Expressway interleaving area optimization method, terminal equipment and storage medium

Abstract

The invention relates to an expressway interleaving area optimization method, terminal equipment and a storage medium. The method comprises the following steps: collecting traffic demand data and vehicle track data of an expressway interleaving area to be optimized; calculating lane changing rates corresponding to different interweaving area types; performing lane change rate scoring on each interweaving area type; according to the traffic flow in different flow directions, the proportions of straight movement, confluence and diversion in the three flow directions are set; calculating a conflict probability, a serious conflict probability and corresponding proportions; setting scores corresponding to the conflict probability and the serious conflict probability; calculating the safety performance of each interleaving area type in the lane changing event; setting a lane changing rate target proportion and a lane changing safety target proportion corresponding to each interweaving area type; calculating a comprehensive score of each interweaving area type; and selecting the interweaving area type with the highest comprehensive score. According to the method, traffic organization design in the aspect of safety can be effectively carried out on the expressway interweaving area.

Description

Technical Field

[0001] The present invention relates to the field of road planning, and in particular to an expressway interweaving area optimization method, terminal equipment and storage medium. Background Art

[0002] Expressways are the product of the interdependence and mutual promotion of urbanization and motorization. They are systematic, global, networked and multifunctional urban corridors formed by gradually optimizing and upgrading the road grade in the existing road network skeleton. With the increase in the number of motor vehicles and the improvement of people's requirements for traffic efficiency, expressways, which account for less than 10% of the total scale of urban roads, bear about 40% of the total traffic demand of the entire urban road network. The high traffic exposure and high-speed driving environment of expressways can easily lead to serious traffic safety problems, such as high accident rates and serious accident consequences.

[0003] As a key component and bottleneck section of the expressway, the safety performance of the weaving area significantly affects the traffic safety of the entire expressway. The traffic organization design of the weaving area affects the operation and safety of traffic flow, and the lane-changing behavior of vehicles in different directions, as an important feature that distinguishes the weaving area from the basic section of the expressway, significantly affects the operation and safety of traffic flow in the weaving area.

[0004] In order to improve the traffic safety environment in weaving areas, scholars have established a variety of safety performance models and accident prediction models to understand the accident mechanism in weaving areas and analyze the impact of traffic organization design elements in weaving areas on the probability and severity of accidents. However, since traffic accidents are random low-probability events, data acquisition is difficult, and the traffic accident modeling method supported by traditional regression technology requires the aggregation of accident data and traffic flow data, resulting in the insensitivity of macro traffic organization design elements to micro traffic flow characteristics, making it difficult to establish a quantitative and stable correlation. This defect has led to the fact that existing traffic organization design in weaving areas rarely considers lane change behavior characteristics and their safety in the design stage. Therefore, it is very necessary to fundamentally improve the road traffic safety environment in weaving areas and optimize the traffic organization design in weaving areas by considering traffic safety. Summary of the invention

[0005] In order to solve the above problems, the present invention proposes an expressway weaving area optimization method, terminal equipment and storage medium.

[0006] The specific plan is as follows:

[0007] A method for optimizing an expressway weaving area comprises the following steps:

[0008] S1: Collect traffic demand data and vehicle trajectory data of the expressway weaving area to be optimized; the traffic demand data includes total vehicle flow, weaving vehicle flow and through vehicle flow, where the weaving vehicle flow consists of merging vehicle flow and diverging vehicle flow;

[0009] S2: Combine the collected traffic demand data to calculate the lane change rate LC corresponding to different weaving area types i ;

[0010] S3: Score the lane change rate of each weaving area type according to the lane change rate corresponding to each weaving area type;

[0011] S4: according to the proportion of through traffic flow to total traffic flow (MTR), the proportion of merging traffic flow to total traffic flow (MR) and the proportion of diverging traffic flow to total traffic flow (DR) in the traffic demand data, the proportion of through traffic flow, merging traffic flow and diverging traffic flow is set;

[0012] S5: Calculate the conflict probability and severe conflict probability corresponding to each flow direction in each weaving area type, and set the conflict probability ratio and severe conflict probability ratio corresponding to each type of flow direction in each weaving area type according to the magnitude relationship between the conflict probability and the severe conflict probability;

[0013] S6: according to the conflict probability of each interweaving area type corresponding to each flow direction, setting the conflict probability score of each interweaving area type corresponding to the flow direction; according to the severe conflict probability of each interweaving area type corresponding to each flow direction, setting the severe conflict probability score of each interweaving area type corresponding to the flow direction;

[0014] S7: Calculate the safety performance of each weaving area type in a lane change event:

[0015] Safe i =w OD1 *Safe oDi1 +w OD2 *Safe ODi2 +w OD3 *Safe ODi3

[0016] Safe ODij =w ODij-C *Score ODij-C +w ODij-SC *Score ODij-CS

[0017] Among them: Safe i represents the safety performance of the i-th weaving area type, w OD1 、w OD2 、w OD3 Respectively represent the proportion of the three flow directions of straight, merging and diverging; Safety ODij represents the safety performance of the jth flow direction in the i-th weaving area type, j∈[1,3]; w Odij-C represents the conflict probability ratio of the jth flow direction in the i-th interweaving area type; w ODij-SCScore represents the probability ratio of severe conflict of the jth flow direction in the i-th interweaving area type; ODij-C represents the conflict probability score of the jth flow direction in the i-th interleaving area type; Socre ODij-CS represents the probability score of severe conflict for the j-th flow direction in the i-th weaving area type;

[0018] S8: according to the lane change rate of each weaving area type, setting the lane change rate target ratio corresponding to each weaving area type, and subtracting the difference between 1 and the lane change rate target ratio as the lane change safety target ratio corresponding to the weaving area type;

[0019] S9: Combine the lane change rate target proportion and lane change safety target proportion corresponding to each weaving area type, and calculate the comprehensive score Socre for each weaving area type under the lane change rate target and safety target i :

[0020]

[0021] in, represents the target proportion of lane change rate of the i-th weaving area type; represents the proportion of lane change safety targets of the i-th weaving area type; represents the lane-changing rate score of the i-th weaving area type; Safe i represents the safety performance of the i-th weaving area type;

[0022] S10: Selecting the weaving area type with the highest comprehensive score as the weaving area type of the expressway weaving area to be optimized.

[0023] Furthermore, the lane change rate LC in the weaving area i The calculation formula is:

[0024]

[0025] Where i represents the serial number of the interleaving area type, LC i represents the lane-changing rate of the i-th weaving zone type; LC i0 represents the average lane-changing rate of the i-th weaving area type; K represents the total number of factors affecting the lane-changing rate; k represents the number of factors affecting the lane-changing rate; X ik represents the value of the kth factor affecting the lane-changing rate in the i-th weaving area type; β ik represents the weight coefficient of the kth factor affecting the lane-changing rate in the i-th weaving area type; ε i Represents the random error corresponding to the i-th interleaving area.

[0026] Furthermore, the proportion of vehicles in the three types of flow, namely, straight, merging and diverging, satisfies: w OD1 +w OD2+w OD3 =1 and w OD1 :w OD2 :w OD3 ≈MTR:MR:DR, where w OD1 Indicates the proportion of vehicles in the straight flow direction, w OD2 Indicates the proportion of vehicles in the merging direction, w OD3 Indicates the proportion of vehicles with a certain flow type.

[0027] Furthermore, the calculation formula of the conflict probability is:

[0028]

[0029] Among them, p ij represents the conflict probability corresponding to the jth flow direction in the i-th interleaving area type; p ij0 represents the average conflict probability corresponding to the jth flow direction in the i-th interleaving area type; l represents the number of factors affecting the conflict probability; L represents the total number of factors affecting the conflict probability; X ijl represents the value of the lth factor affecting the conflict probability in the jth flow direction of the i-th interleaving area type; γ ijl It represents the weight coefficient of the lth factor affecting the conflict probability in the jth flow direction of the i-th interleaving area type; ε represents the residual.

[0030] Furthermore, the calculation formula for the probability of severe conflict is:

[0031]

[0032] Among them, q ij represents the probability of severe conflict corresponding to the jth flow direction in the i-th interleaving area type; q ij0 It represents the average severe conflict probability corresponding to the j-th flow direction in the i-th interleaving area type.

[0033] Furthermore, it also includes: according to the selected weaving area type, calculating the lane change rate when there are lanes of different numbers of types under the weaving area type; and then after replacing the weaving area type with the number type, calculating the comprehensive score of each number type under the lane change rate target and the safety target through the method of steps S3-S9, and then selecting the number type with the highest comprehensive score as the number of lanes included in the expressway weaving area to be optimized.

[0034] Furthermore, it also includes: according to the selected weaving area type and quantity type, calculating the lane change rates corresponding to different weaving area length types when the lanes under the weaving area type contain the quantity type; and then after replacing the weaving area type with the weaving area length type, calculating the comprehensive score of each weaving area length type under the lane change rate target and the safety target through the method of steps S3-S9, and then selecting the weaving area length type with the highest comprehensive score as the weaving area length of the expressway weaving area to be optimized.

[0035] An expressway interweaving area optimization terminal device comprises a processor, a memory and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the above-mentioned method of the embodiment of the present invention when executing the computer program.

[0036] A computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the method described above in an embodiment of the present invention are implemented.

[0037] The present invention adopts the above technical solution, which can effectively carry out traffic organization design for safety in the interweaving area of ​​the expressway and has practical application value. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 Shown is a flow chart of a method according to a first embodiment of the present invention.

[0039] Figure 2 Shown is a schematic diagram of different types of interlaced areas in this embodiment. DETAILED DESCRIPTION

[0040] To further illustrate various embodiments, the present invention provides drawings. These drawings are part of the disclosure of the present invention, which are mainly used to illustrate the embodiments and can be used in conjunction with the relevant descriptions in the specification to explain the operating principles of the embodiments. With reference to these contents, ordinary technicians in this field should be able to understand other possible implementations and advantages of the present invention.

[0041] The present invention will now be further described with reference to the accompanying drawings and specific implementation methods.

[0042] Embodiment 1:

[0043] The embodiment of the present invention provides a method for optimizing the interweaving area of ​​an expressway. Figure 1 As shown, the method comprises the following steps:

[0044] S1: Collect traffic demand data and vehicle trajectory data of the expressway weaving area to be optimized; the traffic demand data includes total vehicle flow, weaving vehicle flow and through vehicle flow, wherein the total vehicle flow consists of weaving vehicle flow and through vehicle flow, and the weaving vehicle flow consists of merging vehicle flow and diverging vehicle flow.

[0045] The vehicle trajectory data may include the lane number, longitudinal position, lateral position, instantaneous speed, vehicle length, and vehicle width of the vehicle.

[0046] When collecting traffic demand data and vehicle trajectory data, this embodiment collects data from 7:00 a.m. to 9:00 a.m. and 4:00 p.m. to 6:00 p.m. in a day. In the specific collection process, a drone can be deployed to a shooting range of 265 to 275 meters in the air to cover the entire interweaving area, and it is also necessary to cover some basic sections or ramps of the main and auxiliary roads upstream and downstream of the interweaving area. There should be no obstructions within the interweaving area, such as pedestrian bridges and roadside trees that will block the continuous driving trajectory of vehicles within the road range. Subsequent vehicle trajectory extraction cannot be performed in the interweaving area; there should be no periodic queuing and queuing dissipation caused by intersections within 100 meters downstream of the interweaving area, so as to reduce the impact of intersection traffic lights on the traffic flow operation characteristics within the interweaving area.

[0047] S2: Combine the collected traffic demand data to calculate the lane change rate LC corresponding to different weaving area types i .

[0048] In this embodiment, it is set as Figure 2 The four types of interleaving zones shown are as follows:

[0049] Category 1: Ramp interweaving type (i.e. Figure 2 Type A, ramp weaving), including one auxiliary lane, there is only one access lane for the entry and exit ramps and the weaving area. The merging and diverging vehicles need to perform a necessary lane change to complete the weaving operation. There are two weaving lanes, one for the merging and one for the diverging vehicles.

[0050] Category II: Main interweaving - general type (i.e. Figure 2 Type A, main weaving), with two or more auxiliary lanes, the number of access lanes between the entry and exit ramps and the weaving area is three or more, and the merging and diverging vehicles must perform a necessary lane change to complete the weaving operation. There are two weaving lanes, one for the merging vehicle and one for the diverging vehicle.

[0051] Category III: Main interweaving-confluence type (i.e. Figure 2Type B, main weaving), usually there are two or more auxiliary lanes. When the road area is insufficient, one auxiliary lane can also be set up. The number of access lanes from the entry ramp and the exit ramp to the weaving area is three or more. Usually there are two weaving lanes, both for merging vehicles. When there is a merging lane, one of the two weaving lanes is shared by merging vehicles and diverging vehicles, and the other is used by merging vehicles. When there is a lane balancing setting, there are three weaving lanes, two of which are used by merging vehicles and one is used by diverging vehicles. In any case, the merging vehicle does not need to perform the necessary lane change to complete the weaving operation. Generally, the diverging vehicle needs to perform two necessary lane changes to complete the weaving operation. When there is a merging lane or a lane balancing setting, the diverging vehicle only needs to perform one necessary lane change to complete the weaving operation.

[0052] Category 4: Main interweaving-diversion type (i.e. Figure 2 Type C, main weaving): Normally there are two or more auxiliary lanes. When the road area is insufficient, one auxiliary lane can be set up. The number of access lanes from the on-ramp and off-ramp to the weaving area is three or more. Normally there are two weaving lanes, both for diverging vehicles. When there is a merging lane, one of the two weaving lanes is shared by merging vehicles and diverging vehicles, and the other is used by diverging vehicles. When there is a lane balancing setting, there are three weaving lanes, two of which are used by diverging vehicles and one is used by merging vehicles. In any case, the diverging vehicle does not need to perform the necessary lane change to complete the weaving operation. Generally, the merging vehicle needs to perform two necessary lane changes to complete the weaving operation. When there is a merging lane or lane balancing setting, the merging vehicle only needs to perform one necessary lane change to complete the weaving operation.

[0053] In this embodiment, the lane change rate LC in the weaving area i The calculation formula is:

[0054]

[0055] Where i represents the serial number of the interleaving area type, LC i represents the lane-changing rate of the i-th weaving zone type; LC i0 represents the average lane-changing rate of the ith weaving area type, which is obtained by collecting historical traffic demand data corresponding to the ith weaving area type and using the ratio of the weaving traffic volume to the total traffic volume in the historical traffic demand data as the average lane-changing rate of the ith weaving area type; K represents the total number of factors affecting the lane-changing rate, and those skilled in the art can set the factors affecting the lane-changing rate according to actual conditions, such as the total traffic volume within 30 seconds in the weaving area, the proportion of through traffic volume, the proportion of weaving traffic volume, etc.; k represents the sequence number of the factors affecting the lane-changing rate; X ik represents the value of the kth factor affecting the lane-changing rate in the i-th weaving area type; β ikrepresents the weight coefficient of the kth factor affecting the lane-changing rate in the i-th weaving area type, and its value can be set according to actual needs; ε i represents the random error corresponding to the i-th interleaving area, satisfying ε i ~N(0,σ 2 I), represents the effect of other factors other than K factors on the lane-changing rate LC i Influences such as driving behavior, psychology, weather, etc.

[0056] S3: Score the lane change rate of each weaving area type according to the lane change rate corresponding to each weaving area type;

[0057] In this embodiment, the weaving area types are arranged in descending order of lane changing rate, the weaving area type with the largest lane changing rate is given the highest lane changing rate score, and the weaving area type with the smallest lane changing rate is given the lowest lane changing rate score. For example, in descending order of lane changing rate, the lane changing rate scores of the corresponding weaving area types are set to 4, 3, 2, and 1.

[0058] S4: According to the proportion of through traffic flow to total traffic flow (MTR), the proportion of merging traffic flow to total traffic flow (MR) and the proportion of diverging traffic flow to total traffic flow (DR) in traffic demand data, the proportions of through traffic, merging traffic and diverging traffic are set.

[0059] In this embodiment, the proportions of vehicles in the three types of flow directions, namely, straight flow, merging flow and diverging flow, satisfy the following: OD1 +w OD2 +w OD3 =1 and w OD1 :w OD2 :w OD3 ≈MTR:MR:DR, where w OD1 Indicates the proportion of vehicles in the straight flow direction, w OD2 Indicates the proportion of vehicles in the merging direction, w OD3 Indicates the proportion of vehicles with a certain flow type.

[0060] S5: Calculate the conflict probability p corresponding to each flow direction in each weaving area type ij and the probability of severe conflict q ij , and according to the conflict probability p ij and the probability of severe conflict q ij The size relationship is set, and the conflict probability proportion w corresponding to each type of flow direction in each interleaving area type is set ODij-C and the probability of serious conflict w ODij-SC .

[0061] In this embodiment, the calculation formula for setting the conflict probability is:

[0062]

[0063] Among them, p ij represents the conflict probability corresponding to the jth flow direction in the i-th interleaving area type; p ij0 represents the average conflict probability corresponding to the jth flow direction in the i-th weaving area type, which is calculated by calculating the ratio of the number of vehicles that have conflicts among the historical vehicles passing through the jth flow direction in the i-th weaving area type to the total number of vehicles as the average conflict probability corresponding to the jth flow direction in the i-th weaving area type; l represents the sequence number of the factors affecting the conflict probability; L represents the total number of factors affecting the conflict probability, and those skilled in the art can set the factors affecting the conflict probability according to actual conditions, such as the duration of the lane change process, the average speed, etc.; X ijl represents the value of the lth factor affecting the conflict probability in the jth flow direction of the i-th interleaving area type; γ ijl represents the weight coefficient of the lth factor affecting the conflict probability in the jth flow direction of the i-th interleaving area type, and represents X ijl P ij The influence degree of , its value can be set according to actual needs; ε represents the residual, which is the influence of other factors other than L factors on the conflict probability, such as driving behavior, psychology, weather, etc., ε~N(0,σ 2 I).

[0064] In this embodiment, the conflicts include rear-end collision and side collision. Whether the vehicle has a rear-end collision or side collision is determined by the following method:

[0065] The TTC value of a vehicle is as follows:

[0066]

[0067] d=|X i-1 -X i |-(W i-1 +W i ) / 2

[0068] Among them, Y i-1 (t) and Y i (t) represents the longitudinal position of the center of the i-1th vehicle and the i-th vehicle along the traffic flow direction; X i-1 and X i The lateral positions of the centers of the i-1th vehicle and the i-th vehicle along the direction of traffic flow; d represents the lateral distance between the two vehicles; v i-1 (t) and v i (t) represent the speeds of the i-1th vehicle and the i-th vehicle along the traffic flow direction at time t; l i-1 and l i are the lengths of the i-1th vehicle and the i-th vehicle along the traffic flow direction respectively; W i-1and W i They represent the width of the i-1th vehicle and the i-th vehicle along the direction of traffic flow respectively.

[0069] A vehicle whose TTC value is less than a time threshold (such as 4 seconds) is judged to have a rear-end collision, and a vehicle whose TTC value is less than a time threshold and a lateral distance is less than a distance threshold (such as 0.6 meters) is judged to have a side collision.

[0070] In this embodiment, the calculation formula for the probability of severe conflict is set as:

[0071]

[0072] Among them, q ij represents the probability of severe conflict corresponding to the jth flow direction in the i-th interleaving area type; q ij0 It represents the average serious conflict probability corresponding to the j-th flow direction in the ith weaving area type. It is calculated by calculating the ratio of vehicles with serious conflict levels (e.g., there are four conflict levels, namely, slight, moderate, severe, and very severe, and the second and above levels are set as severe conflict levels, namely, moderate, severe, and very severe) among the number of vehicles that have conflicts in the history of the j-th flow direction in the ith weaving area type to the total number of vehicles as the average serious conflict probability corresponding to the j-th flow direction in the ith weaving area type.

[0073] In this embodiment, according to the conflict probability p ij and the probability of severe conflict q ij The size relationship is set, and the conflict probability proportion w corresponding to each type of flow direction in each interleaving area type is set ODij-C and the probability of serious conflict w ODij-SC The specific method is: calculate the conflict probability proportion w corresponding to the jth flow direction in the i-th interleaving area type ODij-C and the probability of serious conflict w ODij-SC When the conflict probability p corresponding to the jth flow direction in the i-th interleaving area type is determined, ij Is it greater than the probability of severe conflict q? ij If yes, then set the conflict probability proportion w corresponding to the jth flow direction in the i-th interleaving area type ODij-C Greater than 0.5, the probability of serious conflict is 1-w ODij-C .

[0074] S6: According to the conflict probability p of each interleaving area type corresponding to each flow direction ij , set the conflict probability score of each interweaving area type corresponding to the flow direction ODij-C ; According to the serious conflict probability q of each type of interleaving area corresponding to each flow direction ij , set the serious conflict probability score Score of each interweaving area type corresponding to the flow directionODij-CS .

[0075] When setting the conflict probability scores of different weaving area types corresponding to the j-th flow direction, this embodiment arranges the conflict probabilities of all weaving area types corresponding to the j-th flow direction in ascending order, gives the highest lane change rate score to the weaving area type with the lowest conflict probability, and gives the lowest lane change rate score to the weaving area type with the highest conflict probability. For example, the conflict probability scores of the corresponding weaving area types are set to 4, 3, 2, and 1 in ascending order of the conflict probabilities.

[0076] When setting the severe conflict probability scores for different weaving area types corresponding to the j-th flow direction, the severe conflict probabilities of all weaving area types corresponding to the j-th flow direction are arranged in order from small to large, and the highest lane changing rate score is given to the weaving area type with the smallest severe conflict probability, and the lowest lane changing rate score is given to the weaving area type with the largest severe conflict probability. For example, the severe conflict probability scores of the corresponding weaving area types are set to 4, 3, 2, and 1 in order from small to large.

[0077] S7: The safety performance of each weaving area type in the lane change event is calculated by the following formula: i :

[0078] Safe i =w OD1 *Safe ODi1 +w OD2 *Safe ODi2 +w OD3 *Safe ODi3

[0079] Safe ODij =w ODij-C *Score ODij-C +w ODij-SC *Score ODij-CS

[0080] Among them: Safe i represents the safety performance of the i-th weaving area type, w OD1 、wOD2、w OD3 Respectively represent the proportion of the three flow directions of straight, merging and diverging; Safety ODij represents the safety performance of the jth flow direction in the i-th weaving area type, j∈[1,3]; w ODij-C represents the conflict probability ratio of the jth flow direction in the i-th interweaving area type; w ODij-SC Score represents the probability ratio of severe conflict of the jth flow direction in the i-th interweaving area type; ODij-C Score represents the conflict probability score of the jth flow direction in the i-th interweaving area type;ODij-CS Represents the severe conflict probability score of the j-th flow direction in the i-th interleaving area type.

[0081] S8: According to the lane change rate of each weaving area type, set the lane change rate target proportion corresponding to each weaving area type The difference between 1 and the lane change rate target ratio is taken as the lane change safety target ratio corresponding to the weaving area type.

[0082] In this embodiment, the method for setting the lane change rate target ratio corresponding to each weaving area type according to the lane change rate of each weaving area type is as follows: after arranging the lane change rates of all weaving areas in descending order, the weaving area type with the largest lane change rate is given the largest lane change rate target ratio, and the weaving area type with the smallest lane change rate is given the smallest lane change rate target ratio. For example, in descending order of the lane change rate, the lane change rate target ratios of the corresponding weaving area types are set to 0.8, 0.6, 0.4, and 0.2. It should be noted that the lane change rate target is a positive number less than 1.

[0083] S9: Combine the lane change rate target proportions corresponding to each weaving area type and lane change safety target ratio Calculate the comprehensive score of each weaving area type under the lane change rate target and safety target i :

[0084]

[0085] in, represents the target proportion of lane change rate of the i-th weaving area type; represents the proportion of lane change safety targets of the i-th weaving area type; represents the lane-changing rate score of the i-th weaving area type; Safe i Represents the safety performance of the i-th weaving area type.

[0086] S10: Selecting the weaving area type with the highest comprehensive score as the weaving area type of the expressway weaving area to be optimized.

[0087] The above steps realize the optimization of the weaving area type of the expressway weaving area to be optimized, and then the number of lanes under the weaving area type can be optimized, that is: according to the selected weaving area type, the lane change rate when there are lanes of different numbers of types under the weaving area type is calculated; after replacing the weaving area type with the number type, the comprehensive score of each number type under the lane change rate target and the safety target is calculated through the method of steps S3-S9, and then the number type with the highest comprehensive score is selected as the number of lanes included in the expressway weaving area to be optimized.

[0088] After optimizing the lane data under the weaving area type, the weaving area length of the weaving area type that includes the corresponding number of lanes may also be optimized, that is, according to the selected weaving area type and number type, the lane changing rates corresponding to different weaving area length types when the lanes under the weaving area type include the number type are calculated; and then after replacing the weaving area type with the weaving area length type, the comprehensive score of each weaving area length type under the lane changing rate target and the safety target is calculated by the method of steps S3-S9, and then the weaving area length type with the highest comprehensive score is selected as the weaving area length of the expressway weaving area to be optimized.

[0089] The embodiment of the present invention can effectively carry out traffic organization design in terms of safety in the interweaving area of ​​the expressway, and has practical application value.

[0090] Embodiment 2:

[0091] The present invention also provides an expressway interweaving area optimization terminal device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps in the above-mentioned method embodiment of embodiment 1 of the present invention when executing the computer program.

[0092] Further, as an executable solution, the expressway interweaving area optimization terminal device may be a computing device such as a desktop computer, a notebook, a PDA, and a cloud server. The expressway interweaving area optimization terminal device may include, but is not limited to, a processor and a memory. Those skilled in the art may understand that the composition structure of the expressway interweaving area optimization terminal device is merely an example of the expressway interweaving area optimization terminal device, and does not constitute a limitation on the expressway interweaving area optimization terminal device. It may include more or less components than the above, or a combination of certain components, or different components. For example, the expressway interweaving area optimization terminal device may also include input and output devices, network access devices, buses, etc., which are not limited in the embodiments of the present invention.

[0093] Further, as an executable solution, the processor may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc. The processor is the control center of the expressway interlaced area optimization terminal device, and uses various interfaces and lines to connect various parts of the entire expressway interlaced area optimization terminal device.

[0094] The memory can be used to store the computer program and / or module, and the processor realizes various functions of the expressway interleaving area optimization terminal device by running or executing the computer program and / or module stored in the memory, and calling the data stored in the memory. The memory can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system and an application required for at least one function; the data storage area can store data created according to the use of the mobile phone, etc. In addition, the memory can include a high-speed random access memory, and can also include a non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital (SecureDigital, SD) card, a flash card (Flash Card), at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0095] The present invention also provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the above method in the embodiment of the present invention are implemented.

[0096] If the module / unit integrated in the expressway interweaving area optimization terminal equipment is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, it can implement the steps of the above-mentioned various method embodiments. Among them, the computer program includes computer program code, and the computer program code can be in source code form, object code form, executable file or some intermediate form. The computer-readable medium may include: any entity or device that can carry the computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory) and software distribution medium, etc.

[0097] Although the present invention has been specifically shown and described in conjunction with the preferred embodiments, it should be understood by those skilled in the art that various changes may be made to the present invention in form and details without departing from the spirit and scope of the present invention as defined by the appended claims, all of which are within the scope of protection of the present invention.

Claims

1. A method for optimizing an expressway weaving area, characterized in that: The following steps are involved: S1: Collect traffic demand data and vehicle trajectory data of the expressway weaving area to be optimized; the traffic demand data includes total vehicle flow, weaving vehicle flow and through vehicle flow, where the weaving vehicle flow consists of merging vehicle flow and diverging vehicle flow; S2: Calculate the lane change rate corresponding to different weaving area types based on the collected traffic demand data; S3: Score the lane change rate of each weaving area type according to the lane change rate corresponding to each weaving area type; S4: according to the proportion of through traffic flow to total traffic flow (MTR), the proportion of merging traffic flow to total traffic flow (MR) and the proportion of diverging traffic flow to total traffic flow (DR) in the traffic demand data, the proportion of through traffic flow, merging traffic flow and diverging traffic flow is set; S5: Calculate the conflict probability and severe conflict probability corresponding to each flow direction in each weaving area type, and set the conflict probability ratio and severe conflict probability ratio corresponding to each type of flow direction in each weaving area type according to the magnitude relationship between the conflict probability and the severe conflict probability; S6: according to the conflict probability of each interweaving area type corresponding to each flow direction, setting the conflict probability score of each interweaving area type corresponding to the flow direction; according to the severe conflict probability of each interweaving area type corresponding to each flow direction, setting the severe conflict probability score of each interweaving area type corresponding to the flow direction; S7: Calculate the safety performance of each weaving area type in a lane change event: Safe i =w OD1 *Safe ODi1 +w OD2 *Safe ODi2 +w OD3 *Safe ODi3 Safe ODij =w ODij-C *Score ODij-C +w ODij-SC *Score ODij-CS Among them: Safe i represents the safety performance of the i-th weaving area type, w OD1 、w OD2 、w OD3 Respectively represent the proportion of the three flow directions of straight, merging and diverging; Safety ODij represents the safety performance of the jth flow direction in the i-th weaving area type, j∈[1,3]; w ODij-C represents the conflict probability ratio of the jth flow direction in the i-th interweaving area type; w ODij-SC Score represents the probability ratio of severe conflict of the jth flow direction in the i-th interweaving area type; ODij-C Score represents the conflict probability score of the jth flow direction in the i-th interweaving area type; ODij-CS represents the probability score of severe conflict for the j-th flow direction in the i-th weaving area type; S8: according to the lane change rate of each weaving area type, setting the lane change rate target ratio corresponding to each weaving area type, and subtracting the difference between 1 and the lane change rate target ratio as the lane change safety target ratio corresponding to the weaving area type; S9: Combine the lane change rate target proportion and lane change safety target proportion corresponding to each weaving area type, and calculate the comprehensive score of each weaving area type under the lane change rate target and safety target: in, represents the target proportion of lane change rate of the i-th weaving area type; represents the proportion of lane change safety targets of the i-th weaving area type; represents the lane-changing rate score of the i-th weaving area type; Safe i represents the safety performance of the i-th weaving area type; S10: Selecting the weaving area type with the highest comprehensive score as the weaving area type of the expressway weaving area to be optimized.

2. The expressway weaving area optimization method according to claim 1, characterized in that: Lane change rate LC in weaving area i The calculation formula is: Where i represents the serial number of the interleaving area type, LC i represents the lane-changing rate of the i-th weaving zone type; LC i0 represents the average lane-changing rate of the i-th weaving area type; K represents the total number of factors affecting the lane-changing rate; k represents the number of factors affecting the lane-changing rate; X ik represents the value of the kth factor affecting the lane-changing rate in the i-th weaving area type; β ik represents the weight coefficient of the kth factor affecting the lane-changing rate in the i-th weaving area type; ε i Represents the random error corresponding to the i-th interleaving area.

3. The expressway weaving area optimization method according to claim 1, characterized in that: The proportion of vehicles in the three types of flow, straight, merging and diverging, meets the following requirement: w OD1 +w OD2 +w OD3 =1 and w OD1 :w OD2 :w OD3 ≈MTR:MR:DR, where w OD1 Indicates the proportion of vehicles in the straight flow direction, w OD2 Indicates the proportion of vehicles in the merging direction, w oD3 Indicates the proportion of vehicles with a certain flow type.

4. The expressway weaving area optimization method according to claim 1, characterized in that: The calculation formula for the conflict probability is: Among them, p ij represents the conflict probability corresponding to the jth flow direction in the i-th interleaving area type; p ij0 represents the average conflict probability corresponding to the jth flow direction in the i-th interleaving area type; l represents the number of factors affecting the conflict probability; L represents the total number of factors affecting the conflict probability; X ijl represents the value of the lth factor affecting the conflict probability in the jth flow direction of the i-th interleaving area type; γ ijl It represents the weight coefficient of the lth factor affecting the conflict probability in the jth flow direction of the i-th interleaving area type; ε represents the residual.

5. The expressway weaving area optimization method according to claim 4, characterized in that: The calculation formula for the probability of severe conflict is: Among them, q ij represents the probability of severe conflict corresponding to the jth flow direction in the i-th interleaving area type; q ij0 It represents the average severe conflict probability corresponding to the j-th flow direction in the i-th interleaving area type.

6. The expressway weaving area optimization method according to claim 1, characterized in that: Also includes: According to the selected weaving area type, the lane changing rate is calculated when there are lanes of different numbers and types under the weaving area type; after replacing the weaving area type with the number type, the comprehensive score of each number type under the lane changing rate target and the safety target is calculated through the method of steps S3-S9, and then the number type with the highest comprehensive score is selected as the number of lanes included in the expressway weaving area to be optimized.

7. The expressway weaving area optimization method according to claim 6, characterized in that: Also includes: According to the selected weaving area type and quantity type, the lane changing rates corresponding to different weaving area length types when the lanes under the weaving area type contain the number type are calculated; then after the weaving area type is replaced with the weaving area length type, the comprehensive score of each weaving area length type under the lane changing rate target and the safety target is calculated through the method of steps S3-S9, and then the weaving area length type with the highest comprehensive score is selected as the weaving area length of the expressway weaving area to be optimized.

8. An expressway interweaving area optimization terminal device, characterized by: The method comprises a processor, a memory and a computer program stored in the memory and running on the processor, wherein the processor implements the steps of the method according to any one of claims 1 to 7 when executing the computer program.

9. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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