between the saturation of the borrowed direction; when the first difference, the second difference, or the third difference equals the first preset value, generate a pre-closure prompt message for the highway mainline borrowing traffic control strategy.
7. The method for determining the traffic control strategy for detours on the main line of a highway according to claim 1, characterized in that, The process of determining whether to activate the current highway mainline lane-borrowing traffic control strategy also includes: When the following conditions are met: the saturation of the borrowing direction is greater than 1; the fourth difference obtained by subtracting the sum of the number of single lanes in the congested direction and the number of borrowing lanes from the saturation of the borrowing direction and the number of single lanes in the congested direction equals the second preset value; and the fifth difference obtained by subtracting the difference between the saturation of the borrowed direction and the number of single lanes in the unobstructed direction and the number of borrowing lanes from the saturation of the borrowed direction and the number of single lanes in the unobstructed direction equals the second preset value, a pre-activation prompt message for the highway mainline borrowing traffic control strategy is generated.
8. A system for determining traffic control strategies for lane-sharing on the main line of a highway, characterized in that, include: The mainline traffic operation status perception data acquisition module is used to collect the average traffic flow of a single lane in the congested direction and the average traffic flow of a single lane in the uncongested direction of the mainline of the highway in real time. The module for determining the average actual capacity of a single lane on the main line is used to determine the average actual capacity of a single lane on the main line in the congested direction and the average actual capacity of a single lane on the main line in the unobstructed direction, based on the actual free-flow speed of each lane on the main line, the density of each lane on the main line, and the number of lanes in each direction on the main line. The saturation calculation module for each direction is used to calculate and obtain the real-time saturation of the direction of borrowing and the saturation of the direction of being borrowed. The saturation of the direction of borrowing is the ratio of the average traffic flow of a single lane in the congested direction of the main line of the highway to the average actual capacity of a single lane in the congested direction of the main line of the highway. The saturation of the direction of being borrowed is the ratio of the average traffic flow of a single lane in the unobstructed direction of the main line of the highway to the average actual capacity of a single lane in the unobstructed direction of the main line of the highway. The mainline lane-borrowing traffic control strategy activation judgment module is used to determine whether the current highway mainline lane-borrowing traffic control strategy is activated based on the real-time saturation of the lane-borrowing direction and the saturation of the lane being borrowed. The highway mainline lane-borrowing traffic control strategy includes the number of lanes borrowed. The specific determination process includes: judging whether the saturation of the lane-borrowing direction is greater than 1 and less than or equal to the ratio between the sum of the number of lanes in the congested direction and the number of lanes borrowed and the number of lanes in the congested direction, and whether the saturation of the lane being borrowed is less than or equal to the ratio between the difference between the number of lanes in the free-flowing direction and the number of lanes borrowed and the number of lanes in the free-flowing direction. If the conditions are met, the highway mainline lane-borrowing traffic control strategy is allowed to be activated; otherwise, the highway mainline lane-borrowing traffic control strategy is not allowed to be activated. The mainline lane-borrowing traffic control strategy closure judgment module is used to determine whether to close the currently implemented mainline lane-borrowing traffic control strategy after it has been activated and implemented, based on the real-time saturation of the lane-borrowing direction and the saturation of the lane being borrowed. The specific determination process includes: judging whether the saturation of the lane-borrowing direction is less than or equal to 1, or the saturation of the lane-borrowing direction is greater than the ratio between the sum of the number of lanes in the congested direction and the number of lanes borrowed and the number of lanes in the congested direction, or the saturation of the lane being borrowed is greater than the ratio between the difference between the number of lanes in the unobstructed direction and the number of lanes borrowed and the number of lanes in the unobstructed direction. If the conditions are met, the currently implemented mainline lane-borrowing traffic control strategy is closed; otherwise, the currently implemented mainline lane-borrowing traffic control strategy is not closed.
9. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored computer program, wherein, when the computer program is executed, it controls the device on which the computer-readable storage medium is located to perform the method as described in any one of claims 1 to 7.
10. A computer device, characterized in that, The computer device includes a memory, a processor, and a program stored in and executable on the memory, the program being implemented by the processor to perform the steps of the method as described in any one of claims 1 to 7.