CN114038211B - Large parking lot entrance and exit congestion studying and judging method based on average vehicle delay - Google Patents
Large parking lot entrance and exit congestion studying and judging method based on average vehicle delay Download PDFInfo
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- CN114038211B CN114038211B CN202111442196.6A CN202111442196A CN114038211B CN 114038211 B CN114038211 B CN 114038211B CN 202111442196 A CN202111442196 A CN 202111442196A CN 114038211 B CN114038211 B CN 114038211B
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Abstract
The invention provides a large parking lot entrance and exit congestion studying and judging method based on average delay of vehicles, which comprises the following steps of: selecting a large parking lot as a research target, carrying out field investigation, and acquiring historical traffic volume and actual delay information of vehicles under different paths of various vehicles; selecting a corresponding vehicle average delay model according to the vehicle type, and calibrating parameters; predicting future total traffic of various roads, and analyzing traffic composition modes of the roads under different paths; calculating the average delay range of various vehicles, and comparing the average delay range with the average delay threshold of the vehicles when congestion occurs; judging whether the congestion time interval exists or not, and determining a regulation strategy. The system analyzes the operation characteristics and the interaction influence of the multi-type traffic volume at the entrance and the exit of the large-scale parking lot, quantitatively analyzes the congestion cause and the congestion degree of each type of vehicle based on the accurate calculation of the average delay of the vehicles, and is a new method for studying and judging the congestion at the entrance and the exit under the background that the large-scale parking lot in the city is continuously increased.
Description
Technical Field
The invention relates to a large parking lot entrance and exit congestion studying and judging method based on average vehicle delay, and belongs to the field of urban road traffic control.
Background
With the rapid increase of the quantity of motor vehicles in China and the intensive situation of domestic land, a large number of large parking lots are promoted. The number of the parking lots is increased, and although the problem of insufficient parking lots can be solved, the influence of dynamic and static traffic is aggravated, so that a series of new problems of difficult parking are derived. The problem of bottleneck of an entrance and an exit and a connecting road is included, which not only directly relates to the difficulty of the motor vehicles entering and exiting the parking lot, but also causes slow running or congestion of the connecting road and a surrounding road network, and reduces the road traffic efficiency. Therefore, it is necessary to study the traffic congestion problem at the entrance and exit of a large parking lot.
At present, the congestion at the entrance and exit of a large parking lot is not accurately defined. Generally, congestion can be defined from a number of perspectives, such as traffic supply and demand and the psychological perception of travelers. From the perspective of traffic supply and demand, congestion means that traffic volume exceeds the traffic capacity of a road within a period of time, and overflowing vehicles form a queuing phenomenon. Congestion is not clearly distinguished from congestion, and is generally considered to be a state in which the degree of congestion is more severe, and is manifested by a phenomenon in which vehicles are queued up and vehicle delays are significantly increased.
For the problem of congestion defined by quantitative indexes, a unified standard is not formed at home and abroad at present, and indexes such as speed per hour, queuing time and the like are adopted in Japan to judge congestion; the traffic state when the delay exceeds the threshold value acceptable by the masses is defined as congestion in the United states, and a no-signal intersection service level standard is given; the service level of the signalized intersection is evaluated by the average delay index in China, and a signalized intersection service level division table is made. Generally, the definition of congestion through average delay of vehicles is a mainstream index in relevant congestion research and standards at home and abroad, but a congestion delay index facing to an entrance and an exit of a large parking lot is not established.
Therefore, the invention provides a large parking lot entrance/exit congestion research and judgment method based on average delay of various vehicles, which can be used for researching and judging congestion causes and congestion degrees of the large parking lot entrance/exit, provides support for fine traffic management and control of the large parking lot entrance/exit, provides theoretical basis and practical method for solving the bottleneck problem of the parking lot entrance/exit and the connecting road, and is a key technology to be researched urgently in the fine control and management of the dynamic and static traffic of the large parking lot.
Disclosure of Invention
The invention aims to provide a method for studying and judging the congestion at the entrance and the exit of a large parking lot based on average delay of vehicles, so as to solve the problem that the congestion state at the entrance and the exit of the large parking lot is difficult to define.
The technical scheme for realizing the purpose of the invention is as follows: a large parking lot entrance and exit congestion studying and judging method based on average vehicle delay comprises the following steps:
step 1: selecting parking lots with the total berth number exceeding 300 as research targets, carrying out field investigation, and shooting continuous multi-day entrance and exit traffic volume videos;
step 2: acquiring traffic data of various vehicles in different paths according to the traffic video in the step 1, selecting a corresponding vehicle average delay model based on the vehicle type, and calibrating parameters;
and step 3: predicting the future total traffic of various roads, analyzing the traffic composition change range of the roads under different paths, converting the traffic into hour traffic by taking 15 minutes as an interval, and forming a traffic statistical table under different paths of various vehicles;
and 4, step 4: calculating the average delay time value range of various vehicles according to the calibrated vehicle average delay model and the traffic volume composition change range under different paths analyzed in the step 3, comparing the average delay time value range with the vehicle average delay threshold value when congestion occurs, judging that congestion occurs when the average delay value is greater than or equal to the congestion delay value, and judging that no congestion occurs when the average delay value is smaller than the congestion delay value;
and 5: judging the congestion degree variation range of each time interval, determining whether an adjustable congestion time interval exists, and determining an adjusting strategy.
Preferably, the traffic volumes of the vehicles of the various types in step 1 under different paths include parking lot arrival traffic volume, parking lot departure traffic volume, total road traffic volume, first lane traffic volume, second lane traffic volume, first lane departure traffic volume, second lane departure traffic volume, first lane traffic volume affected by the vehicle leaving the parking lot, and first lane traffic volume affected by the vehicle leaving the second lane;
preferably, the calculation formula of the vehicle average delay model in step 2 is as follows:
(1) Parking lot arrival vehicle average delay model:
(1.1) Inlet Gate delay
(1.2) average delay of vehicle entering parking lot from second lane
(1.3) average delay of parking lot to reach vehicle
Wherein the content of the first and second substances,
the average delay of the vehicle passing through the entrance gate when the ith entrance of the parking lot arrives is s;
the service rate of the ith entrance gate of the parking lot is pcu/h;
the unit of the traffic volume for the parking lot to reach the ith entrance is pcu/h;
average delay of the vehicle entering the ith entrance of the parking lot for the second lane is s;
the unit of the traffic volume of the first lane of the road near the ith entrance/exit of the parking lot is pcu/h;
the unit of the traffic volume is pcu/h when the first lane enters the ith entrance of the parking lot;
the critical clearance is the critical clearance of the vehicle reaching the ith entrance of the parking lot by the second lane, and the unit is s;
the unit of the traffic volume is pcu/h when the second lane enters the ith entrance of the parking lot;
the vehicle-mounted time of the vehicle arriving at the ith entrance of the parking lot in the second lane is s;
the traffic capacity correction coefficient is used for enabling the vehicle in the second lane to pass through the first lane and enter the ith entrance of the parking lot;
the average delay of the vehicle arriving at the ith entrance of the parking lot is s;
the fixed delay for the car arriving at the ith entrance of the parking lot is s; n is i The number of lanes of a road near the ith entrance and exit of the parking lot; i is the number of the gateway.
(2) Parking lot vehicle leaving average delay model:
(2.1) Outlet Gate delay
(2.2) delay of leaving vehicle to enter road
(2.3) average delay of parking lot leaving vehicle
Wherein the content of the first and second substances,
the average delay of the exit vehicle of the ith exit of the parking lot through an exit gate is s;
the service rate of the ith exit gate of the parking lot is pcu/h;
leaving the traffic volume for the ith exit of the parking lot, wherein the unit is pcu/h;
the average delay of the vehicle leaving the first lane of the road at the ith exit of the parking lot is s;
the unit of the first lane traffic volume of the road near the ith exit of the parking lot is pcu/h;
the unit is s, and the unit is a critical gap of a first lane of a road driven by a vehicle leaving from the ith exit of the parking lot;
the following time of leaving the vehicle for the ith exit of the parking lot is s;
a traffic capacity correction factor for the parking lot ith exit leaving the first lane for the vehicle to enter the first lane;
for the ith exit of the parking lotDelay, in units of s;
the fixed delay for leaving the vehicle at the ith exit of the parking lot is given by the unit of s; i is the entrance/exit serial number.
(3) Road vehicle average delay model:
(3.1) delay of the first lane vehicle due to leaving of the vehicle in the parking lot
(3.2) delay of the first lane vehicle caused by the crossing of the second lane vehicle
(3.3) average delay of second lane vehicles waiting in line to enter parking lot
(3.4) average delay of road vehicle
Wherein the content of the first and second substances,
the average delay is generated by the influence of the vehicles leaving the parking lot on the first lane vehicle of the road near the ith entrance and exit of the parking lot, and the unit is s;
leaving the traffic volume for the ith exit of the parking lot with the unit of pcu/h;
the unit is s, and the critical gap is the critical gap between the first lane vehicle and the ith exit conflict area of the parking lot;
the unit of the first lane traffic volume influenced by the vehicle leaving from the ith exit of the parking lot is pcu/h;
the following time is the following time of the first lane vehicle driving into the ith exit conflict area of the parking lot, and the unit is s;
the traffic capacity correction coefficient is used for correcting the traffic capacity of the first lane entering the ith exit conflict area of the parking lot;
the following time of a first lane road vehicle of a road near the ith entrance and exit of the parking lot is s;
the unit of the first lane traffic volume is pcu/h, wherein the first lane traffic volume is the road near the ith entrance and exit of the parking lot;
the average delay of a first lane vehicle of a road near the ith entrance and exit of the parking lot caused by the passing of a second lane is s;
the unit of the traffic volume entering the ith entrance of the parking lot for the second lane is pcu/h;
the unit of the critical gap is s, wherein the critical gap is a collision area where a first lane vehicle of a road near the ith entrance and exit of the parking lot drives into and passes through a second lane vehicle;
the unit of the first lane traffic volume of the road near the ith entrance and exit of the parking lot affected by the second lane vehicle is pcu/h;
the following time is s, and is the following time for a first lane vehicle of a road near the ith entrance and exit of the parking lot to enter a conflict area where a second lane vehicle passes;
the traffic capacity correction coefficient is used for enabling a first lane of a road near an ith entrance and exit of the parking lot to drive into a conflict area where vehicles in a second lane pass;
the method comprises the following steps that a second lane vehicle of a road near the ith entrance and exit of a parking lot waits for a front vehicle to find an acceptable gap to enter the parking lot together with queuing delay, wherein the unit is s;
the unit of the traffic volume of the first lane entering the ith entrance of the parking lot is pcu/h;
the critical clearance is the critical clearance of the vehicle reaching the ith entrance of the parking lot by the second lane, and the unit is s;
the vehicle-mounted time of the vehicle arriving at the ith entrance of the parking lot in the second lane is s;
the traffic capacity correction coefficient is used for enabling a vehicle entering the ith entrance of the parking lot to pass through the first lane;
the average delay of road vehicles near the ith entrance and exit of the parking lot is represented bys；
The unit of the total traffic volume of the road near the ith entrance and exit of the parking lot is pcu/h;
the unit of the traffic volume of a second lane of a road near the ith entrance/exit of the parking lot is pcu/h; n is a radical of an alkyl radical i The number of lanes of a road near the ith entrance and exit of the parking lot; i is the number of the gateway.
Preferably, the parameter calibration method in step 2 includes:
(1) Observing and counting the shot video of the field survey, recording the difference value of the number of video frames of each vehicle passing through the set starting point and the set ending point, calculating the vehicle passing time, taking the minimum value of the passing time of all the vehicles as the non-delay passing time, taking the difference value of the passing time of other vehicles and the non-delay passing time as the actual measurement delay value of the vehicles, and counting the average delay of various vehicles in each time interval in the shooting period.
(2) And observing and counting the field investigation shooting video, counting the traffic volumes of various types of vehicles in different paths in each time interval in the shooting time period, and converting the traffic volumes into hourly traffic volumes.
(3) And calibrating the delay model parameters by using mathematical analysis software based on the average delay values of a plurality of groups of vehicles and the traffic volumes of various types of vehicles in different paths.
Preferably, the vehicle average delay threshold at the time of congestion occurrence in step 4 includes:
(1) Parking lot entrance and exit arrival vehicle: the average delay of the arriving vehicles is less than or equal to 20s, and the vehicles are judged to be smooth; the average delay of the arriving vehicles is 20-40 s, and the vehicles are judged to be crowded; the average delay of the arriving vehicles is more than or equal to 40s, and the vehicles are judged to be jammed.
(2) Parking area access & exit leave the vehicle: the average delay of leaving the vehicle is less than or equal to 25s, and the vehicle is judged to be smooth; the average delay of the leaving vehicles is 25 to 50 seconds, and the vehicles are judged to be crowded; the average delay of leaving the vehicle is more than or equal to 50s, and the vehicle is judged to be jammed.
(3) Road vehicle: the average delay of vehicles on the three lanes and above is less than or equal to 5s, and the average delay of vehicles on the two lanes and below is less than or equal to 10s, and the vehicle is judged to be smooth; the average delay of vehicles on the three lanes and above is 5-10 s, the average delay of vehicles on the two lanes and below is 10-20 s, and the vehicle is judged to be crowded; the average delay of vehicles on the three lanes or above is more than or equal to 10s, and the average delay of vehicles on the two lanes or below is more than or equal to 20s, and the vehicle is judged to be jammed.
Compared with the prior art, the invention has the following remarkable advantages: the method solves the problems that the congestion at the entrance and the exit of the large parking lot is defined unclear and incomprehensible in the existing research and standard, fully considers the influence mechanism of multiple entrances and exits of the large parking lot, and the influence mechanism of multiple types and multiple paths of vehicles on the formation of the congestion at the entrance and the exit, and forms an entrance congestion cause and congestion degree research and judgment quantification method facing the large parking lot based on the average delay calculation of the vehicles;
therefore, the invention can support the fine research of traffic volume control of the entrance and the exit of the large-scale parking lot, provide theoretical basis for multi-type and multi-path traffic volume guidance related to the entrance and the exit, and provide judgment tools and reference for promoting the balance and rationality of space-time resource utilization of the entrance and the exit of the parking lot.
Drawings
FIG. 1 is a flow chart of the present invention.
Detailed Description
The present invention is further illustrated by the following description in conjunction with the accompanying drawings and the specific embodiments, it is to be understood that these examples are given solely for the purpose of illustration and are not intended as a definition of the limits of the invention, since various equivalent modifications will occur to those skilled in the art upon reading the present invention and fall within the limits of the appended claims.
As shown in fig. 1, a method for studying and judging congestion at an entrance and an exit of a large parking lot based on average delay of vehicles includes the following steps:
step 1, selecting large-scale parking lots with the total berth number exceeding 300 as research targets, carrying out field investigation, shooting traffic videos of entrances and exits for multiple continuous days, and acquiring historical traffic volumes and actual vehicle delay information of various types of vehicles on different paths;
the traffic volume comprises parking lot arrival traffic volume, parking lot departure traffic volume, total road traffic volume, first lane traffic volume, second lane traffic volume, first lane entering parking lot traffic volume, second lane entering parking lot traffic volume, first lane traffic volume influenced by the departure vehicles of the parking lot, and first lane traffic volume influenced by the vehicles of the second lane; the first lane is the rightmost lane of the road, and the second lane is the second lane from the right side of the road.
The parking lot selected by the embodiment of the invention is a large commercial complex parking lot in Nanjing, the three parking lots are respectively B1, B2 and B3, and the total number of the parking lots is 1800. The main entrances and exits are respectively positioned at the east and west sides of the parking lot, and the east entrances and exits are connected with the two-lane auxiliary lane of the urban main lane; the west-out entrance is connected with the city branch of the three lanes. Traffic jam at the entrance and the exit is easy to occur at the peak time.
Selecting a camera to erect a machine position, and continuously shooting videos of the arrival channel, the departure channel and the connected road of the parking lot for multiple days.
Step 2, selecting a corresponding vehicle average delay model according to the vehicle type, and calibrating parameters;
the types of vehicles involved include three categories of parking lot arriving vehicles, parking lot departing vehicles, and road vehicles. According to the difference of the number of the lanes of the road connected with the two entrances and exits, respectively establishing: the average delay model of vehicles arriving at the east entrance parking lot, the average delay model of vehicles leaving the east entrance parking lot, the average delay model of vehicles arriving at the east entrance road, the average delay model of vehicles arriving at the west entrance parking lot, the average delay model of vehicles leaving the west entrance parking lot and the average delay model of vehicles leaving the west entrance road are 6 models in total.
Take the west exit entrance parking lot to arrive at the vehicle as an example:
and aiming at the model, carrying out parameter calibration, wherein the specific process is as follows:
firstly, observing and counting an industry investigation shooting video, recording the difference value of the number of video frames of each vehicle passing a set starting point and a set finishing point, calculating the passing time of the vehicles, taking the minimum value of the passing time of all the vehicles as non-delay passing time, taking the difference value of the passing time of other vehicles and the non-delay passing time as a vehicle actual measurement delay value, and counting the average delay of various vehicles in each time interval in a shooting period.
Then, the field investigation shooting video is observed and counted, the traffic volumes of various types of vehicles in different paths in each time interval in the shooting time period are counted, and the traffic volumes are converted into hourly traffic volumes.
And finally, calibrating the delay model parameters by using mathematical analysis software based on the average delay values of a plurality of groups of vehicles and the traffic volumes of various types of vehicles in different paths.
The results of the parameter calibration are shown in table 1.
TABLE 1 calibration result of model parameters for delaying vehicles arriving at west-exit entrance parking lot
Thus, it is possible to obtain:
step 3, predicting future total traffic of various roads, analyzing the traffic composition mode of the roads under different paths, converting the traffic into hourly traffic by taking 15 minutes as an interval, and forming a traffic statistical table of various vehicles under different paths;
analyzing the traffic composition mode under different paths: and analyzing the proportional relation and the variation range of the first lane traffic volume and the total road traffic volume, the first lane traffic volume entering the parking lot and the parking lot arrival traffic volume, and the second lane traffic volume entering the parking lot and the parking lot arrival traffic volume.
In the embodiment, a time series prediction method based on statistics and a long-short term memory artificial neural network (LSTM) based on machine learning are adopted, errors of the two prediction methods are compared, and traffic time series of vehicles arriving and leaving at each entrance and exit of a parking lot on a prediction day and road vehicles are obtained through a weighted average method, so that the predicted value of the traffic total of various types of vehicles is obtained.
For the traffic composition modes of the road under different paths, the ratio of the first-lane traffic volume of the road near the west exit entrance to the total traffic volume of the road is stable at 1/3 through video analysis, so that
Furthermore, for a west exit entrance parking lot arriving vehicle, the constraint is satisfied:
thus, it is assumed that the total amount of traffic connecting the lanes on the road is not changed by self-regulation of the amount of traffic, i.e. the amount of traffic on the road is not changed
Is not subject to
And
the distribution ratio of (c).
Scaling factor for making parking lot reach first lane of vehicle
Then
As can be seen by analyzing the video,
step 4, calculating the average delay range of various vehicles according to the calibrated vehicle average delay model, comparing the average delay range with the vehicle average delay threshold value when congestion occurs, judging that congestion occurs when the average delay value is greater than or equal to the congestion delay value, and judging that no congestion occurs when the average delay value is less than the congestion delay value;
prediction value of traffic volume of various types of vehicles based on prediction
And the traffic volume composition modes (including the traffic volume proportion coefficient of the first road of the road near the entrance and the exit and the proportion coefficient of the first road of the vehicles arriving at the parking lot) of the vehicle under different paths calculate the average delay range of various vehicles, and compare the average delay range with the average delay threshold of the vehicles when congestion occurs. According to the standard, parking lot entrances and exits arrive at the vehicle: the average delay of the arriving vehicles is less than or equal to 20s, and the vehicles are judged to be smooth; the average delay of the arriving vehicles is 20-40 s, and the vehicles are judged to be crowded; the average delay of the arriving vehicles is more than or equal to 40s, and the vehicles are judged to be jammed.
Taking a west-out entrance parking lot arriving at a vehicle as an example, the calculation results are shown in table 2.
TABLE 2 calculation of average delay range for vehicles arriving at west-west entrance parking lot
The determination results are shown in table 3, where 1 indicates smooth traffic, 2 indicates congested traffic, and 3 indicates congested traffic.
TABLE 3 average delay determination result for vehicles arriving at west exit entrance parking lot
Step 5, judging the congestion degree variation range of each time interval, determining whether an adjustable congestion time interval exists or not, and determining an adjustment strategy;
the average delay judgment result of the vehicles arriving from the west exit can be known as follows:
at the 1 st moment, under the current traffic volume, the vehicles arriving at a parking lot at a west exit entrance cannot be jammed or crowded, and are not influenced by the proportion of the vehicles arriving at the parking lot in a first lane and a second lane;
at the time 2, 3 and 4, at the current traffic volume, the vehicles arriving at the west exit parking lot cannot be crowded, and the clear or crowded state can occur under the influence of the proportion of the vehicles arriving at the parking lot in the first lane and the second lane;
at the time 5, 6 and 7, under the current traffic volume, the vehicles arriving at the west exit entrance parking lot are in a congestion state, but when the proportion of the vehicles arriving at the first lane and the second lane of the vehicles arriving at the parking lot is adjusted, the congestion state can be changed into the congestion state;
at the 8 th moment, under the current traffic volume, the vehicles arriving at the west-exit entrance parking lot are in a congestion state, the proportion of the parking lot arriving at the first lane and the second lane of the vehicles is adjusted, the congestion state cannot be changed, and the traffic volume of the parking lot from the exit entrance to the exit parking lot needs to be adjusted in a linkage mode;
in conclusion, the invention selects a large parking lot as a research target, conducts field investigation and obtains the historical traffic volume and the actual delay information of the vehicles under different paths of various vehicles; selecting a corresponding vehicle average delay model according to the vehicle type, and calibrating parameters; predicting future total traffic of various roads, and analyzing traffic composition modes of the roads under different paths; calculating the average delay range of various vehicles, and comparing the average delay range with the average delay threshold of the vehicles when congestion occurs; judging whether the congestion time interval exists or not, and determining a regulation strategy.
The method can support the establishment of a refined cooperative management and control strategy of multiple entrances and exits of the large-scale parking lot, can provide a theoretical basis for guiding the traffic from the parking lot to the exit, provides a judgment tool and a reference for promoting the balance and the reasonability of space-time resource utilization of the entrances and the exits of the parking lot, and is a new approach for dynamic and static traffic coordination and optimization of the multiple entrances and the exits under the background that the urban large-scale parking lot is continuously increased. The method can quantitatively analyze the congestion cause and congestion degree of each type of vehicle, can provide theoretical basis for multi-type and multi-path traffic guidance related to the entrance and exit, supports the fine research of traffic management and control of the entrance and exit of the large parking lot, and is a new approach for studying and judging the entrance and exit congestion under the increasingly background of the large urban parking lot.
The above description is only of the preferred embodiments of the present invention, and it should be noted that: it will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the principles of the invention and these are intended to be within the scope of the invention.
Claims (2)
1. A large parking lot entrance and exit congestion studying and judging method based on average vehicle delay is characterized by comprising the following steps:
step 1, selecting parking lots with the total berth number exceeding 300 as research targets, carrying out field investigation, and shooting continuous multi-day entrance and exit traffic volume videos;
step 2, acquiring traffic volume data of various vehicles in different paths according to the traffic volume video in the step 1, selecting a corresponding vehicle average delay model based on the vehicle type, and calibrating parameters;
the calculation formula of the vehicle average delay model in the step 2 is as follows:
(3.1) the average delay model expression of the vehicle arriving at the parking lot is as follows:
(3.1.1) Inlet Gate delay
(3.1.2) average delay of vehicle entering parking lot in second lane
(3.1.3) average delay of parking lot to vehicle
Wherein the content of the first and second substances,
the average delay of the vehicle passing through the entrance gate when the ith entrance of the parking lot arrives is s;
the service rate of the ith entrance gate of the parking lot is pcu/h;
the unit of the traffic volume for the parking lot to reach the ith entrance is pcu/h;
average delay of the vehicle entering the ith entrance of the parking lot for the second lane is s;
the unit of the traffic volume of the first lane of the road near the ith entrance/exit of the parking lot is pcu/h;
the unit of the traffic volume of the ith entrance of the first lane entering the parking lot is pcu/h;
the critical clearance is the critical clearance of the vehicle reaching the ith entrance of the parking lot by the second lane, and the unit is s;
the unit of the ith entrance traffic volume for the second lane to enter the parking lot is pcu/h;
the vehicle-mounted time of the vehicle arriving at the ith entrance of the parking lot in the second lane is s;
the traffic capacity correction coefficient is used for enabling the vehicle in the second lane to pass through the first lane and enter the ith entrance of the parking lot;
the average delay of the vehicle arriving at the ith entrance of the parking lot is s;
the fixed delay for the car arriving at the ith entrance of the parking lot is s; n is i The number of lanes of a road near the ith entrance and exit of the parking lot; i is the serial number of the entrance;
(3.2) the expression of the parking lot leaving vehicle average delay model is as follows:
(3.2.1) Outlet Gate delay
(3.2.2) delay of leaving vehicle to enter road
(3.2.3) average delay of parking lot leaving vehicle
Wherein the content of the first and second substances,
the average delay of the exit vehicle of the ith exit of the parking lot through an exit gate is s;
the service rate of the ith exit gate of the parking lot is pcu/h;
leaving the traffic volume for the ith exit of the parking lot, wherein the unit is pcu/h;
the average delay of the vehicle leaving the first lane of the road at the ith exit of the parking lot is s;
the unit of the first lane traffic volume of the road near the ith exit of the parking lot is pcu/h;
the unit is s, and the critical clearance is a critical clearance of a first lane of a road for a vehicle leaving from an ith exit of the parking lot;
the following time of leaving the vehicle for the ith exit of the parking lot is s;
a traffic capacity correction factor for the parking lot ith exit leaving the first lane for the vehicle to enter the first lane;
the average delay of leaving the vehicle at the ith exit of the parking lot is s;
the fixed delay for leaving the vehicle at the ith exit of the parking lot is given by the unit of s; i is the serial number of the entrance;
(3.3) the road vehicle average delay model expression is as follows:
(3.3.1) delay of first-lane vehicle due to leaving of vehicle in parking lot
(3.3.2) delay of first lane vehicle due to second lane vehicle crossing
(3.3.3) average delay for vehicles in the second lane waiting in line to enter the parking lot
(3.3.4) average delay of road vehicle
Wherein the content of the first and second substances,
the average delay is generated by the influence of the vehicles leaving the parking lot on the first lane vehicle of the road near the ith entrance and exit of the parking lot, and the unit is s;
leaving the traffic volume for the ith exit of the parking lot, wherein the unit is pcu/h;
the unit is s, and the critical gap is the critical gap of the first lane vehicle entering the ith exit conflict area of the parking lot;
the unit of the first lane traffic volume influenced by the leaving vehicle at the ith exit of the parking lot is pcu/h;
the following time is the following time of the first lane vehicle driving into the ith exit conflict area of the parking lot, and the unit is s;
the traffic capacity correction coefficient is used for correcting the traffic capacity of the first lane entering the ith exit conflict area of the parking lot;
the following time of a first lane road vehicle of a road near the ith entrance and exit of the parking lot is s;
the unit of the first lane traffic volume is pcu/h, wherein the first lane traffic volume is the road near the ith entrance and exit of the parking lot;
the average delay of a first lane vehicle of a road near the ith entrance and exit of the parking lot caused by the passing of a second lane is s;
the unit of the traffic volume of the second lane entering the ith entrance of the parking lot is pcu/h;
for the ith entrance and exit of parking lotA critical gap of a conflict area where a first lane vehicle of a nearby road drives into and passes through a second lane vehicle is set as s;
the unit of the first lane traffic volume of the road near the ith entrance and exit of the parking lot affected by the second lane vehicle is pcu/h;
the following time is s, and is the following time for a first lane vehicle of a road near the ith entrance and exit of the parking lot to enter a conflict area where a second lane vehicle passes;
the traffic capacity correction coefficient is used for enabling a first lane of a road near an ith entrance and exit of the parking lot to drive into a conflict area where vehicles in a second lane pass;
waiting for a second lane vehicle of a road near the ith entrance and exit of the parking lot for a front vehicle to find an acceptable gap to enter the parking lot together with queuing delay, wherein the unit is s;
the unit of the traffic volume of the first lane entering the ith entrance of the parking lot is pcu/h;
the critical clearance is the critical clearance of the vehicle reaching the ith entrance of the parking lot by the second lane, and the unit is s;
the vehicle-mounted time of the vehicle arriving at the ith entrance of the parking lot in the second lane is s;
for entering into parking lotsThe traffic capacity correction coefficient of the vehicle of the second lane of the ith entrance for passing through the first lane is obtained;
the average delay of the road vehicles near the ith entrance and exit of the parking lot is s;
the unit of the total traffic volume of the road near the ith entrance/exit of the parking lot is pcu/h;
the unit of the traffic volume of a second lane of a road near the ith entrance/exit of the parking lot is pcu/h; n is i The number of lanes of a road near the ith entrance and exit of the parking lot; i is the serial number of the entrance and the exit;
the parameter calibration method in the step 2 comprises the following steps:
(4.1) observing and counting the shot video of the industry survey, recording the difference value of the number of video frames of each vehicle passing a set starting point and a set finishing point, calculating the vehicle passing time, taking the minimum value of the passing time of all vehicles as non-delay passing time, taking the difference value of the passing time of other vehicles and the non-delay passing time as the actually-measured delay value of the vehicle, and counting the average delay time of arriving vehicles, leaving vehicles and road vehicles in a parking lot in each time interval in a shooting period;
(4.2) observing and counting the business investigation shooting video, counting the traffic volumes of various types of vehicles in different paths in each time interval in the shooting period, and converting the traffic volumes into hourly traffic volumes;
(4.3) calibrating delay model parameters by using mathematical analysis software based on average delay time of a plurality of groups of vehicles and traffic volumes of various types of vehicles on different paths;
step 3, predicting the future total traffic of various roads, analyzing the traffic composition change range of the roads under different paths, converting the traffic into hour traffic by taking 15 minutes as an interval, and forming a traffic statistical table of various vehicles under different paths;
step 4, calculating average delay time value ranges of various vehicles according to the calibrated vehicle average delay model and the traffic volume composition change ranges under different paths analyzed in the step 3, comparing the average delay time value ranges with the vehicle average delay threshold value when congestion occurs, judging that congestion occurs when the average delay time is greater than or equal to the average delay threshold value, and judging that no congestion occurs when the average delay time is less than the average delay threshold value;
the average delay threshold of the vehicle when congestion occurs in step 4 includes:
(5.1) parking lot doorway to vehicle: the average delay of the arriving vehicles is less than or equal to 20s, and the vehicles are judged to be smooth; the average delay of the arriving vehicles is 20-40 s, and the vehicles are judged to be crowded; the average delay of the arriving vehicles is more than or equal to 40s, and the vehicles are judged to be congested;
(5.2) leaving the vehicle at the entrance and exit of the parking lot: the average delay of leaving the vehicle is less than or equal to 25s, and the vehicle is judged to be smooth; the average delay of the leaving vehicles is 25 to 50 seconds, and the vehicles are judged to be crowded; the average delay of the vehicles leaving is more than or equal to 50s, and the vehicles are judged to be congested;
(5.3) road vehicle: the average delay of vehicles on the three lanes and above is less than or equal to 5s, and the average delay of vehicles on the two lanes and below is less than or equal to 10s, and the vehicle is judged to be smooth; the average delay of vehicles on the three lanes and above is 5-10 s, the average delay of vehicles on the two lanes and below is 10-20 s, and the vehicle is judged to be crowded; the average delay of vehicles on the three lanes and above is more than or equal to 10s, the average delay of vehicles on the two lanes and below is more than or equal to 20s, and the traffic jam is judged;
and 5, judging the congestion degree variation range of each time interval, determining whether an adjustable congestion time interval exists or not, and determining an adjusting strategy.
2. The method as claimed in claim 1, wherein the traffic volumes of the vehicles in step 2 under different routes include parking lot arrival traffic volume, parking lot departure traffic volume, total road traffic volume, first lane traffic volume, second lane traffic volume, first lane entering parking lot traffic volume, second lane entering parking lot traffic volume, first lane traffic volume affected by the vehicle leaving parking lot, and first lane traffic volume affected by the vehicle leaving parking lot.
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