CN111581538B - Expressway charging data-based expressway traffic flow state deducing method - Google Patents
Expressway charging data-based expressway traffic flow state deducing method Download PDFInfo
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Abstract
The invention provides a method for deducing the state of a high-speed traffic flow based on highway charging data, which comprises the following steps: restoring the vehicle driving path according to the entrance and exit and the identification station information in the charging data; decomposing the running state of the vehicle and solving the average speed of each vehicle on a main line; solving traffic flow of each road section; calculating the average speed of all vehicles in each road section; the traffic flow state is deduced by combining the traffic flow of each road section and the average speed of all vehicles in each road section. The running path condition of the vehicle is restored by using the charging data, and then the position information of the vehicle is estimated according to the running mileage and time, so that the position conditions of different road sections of different time periods of all the vehicles are obtained, and the traffic flow state on the expressway network is deduced. The invention considers the conditions of ramp, intercommunication and the like, reduces errors generated by the limitation of charging data, and can obtain more accurate traffic flow state.
Description
Technical Field
The invention relates to expressway traffic state estimation, in particular to an expressway traffic state estimation method based on expressway charging data.
Background
With the development of national transportation, the highway network has become an important passenger flow logistics channel in the transportation system. With the advent of the information age, people have increasingly demanded information services such as highway conditions, and the information utilization of highways has become more important. The evaluation of the high-speed traffic flow state is a way to make the road conditions more clearly reflected.
Traffic flow mainly comprises flow, speed and density. And obtaining the flow, the speed and the density of each road section in different time periods, and judging the traffic state of the road section by an evaluation method. The traffic state can provide a path decision for road users on one hand, avoid overlarge long-term traffic of certain road sections, provide a basis for decisions of related departments on the other hand, and utilize the traffic state to provide policies such as differentiated charging and the like to guide vehicles to avoid perennial congestion road sections, so that moderate loss is reduced for high speed of some loss operations.
Highway tolling data is a common source of data for high-speed research in recent years. But how to properly utilize the charging data is important. The charging data generally includes information such as entrance station name and time, exit station name and time, route identification station information, vehicle type, and the like. The current common approach is to assume that the vehicle is traveling at a high speed with the shortest path or to only study a certain high speed. The situation of ramp, intercommunication and the like is not considered in the process of researching the journey, and deviation exists all the time because the charging data is difficult to embody.
Therefore, it is necessary to design a method for restoring the real driving path of the vehicle, finding the information of ramp and intercommunication through the restoring path condition, reducing the error generated by the limitation of charging data, thereby obtaining the traffic flow state of the highway network more accurately and providing basis for better decision.
Disclosure of Invention
The invention provides a method for deducing the traffic flow state of a highway based on highway charging data.
The aim of the invention is achieved by the following technical scheme.
A method for estimating a traffic flow status at a high speed based on highway toll data, comprising the steps of:
restoring the vehicle driving path according to the entrance and exit and the identification station information in the charging data;
decomposing the running state of the vehicle and solving the average speed of each vehicle on a main line;
solving traffic flow of each road section;
calculating the average speed of all vehicles in each road section;
the traffic flow state is deduced by combining the traffic flow of each road section and the average speed of all vehicles in each road section.
Further, the recovering the vehicle path information according to the entrance information and the identifier station information in the charging data specifically includes:
and establishing a travel list of the vehicle by using the information of the gateway and the identification station of the charging data, searching possible paths for adjacent high-speed and gateway in the travel list through a breadth-first search algorithm, and finally summarizing the possible paths into a set of all the possible paths from the gateway to the gateway, and selecting one path as a real path in the possible paths according to the mileage of the path.
Further, the breadth-first search algorithm is to store own nodes which have passed through for each path, set a search stop threshold, record the number of traversal layers, i.e. the number of steps, when an effective path is searched, then continue searching for 2-3 layers, if no new effective path is found under the branch, stop the branch search, and when all branches reach the threshold, the path search is ended.
Further, the mileage of each path in the possible path set is calculated respectively, and is compared with the vehicle mileage in the data, the path with the smallest mileage difference value is the last real path to be selected, the mileage difference value is +/-500 m, if the mileage difference value is not in the range, the correct real path cannot be found, and the data is judged to be abnormal.
Further, the running states of the vehicles on different road sections are divided according to different accelerations, and the average speed of each vehicle on the main line is calculated by combining travel time and speed information recorded in charging data.
Further, the running states of the vehicle on different road sections include: the vehicle starts to perform uniform acceleration movement from an entrance toll station, and reaches a main line running speed after main line acceleration; when the vehicle leaves the high speed, the vehicle starts to uniformly decelerate at a certain distance before entering the exit ramp until entering the exit toll station through the exit ramp, and leaves the exit station after queuing or leaves through the ETC channel; when the vehicle is to transfer high speed through the interchange, decelerating before reaching the ramp, driving at a constant speed in the ramp, and accelerating to the main line driving speed from the position of leaving the ramp, wherein the main line driving speed value to be accelerated is set to be an initial value according to the type of the vehicle, the initial value is used for carrying out the first calculation to obtain the main line average speed, and then the main line average speed is carried into the main line driving speed, so that the set accelerating final speed and the average main line speed are more approximate after two times of calculation, and the actual driving process is more met;
the vehicle charging mode on the expressway comprises cash charging and Electronic Toll Collection (ETC), the time of the vehicle passing through a toll station is recorded in charging data, and the time of entering and exiting the expressway is calculated as follows:
wherein the time for entering the high speed is t en The time to leave the high speed is t ex The number of the manual lanes at the exit is n, the toll time of each vehicle is s seconds, the flow of the manual toll vehicle is Q, the acceleration and the deceleration occupy the length m meters of the main line, and the length of the entrance ramp is r en The length of the exit ramp is r ex ETC lane speed limit v 0 The final acceleration speed and the initial deceleration speed are v t ，
Let the vehicle running speed of the interchange be v s Obtaining the time t required by the interchange s The formula is as follows:
the running time t of the vehicle on the main line can be calculated m ＝t-t en -t ex -t s Where t represents the total travel time of the vehicle, which can be obtained from the charging data,
the driving mileage of the vehicle in the charging data comprises the mileage of the main line and the entrance ramp, the length of the main line is L, and the driving mileage in the charging data is L, and then l=l+r en +r ex ，
Assuming that the vehicle passes through c interchange, the average speed v of the vehicle on the main line is obtained:
further, the traffic flow of each road section is obtained, the starting and ending time of the vehicle passing each road section is determined according to the running speed of the vehicle in each road section and the corresponding running time, the time period of the vehicle passing each road section is obtained, and the number of vehicles of each road section in different time periods, namely the traffic flow, can be calculated.
Further, selecting data of vehicles entering and exiting from one or two adjacent toll stations passing through a road section to be counted, calculating the average speed of each vehicle, adding speed values into speed sets of road sections passing through different time sections, if empty sets appear, increasing the statistical length, carrying out outlier processing on all the speed sets to obtain available sets, taking an average value to obtain the average speed of the road section
Further, the abnormal value is processed by a box graph method, and the processing is performed in the interval (Q 3 +1.5(Q 3 -Q 1 ) , + -infinity) or [0, Q 1 -1.5(Q 3 -Q 1 ) Value in (A) is an abnormal value, Q 1 For the lower quartile, Q 3 Is the upper quartile.
Further, the relationship between the flow rate and the average speed of the road section is as follows,
wherein v is f For the average speed of the vehicle when the road is unblocked, Q is the road section flow, K is the road section density, and whether the road section is blocked or unblocked can be deduced by comparing the road section density with the blocking density of the road section.
Compared with the prior art, the invention has the following beneficial effects:
considering the conditions of ramp, intercommunication and the like, reducing the error generated by the limitation of charging data by utilizing the condition of the travel path of the vehicle, and then estimating the position information of the vehicle according to the travel mileage and time to obtain the position conditions of different road sections of different time periods of all vehicles, thereby deducing the traffic flow state on the expressway network and estimating the congestion condition. The traffic flow state of the expressway network can be obtained more accurately, and a basis is provided for better decision making.
Drawings
Fig. 1 is a flowchart of a high-speed traffic flow state estimation method according to an embodiment of the present invention.
FIG. 2 is a schematic view of a high-speed doorway in an embodiment of the present invention.
FIG. 3 is a schematic view of a highway section according to an embodiment of the present invention.
Detailed Description
And 1, restoring the vehicle path information according to the entrance and exit and the identification station information in the charging data.
Step 1.1, path search
And establishing a travel list of the vehicle by using the information of the gateway and the identification station of the charging data, searching possible paths for adjacent high-speed and gateway in the travel list through a breadth-first search algorithm, and finally summarizing the possible paths into a set of all the possible paths from the gateway to the gateway, and selecting one path as a real path in the possible paths according to the mileage of the path.
And obtaining the head and tail of the path by using the information of the access in the record, and supplementing the path condition by the information of the pass mark station. The first two digits of the identification station number are the high-speed road section numbers, so the identification station can be regarded as a high-speed name, and the targets from the start point to the end point can be decomposed into path combinations between each high speed. The method of path finding is an improved breadth-first search algorithm. The basic breadth-first search method cannot search for the remaining neighboring nodes of the previous layer or previously searched nodes because a common set of traversed nodes is used. The improved search algorithm contemplates storing own traversed nodes for each path, rather than globally traversed nodes, so that each path can be searched without interference from other paths. However, this causes a problem that the search is repeated to search for unnecessary paths, so that the search cannot be converged, and the search is stopped only by traversing the entire network during the search of all paths, and therefore, the search stop threshold needs to be increased. When an effective path is searched, the number of traversal layers, namely the number of steps, is recorded, then the 2-3 layers are searched continuously, if no new effective path is found under the branch, the branch search is stopped, and when all branches stop searching (namely all branches reach the search stop threshold), the path search is ended. Before path restoration, each high-speed directly reachable high-speed is found out, a high-speed diagram is built, and the execution of a search algorithm is facilitated. The breadth-first search algorithm adopted in this embodiment is the same as the basic breadth-first search algorithm, and is to find all different reachable paths, and the search results of each segment may be more than one, and all possible cases need to be combined to form a complete path set, and then the next judgment is performed.
Step 1.2, path selection:
the path selection is to select the searched path set to find out the path most in line with the real vehicle path. Because the mileage of different paths is different and the data contains mileage, only mileage in the selected path can be compared with the original data. And respectively calculating the mileage of all paths in the path set, and then taking the path with the smallest difference value with the vehicle mileage in the original data as the last selected path. The mileage difference is allowed to be 500m in consideration of the accumulated error. Beyond this error, it is considered that a correct path cannot be found, and the data is judged to be abnormal.
Step 2.1, vehicle running State analysis
Referring to fig. 2, a road section where a vehicle travels at a high speed includes an entrance ramp (en 1, en 2), an exit ramp (ex 2, ex 3), a high-speed main line (m 1, m 2), and a distance (p 2) between the same entrance and exit, and in addition, an interchange connecting different high speeds.
The vehicle runs at uniform acceleration before entering the main line, and runs at uniform deceleration after leaving the main line. Because the speed of the main line at constant speed is not achieved by the entrance ramp and the interchange, the acceleration and deceleration process is realized not only in the ramp range, but also occupies part of the section of the main line. The interchange is different from the entrance ramp, and because of the speed limit, the uniform running can be considered to be performed in the ramp, and the acceleration and the deceleration occur before entering the interchange and after leaving the interchange. The method comprises the following steps: the vehicle starts to perform uniform acceleration movement from an entrance toll station, and reaches a main line running speed after main line acceleration; when the vehicle leaves the high speed, the vehicle starts to uniformly decelerate at a certain distance before entering the exit ramp until entering the exit toll station through the exit ramp, and leaves the exit station after queuing or leaves through the ETC channel; when the vehicle is to transfer high speed through the interchange, the vehicle starts decelerating before reaching the ramp, runs at a constant speed in the ramp, and accelerates to the main line running speed after leaving the ramp, wherein the main line running speed value accelerated to is set to be an initial value according to the type of the vehicle because the main line average running speed value is not calculated yet, the first calculation is carried out by the initial value to obtain the main line average speed, and then the main line average speed is substituted into the main line running speed for acceleration.
Step 2.2, vehicle journey time analysis
The vehicle charging method is classified into cash charging and electronic charging (ETC). The time when the vehicle passes the toll station, i.e. the moment of passing the landing rod, is recorded in the toll data. ETC vehicles have the characteristic of no parking, and pass through toll booths according to the speed limit of ETC channels. The cash charging needs to enter a manual charging channel to queue for taking cards and paying. Since the time of the data recording, the queuing payment time of the exit is counted within the total travel time, the cash-charged vehicle needs to calculate the queuing time in addition to the above-mentioned time. The access high-speed time can be obtained by the following formula.
Wherein the time for entering the high speed is t en Leaving the high speed time to be t ex The number of the manual lanes at the exit is n, the toll time of each vehicle is s seconds, the flow of the manual toll vehicle is Q, the acceleration and the deceleration occupy the length m meters of the main line, and the length of the entrance ramp is r en The length of the exit ramp is r ex ETC lane speed limit v 0 The final acceleration speed and the initial deceleration speed are v t 。
Let the vehicle running speed of the interchange be v s The length of the interchange is r s Obtaining the time t required by the interchange s 。
Calculating the time of non-main line, the total travel time and the main line travel time t in the data m Naturally comes out.
t m ＝t-t en -t ex -t s
Step 2.3, analyzing and calculating the running speed of the bicycle:
because the initial and final speeds of the speed change process are set, the running speed of the interchange is limited, and calculation is not needed. The speed is determined with known time, and the mileage of the main line of the vehicle needs to be obtained.
Unlike travel time, the driving mileage in the data is not the mileage on the main line, nor the complete distance between the rising and falling poles of the toll station, but the data contains the mileage of the main line and the entrance ramp without the length of the interchange. Let the main line length be L, the mileage in the data be L, and the following equation is given.
L＝l+r en +r ex
According to the kinematic formula, and assuming that the vehicle passes through c interchange, the average speed of the vehicle on the main line can be obtained.
and determining the starting and ending time of the vehicle passing through each road section according to the running speed of the vehicle in each road section and the corresponding running time, and obtaining the time period when the vehicle passes through each road section. And counting all vehicles by the same method to obtain the number of vehicles in each road section in different time periods, namely traffic flow. The method comprises the following steps:
from the travel speed of the vehicle in each link and the time of entering the link, the time that the vehicle passes in the link can be inferred. Specifically, the following is described.
Referring to fig. 3, assume that the vehicle enters a high speed at 1 point and exits the high speed at 6 points in fig. 3. Let the moment of the vehicle at point i be T i The distance between two points is d a,b Expressed, it can be known that the length of the high-speed main line through which the vehicle passes is d 16 We need the vehicle at d 12 、d 34 、d 34 And d 56 Which Δt time periods have elapsed, i.e. the moment at which each point in the graph needs to be obtained. On the premise that the vehicle performs uniform motion on a main line, the following formula can be adopted:
wherein T is i+1 Indicating the departure time of the road section, namely the starting time of the next road section, T i Indicating the starting time of the road section d i,i+1 Representing the distance of the road segment.
Namely, the moment when the intersection passes can be obtained by only knowing the moment when the intersection passes through the previous intersection. E.g. d j,j+1 The vehicle is a section of interchange (comprising acceleration and deceleration sections) through which the vehicle passes, and according to the method, the following moment calculation formula can be obtained by combining a physical kinematics formula:
wherein m is the acceleration and deceleration distance of the main line occupied by the vehicle, v r For average speed of vehicle in interchange, T j+1 Indicating the departure time of the road section, T j Indicating the starting time of the road segment.
By combining the two formulas, the vehicle can know which road section in different time periods, and by traversing the vehicle in the record, the flow rate of different road sections can be known.
And 4, calculating the average speed of all vehicles in each road section.
The average speed is calculated using vehicles coming in and going out from one to two toll booths before and after the road section.
The average speed of a road segment refers to the average speed of the overall traffic flow over the road segment. While vehicles traveling over a certain road segment at high speeds are various, including long distances and short distances. Long distance vehicles may not reach expectations due to the distance, for example, traffic jams, service area rest, emergency stops, etc. due to the fact that the vehicles are in the middle. Therefore, when calculating the average speed, only vehicles entering and exiting from toll booths adjacent to the road are extracted for calculation. Selecting data of vehicles entering and exiting from one or two adjacent toll stations passing through a road section to be counted, calculating the average speed of each vehicle, adding speed values into speed sets of road sections passing through different time periods, if empty sets appear, increasing the statistical length, carrying out outlier processing on all the speed sets to obtain an available set, taking an average value to obtain the average speed of the road section
Since the data is full-sample data, there is inevitably large error data, and it is necessary to exclude vehicles with abnormal speeds so as not to affect the overall situation. The box graph is used here to reject outliers.
Let the quarter of the speed set be Q 1 Three quarters of digits Q 3 From the properties of the box graph, the range in which the outliers can be obtained is within (Q 3 +1.5(Q 3 -Q 1 ),+∞) Or [0, Q 1 -1.5(Q 3 -Q 1 ))。
By means of road section d i,i+1 The speed of the OD traveling vehicles of two and three toll booths at the upstream and downstream is processed by abnormal values to determine the average speed of the vehicles at the road section,
s is the number of vehicles in the normal speed range, v i Representing the speed value of each vehicle, respectively.
The state of the road segment is deduced through the relation between the road segment flow and the average speed. The density, flow and average speed have the following relation
Wherein v is f For average speed of the vehicle when the vehicle is clear, Q is road section flow, and K is road section density.
Comparing the K value with the blocking density of the road section, and judging whether the comparison is larger or smaller, wherein the K value is larger, the road section can be inferred to belong to blocking, and the K value is smaller, the road section can be inferred to belong to unblocked. The road blocking density is determined according to the number of road lanes, and typically, the single-lane blocking density is 20veh/km (veh refers to the number of vehicles), and the road blocking density is 20veh/km multiplied by the corresponding number of lanes.
For easier understanding, the embodiment selects data of 26 highways in the bay area, and deduces traffic flow states of all road sections at a wide-definition high speed.
The case comprises the following steps:
And (3) finding out the entrance and exit information and the passing identification station information of each piece of data, establishing a path list of the vehicle, searching possible paths for adjacent high-speed and entrances in the list through a breadth-first search algorithm, and finally summarizing all possible path sets from the entrances to the exits to select the path which is most suitable for the situation as the real path according to the mileage of the path.
And extracting the fields containing the vehicle information, the entrance and exit and mileage fields, and forming a new data table with two new fields of the path and mileage difference. The data with wide definition and high speed in the path is found out and is processed in the next step.
According to the path of each vehicle, calculating the interchange condition of the vehicle path, calculating the length of the main line occupied by acceleration and deceleration of the vehicle, and calculating the time-consuming condition of the vehicle in the processes of acceleration and deceleration and passing through the interchange. Substituting all the time and length values into a formula to calculate the average speed of the vehicle.
Step 3.1, calculating the time of the vehicle entering and exiting the road section
In step 2, the average speed of the main line of each vehicle and the time required for acceleration and deceleration are obtained. And taking the inbound time as an initial time, overlapping the time to the initial time after passing through an entrance acceleration process to obtain the initial time of the first section of the main line section, continuing overlapping when the vehicle passes through the next section, and obtaining the end time of the last section and the initial time of the next section by using the ratio of the length of the section to the average speed of the overlapped time. This superposition process is repeated continuously, resulting in a series of moments. The road section where the vehicle is located at different moments is known.
Step 3.2, road section flow deducing:
using 15 minutes as a time period, dividing one day into 96 sections, obtaining the time period that the vehicle passes through a certain road section according to the in-out time of the vehicle in the certain road section, adding one to the statistics value of the corresponding time period, and finally obtaining the statistics value of the whole sample data, wherein the inferred value of the flow is considered to be the same as the statistics value.
The wide-definition high-speed north traffic for two time periods of 3:30-5:30 and 17:00-19:00 are selected as examples, and the results are as follows:
TABLE 1 North-going flow rates of 3:30-5:30
Tab.1Northbound traffic volume from3:30to 5:30
Units: veh/h
TABLE 2 North-going flow rates 17:00-19:00
Tab.2Northbound traffic volume from17:00to 19:00
Units: veh/h
Road segment d i,i+1 And (3) selecting all OD data in the upstream toll stations and the downstream toll stations, and calculating the average speed of a main line of the toll stations. And carrying out box graph removal on all the data obtained by each section of road, and then taking an average value.
The results are shown in the following table.
TABLE 3 average speed in North-going directions from 3:30 to 5:30
Tab.3Northbound speed from3:30to 5:30
Units: km/h
TABLE 4 average speed in North-going directions 17:00-19:00
Tab.4Northbound speed from17:00to 19:00
Units: km/h
And 5, judging the traffic flow state:
according to the relation between the flow and the speed, the road sections can be found to be in a smooth state through calculation.
The foregoing is merely a preferred embodiment of the present invention, and it should be noted that modifications and variations could be made by those skilled in the art without departing from the technical principles of the present invention, and such modifications and variations should also be regarded as being within the scope of the invention.
Claims (8)
1. A method for estimating the status of a traffic flow at a highway based on highway toll data, comprising the steps of:
restoring the vehicle driving path according to the entrance and exit and the identification station information in the charging data;
decomposing the running state of the vehicle and solving the average speed of each vehicle on a main line;
solving traffic flow of each road section;
calculating the average speed of all vehicles in each road section;
the traffic flow state is deduced by combining the traffic flow of each road section and the average speed of all vehicles in each road section;
the running states of the vehicle on different road sections comprise: the vehicle starts to perform uniform acceleration movement from an entrance toll station, and reaches a main line running speed after main line acceleration; when the vehicle leaves the high speed, the vehicle starts to uniformly decelerate at a certain distance before entering the exit ramp until entering the exit toll station through the exit ramp, and leaves the exit station after queuing or leaves through the ETC channel; when the vehicle is to transfer high speed through the interchange, the vehicle starts decelerating before reaching the ramp, runs at a constant speed in the ramp, accelerates to the main line running speed after leaving the ramp, wherein the main line running speed value accelerated to is set to be an initial value according to the type of the vehicle, then carries out first calculation according to the initial value to obtain the main line average speed, substitutes the main line average speed into the main line running speed to accelerate,
the vehicle charging mode on the expressway comprises cash charging and Electronic Toll Collection (ETC), the time of the vehicle passing through a toll station is recorded in charging data, and the time of entering and exiting the expressway is calculated as follows:
wherein the time for entering the high speed is t en The time to leave the high speed is t ex The number of the manual lanes at the exit is n, the toll time of each vehicle is s seconds, the flow of the manual toll vehicle is Q, the acceleration and the deceleration occupy the length m meters of the main line, and the length of the entrance ramp is r en The length of the exit ramp is r ex ETC lane speed limit v 0 The final acceleration speed and the initial deceleration speed are v t ，
Let the vehicle running speed of the interchange be v s Obtaining the time t required by the interchange s The formula is as follows:
the running time t of the vehicle on the main line can be calculated m ＝t-t en -t ex -t s Where t represents the total travel time of the vehicle, which can be obtained from the charging data,
the driving mileage of the vehicle in the charging data comprises the mileage of the main line and the entrance ramp, the length of the main line is L, and the driving mileage in the charging data is L, and then l=l+r en +r ex ，
Assuming that the vehicle passes through c interchange, the average speed v of the vehicle on the main line is obtained:
selecting one or two adjacent toll stations passing through road sections needing to be counted to get in and out of vehicleCalculating the average speed of each vehicle according to the data of the vehicles, adding the speed value into speed sets of road sections passing through different time periods, if empty sets appear, increasing the statistical length, carrying out outlier processing on all the speed sets to obtain an available set, taking an average value to obtain the average speed of the road sections
2. The method for estimating the traffic flow status of the highway based on the highway charging data according to claim 1, wherein the recovering the vehicle path information according to the entrance information and the identification station information in the charging data comprises:
and establishing a travel list of the vehicle by using the information of the gateway and the identification station of the charging data, searching possible paths for adjacent high-speed and gateway in the travel list through a breadth-first search algorithm, and finally summarizing the possible paths into a set of all the possible paths from the gateway to the gateway, and selecting one path as a real path in the possible paths according to the mileage of the path.
3. The method according to claim 2, wherein the breadth-first search algorithm is to store own nodes that have passed for each path, and set a search stop threshold, record the number of traversal layers, i.e. the number of steps, when an effective path is searched, and then continue searching for 2-3 layers, if no new effective path is found under the branch, stop the branch search, and end the path search when all branches reach the threshold.
4. The method for deducing the state of high-speed traffic flow based on highway charging data according to claim 2, wherein the mileage of each path in the set of possible paths is calculated respectively, and compared with the mileage of the vehicle in the data, the path with the smallest mileage difference is the last real path to be selected, the mileage difference is + -500 m, if not in the range, the data is judged to be abnormal.
5. The method for estimating the traffic flow status of highway according to claim 1, wherein the running states of the vehicles on different road sections are divided according to different accelerations, and the average speed of each vehicle on the main line is calculated by combining the travel time and speed information recorded in the charging data.
6. The method for estimating the traffic flow state of the highway based on the highway charging data according to claim 1, wherein the traffic flow of each road section is obtained, and the starting and ending time of the vehicle passing each road section is determined according to the running speed of the vehicle in each road section and the corresponding running time, so as to obtain the time period when the vehicle passes each road section, and further calculate the number of vehicles, namely the traffic flow, of each road section in different time periods.
7. The method for estimating the traffic flow status at high speed based on the toll data according to claim 1, wherein the abnormal value is processed by a box graph method, and the value is calculated in the interval (Q 3 +1.5(Q 3 -Q 1 ) , + -infinity) or [0, Q 1 -1.5(Q 3 -Q 1 ) Value in (A) is an abnormal value, Q 1 For the lower quartile, Q 3 Is the upper quartile.
8. The method for estimating a traffic flow status at a highway based on highway charging data according to claim 6, wherein the relationship between the flow and the average speed of the road section is as follows,
wherein v is f For average speed of the vehicle when unblocked, Q is road traffic, K is road density, by comparing road density with road blocking densityIt can be inferred whether the road segment belongs to a block or a clear.
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