A highway fine micro-traffic analysis method and system for a construction area

Abstract

The application discloses a highway fine micro-traffic analysis method and system for a construction area, which comprises a construction environment configuration and vehicle state control.The construction environment configuration is configured according to the start and end positions of a work area, and the corresponding edges on a basic road network are matched. Nodes are inserted in the edges to obtain isolated sections, which are further divided into a warning area, an upstream transition area, a buffer area, a work area, a downstream transition area and a termination area, and the lengths of the sections, the start and end positions and the closed construction lanes are calculated. The vehicle state control is specifically configured to obtain the state of a vehicle, set the current position of the vehicle, the current lane index of the vehicle, the lane changing mode of the vehicle, the maximum expected speed of the vehicle and the execution lane of the vehicle to be changed to a target lane, so that the vehicle control is realized. Through the construction area environment configuration and the vehicle state control modules, the application realizes the highway fine micro-traffic simulation for the construction area, and accurately simulates the traffic organization in the construction area.

Description

TECHNICAL FIELD

[0001] The application belongs to the field of traffic simulation modeling, and particularly relates to a highway fine micro-traffic analysis method and system for construction areas. BACKGROUND

[0002] Road construction is one of the common activities that affect road traffic safety, because construction activities can produce potential accident points and are sensitive areas in the road network. During the construction process, the road capacity decreases significantly, the traffic flow changes, and the drivers need to adapt to the new traffic environment, which increases the risk of accidents. In addition, the problems such as unclear setting and marking of construction areas and unreasonable traffic guidance also have adverse effects on traffic safety.

[0003] In order to understand this phenomenon and its influence on driving behavior, analysis based on micro-simulation tools is a feasible method. Micro-simulation tools can simulate the running state of vehicles in the construction area in detail, analyze the traffic flow characteristics and potential risks under different construction scenarios, and help researchers and traffic management departments to develop scientific management measures for construction areas.

[0004] Currently, the traffic organization and management of construction operation areas mainly rely on traditional experience and on-site monitoring methods, which have certain limitations in dealing with complex and variable traffic movements. The traditional method often relies on the experience and judgment of construction management personnel, lacks systematic scientific analysis, and cannot fully consider various influencing factors, resulting in insufficient effectiveness and accuracy of management measures. Although on-site monitoring can obtain the traffic situation of the construction area in real time, it is limited by the coverage range of monitoring equipment and the reaction speed of monitoring personnel, and it is difficult to quickly respond to emergencies.

[0005] With the increase of traffic volume and the complexity of construction areas, there is an urgent need for a method that can fine-simulate and analyze the traffic organization in construction areas to improve traffic safety and management efficiency. SUMMARY

[0006] The application provides a highway fine micro-traffic analysis method for construction areas to solve the problems in the prior art, which realizes the automatic configuration of construction areas and simulates the traffic organization in the areas by focusing on typical construction area scenarios.

[0007] To solve the above technical problems, the application provides the following technical solutions: a highway fine micro-traffic analysis method for construction areas, mainly including two core parts: construction area environment configuration and vehicle state control, including the following steps:

[0008] S1, construction area environment configuration: according to the start and end positions of the construction area, matching the corresponding edges on the basic road network, inserting nodes on the edges to obtain isolated sections, further dividing each section for each section, calculating the length of each section, determining the start and end positions of each section, closing the lane and specifying the construction lane as impassable;

[0009] S2, vehicle state control: obtain the state of the vehicle, according to the current position of the vehicle, the current lane index of the vehicle, set the lane change mode of the vehicle, set the maximum expected speed of the vehicle, force the execution lane of the vehicle to change to the target lane, realize vehicle control.

[0010] Further, the aforementioned edge insertion node obtains an isolated section, which specifically includes the following steps A to step B: step A: determine whether the start and end positions of the construction area are on the same edge, that is, the start and end points are on the same edge, if yes, execute step B: the edge is interrupted twice, forming three sections, the section between the start and end points is regarded as an isolated section, otherwise execute step B;

[0011] Step B: the start and end points are located on different edges, each corresponding edge is interrupted once, and each edge forms two sections, and the section between the start and end points is determined as an isolated section.

[0012] Further, in the aforementioned step S1, the isolated section is further divided into each section, each section includes a warning zone, an upstream transition zone, a buffer zone, a work zone, a downstream transition zone and a termination zone, and the division method includes the following substeps:

[0013] S1.1, set the area between the start point of the highway maintenance work control zone and the start point of the upstream transition zone as the warning zone, and the start and end positions of the warning zone are as follows:

[0014]

[0015] S1.2, set the area between the end point of the warning zone and the start point of the buffer zone as the upstream transition zone, and the start and end positions of the upstream transition zone are as follows: S1.3, set the area between the end point of the upstream transition zone and the start point of the work zone as the buffer zone, and the start and end positions of the buffer zone are as follows: S1.4, set the area between the end point of the buffer zone and the start point of the downstream transition zone as the work zone, and the start and end positions of the work zone are obtained from the actual data;

[0016] S1.5, set the area between the end point of the work zone and the start point of the termination zone as the downstream transition zone, and the start and end positions of the downstream transition zone are as follows: S1.6, set the area after the downstream transition zone as the termination zone, and the start and end positions of the termination zone are as follows:

[0017]

[0018] In the formula, L warning L represents the length of the warning zone. u_transition L represents the length of the upstream transition region. buffer L represents the length of the buffer. d_transition L represents the length of the downstream transition region. termination Indicates the length of the terminating region. Indicates the starting location of the warning zone. Indicates the end position of the warning zone. Indicates the starting position of the work area. Indicates the end position of the work area. Indicates the starting position of the buffer. Indicates the end position of the buffer. Indicates the starting position of the upstream transition zone. Indicates the end position of the upstream transition zone. Indicates the starting position of the downstream transition zone. Indicates the end position of the downstream transition zone. Indicates the starting position of the work area. Indicates the end position of the work area.

[0019] Furthermore, in the aforementioned step S2, the vehicle state includes 5 elements: q vehiclej =(pos j ,lane j ,ds j ,sf j ,lc j )

[0020] vehicle j Indicates a vehicle;

[0021] pos j It is a vehicle j Current location

[0022] lane j It is a vehicle j Current lane index,

[0023] ds j It is a vehicle j The desired maximum speed is usually assumed to be equal to the speed limit of the road under normal conditions.

[0024] sf j It is a vehicle j The speed factor is given by sf, where sf is the actual maximum expected speed of the vehicle. j *ds j ,

[0025] lc j ={0,1} represents the lane change mode of the vehicle j lc j =1 represents that the vehicle is in the lane change state, and the lane change behavior is controlled by the underlying simulation model. j =0 represents that the vehicle is in the non-lane change state, and will keep the current lane and continue driving.

[0026] Further, the aforementioned vehicle state control in step S2 includes the following sub-steps:

[0027] S2.1, for the vehicle entering the warning zone and successfully turning into the drivable lane, set it to the forbidden lane change mode, adjust the speed coefficient of the vehicle, implement the first stage speed limit, and when the vehicle enters the second half of the warning zone, adjust the speed coefficient again, and execute the second stage speed limit;

[0028] S2.2, in the upstream transition zone, if the current lane of the vehicle is not passable, force the vehicle to change lanes to the passable lane, and then set it to the forbidden lane change mode, and for the vehicles in the buffer zone and the work zone, keep the forbidden lane change mode throughout the process;

[0029] S2.3, after the vehicle enters the downstream transition zone, switch the vehicle to the lane change mode, and perform lane changing and merging;

[0030] S2.4, after the vehicle leaves the termination zone, restore the initial speed coefficient of the vehicle, and restore the normal speed limit.

[0031] Another aspect of the present application provides an electronic device, comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor executes the computer program to implement the steps of any one of the methods of the present application.

[0032] The present application also provides a computer-readable storage medium having a computer program stored thereon, characterized in that the computer program is executed by a processor to implement the steps of any one of the methods of the present application.

[0033] Compared with the prior art, the present application has the following beneficial technical effects by adopting the above technical solutions:

[0034] The traditional method cannot accurately simulate the characteristics of traffic flow in the construction operation area, the method provided by the application can finely present the real world construction operation area through micro-simulation, and more accurately simulate and deduce the real situation. The fine simulation of the construction area can provide an important analysis tool for the management part of the traffic police, the road company and the like, different management measures are evaluated before the actual construction through simulation, and the management and control strategy is dynamically adjusted according to the actual data simulation situation during the construction period. BRIEF DESCRIPTION OF DRAWINGS

[0035] Figure 1 It is a schematic diagram of the interruption of the basic road network of the application.

[0036] Figure 2 It is a schematic diagram of the interruption of the basic road network of the application.

[0037] Figure 3 It is a construction area section division diagram of the application.

[0038] Figure 4 It is a scatter plot of the relationship between flow-speed, density-flow and density-speed in the early warning area of the application, in which (a) is the flow-speed diagram of the first half of the early warning area, (b) is the density-flow diagram of the first half of the early warning area, (c) is the density-speed diagram of the first half of the early warning area, (d) is the flow-speed diagram of the second half of the early warning area, (e) is the density-flow diagram of the second half of the early warning area, and (f) is the density-speed diagram of the second half of the early warning area.

[0039] Figure 5 It is a scatter plot of the relationship between flow-speed, density-flow and density-speed in the upstream transition area and the operation area of the application, in which (a) is the flow-speed diagram of the transition area, (b) is the density-flow diagram of the transition area, (c) is the density-speed diagram of the transition area, (d) is the flow-speed diagram of the operation area, (e) is the density-flow diagram of the operation area, and (f) is the density-speed diagram of the operation area.

[0040] Figure 6 It is a fine micro-traffic simulation time-speed diagram of the application.

[0041] Figure 7 It is a traditional traffic simulation time-speed diagram. DETAILED DESCRIPTION

[0042] In order to better understand the technical content of the application, specific embodiments are described below with reference to the accompanying drawings.

[0043] Aspects of the present application are described herein with reference to the drawings, which are described below. Embodiments of the present application are not limited to the illustrated examples. It should be understood that the present application is realized by any of the various concepts and embodiments introduced above, as well as any of the concepts and embodiments described in detail below, since the concepts and embodiments disclosed herein are not limited to any of the embodiments. In addition, some aspects disclosed herein can be used alone, or in any suitable combination with other aspects disclosed herein.

[0044] The present application provides a highway fine micro-traffic analysis method for a construction area, comprising the following steps: S1, construction area environment configuration: according to the start and end positions of the construction area, matching the corresponding edges on the basic road network, inserting nodes on the edges to obtain isolated sections, further dividing each section for the isolated sections, and calculating the length of each section, at the same time closing the lane and designating the construction lane as impassable;

[0045] S2, vehicle state control: obtaining the state of the vehicle, according to the current position of the vehicle, the current lane index of the vehicle, setting the lane change mode of the vehicle, setting the maximum expected speed of the vehicle, and forcibly changing the execution lane of the vehicle to the target lane to realize vehicle control.

[0046] In step S1, according to the start and end positions of the activity area, the corresponding edges on the basic road network are matched. By inserting nodes on these edges, the basic road network is interrupted, thereby forming isolated road sections specific to the activity area. This process can be further divided into two cases:

[0047] Case one: as shown in Figure 1 , when the start point and the end point are located on the same edge, the edge is interrupted twice, forming three sections. The section between the start point and the end point is considered as an isolated section.

[0048] Case two: as shown in Figure 2 , when the start point and the end point are located on different edges, each corresponding edge is interrupted once, and each edge forms two sections. The section between the start point and the end point is determined as an isolated section.

[0049] In step S1, the isolated section is further divided into sections, as shown in Figure 3 , including warning zone, upstream transition zone, buffer zone, work zone, downstream transition zone, and termination zone, and the length of each section is determined, as shown in Table 2,

[0050] Table 2

[0051]

[0052] After the interruption of the base road network and the section zoning of the construction area are completed, the obtained segments need to be processed to make the construction lanes impassable. First, identify which lanes need to be closed. This is usually determined according to the construction plan and specific construction requirements. In the database of the road network, set the segments identified as construction lanes to the impassable state. This means that these segments will be considered closed and not allowed to pass through in simulation and actual traffic management.

[0053] In order to accurately reflect the impact of the activity area in simulation and practical application, it is necessary to calculate the start and end positions of each segment according to the start and end positions of the activity area and the length of each segment.

[0054] Start and end positions of the warning area:

[0055]

[0056] Start and end positions of the upstream transition area:

[0057]

[0058] Start and end positions of the buffer area:

[0059]

[0060] Start and end positions of the downstream transition area:

[0061]

[0062] Start and end positions of the termination area:

[0063]

[0064] wherein, represents the start position of the warning area, represents the end position of the warning area, represents the start position of the work area, represents the end position of the work area, represents the start position of the buffer area, represents the end position of the buffer area, represents the start position of the upstream transition area, represents the end position of the upstream transition area, represents the start position of the downstream transition area, represents the end position of the downstream transition area, represents the start position of the work area, represents the end position of the work area.

[0065] In step S2, the vehicle state is represented by five elements, and the state parameters of the vehicle in simulation are dynamically adjusted, and the interaction between the vehicle and the construction area environment is used to achieve more accurate simulation results.

[0066] The vehicle state includes 5 elements: q vehiclej = (pos j , lane j , ds j , sf j , lc j )

[0067] vehicle j represents the vehicle;

[0068] pos j is the current position of vehicle j ,

[0069] lane j is the current lane index of vehicle j ,

[0070] ds j is the maximum desired speed of vehicle j , which is usually assumed to be equal to the speed limit of the road under normal conditions.

[0071] sf j is the speed factor of vehicle j , and the actual maximum desired speed of a single vehicle is sf j * ds j ,

[0072] lc j = {0, 1} represents the lane change mode of vehicle j , lc j = 1 indicates that the vehicle is in a lane change state, and its lane changing behavior is controlled by the underlying simulation model, lc j = 0 indicates that the vehicle is in a non-lane change state, and will maintain the current lane and continue driving.

[0073] The vehicle state control in step S2 includes the following sub-steps:

[0074] S2.1, for the vehicle that enters the warning zone and successfully turns into the drivable lane, use the setLaneChangeMode function to set it to the prohibited lane change mode, and use the setDesiredMaxSpeed function to adjust the speed coefficient of the vehicle to implement the first stage of speed limit, and when the vehicle enters the second half of the warning zone, use the setDesiredMaxSpeed function again to adjust the speed coefficient to perform the second stage of speed limit;

[0075] S2.2, if the current lane of the vehicle is not passable, use the changeLane function to force the vehicle to change lane to a passable lane, and then use the setLaneChangeMode function to set it to the no-lane-changing mode, which remains throughout the process for vehicles in the buffer zone and work zone;

[0076] S2.3, after the vehicle enters the downstream transition zone, use the setLaneChangeMode function to switch the vehicle to the lane-changing mode, and perform lane changing and merging;

[0077] S2.4, after the vehicle leaves the termination zone, use the setDesiredMaxSpeed function to restore the initial speed coefficient of the vehicle and restore the normal speed limit.

[0078] During the simulation process, the vehicle state controller collects vehicles in each section of the construction area at each time step and performs corresponding operations according to the rules. The control rules of the vehicle state controller are shown in Table 4:

[0079] Table 4 Control rules table of vehicle state controller

[0080]

[0081]

[0082] SL0 represents the initial speed limit of the highway, SL1 represents the first-level speed limit of the construction area, and SL2 represents the second-level speed limit of the construction area.

[0083] To evaluate the effectiveness of the proposed method, a real evaluation was conducted on a real road network. Specifically, we selected a 10-kilometer section of the Zhongshan Expressway in China as the test area. In the specified area, data from 19 bottleneck data collection points were collected as input for evaluation. Before obtaining traffic statistics, a "warm-up" period was set in the software package to allow the simulated highway to reach a steady state, ensuring a balance of vehicles entering and leaving the highway. In this way, we aimed to utilize real data and allow the system to stabilize, thereby evaluating the performance and effectiveness of the framework in a real-world scenario and ensuring reliable traffic statistics.

[0084] Figure 4Scatter plots of flow-speed, density-flow and density-speed relationships in the pre-warning zone are shown. Fig. (a) is the flow-speed plot for the first half of the pre-warning zone, (b) is the density-flow plot for the first half of the pre-warning zone, (c) is the density-speed plot for the first half of the pre-warning zone, (d) is the flow-speed plot for the second half of the pre-warning zone. (e) is the density-flow plot for the second half of the pre-warning zone, (f) is the density-speed plot for the second half of the pre-warning zone. By carefully observing the first half of the pre-warning zone, it can be found that when the density is below 15 veh / km / lane, the traffic flow is in the non-congested state, and the vehicle speed is mainly concentrated around the speed limit of 80 km / h. In contrast, when the density exceeds 15 veh / km / lane, the traffic flow state suddenly changes from the non-congested state to the congested state. In the second half of the pre-warning zone, the speed limit is reduced from 80 km / h to 60 km / h. This reduction promotes the increase of traffic flow density. When the density is below 20 veh / km / lane, the traffic flow remains in the non-congested state. However, when the density exceeds 20 veh / km / lane, it suddenly changes to the congested state, highlighting the sensitivity of traffic flow to density changes.

[0085] Figure 5 Scatter plots of flow-speed, density-flow and density-speed relationships in the upstream transition zone and the work zone are shown. Specifically, (a) is the flow-speed plot for the transition zone, (b) is the density-flow plot for the transition zone, (c) is the density-speed plot for the transition zone, (d) is the flow-speed plot for the work zone, (e) is the density-flow plot for the work zone, (f) is the density-speed plot for the work zone. In the upstream transition zone, when the density is below 20 veh / km / lane, the traffic flow remains in the non-congested state. In contrast, when the density exceeds 20 veh / km / lane, the forced merging from the outer lane causes disturbance to the traffic flow, which in turn changes to the congested state. In the work zone, when the density exceeds 20 veh / km / lane, the flow continues to increase, but the density remains below 35 veh / km / lane. This phenomenon, which is significantly different from the typical congestion density, indicates that the traffic flow in the work zone always avoids congestion. These observations show that the changes in traffic flow in the upstream transition zone and the pre-warning zone play a regulating role in the changes in traffic flow in the work zone. Therefore, the analysis shows that the main traffic bottleneck is located in the transition zone and the pre-warning zone upstream of the work zone.

[0086] In addition, the present application is compared with the conventional traffic simulation modeling and analysis method, with reference to Figure 6 which shows a highway fine-grained microscopic traffic analysis method for a construction area, Figure 7The traditional traffic simulation modeling and analysis method is shown in the graph. It can be seen that the traditional traffic simulation modeling and analysis method shows a higher average vehicle speed and a smoother running state, which is contrary to the actual situation. This difference may lead to overly optimistic simulation results, which to some extent affects the traffic decision in the real world. In contrast, the proposed method simulates traffic flow closer to the unique traffic flow pattern observed in the work area. In particular, it captures the expected deceleration characteristics in different areas. This consistency highlights the ability of the proposed algorithm to more accurately reproduce real traffic dynamics in construction areas, making the precision of the traffic simulation model higher.

[0087] Another aspect of the present application provides an electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the steps of any of the methods of the present application when executing the computer program.

[0088] The present application also provides a computer-readable storage medium having a computer program stored thereon, characterized in that the computer program is executed by a processor to implement the steps of any of the methods of the present application.

[0089] Although the present application has been described above with reference to a preferred embodiment, it is not intended to limit the present application. Those skilled in the art, without departing from the spirit and scope of the present application, can make various modifications and improvements. Therefore, the scope of protection of the present application shall be subject to the scope defined by the claims.

Claims

1. A highway fine micro traffic analysis method for a construction area, characterized by, The method comprises the following steps: S1, construction area environment configuration: according to the start and end positions of the construction area, matching the corresponding edges on the basic road network, inserting nodes into the edges to obtain isolated sections, further dividing each section for the isolated section, calculating the length of each section, determining the start and end positions of each section, closing the lane and designating the construction lane as non-passable; the further division of each section for the isolated section includes the following sub-steps: S1.1, set the area between the start point of the highway maintenance work control zone and the start point of the upstream transition zone as the warning zone, and the start and end positions of the warning zone are as follows: ， S1.2, set the region between the end of the early warning zone and the start of the buffer zone as the upstream transition zone, the start and end positions of the upstream transition zone are as follows: , S1.3, set the region between the end of the upstream transition zone and the start of the work zone as a buffer zone, the start and end positions of the buffer zone are as follows: , S1.4, set the area between the end point of the buffer zone and the start point of the downstream transition zone as the work zone, and the start and end positions of the work zone are obtained from actual data; S1.5, set the area between the end point of the work area and the start point of the termination area as a downstream transition area, the start and end positions of the downstream transition area are as follows: , S1.6, set the area after the downstream transition zone as the termination zone, and the start and end positions of the termination zone are as follows: ， wherein denotes the length of the warning zone, denotes the length of the upstream transition zone, denotes the length of the buffer zone, denotes the length of the downstream transition zone, denotes the length of the termination zone, denotes the start position of the warning zone, denotes the end position of the warning zone, denotes the start position of the work zone, denotes the end position of the work zone, denotes the start position of the buffer zone, denotes the end position of the buffer zone, denotes the start position of the upstream transition zone, denotes the end position of the upstream transition zone, denotes the start position of the downstream transition zone, denotes the end position of the downstream transition zone, denotes the start position of the work zone, denotes the end position of the work zone; S2, vehicle state control: obtain the state of the vehicle, set the vehicle's lane change mode according to the vehicle's current position, the vehicle's current lane index, set the vehicle's maximum expected speed, and force the vehicle to change lanes to the target lane to achieve vehicle control, which includes the following sub-steps: S2.1, for the vehicle entering the warning zone and successfully turning into the drivable lane, set it to the prohibited lane change mode, adjust the vehicle's speed coefficient, implement the first stage of speed limit, and when the vehicle enters the second half of the warning zone, adjust the speed coefficient again to implement the second stage of speed limit; S2.2, in the upstream transition zone, if the current lane of the vehicle is non-passable, force the vehicle to change lanes to the passable lane, and then set it to the prohibited lane change mode, and keep the prohibited lane change mode for the vehicles in the buffer zone and work zone throughout the process; S2.3, after the vehicle enters the downstream transition zone, switch the vehicle to the lane change mode for lane changing and merging; S2.4, after the vehicle leaves the termination zone, restore the initial speed coefficient of the vehicle and resume normal speed limit.

2. The method of claim 1, wherein the method is a highway fine microscopic traffic analysis method for a construction area. The edge insertion node obtains the isolated section, which includes the following steps A to step B: Step A: determine whether the start and end positions of the construction area are on the same edge, i.e. the start and end points are on the same edge, if yes, the edge is interrupted twice to form three sections, the section between the start and end points is regarded as the isolated section, otherwise, execute step B; Step B: the start and end points are located on different edges, each corresponding edge is interrupted once, and each edge forms two sections, the section between the start and end points is determined as the isolated section. 3.The method of claim 1, wherein, In step S2, the vehicle state comprises 5 elements: , vehicle j vehicle j vehicle j vehicle < pos j is the current position of the vehicle j ​ lane j is vehicle j current lane index, ds j is the vehicle j the maximum speed desired, usually assumed equal to the speed limit of the road in normal conditions; sf j It is a vehicle j The speed factor is given by sf, where sf is the actual maximum expected speed of the vehicle. j *ds j , lc j ={0, 1} indicates the lane change mode of the vehicle j lc j = 1 indicates that the vehicle is in a lane change state, whose lane change behavior is controlled by the underlying simulation model, lc j = 0 indicates that the vehicle is in a non-lane change state, which will maintain the current lane and continue driving.

4. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor executes the computer program to realize the steps of the method in any one of claims 1 to 3.

5. A computer readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to realize the steps of the method in any one of claims 1 to 3.

Images