Vehicle passing management method for relieving urban traffic jam

Abstract

The invention discloses a vehicle passing management method for relieving urban traffic congestion, which comprises the following steps of: 1, determining the maximum number of vehicles allowed to have the passing right of a road section alpha in unit time by taking the road section passing capacity as a measurement reference of a vehicle passing quota, meanwhile, the travel time and the driving distance are provided to serve as candidate references of passing right metering; 2, determining the total passing right issuing amount of the road section road in the corresponding quota period; 3, road passing rights are allocated to household users and enterprise and public institution users according to the corresponding vehicle passing quotas in the effective period W of vehicle passing quota use, temporary vehicles when foreign users enter the city are used as temporary users, and temporary quotas are allocated; 4, vehicle passing dynamic adjustment; and 5, clearing vehicle passing quota points. According to the invention, through macroscopic regulation and control and scientific management of vehicle passing, the total travel amount and travel routes of urban vehicles are optimized, so that the urban traffic jam phenomenon is effectively relieved.

Description

Technical Field

[0001] This invention relates to the field of urban traffic management technology, and in particular to a vehicle traffic management method for alleviating urban traffic congestion. Background Technology

[0002] With rapid socio-economic development and the accelerating pace of urbanization and motorization, the rapid growth of urban population and motor vehicle ownership has triggered a dramatic increase in urban transportation demand. However, the reality of insufficient urban road space and relatively backward traffic management technology has made the contradiction between traffic demand and supply increasingly prominent. Traffic congestion has become a major problem in urban transportation, and the resulting time waste, energy consumption, and environmental pollution have significantly affected the operational efficiency of urban economic construction and social development, becoming a key factor restricting sustainable urban development.

[0003] Therefore, it is necessary to address urban traffic congestion from both the perspectives of traffic supply and traffic demand.

[0004] Currently, cities both domestically and internationally generally alleviate urban traffic congestion by increasing transportation supply and suppressing transportation demand. However, in practice, the results have not been entirely satisfactory, specifically in the following ways:

[0005] In terms of transportation supply, the limited availability of urban road land resources and road construction funds severely restricts the speed of transportation infrastructure construction, falling far short of meeting the growth rate of transportation demand. Furthermore, newly constructed transportation infrastructure can only temporarily alleviate traffic congestion; as new traffic volumes are induced, congestion will recur after a period of time, and the external losses caused by traffic congestion remain uncompensated.

[0006] In terms of traffic demand, many cities in my country have adopted the method of restricting traffic based on license plate numbers to curb traffic demand.

[0007] While it can effectively alleviate some traffic congestion and reduce air pollution in the short term, it cannot meet the needs of sustainable urban transportation development or satisfy the people's growing travel demands.

[0008] Simply relying on extensive methods such as increasing transportation infrastructure cannot fundamentally solve the problem of traffic congestion, nor can supply-side policies that purely suppress traffic demand effectively alleviate the problem of traffic congestion.

[0009] Therefore, how to optimize the total number of urban vehicle trips and travel routes to effectively alleviate urban traffic congestion has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0010] In view of the above-mentioned deficiencies of the prior art, the present invention provides a vehicle traffic management method for alleviating urban traffic congestion. The purpose is to optimize the total number of urban vehicle trips and travel routes through macro-control and scientific management of vehicle traffic, so as to effectively alleviate urban traffic congestion.

[0011] To achieve the above objectives, this invention discloses a vehicle traffic management method for alleviating urban traffic congestion, comprising the following steps:

[0012] Step 1: Use the road segment capacity as the measurement benchmark for vehicle traffic quota. Determine the maximum number of vehicles allowed to have the right of way on the target road segment α per unit time based on the traffic conditions, traffic control requirements, and road service level. At the same time, provide travel time and travel distance as candidate benchmarks for measuring the right of way.

[0013] Step 2: Using a time period as the quota period, and taking the service level of the urban road traffic network within the quota period as the control benchmark, determine the total number of right-of-way to be issued for the road segment within the corresponding quota period from the perspective of traffic demand management and road network service level.

[0014] Step 3: Divide users into three types: family users, enterprise and institution users, and temporary users. Within the effective period W of the vehicle passage quota, allocate road passage rights to the family users and the enterprise and institution users according to the corresponding vehicle passage quota. Also, treat temporary vehicles of out-of-town users entering the city as temporary users and allocate temporary quotas to them.

[0015] The temporary quota must be reapplied for by the temporary user upon expiration or exhaustion.

[0016] Step 4: Dynamic adjustment of vehicle traffic. By collecting and analyzing real-time traffic flow, road congestion, emergencies, and weather conditions, the right-of-way quota for each road segment α is dynamically adjusted.

[0017] The road congestion situation includes traffic accidents and road construction;

[0018] Step 5: Vehicle passage quota points settlement. When the effective period W of each vehicle passage quota ends, the unused vehicle passage quota and the temporary quota are settled and converted into points, which are stored in the personal accounts of the corresponding family users, the corresponding enterprise users, or the corresponding temporary users.

[0019] Preferably, step 1 includes the following steps:

[0020] Step 1.1: Determine the measurement reference set MS for vehicle passage;

[0021] Where MS = {ms1, ms2, ..., ms} i , ...,ms n}; n is the number of candidate vehicle passage measurement benchmarks; i is the i-th vehicle passage measurement benchmark, 1≤i≤n;

[0022] The vehicle passage measurement basis is road capacity, travel time, travel distance, exhaust emissions or fuel consumption;

[0023] Step 1.2: Map the metrological reference set MS to obtain the reference metrological value set CP;

[0024] Where CP{cp1,cp2,...,cp i , ...,cp n};cp i This is the reference value corresponding to the i-th vehicle passage measurement reference.

[0025] More preferably, step 2 includes the following steps:

[0026] Step 2.1: Determine the mathematical model of the urban road traffic network, specifically: take all intersections in the urban road traffic network as network nodes to form a node set N including all network nodes; take all road segments α connecting two intersections as directed lines to form a line set A including all directed lines; then the expression of the mathematical model is: G(N,A).

[0027] Where α∈A;

[0028] Step 2.2: Determine the main road network in the urban road traffic network, specifically as follows:

[0029] Let the starting node γ of all arterial road segments k in the urban road traffic network be defined as the set of arterial starting points R, where γ∈R.

[0030] Let the set of terminal nodes s of all arterial road segments k in the urban road traffic network be defined as the set of arterial endpoints S, where s∈S. The key intersection K in the urban road traffic network N =R∪S;

[0031] Then each element in the set P of OD pairs formed by each pair of the starting node γ and the ending node s of all the main road segments k is represented as p(γ,s), p∈P;

[0032] The set of main road segments k corresponding to each p(γ,s) is K. p , k∈K p ;

[0033] For each arterial road segment k, the alternative paths k other than the corresponding arterial road segment k between the starting node γ and the ending node s form an alternative path set.

[0034] but

[0035] Step 2.3: Determine the time cycle and time period length for total vehicle traffic control, specifically as follows:

[0036] The time period for controlling the total number of vehicles is defined as T;

[0037] The vehicle traffic volume control time period T is equal to the quota period;

[0038] Based on the traffic flow characteristics of different road segments α, the total vehicle traffic volume is controlled in different time periods t on a daily basis;

[0039] Then ∑t=T;

[0040] Step 2.4: Determine the service level of all road segments α in the urban road traffic network during each time period t, as follows:

[0041] The control service level of each road segment α in each time period t is defined as LV(α,t);

[0042] Then, under LV(α,t), the controlled traffic flow rate for each road segment α is... The control speed τ(t) is as follows:

[0043]

[0044]

[0045] in, To control the traffic flow of the corresponding road segment α under LV(α,t). The road capacity influence coefficient; β is the control traffic flow rate of the corresponding road segment α under LV(α,t). The influence coefficient of driving speed; This represents the maximum traffic capacity of the corresponding road segment α; Let be the free-flow velocity of the corresponding road segment α; ψ(LV(α,t)) is the capacity correction function of the corresponding road segment α under LV(α,t); The driving speed correction function for the road segment α under LV(α,t);

[0046] Step 2.5: Determine the total number of vehicles allowed in the city, as follows:

[0047] Step 2.5.1: Define the total traffic volume F within the vehicle traffic volume control time period T. ROW (T);

[0048]

[0049] Wherein, cp is the benchmark meter value for vehicle passage;

[0050] Step 2.5.2: Determine the control objective equation, as follows:

[0051]

[0052]

[0053] Among them, v α (t) represents the traffic volume on road segment α during the time period t; q α (t) represents the inflow rate on road segment α during the time period t;

[0054] Step 2.5.3: Determine the road segment state equation, as follows:

[0055]

[0056] Among them, u α (t) represents the outflow rate on road segment α during the time period t;

[0057] Step 2.5.4: Determine the flow propagation equation, as follows:

[0058]

[0059] Step 2.5.5: Determine the path travel time equation, as follows:

[0060]

[0061]

[0062]

[0063] in, The travel time of the main road segment k between the starting node γ and the ending node s in the time period t;

[0064] For the alternative path between the starting node γ and the ending node s in the time segment t Passage time;

[0065] This indicates whether the corresponding road segment α belongs to the main road segment k. If α∈k, then... otherwise

[0066] Indicates whether the corresponding road segment α belongs to the alternative path. like but otherwise

[0067] B and G are the parameter influence coefficients, respectively;

[0068] Step 2.5.6: Determine the alternative path selection equation, specifically as follows:

[0069]

[0070] in, and These are the path selection weights.

[0071] More preferably, in step 2.3, the different road traffic flows include early morning, morning peak, off-peak, evening peak and night.

[0072] More preferably, step 3 includes the following steps:

[0073] Step 3.1: Calculate the vehicle access quota for the household users, the vehicle access quota for the enterprise and institution users, and the temporary quota for the temporary users, and their total amounts;

[0074] The method for calculating the vehicle passage quota for the household user is as follows:

[0075] Fam h (W)=φ(FL h ,FN h FC h ,FO h FW h ,...,FP h )+σ h

[0076] Among them, Fam h (W) is the vehicle quota of the h-th household user within the effective period W of the vehicle quota usage;

[0077] h is greater than or equal to 1 and less than or equal to the total number H of the registered family users;

[0078] φ() is a multi-attribute decision function for the aforementioned household users, and is a multi-level vector measurement scoring table;

[0079] FLh The residential location of the h-th household user;

[0080] FN h The number of family members in the h-th household user;

[0081] FC h The number of family vehicles owned by the h-th household user;

[0082] FO h The elderly population of the h-th household user;

[0083] FW h The school-age population of the h-th household user;

[0084] FP h The work location of the h-th household user;

[0085] σ h The floating adjustment amount for the right-of-way quota of the h-th household user;

[0086] In step 3, the calculation method for the vehicle passage quota of the enterprise and institution users is as follows:

[0087] Com e (W)=λ(CL e CN e CC e CA e ,...,CD e )+ε e

[0088] Among them, Com e (W) is the vehicle access quota of the e-th enterprise / institution user within the effective period W of the vehicle access quota usage;

[0089] e is greater than or equal to 1 and less than or equal to the total number E of the registered enterprise and institution users;

[0090] λ() is a multi-attribute decision function used by the enterprise and institution users, and is a multi-level vector measurement scoring table;

[0091] CL e The address of the e-th enterprise / institution user;

[0092] CN e Let e ​​be the number of employees of the enterprise or institution user mentioned above;

[0093] CC e The number of commuter vehicles for the e-th enterprise / institution user;

[0094] CAe The entity type of the e-th enterprise / institution user;

[0095] CD e The business area distribution of the e-th enterprise / institution user;

[0096] ε e The floating adjustment amount for the right-of-way quota of the e-th enterprise / institution user;

[0097] In step 3, the temporary quota for the temporary user is calculated as follows:

[0098] First, estimate the number IN of temporary users that may appear within the effective period W of the vehicle passage quota usage, and reserve the total amount Tmp of the temporary quota. Then, the formula for calculating the temporary quota of the f-th temporary user is as follows:

[0099] Tmp f (W)=R es (Tmp,t)·θ(VF f ,VT f ,VC f ,...,VL f )+η f

[0100] Where 1≤f≤IN;

[0101] R es (Tmp,t) represents the amount of the temporary quota remaining when the f-th temporary user applies for the temporary quota;

[0102] θ() is a multi-attribute decision function for the temporary user, and is a multi-level vector measurement scoring table;

[0103] VF f This is the entry area for the f-th temporary user;

[0104] VT f This is the endpoint region for the f-th temporary user;

[0105] VC f The vehicle type for the f-th temporary user;

[0106] VL f The stay time of the f-th temporary user;

[0107] η f The floating adjustment amount for the right-of-way quota of the f-th temporary user;

[0108] The total amount of vehicle passage quotas for household users, vehicle passage quotas for enterprise and institutional users, and temporary quotas for temporary users is equal to the total amount of passage rights issued, calculated as follows:

[0109]

[0110] Step 3.2: Storage of vehicle access quotas for household users, vehicle access quotas for enterprise and institution users, and temporary quotas for temporary users.

[0111] More preferably, step 3.2 is as follows:

[0112] Step 3.2.1, the clearing operation, specifically: before issuing the vehicle passage quotas for the household users and the vehicle passage quotas for the enterprise users for each valid period W of the vehicle passage quota, clear all the vehicle passage quotas for the household users and all the vehicle passage quotas for the enterprise users, back up the data of the still valid temporary users and their corresponding temporary quotas, and delete the expired temporary users and their corresponding temporary quotas;

[0113] Step 3.2.2, quota allocation, specifically: for all the aforementioned household users and all the aforementioned enterprise and institution users, the corresponding vehicle passage quota is transmitted to the road passage right storage and recording device, and the road passage right storage and recording device records and stores the vehicle passage quota of each of the aforementioned household users and each of the aforementioned enterprise and institution users;

[0114] For all temporary users, when a vehicle from another area enters and applies for approval, the temporary vehicle user information of the temporary user is dynamically created, and the temporary quota is determined for the corresponding temporary user in real time.

[0115] More preferably, step 4 includes the following steps:

[0116] Step 4.1, Real-time traffic condition monitoring, specifically:

[0117] Define a set of indicators for real-time traffic conditions, including real-time traffic flow, real-time vehicle speed, and accident occurrence.

[0118] Traffic flow, vehicle speed, and accident information are collected in real time within a time period x by sensors and monitoring equipment installed on the road to form a real-time traffic condition vector I(x);

[0119] Step 4.2: Calculate the adjustment factor, specifically as follows:

[0120] Define an adjustment factor function A(I(x)) as an adjustment factor used for calculations based on real-time traffic conditions. The specific calculation formula is as follows:

[0121] A(I(x))=z1Z1(x)+z2Z2(x)+z3Z3(x);

[0122] Among them, z1 is the weighting coefficient of the real-time traffic flow index;

[0123] Z1(x) is the real-time traffic flow index within time period x;

[0124] z2; Real-time vehicle speed index weighting coefficient;

[0125] Z2(x) represents the real-time vehicle speed index within time period x;

[0126] z3; Weighting coefficient for real-time accident status indicators;

[0127] Z3(x) is a real-time accident status indicator within time period x;

[0128] Step 4.3: Calculate the quota adjustment amount, specifically as follows:

[0129] Define the real-time adjusted quota ΔQ for each user y. y (x):

[0130] ΔQ y (x)=Q y (x-1)·A(I(x))

[0131] Among them, Q y (x-1) is the quota for user y in time period x-1;

[0132] Step 4.4: Update user quotas, specifically as follows:

[0133] Update user y's quota Q for time period x y (x)=Q y (x-1)·ΔQ y (x), and update the quota record with the calculated result.

[0134] More preferably, step 5 includes the following steps:

[0135] Step 5.1: Calculate the remaining quota of each vehicle passage quota when the effective period W ends, including the vehicle passage quota and the temporary quota;

[0136] Define the remaining quota of any user y at the end of the effective period W of each vehicle passage quota as L. y (W), the calculation formula is as follows:

[0137] Ly (W)=Q y (W)-U y (W);

[0138] Among them, U y (W) is the vehicle passage quota or the temporary quota actually used by user y within the effective period W of the vehicle passage quota;

[0139] Step 5.2: Transfer the remaining quota L y (W) is converted to an integral, specifically:

[0140] F(L y (W))=λ·L y (W);

[0141] Where F() is the conversion function from quota to integral; λ is the conversion coefficient;

[0142] Step 5.3: Calculate the points earned by the user, specifically as follows:

[0143] The points P of any user y at the end of the effective period W of the vehicle passage quota usage y (W), the calculation formula is as follows:

[0144] P y (W)=F(L y (W))=λ·L y (W);

[0145] Step 5.4: Use of points, specifically, the points are used to pay for other transportation-related expenses.

[0146] Preferably, each vehicle needs to be equipped with a satellite positioning vehicle-mounted device, and a computer center management server needs to be provided in the traffic management center to run the vehicle traffic management method through computer software.

[0147] The beneficial effects of this invention are:

[0148] This invention optimizes the total number of urban vehicle trips and travel routes through macro-control and scientific management of vehicle traffic, thereby effectively alleviating urban traffic congestion.

[0149] The following will further explain the concept, specific structure, and technical effects of the present invention in conjunction with the accompanying drawings, so as to fully understand the purpose, features, and effects of the present invention. Attached Figure Description

[0150] Figure 1 A flowchart of an embodiment of the present invention is shown. Detailed Implementation

[0151] Example

[0152] like Figure 1 As shown, the vehicle traffic management method aimed at alleviating urban traffic congestion includes the following steps:

[0153] Step 1: Use the road segment capacity as the measurement benchmark for vehicle traffic quota. Based on the traffic conditions, traffic control requirements, and road service level of the target road segment α, determine the maximum number of vehicles allowed to have the right of way of road segment α per unit time. At the same time, provide travel time and travel distance as candidate benchmarks for measuring the right of way.

[0154] In step 1, providing travel time and distance as candidate benchmarks for right-of-way measurement can facilitate different cities to determine different measurement benchmarks based on road traffic conditions.

[0155] Step 2: Using a time period as the quota period, and taking the service level of the urban road traffic network within the quota period as the control benchmark, determine the total number of right-of-way to be issued for the corresponding road segments within the quota period from the perspective of traffic demand management and road network service level.

[0156] In step 2, the total number of right-of-way permits for any road segment α can be calculated, updated, and managed by government departments, such as traffic management departments, based on road traffic conditions and travel demand over a certain period of time, with traffic demand management and road network service level as control objectives, in order to prevent serious congestion in the urban road network.

[0157] Step 3: Divide users into three types: family users, enterprise and institution users, and temporary users. Within the effective period W of the vehicle passage quota, allocate road passage rights to family users and enterprise and institution users according to the corresponding vehicle passage quota, and treat temporary vehicles of out-of-town users entering the city as temporary users and allocate temporary quotas accordingly.

[0158] Temporary users need to reapply when their temporary quota expires or is used up.

[0159] In practical applications, the first step is to determine the effective period W for the use of vehicle passage quotas.

[0160] Vehicle passage quotas can only be used within the corresponding valid period W. Unused quotas cannot be accumulated with the quotas of the next quota period. Before the arrival of the next valid period W, the remaining vehicle passage quotas within the valid period W of this vehicle passage quota will be cleared to zero.

[0161] In practical applications, the effective period W for using vehicle passage quotas is generally one week, two weeks, or one month.

[0162] Secondly, users are divided into three types: family users, enterprise and institution users, and temporary users, and road access rights are allocated to registered family users and enterprise and institution users within the city.

[0163] For family users, the total vehicle passage quota is allocated to each family based on factors such as residence location, number of family members, number of family vehicles, and family study / work space, starting from meeting the family's basic travel needs, to satisfy their travel within the quota period.

[0164] Vehicle traffic quotas for family users should meet basic needs while also ensuring social equity.

[0165] For enterprise users, the total vehicle passage quota is allocated to each enterprise based on its registered entity, taking into account factors such as its address, number of employees, number of commuter vehicles, and nature of the entity. The allocation is designed to meet the normal operation, construction, and production needs of the enterprise or institution and to satisfy its travel needs within the quota period.

[0166] For vehicle access quotas for enterprise and institutional users, it is necessary to ensure both operational efficiency and social efficiency.

[0167] In addition, to facilitate out-of-town users to enter the city for socio-economic activities and to prevent urban users from using out-of-town license plates, temporary vehicles used by out-of-town users when entering the city will be treated as temporary users and allocated temporary quotas. When the temporary quota expires or is used up, a new application must be made. Out-of-town vehicles are not allowed to stay in the city for a long time, and the corresponding temporary quota will be cleared when leaving the city.

[0168] Typically, step 3 is mainly handled by government departments for verification, calculation, allocation, maintenance, and updating.

[0169] Step 4: Dynamic adjustment of vehicle traffic. By collecting and analyzing real-time traffic flow, road congestion, emergencies, and weather conditions, the right-of-way quota for each road segment α is dynamically adjusted.

[0170] Traffic congestion can be caused by traffic accidents or road construction.

[0171] In practical applications, when congestion or emergencies occur on a certain road segment α, the traffic quota for that road segment α will be reduced according to the actual situation, while the traffic quota for surrounding alternative road segments will be increased to achieve dynamic allocation and optimization of traffic flow. Step 4 automatically adjusts the quota by real-time monitoring and analysis of traffic data to ensure smooth and efficient operation of urban traffic. Typically, Step 4 is mainly implemented, managed, and maintained by the intelligent transportation system of the traffic management center.

[0172] Step 5: Vehicle passage quota points settlement. When the effective period W for each vehicle passage quota ends, the unused vehicle passage quota and temporary quota are settled and converted into points, which are stored in the personal accounts of the corresponding family users, corresponding enterprise users, or corresponding temporary users.

[0173] In practical applications, points in a personal account can be used to pay for other transportation expenses, such as parking fees, tolls, and fines.

[0174] The specific rules and ratios for redeeming points will be formulated by the traffic management department based on the actual situation to ensure the fairness and effectiveness of the points system.

[0175] Meanwhile, the vehicle passage quota points clearing module also provides functions such as points inquiry and redemption records, making it convenient for users to understand and manage their points usage.

[0176] Step 5, through a points-based reward mechanism, encourages users to use vehicle passage quotas rationally, thereby improving the flexibility of traffic management and user satisfaction. Typically, Step 5 is primarily managed and maintained by the traffic management department.

[0177] In some embodiments, step 1 includes the following steps:

[0178] Step 1.1: Determine the measurement reference set MS for vehicle passage;

[0179] Where MS = {ms1, ms2, v, ms} i , ...,ms n}; n is the number of candidate vehicle passage measurement benchmarks; i is the i-th vehicle passage measurement benchmark, 1≤i≤n;

[0180] The vehicle passage measurement basis is road capacity, travel time, travel distance, exhaust emissions or fuel consumption;

[0181] In this embodiment, road capacity is used as the benchmark for vehicle traffic measurement.

[0182] Step 1.2: Obtain the benchmark measurement value set CP by mapping the benchmark set MS;

[0183] Where CP{cp1,cp2,...,cp i , ...,cp n};cp i This is the reference value corresponding to the i-th vehicle passage measurement reference.

[0184] In some embodiments, step 2 includes the following steps:

[0185] Step 2.1: Determine the mathematical model of the urban road traffic network. Specifically, treat all intersections in the urban road traffic network as network nodes to form a node set N that includes all network nodes; treat all road segments α that connect two intersections as directed lines to form a line set A that includes all directed lines; then the expression of the mathematical model is: G(N,A).

[0186] Where α∈A;

[0187] Step 2.2: Determine the main road network in the urban road traffic network, specifically as follows:

[0188] Let the starting node γ of all arterial road segments k in the urban road traffic network be defined as the set of arterial starting points R, where γ∈R.

[0189] Let the set of terminal nodes s of all arterial road segments k in the urban road traffic network be defined as the set of arterial endpoints S, where s∈S. The key intersection K in the urban road traffic network N =R∪S;

[0190] Then each element in the set P of OD pairs formed by each pair of starting nodes γ and ending nodes s of all main road segments k is represented as p(γ,s), p∈P;

[0191] The set of main road segments k corresponding to each p(γ,s) is K. p , k∈K p ;

[0192] Alternative paths between the starting node γ and ending node s of each arterial road segment k, excluding the corresponding arterial road segment k. Forming an alternative path set

[0193] but

[0194] Step 2.3: Determine the time cycle and time period length for total vehicle traffic control, specifically as follows:

[0195] The time period for controlling the total number of vehicles is defined as T;

[0196] The time period T for controlling the total number of vehicles is equal to the quota period.

[0197] Based on the traffic flow characteristics of different road segments α, the total vehicle traffic volume is controlled in different time periods t on a daily basis;

[0198] Then ∑t=T;

[0199] Step 2.4: Determine the service level α of all road segments α in the urban road traffic network during each time period t, as follows:

[0200] The control service level of each road segment α in each time period t is defined as LV(α,t);

[0201] Then, under LV(α,t), the controlled traffic flow rate for each road segment α is... The control speed τ(t) is as follows:

[0202]

[0203]

[0204] in, To control the traffic flow of the corresponding road segment α under LV(α,t). The road capacity influence coefficient; β is the control traffic flow rate of the corresponding road segment α under LV(α,t). The influence coefficient of driving speed; This represents the maximum traffic capacity of the corresponding road segment α. Let be the free-flow velocity of the corresponding road segment α; ψ(LV(α,t)) is the capacity correction function of the corresponding road segment α under LV(α,t); The vehicle speed correction function for the corresponding road segment α under LV(α,t);

[0205] Step 2.5: Determine the total number of vehicles allowed in the city, as follows:

[0206] Step 2.5.1: Define the total vehicle traffic volume F within the time period T of the traffic volume control. ROW (T);

[0207]

[0208] Wherein, cp is the benchmark meter value for vehicle passage;

[0209] Step 2.5.2: Determine the control objective equation, as follows:

[0210]

[0211]

[0212] Among them, v α (t) represents the traffic volume on road segment α at time t; q α (t) represents the inflow rate on road segment α at time t;

[0213] Step 2.5.3: Determine the road segment state equation, as follows:

[0214]

[0215] Among them, u α (t) represents the outflow rate on road segment α at time t;

[0216] Step 2.5.4: Determine the flow propagation equation, as follows:

[0217]

[0218] Step 2.5.5: Determine the path travel time equation, as follows:

[0219]

[0220]

[0221]

[0222] in, The travel time of arterial road segment k between the starting node γ and the ending node s in time period t;

[0223] Alternative paths between the starting node γ and the ending node s in time segment t Passage time;

[0224] This indicates whether the corresponding road segment α belongs to the main road segment k. If α∈k, then... otherwise

[0225] Indicate whether the corresponding road segment α is an alternative path. like but otherwise

[0226] B and G are the parameter influence coefficients, respectively;

[0227] Step 2.5.6: Determine the alternative path selection equation, specifically as follows:

[0228]

[0229] in, and These are the path selection weights.

[0230] In some embodiments, in step 2.3, different road traffic flows include early morning, morning peak, off-peak, evening peak, and nighttime.

[0231] In some embodiments, step 3 includes the following steps:

[0232] Step 3.1: Calculate the vehicle traffic quotas for household users, enterprise and institution users, and temporary user quotas, and their total amounts;

[0233] The calculation method for vehicle traffic quotas for family users is as follows:

[0234] Fam h (W)=φ(FL h ,FN h FC h ,FO h FW h ,...,FP h )+σ h

[0235] Among them, Fam h (W) represents the vehicle access quota for the h-th household user within the valid period W of the vehicle access quota usage;

[0236] h is greater than or equal to 1 and less than or equal to the total number of registered family users H;

[0237] φ() is a multi-attribute decision function for home users, and is a multi-level vector measurement scoring table;

[0238] FL h The residential location of the h-th household user;

[0239] FN h The number of family members in the h-th household user;

[0240] FC h The number of vehicles owned by the h-th household user;

[0241] FO h The elderly population of the h-th household user;

[0242] FW h For the h-th household user, the school-age population;

[0243] FP h The work location of the h-th household user;

[0244] σ h The floating adjustment amount for the right-of-way quota of the h-th household user;

[0245] In step 3, the calculation method for vehicle passage quotas for enterprise and institutional users is as follows:

[0246] Com e (W)=λ(CL eCN e CC e CA e ,...,CD e )+ε e

[0247] Among them, Com e (W) represents the vehicle access quota for the e-th enterprise / institution user within the effective period W of the vehicle access quota usage;

[0248] e is greater than or equal to 1 and less than or equal to the total number of registered enterprise and institution users E;

[0249] λ() is a multi-attribute decision function for enterprise and institutional users, and is a multi-level vector measurement scoring table;

[0250] CL e The address of the e-th enterprise / institution user;

[0251] CN e Let e ​​be the number of employees in the e-th enterprise / institution user;

[0252] CC e The number of commuter vehicles for the e-th enterprise / institution user;

[0253] CA e The entity type of the e-th enterprise / institution user;

[0254] CD e The business area distribution of the e-th enterprise / institution user;

[0255] ε e The floating adjustment amount for the right-of-way quota of the e-th enterprise / institution user;

[0256] In step 3, the temporary quota for temporary users is calculated as follows:

[0257] First, estimate the number of temporary users IN that may appear within the effective period W of the vehicle passage quota, and reserve the total amount of temporary quotas Tmp. Then, the formula for calculating the temporary quota of the f-th temporary user is as follows:

[0258] Tmp f (W)=R es (Tmp,t)·θ(VF f ,VT f ,VC f ,...,VL f )+η f

[0259] Where 1≤f≤IN;

[0260] R es (Tmp,t) represents the amount of temporary quota remaining when the f-th temporary user applies for a temporary quota;

[0261] θ() is a multi-attribute decision function for temporary users, and is a multi-level vector econometric scoring table;

[0262] VF f This is the entry area for the f-th temporary user;

[0263] VT f This is the endpoint region for the f-th temporary user;

[0264] VC f The vehicle type for the f-th temporary user;

[0265] VL f The stay time of the f-th temporary user;

[0266] η f The floating adjustment amount for the right-of-way quota of the f-th temporary user;

[0267] The total number of vehicle passage quotas for household users, enterprise and institution users, and temporary users equals the total number of passage rights issued. The calculation formula is as follows:

[0268]

[0269] Step 3.2: Storage of vehicle access quotas for household users, vehicle access quotas for enterprise and institution users, and temporary quotas for temporary users.

[0270] In some embodiments, step 3.2 is specifically as follows:

[0271] Step 3.2.1, Clearing Operation, specifically: Before issuing vehicle passage quotas for family users and vehicle passage quotas for enterprise users for each valid period W, clear all vehicle passage quotas for family users and vehicle passage quotas for all enterprise users to zero, back up the data of still valid temporary users and their corresponding temporary quotas, and delete the expired temporary users and their corresponding temporary quotas.

[0272] Step 3.2.2, quota allocation, specifically: For all household users and all enterprise users, the corresponding vehicle passage quotas are transmitted to the road passage right storage and recording device, and the road passage right storage and recording device records and stores the vehicle passage quotas of each household user and each enterprise user.

[0273] For all temporary users, when a vehicle from another area enters and its application is approved, the temporary vehicle user information of the temporary user is dynamically created, and a temporary quota is determined for the corresponding temporary user in real time.

[0274] In some embodiments, step 4 includes the following steps:

[0275] Step 4.1, Real-time traffic condition monitoring, specifically:

[0276] Define a set of indicators for real-time traffic conditions, including real-time traffic flow, real-time vehicle speed, and accident occurrence.

[0277] Traffic flow, vehicle speed, and accident information are collected in real time within a time period x by sensors and monitoring equipment installed on the road to form a real-time traffic condition vector I(x);

[0278] Step 4.2: Calculate the adjustment factor, specifically as follows:

[0279] Define an adjustment factor function A(I(x)) as an adjustment factor used for calculations based on real-time traffic conditions. The specific calculation formula is as follows:

[0280] A(I(x))=z1Z1(x)+z2Z2(x)+z3Z3(x);

[0281] Among them, z1 is the weighting coefficient of the real-time traffic flow index;

[0282] Z1(x) is the real-time traffic flow index within time period x;

[0283] z2; Real-time vehicle speed index weighting coefficient;

[0284] Z2(x) represents the real-time vehicle speed index within time period x;

[0285] z3; Weighting coefficient for real-time accident status indicators;

[0286] Z3(x) is a real-time accident status indicator within time period x;

[0287] Step 4.3: Calculate the quota adjustment amount, specifically as follows:

[0288] Define the real-time adjusted quota ΔQ for each user y. y (x):

[0289] ΔQ y (x)=Q y (x-1)·A(I(x))

[0290] Among them, Q y (x-1) is the quota for user y in time period x-1;

[0291] Step 4.4: Update user quotas, specifically as follows:

[0292] Update user y's quota Q for time period x y (x)=Q y (x-1)·ΔQ y (x), and update the quota record with the calculated result.

[0293] In some embodiments, step 5 includes the following steps:

[0294] Step 5.1: Calculate the remaining quota, including vehicle quota and temporary quota, at the end of the effective period W for each vehicle passage quota.

[0295] Define the remaining quota of any user y at the end of the effective period W for each vehicle passage quota. y (W), the calculation formula is as follows:

[0296] L y (W)=Q y (W)-U y (W);

[0297] Among them, U y (W) is the vehicle passage quota or temporary quota actually used by user y within the valid period W of the vehicle passage quota;

[0298] Step 5.2: Transfer the remaining quota L y (W) is converted to an integral, specifically:

[0299] F(L y (W))=λ·L y (W);

[0300] Where F() is the conversion function from quota to integral; λ is the conversion coefficient;

[0301] Step 5.3: Calculate the points earned by the user, specifically as follows:

[0302] The points P of any user y at the end of the valid period W for using vehicle passage quota. y (W), the calculation formula is as follows:

[0303] P y (W)=F(L y (W))=λ·L y (W);

[0304] Step 5.4: Use of points, specifically for paying other transportation-related expenses.

[0305] According to claim 1, the vehicle traffic management method for alleviating urban traffic congestion is characterized in that each vehicle is equipped with a satellite positioning vehicle-mounted device, and a computer center management server is provided in the traffic management center to run the vehicle traffic management method through computer software.

[0306] The preferred embodiments of the present invention have been described in detail above. It should be understood that those skilled in the art can make numerous modifications and variations based on the concept of the present invention without creative effort. Therefore, all technical solutions that can be obtained by those skilled in the art based on the concept of the present invention through logical analysis, reasoning, or limited experimentation on the basis of existing technology should be within the scope of protection defined by the claims.

Claims

1. A vehicle traffic management method aimed at alleviating urban traffic congestion; characterized in that, Includes the following steps: Step 1: Use the road segment capacity as the measurement benchmark for vehicle traffic quota. Determine the maximum number of vehicles allowed to have the right of way on the target road segment α per unit time based on the traffic conditions, traffic control requirements, and road service level. At the same time, provide travel time and travel distance as candidate benchmarks for measuring the right of way. Step 2: Using a time period as the quota period, and taking the service level of the urban road traffic network within the quota period as the control benchmark, determine the total number of right-of-way to be issued for the road segment within the corresponding quota period from the perspective of traffic demand management and road network service level. Step 3: Divide users into three types: family users, enterprise and institution users, and temporary users. Within the effective period W of the vehicle passage quota, allocate road passage rights to the family users and the enterprise and institution users according to the corresponding vehicle passage quota. Also, treat temporary vehicles of out-of-town users entering the city as temporary users and allocate temporary quotas to them. The temporary quota must be reapplied for by the temporary user upon expiration or exhaustion. Step 4: Dynamic adjustment of vehicle traffic. By collecting and analyzing real-time traffic flow, road congestion, emergencies, and weather conditions, the right-of-way quota for each road segment α is dynamically adjusted. The road congestion situation includes traffic accidents and road construction; Step 5: Vehicle passage quota points settlement. When the effective period W of each vehicle passage quota ends, the unused vehicle passage quota and the temporary quota are settled and converted into points, which are stored in the personal accounts of the corresponding family users, the corresponding enterprise users, or the corresponding temporary users.

2. The vehicle traffic management method for alleviating urban traffic congestion according to claim 1, characterized in that, Step 1 includes the following steps: Step 1.1: Determine the measurement reference set MS for vehicle passage; Where MS = {ms1, ms2, ..., ms} i , ...,ms n }; n is the number of candidate vehicle passage measurement benchmarks; i is the i-th vehicle passage measurement benchmark, 1≤i≤n; The vehicle passage measurement basis is road capacity, travel time, travel distance, exhaust emissions or fuel consumption; Step 1.2: Map the metrological reference set MS to obtain the reference metrological value set CP; Where CP{cp1,cp2,...,cp i , ...,cp n };cp i This is the reference value corresponding to the i-th vehicle passage measurement reference.

3. The vehicle traffic management method for alleviating urban traffic congestion according to claim 2, characterized in that, Step 2 includes the following steps: Step 2.1: Determine the mathematical model of the urban road traffic network, specifically: take all intersections in the urban road traffic network as network nodes to form a node set N including all network nodes; take all road segments α connecting two intersections as directed lines to form a line set A including all directed lines; then the expression of the mathematical model is: G(N,A). Where α∈A; Step 2.2: Determine the main road network in the urban road traffic network, specifically as follows: Let the starting node γ of all arterial road segments k in the urban road traffic network be defined as the set of arterial starting points R, where γ∈R. Let the set of terminal nodes s of all arterial road segments k in the urban road traffic network be defined as the set of arterial endpoints S, where s∈S. The key intersection K in the urban road traffic network N =R∪S; Then each element in the set P of OD pairs formed by each pair of the starting node γ and the ending node s of all the main road segments k is represented as p(γ,s), p∈P; The set of main road segments k corresponding to each p(γ,s) is K. p , k∈K p ; Alternative paths between the starting node γ and the ending node s of each arterial road segment k, excluding the corresponding arterial road segment k. Forming an alternative path set but Step 2.3: Determine the time cycle and time period length for total vehicle traffic control, specifically as follows: The time period for controlling the total number of vehicles is defined as T; The vehicle traffic volume control time period T is equal to the quota period; Based on the traffic flow characteristics of different road segments α, the total vehicle traffic volume is controlled in different time periods t on a daily basis; Then ∑t=T; Step 2.4: Determine the service level of all road segments α in the urban road traffic network during each time period t, as follows: The control service level of each road segment α in each time period t is defined as LV(α,t); Then, under LV(α,t), the controlled traffic flow rate for each road segment α is... The control speed τ(t) is as follows: in, To control the traffic flow of the corresponding road segment α under LV(α,t). The road capacity influence coefficient; β is the control traffic flow rate of the corresponding road segment α under LV(α,t). The influence coefficient of driving speed; This represents the maximum traffic capacity of the corresponding road segment α; Let be the free-flow velocity of the corresponding road segment α; ψ(LV(α,t)) is the capacity correction function of the corresponding road segment α under LV(α,t); The driving speed correction function for the road segment α under LV(α,t); Step 2.5: Determine the total number of vehicles allowed in the city, as follows: Step 2.5.1: Define the total traffic volume F within the vehicle traffic volume control time period T. ROW (T); Wherein, cp is the benchmark meter value for vehicle passage; Step 2.5.2: Determine the control objective equation, as follows: Among them, v α (t) represents the traffic volume on road segment α during the time period t; q α (t) represents the inflow rate on road segment α during the time period t; Step 2.5.3: Determine the road segment state equation, as follows: Among them, u α (t) represents the outflow rate on road segment α during the time period t; Step 2.5.4: Determine the flow propagation equation, as follows: Step 2.5.5: Determine the path travel time equation, as follows: in, The travel time of the main road segment k between the starting node γ and the ending node s in the time period t; For the alternative path between the starting node γ and the ending node s in the time segment t Passage time; This indicates whether the corresponding road segment α belongs to the main road segment k. If α∈k, then... otherwise Indicates whether the corresponding road segment α belongs to the alternative path. like but otherwise B and G are the parameter influence coefficients, respectively; Step 2.5.6: Determine the alternative path selection equation, specifically as follows: in, and These are the path selection weights.

4. The vehicle traffic management method for alleviating urban traffic congestion according to claim 3, characterized in that, In step 2.3, the different road traffic flows include early morning, morning peak, off-peak, evening peak and night.

5. The vehicle traffic management method for alleviating urban traffic congestion according to claim 3, characterized in that, Step 3 includes the following steps: Step 3.1: Calculate the vehicle access quota for the household users, the vehicle access quota for the enterprise and institution users, and the temporary quota for the temporary users, and their total amounts; The method for calculating the vehicle passage quota for the household user is as follows: Farm h (W)Sφ(FL h ,FN h ,FC h ,FO h ,FW h ,...,FP h )+σ h Among them, Fam h (W) is the vehicle quota of the h-th household user within the effective period W of the vehicle quota usage; h is greater than or equal to 1 and less than or equal to the total number H of the registered family users; φ() is a multi-attribute decision function for the aforementioned household users, and is a multi-level vector measurement scoring table; FL h The residential location of the h-th household user; FN h The number of family members in the h-th household user; FC h The number of family vehicles owned by the h-th household user; FO h The elderly population of the h-th household user; FW h The school-age population of the h-th household user; FP h The work location of the h-th household user; σ h The floating adjustment amount for the right-of-way quota of the h-th household user; In step 3, the calculation method for the vehicle passage quota of the enterprise and institution users is as follows: Com e (W)=λ(CL e ,CN e ,CC e ,CA e ,...,CD e )+ε e Among them, Com e (W) is the vehicle access quota of the e-th enterprise / institution user within the effective period W of the vehicle access quota usage; e is greater than or equal to 1 and less than or equal to the total number E of the registered enterprise and institution users; λ() is a multi-attribute decision function used by the enterprise and institution users, and is a multi-level vector measurement scoring table; CL e The address of the e-th enterprise / institution user; CN e Let e ​​be the number of employees of the enterprise or institution user mentioned above; CC e The number of commuter vehicles for the e-th enterprise / institution user; CA e The entity type of the e-th enterprise / institution user; CD e The business area distribution of the e-th enterprise / institution user; ε e The floating adjustment amount for the right-of-way quota of the e-th enterprise / institution user; In step 3, the temporary quota for the temporary user is calculated as follows: First, estimate the number IN of temporary users that may appear within the effective period W of the vehicle passage quota usage, and reserve the total amount Tmp of the temporary quota. Then, the formula for calculating the temporary quota of the f-th temporary user is as follows: Tmp f (W)=R es (Tmp,t)·θ(VF f ,VT f ,VC f ,...,VL f )+η f Where 1≤f≤IN; R es (Tmp,t) represents the amount of the temporary quota remaining when the f-th temporary user applies for the temporary quota; θ() is a multi-attribute decision function for the temporary user, and is a multi-level vector measurement scoring table; VF f This is the entry area for the f-th temporary user; VT f This is the endpoint region for the f-th temporary user; VC f The vehicle type for the f-th temporary user; VL f The stay time of the f-th temporary user; η f The floating adjustment amount for the right-of-way quota of the f-th temporary user; The total amount of vehicle passage quotas for household users, vehicle passage quotas for enterprise and institutional users, and temporary quotas for temporary users is equal to the total amount of passage rights issued, calculated as follows: Step 3.2: Storage of vehicle access quotas for household users, vehicle access quotas for enterprise and institution users, and temporary quotas for temporary users.

6. The vehicle traffic management method for alleviating urban traffic congestion according to claim 5, characterized in that, Step 3.2 is as follows: Step 3.2.1, the clearing operation, specifically: before issuing the vehicle passage quotas for the household users and the vehicle passage quotas for the enterprise users for each valid period W of the vehicle passage quota, clear all the vehicle passage quotas for the household users and all the vehicle passage quotas for the enterprise users, back up the data of the still valid temporary users and their corresponding temporary quotas, and delete the expired temporary users and their corresponding temporary quotas; Step 3.2.2, quota allocation, specifically: for all the aforementioned household users and all the aforementioned enterprise and institution users, the corresponding vehicle passage quota is transmitted to the road passage right storage and recording device, and the road passage right storage and recording device records and stores the vehicle passage quota of each of the aforementioned household users and each of the aforementioned enterprise and institution users; For all temporary users, when a vehicle from another area enters and applies for approval, the temporary vehicle user information of the temporary user is dynamically created, and the temporary quota is determined for the corresponding temporary user in real time.

7. The vehicle traffic management method for alleviating urban traffic congestion according to claim 6, characterized in that, Step 4 includes the following steps: Step 4.1, Real-time traffic condition monitoring, specifically: Define a set of indicators for real-time traffic conditions, including real-time traffic flow, real-time vehicle speed, and accident occurrence. Traffic flow, vehicle speed, and accident information are collected in real time within a time period x by sensors and monitoring equipment installed on the road to form a real-time traffic condition vector I(x); Step 4.2: Calculate the adjustment factor, specifically as follows: Define an adjustment factor function A(I(x)) as an adjustment factor used for calculations based on real-time traffic conditions. The specific calculation formula is as follows: A(I(x))=z1Z1(x)+z2Z2(x)+z3Z3(x); Among them, z1 is the weighting coefficient of the real-time traffic flow index; Z1(x) is the real-time traffic flow index within time period x; z2; Real-time vehicle speed index weighting coefficient; Z2(x) represents the real-time vehicle speed index within time period x; z3; Weighting coefficient for real-time accident status indicators; Z3(x) is a real-time accident status indicator within time period x; Step 4.3: Calculate the quota adjustment amount, specifically as follows: Define the real-time adjusted quota ΔQ for each user y. y (x): ΔQ y (x)=Q y (x-1)·A(I(x)) Among them, Q y (x-1) is the quota for user y in time period x-1; Step 4.4: Update user quotas, specifically as follows: Update user y's quota Q for time period x. y (x)=Q y (x-1)·ΔQ y (x), and update the quota record with the calculated result.

8. The vehicle traffic management method for alleviating urban traffic congestion according to claim 6, characterized in that, Step 5 includes the following steps: Step 5.1: Calculate the remaining quota of each vehicle passage quota when the effective period W ends, including the vehicle passage quota and the temporary quota; Define the remaining quota of any user y at the end of the effective period W of each vehicle passage quota as L. y (W), the calculation formula is as follows: L y (W)=Q y (W)-U y (W); Among them, U y (W) is the vehicle passage quota or the temporary quota actually used by user y within the effective period W of the vehicle passage quota; Step 5.2: Transfer the remaining quota L y (W) is converted to an integral, specifically: F(L y (W))=λ·L y (W); Where F() is the conversion function from quota to integral; λ is the conversion coefficient; Step 5.3: Calculate the points earned by the user, specifically as follows: The points P of any user y at the end of the effective period W of the vehicle passage quota usage y (W), the calculation formula is as follows: P y (W)=F(L y (W))=λ·L y (W); Step 5.4: Use of points, specifically, the points are used to pay for other transportation-related expenses.

9. The vehicle traffic management method for alleviating urban traffic congestion according to claim 1, characterized in that, Each vehicle needs to be equipped with a satellite positioning vehicle-mounted device, and a computer center management server needs to be set up in the traffic management center to run the vehicle traffic management method through computer software.

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