CN115359664B - Traffic simulation method and device for three-dimensional composite expressway - Google Patents
Traffic simulation method and device for three-dimensional composite expressway Download PDFInfo
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- CN115359664B CN115359664B CN202211293702.4A CN202211293702A CN115359664B CN 115359664 B CN115359664 B CN 115359664B CN 202211293702 A CN202211293702 A CN 202211293702A CN 115359664 B CN115359664 B CN 115359664B
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- G—PHYSICS
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- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
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- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The invention provides a traffic simulation method and device for a three-dimensional composite expressway. The method comprises the following steps: acquiring traffic demand data; generating a basic road network according to the position and the function of a road section of the three-dimensional composite expressway, wherein the basic road network has different traffic control measures based on different traffic scenes; and simulating traffic flow according to the traffic demand data and the traffic control measures. According to the invention, a relatively complete road network model is constructed according to traffic control measures of the foundation road network under different traffic scenes, static infrastructure construction and traffic control measures of the three-dimensional composite expressway are comprehensively restored, the road network model is kept in an operable state by combining the acquired traffic demand data, the traffic operation condition of the three-dimensional composite expressway is truly simulated, and the traffic operation efficiency of the three-dimensional composite expressway is comprehensively evaluated and analyzed to ensure the safe and efficient operation of the three-dimensional composite expressway.
Description
Technical Field
The invention relates to the technical field of simulation, in particular to a traffic simulation method and device for a three-dimensional composite expressway.
Background
The stereo composite capacity expansion of the expressway is a key and effective means for solving the contradiction between the land space limitation and the increasing traffic of the highly urban area. The space layering engineering of the three-dimensional composite expressway is usually extremely complex, the design concepts of an upper layer, a lower layer, an upper ramp, a lower ramp, a 'one-to-two' double-layer intercommunication interchange and the like bring extremely high challenges to engineering design practice, and meanwhile, the traffic running efficiency and traffic safety of the three-dimensional composite expressway face a plurality of problems. Traffic simulation is a technology for researching traffic behavior by using a simulation technology and tracking and describing the change of traffic movement along with time and space. The problem of how to realize the three-dimensional compound highway running condition simulation by using the traffic simulation technology is to be solved.
Disclosure of Invention
The invention aims to solve the problem of how to simulate the running condition of the stereoscopic composite expressway.
In order to solve the above problems, the present invention provides a traffic simulation method for a three-dimensional composite expressway, comprising:
acquiring traffic demand data;
generating a basic road network according to the position and the function of a road section of the three-dimensional composite expressway, wherein the basic road network has different traffic control measures based on different traffic scenes;
and simulating traffic flow according to the traffic demand data and the traffic control measures.
Optionally, the traffic demand data includes static traffic data;
the obtaining traffic demand data includes: and obtaining the road section flow according to the number of vehicles running on the road section in unit time, and obtaining the vehicle running path according to the running track of the vehicles on the road section.
Optionally, the traffic demand data further includes dynamic traffic allocation data;
the obtaining traffic demand data further includes: acquiring source point-destination matrixes of different vehicle types;
dynamic traffic distribution is carried out according to the source point-destination point matrix;
and obtaining the vehicle driving path and the road section flow according to the dynamic traffic distribution result.
Optionally, the generating a basic road network according to the position and the function of the road section of the stereoscopic composite expressway includes:
dividing the road section into a plurality of traffic infrastructures according to the position and the function of the road section, and generating the basic road network according to the plurality of traffic infrastructures;
wherein the traffic infrastructure comprises: at least one of a basic road section, a diversion area, a confluence area, an interchange ramp, an up-down ramp and a toll station;
the generating the base road network according to the plurality of traffic infrastructures comprises: and establishing the basic road network according to the basic road section, the diversion area, the confluence area, the interchange ramp, the up-down ramp and the toll station.
Optionally, the simulating the traffic flow according to the traffic demand data and the traffic control measure includes:
a conflict area on the base road network is obtained,
the vehicle position is obtained according to the traffic demand data,
and judging whether the vehicle position is the conflict area, if so, adjusting the priority of the traffic flow in the conflict area according to the traffic rule, and enabling the vehicle to pass through the conflict area according to the priority.
Optionally, the simulating the traffic flow according to the traffic demand data and the traffic control measure includes:
acquiring the position of a parking sign;
acquiring the type and the position of the vehicle according to the traffic demand data;
judging whether the position of the vehicle is the position of the parking sign, if so, enabling the vehicle to stop for preset time according to the type of the vehicle, wherein the preset time is matched with the type of the vehicle.
Optionally, the simulating the traffic flow according to the traffic demand data and the traffic control measure includes:
acquiring the position of a vehicle speed limit area;
acquiring a vehicle position according to the traffic demand data;
and judging whether the vehicle enters the vehicle speed limiting area or not according to the vehicle position and the position of the vehicle speed limiting area, and if so, prompting the vehicle to run at the expected speed.
Optionally, when the vehicle speed limit area is a deceleration area, after the prompting the vehicle to travel at a desired speed, the method further includes:
and judging whether the vehicle is driven away from the vehicle speed limiting area, if so, prompting the vehicle speed of the vehicle to drive at a second preset speed, wherein the second preset speed is higher than the expected speed.
Optionally, the simulating the traffic flow according to the traffic demand data and the traffic control measure includes:
the position of the lane-limiting area is acquired,
the vehicle position is obtained according to the traffic demand data,
and judging whether the vehicle position is the position of the lane limiting area, if so, prompting the vehicle to prohibit lane change or to prohibit driving in.
Compared with the prior art, the traffic simulation method of the three-dimensional composite expressway has the advantages that:
according to the invention, a relatively complete road network model is constructed according to traffic control measures of the foundation road network under different traffic scenes, static infrastructure construction and traffic control measures of the three-dimensional composite expressway are comprehensively restored, the road network model is kept in an operable state by combining the acquired traffic demand data, the traffic operation condition of the three-dimensional composite expressway is truly simulated, and the traffic operation efficiency of the three-dimensional composite expressway is comprehensively evaluated and analyzed to ensure the safe and efficient operation of the three-dimensional composite expressway.
The invention also provides a traffic simulation device of the three-dimensional composite expressway, which comprises:
the traffic demand acquisition unit is used for acquiring traffic demand data;
the road network model generating unit is used for generating a basic road network according to the position and the function of a road section of the three-dimensional composite expressway, wherein the basic road network has different traffic control measures based on different traffic scenes;
and the traffic flow simulation unit is used for simulating traffic flow according to the traffic demand data and the traffic control measures.
The advantages of the traffic simulation device of the three-dimensional composite expressway compared with the prior art are the same as those of the traffic simulation method of the three-dimensional composite expressway compared with the prior art, and the description is omitted here.
Drawings
FIG. 1 is an application environment diagram of a traffic simulation method of a stereoscopic composite expressway in an embodiment of the invention;
FIG. 2 is a schematic flow chart of a traffic simulation method of a three-dimensional composite expressway according to an embodiment of the invention;
fig. 3 is a schematic diagram of a traffic simulation device for a stereoscopic composite expressway according to an embodiment of the invention.
Detailed Description
In order that the above objects, features and advantages of the invention will be readily understood, a more particular description of the invention will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings.
Fig. 1 is an application environment diagram of a traffic simulation method of a stereoscopic composite expressway in an embodiment of the invention. Referring to fig. 1, the traffic simulation method of the stereoscopic composite expressway is applied to a traffic simulation system of the stereoscopic composite expressway. The traffic simulation system of the stereoscopic composite expressway includes a terminal 110 and a server 120. The terminal 110 and the server 120 are connected through a network. The terminal 110 may be a desktop terminal or a mobile terminal, and the mobile terminal may be at least one of a mobile phone, a tablet computer, a notebook computer, and the like. The server 120 may be implemented as a stand-alone server or as a server cluster composed of a plurality of servers.
As shown in fig. 2, in one embodiment, a traffic simulation method for a three-dimensional composite expressway is provided, and this embodiment is mainly exemplified by the application of the method to the terminal 110 (or the server 120) in fig. 1, where simulation software is run on the terminal or the server, and the traffic simulation method of this embodiment is performed based on VISSIM. Referring to fig. 2, the traffic simulation method of the stereoscopic composite expressway specifically includes the following steps:
step 201, obtaining traffic demand data.
The traffic demand data is the source of traffic in the traffic simulation process, the accuracy of the traffic demand data directly influences the accuracy of the traffic simulation, the description modes of different microcosmic traffic simulation software on the traffic demand are different, and the VISSIM can introduce the traffic demand through a static vehicle input or dynamic traffic distribution mode.
Step 202, generating a basic road network according to the position and the function of a road section of the three-dimensional composite expressway, wherein the basic road network has different traffic control measures based on different traffic scenes.
According to the different functions and positions of the three-dimensional composite expressway road sections, the three-dimensional composite expressway road sections are divided into various traffic infrastructures such as basic road sections, split or confluence areas, interchange ramps or up-down ramps, toll stations and the like, and the complex and various traffic infrastructures jointly form a basic road network of the three-dimensional composite expressway. Based on different traffic scenes, different traffic control measures can be set on the basic road network, so that a relatively complete model road network is constructed.
And step 203, simulating traffic flow according to the traffic demand data and the traffic control measures.
And introducing traffic demand data and traffic control measures in different scenes on the basic road network to simulate the traffic running condition of the three-dimensional composite expressway.
According to the embodiment, the basic road network is generated, and the traffic running condition of the three-dimensional composite expressway is truly simulated according to traffic control measures of the basic road network under different traffic scenes, so that the safe and efficient running of the three-dimensional composite expressway is ensured.
Fig. 2 is a flow chart of a traffic simulation method of a stereoscopic composite expressway in an embodiment. It should be understood that, although the steps in the flowchart of fig. 2 are shown in sequence as indicated by the arrows, the steps are not necessarily performed in sequence as indicated by the arrows. The steps are not strictly limited to the order of execution unless explicitly recited herein, and the steps may be executed in other orders. Moreover, at least some of the steps in fig. 2 may include multiple sub-steps or stages that are not necessarily performed at the same time, but may be performed at different times, nor do the order in which the sub-steps or stages are performed necessarily performed in sequence, but may be performed alternately or alternately with at least a portion of the sub-steps or stages of other steps or other steps.
In one embodiment, the traffic demand data comprises static traffic data;
the obtaining traffic demand data includes: and obtaining the road section flow according to the number of vehicles running on the road section in unit time, and obtaining the vehicle running path according to the running track of the vehicles on the road section.
In VISSIM, static traffic data includes two parts, namely road traffic and vehicle travel path, and corresponding data can be obtained through traffic investigation and traffic flow detection equipment. The VISSIM has two functions, a static vehicle input and a static vehicle path, by which the traffic flow and vehicle path on the corresponding road segment can be loaded into the simulation model. The method comprises the following specific steps:
first, an input vehicle is acquired. In VISSIM, the flow of a road segment is expressed in terms of the number of vehicles driven in per hour. The input vehicle obtained may be an accurate vehicle or randomly selected based on road segment traffic. In order to ensure the stability of the model, the accurate number of vehicles is selected as the input vehicles acquired from the static traffic data.
Illustratively, the specific steps for obtaining an input vehicle are as follows:
parameters of the input vehicle, including vehicle make-up and hour traffic, are received via a "vehicle input plug-in mode" button.
Second, a static vehicle path is obtained. The path in VISSIM defines the travel path of a vehicle over a road segment. A path is assigned to each arriving vehicle according to a predefined ratio (e.g., steering flow, etc.).
Illustratively, the static vehicle path is obtained as follows:
receiving parameters for creating new path decision points through a new button on a starting point road section;
receiving parameters for creating a path end point through a 'define path end point' button on a destination road segment/connector, repeating the steps, and defining other possible directions of the selected path start point;
at each path end point, the relative traffic input to each path is received.
In one embodiment, the traffic demand data further comprises dynamic traffic allocation data;
the obtaining traffic demand data further includes: a source-destination matrix (OD matrix) of different vehicle types is obtained,
dynamic traffic distribution is performed according to the OD matrix,
and obtaining the vehicle driving path and the road section flow according to the dynamic traffic distribution result.
In the case of a large simulation model road network, there are many different path selections from the start point to the end point of the vehicle, and it is difficult for the static path input to cover all paths and flows, in which case a method of generating the static paths and flows using a Dynamic Traffic Allocation (DTA) method is required. Dynamic traffic distribution in VISSIM is based on the result of iterative simulation, i.e. a simulated road network is not simulated only once, but the model input condition closest to the actual running condition is found by continuously repeating simulation iteration.
Wherein the obtaining the OD matrix of different vehicle types includes:
and obtaining the macroscopic traffic volume of the basic road network. And obtaining the traffic flow OD corresponding to the road network of the microscopic simulation model from the traffic macroscopic model. And intercepting a part corresponding to the microscopic model from the macroscopic road network, and carrying out sub-region analysis on the macroscopic road network of the part to obtain macroscopic traffic flow OD corresponding to the road network endpoint.
And acquiring the nodes of the basic road network. Nodes are used to define areas of a road network that contain single or multiple decision points, typically at intersections or access points to the road network. Illustratively, the process of creating a node in a VISSIM is as follows: the signal to add a node is received via a "node mode" button and the parameters to create a node in the area where the node needs to be defined are received via a "node properties" dialog box.
When the node includes a plurality of nodes, a feasible path is acquired. The path is an essential component of path search, and the path is composed of a series of paths. After the simulation run starts, the VISSIM will calculate the travel time and travel cost required to travel on all paths according to the path selection model. The pathways fall into two categories: the paths inside the node, which represent steering traffic, and the paths between the nodes, which have a true length in VISSIM. There may be one or more paths between two nodes. Illustratively, the steps for obtaining a viable pathway in the VISSIM are as follows: the list of paths is received via an "edit" button, a "path select" button. The channels in the selected list are received via a "selected" button and displayed in the road network. When a path in the closed list is received by the "close" button for a path that should not participate in the dynamic traffic allocation process, the path will be completely disabled during the dynamic traffic allocation process, and the disabled path is displayed in a preset color, for example, in red.
And acquiring a parking lot of the traffic cell. Traffic demands in dynamic traffic distribution are not input on the selected road segments, but in the form of an OD matrix, which requires the division of the simulation area into several traffic cells. VISSIM has no traffic cell set up and vehicles start from the parking lot to leave the parking lot. The parking lot can only belong to a certain specific traffic district, but each district can have more than one parking lot, and the traffic between the districts can pass through any parking lot in the district. Illustratively, the steps for obtaining a parking lot in the VISSIM are as follows: the attribute parameters for creating the parking lot are received through a parking lot adding button, signals for connecting the parking lot with the cell are received through a cell connector button, data of relative flow are received through a relative flow button, and the number information of the cell affiliated to the parking place is received through a cell button.
According to the travel amounts of different types of vehicles among the traffic cells, a matrix taking the travel amounts of the different types of vehicles among the traffic cells as elements is obtained, and then an OD matrix of the different types of vehicles is obtained.
In a specific embodiment, before the dynamic traffic distribution according to the OD matrix, the method further includes: and loading the OD matrix into the microscopic model, and carrying out dynamic traffic distribution after matrix loading is completed. Illustratively, in the VISSIM, the imported OD matrix is received through buttons such as "dynamic allocation module", "use matrix", "add", and the like, and parameters such as configuration matrix, cost file, path file, and the like for loading the OD matrix are received through a "dynamic traffic allocation parameter" dialog box, and each iteration of dynamic traffic allocation is iteratively updated according to the existing cost file and path file, and each iteration generates a new cost file and path file. A fee file and a path file are added (newly created) in the parameter dialog box. And (3) loading the OD matrixes of different vehicle types such as cars, trucks, buses and the like by using the matrix, wherein the matrix time is increased from 60min to 70min, wherein 0-10min is road network preheating time, and 10-70min is simulation evaluation time.
In a specific embodiment, obtaining the vehicle driving path and the road section flow according to the dynamic traffic distribution result includes: and generating static vehicle input and path decision based on the result of the last iteration after the dynamic traffic distribution convergence is completed. Illustratively, in VISSIM, parameters that create a static path are received via a "traffic-dynamic allocation" button.
In one embodiment, the generating the basic road network according to the position and the function of the road section of the stereoscopic composite expressway includes: dividing the road section into a plurality of traffic infrastructures according to the position and the function of the road section, and generating the basic road network according to the plurality of traffic infrastructures.
Illustratively, the traffic infrastructure comprises: basic road section, split flow area, confluence area, overpass, up-down ramp and toll station. The generating the base road network according to the plurality of traffic infrastructures comprises: and establishing the basic road network according to the basic road section, the diversion area, the confluence area, the interchange ramp, the up-down ramp and the toll station.
In this embodiment, the basic road section refers to a highway road section outside an interweaving area, a shunting area, a converging area, a toll station and a super-long tunnel influence area, is not influenced by additional converging, diverging and interweaving flows of a ramp, and belongs to a traffic facility road section with the longest operation mileage of the highway. When the basic road network is generated, the basic road section is the most basic road network element in the basic road network, and is the basis of the whole basic road network.
In this embodiment, when the basic road network is generated, the diversion area and the confluence area should meet the relevant requirements. For example, according to the specification of "JTGTD 212014 highway three-dimensional intersection design rules" (hereinafter referred to as "interchange design rules"), the junction between the diverging region and the converging region of the highway should keep the lane balance, the number of lanes before and after the diverging region and the converging region should be continuous or change minimum, and the number of lanes increased or decreased by the main line should not exceed one.
In the embodiment of the present application, in the splitting area, the relationship between the number of lanes before splitting and after splitting should meet the following specifications:
；
wherein:-number of main lane before diversion;
-number of main line lanes after diversion;
-number of ramp lanes.
According to the situations of different number of the overpass ramp lanes, whether an acceleration lane is designed or not and the like, the split exit can be divided into a single-lane exit and a double-lane exit with a deceleration lane.
In the merging region, the relationship between the number of lanes after merging and before merging should be consistentOr alternatively；
Wherein:-number of main lanes after merging;
-number of main lane before merging;
-number of ramp lanes.
According to the situations of different number of the overpass ramp lanes, whether to design an accelerating lane or not, the entrance before the confluence can be divided into four standards, namely a single-lane entrance, a single-lane entrance with the accelerating lane, a double-lane entrance with the accelerating lane and a double-lane entrance with a double auxiliary lane.
In the generation process of the basic road network, the design standard specification about the split/confluence region in the interchange design rule is complied with, so that errors caused by the fact that the linear structure is inconsistent with the reality can be reduced, and the 'rational' of fine modeling is achieved.
In the embodiment, when the basic road network is generated, the interchange ramp and the up-down ramp can meet the traffic flow conversion requirements between different roads. The interchange ramp is communicated with the high-speed and the along-line intersected road, so that traffic flow conversion in all directions of interchange is mainly achieved, the upper ramp and the lower ramp are communicated with the high-speed three-dimensional layer and the ground layer, traffic flow conversion between the three-dimensional layer and the ground layer of the three-dimensional composite expressway is mainly achieved, and the interchange ramp is an important collecting and distributing channel of the three-dimensional composite expressway.
The overpass can be divided into a direct connection type, a semi-direct connection type, a ring type and other basic forms. According to the connection mode of the two ends of the ramp, the semi-direct connection mode can be divided into a right-out right-in mode, a left-out right-in mode and a right-out right-in mode; according to the running track of the vehicle, the semi-direct connection type can be divided into an inner turning semi-direct connection type, an outer turning semi-direct connection type and a roundabout semi-direct connection type. In the preferred embodiment, the right-out and right-in design scheme is uniformly adopted by the interchange ramp in consideration of the characteristics of the driving behavior, the three-dimensional layered space and the like of the three-dimensional composite expressway so as to meet the driving habit of most drivers and improve the safety of traffic operation.
In this embodiment, the toll station adopts a mixed toll collection mode of ETC (electronic toll collection system) and MTC (manual semi-automatic toll collection system), and the ETC coverage is not less than 90% to ensure efficient traffic of the toll station. The vehicle queuing of the real toll station accords with the probability distribution characteristic of a queuing model, a driver preferentially selects toll lanes with few queuing vehicles to wait, the queuing lengths of the toll lanes of the same type finally reach an equilibrium state, and in order to ensure the real reliability of the simulation of the toll station, in the process of generating a basic road network according to the toll station, the proportion of ETC and MTC passing vehicles and the behavior mode multiple factors of the vehicles for uniformly selecting the toll lanes are required to be simultaneously considered. Therefore, when the basic road network is generated according to the toll station, the method of separating toll lanes is adopted, so that local path decisions are conveniently added in the road network generation process, the relative flow proportion of each toll lane in the toll station area is reasonably distributed, and the visual effect of the toll station can be obviously improved.
The toll station mainly comprises a toll section, an entrance section and an exit section, wherein the toll section adopts a separated lane mode, so that a generated basic road network is closer to the real situation, and a simulation result is more accurate. For example, by setting up eight sections of a single lane and combining them, a toll station with eight lanes is obtained. In order to facilitate the subsequent addition of local paths in the toll station area, the relative traffic flow proportion of each lane is reasonably distributed, and an entrance section is established in a manner of connecting an entrance ramp with a toll section through a plurality of connectors. Because the vehicle has no path decision requirement at the exit section, the exit section can be obtained by connecting the toll lane with the exit ramp by only one connector.
According to different running scenes of the three-dimensional composite expressway, different traffic control measures can be set up based on the basic road network, and a relatively complete model road network is obtained. Because the traffic scene of the three-dimensional composite expressway does not comprise signal control measures, the traffic control measures of the basic road network in different traffic scenes in the embodiment mainly comprise signal-free control measures, vehicle speed limiting measures and lane limiting measures.
Under the condition of no signal control, various traffic flows run simultaneously in the crossed or shared space, so that the priority condition of the traffic flows needs to be reasonably reflected in the model road network. For a signalless control scenario, VISSIM provides mainly two classes of objects to simulate the behavior of cross traffic flows: conflict area and park flag.
In one embodiment, the simulating traffic flow according to the traffic demand data and the traffic control measures comprises:
acquiring conflict areas on the basic road network, wherein the conflict areas comprise positions and the number of the conflict areas, such as conflict points where a main line of a highway and an interchange ramp meet and split;
the vehicle position is obtained according to the traffic demand data,
and judging whether the vehicle position is the conflict area, if so, adjusting the priority of the traffic flow in the conflict area according to the traffic rule, and enabling the vehicle to pass through the conflict area according to the priority.
In this embodiment, the priority of the traffic flow in the conflict area is adjusted according to the yielding rule, and the vehicle obtains the priority of passing through the conflict area according to the priority, where the yielding rule may be a party yielding or a mutual yielding. The rules of yielding are set up by considering various parameters such as the distance in front of the vehicle, the distance behind the vehicle, the safety distance, the road condition of the adjacent lanes, etc.
Illustratively, in the VISSIM, an instruction to acquire a conflict area is received via a "road network object" icon, and the location of the area where the conflict is likely to occur, including all locations where there are road segments, is highlighted, for example, yellow. And then analyzing the position where the conflict is likely to occur, judging whether the cross section is on the same plane, if not, judging the cross section as a conflict area, otherwise, judging the cross section as a non-conflict area. For example, although the ramp and the road to be crossed are intersected on the model, the different planes belong to the ramp and the road to be crossed, so that no conflict occurs in actual operation, the positions are removed, and the area where the conflict occurs actually is determined. And finally, determining the priority of the vehicle passing through the conflict area according to the yielding rule, and highlighting the vehicle by adopting different colors on the road network model, for example, displaying the preceding road section as green and the road section as red.
In one embodiment, the simulating traffic flow according to the traffic demand data and the traffic control measures comprises:
the position of the parking sign is obtained,
acquiring the type and the position of the vehicle according to the traffic demand data,
judging whether the position of the vehicle is the position of the parking sign, if so, enabling the vehicle to stop for preset time according to the type of the vehicle, wherein the preset time is matched with the type of the vehicle.
Under the traffic scene that the vehicle passes through the toll stations, the corresponding traffic control measures comprise setting parking marks which are mainly applied to toll lanes of each large toll station and simulate the process that the vehicle parks and pays fees and passes through toll gates. In this embodiment, different vehicle stop times are set according to different charging modes (MTC or ETC) and different vehicle categories, so as to improve the reality of the toll station road section simulation.
In one embodiment, the simulating traffic flow according to the traffic demand data and the traffic control measures comprises:
the position of the vehicle speed limit region is acquired,
the vehicle position is obtained according to the traffic demand data,
and judging whether the vehicle enters the vehicle speed limiting area or not according to the vehicle position and the position of the vehicle speed limiting area, and if so, prompting the vehicle to run at the expected speed.
In a three-dimensional expressway, when a vehicle passes through a traffic scene of a road section with speed limitation such as a ramp, a toll station and the like, a vehicle speed limitation area needs to be set to perform traffic control. When the vehicle enters the speed limit area, the original speed of the vehicle is prompted to be changed so as to meet the expected speed running in the speed limit area.
According to different traffic scenarios, the vehicle speed limiting measures include two categories, one being the desired speed decision point. The desired speed decision point is used for a permanent change of the vehicle speed, and when the vehicle passes the desired speed decision point, a new desired speed is obtained and the travel is continued. For example, a vehicle enters a ramp from a highway, and when the vehicle is planning to enter the ramp from the highway, a speed decision is required because the speed of the highway is high and the speed of the ramp is relatively small, and the speed of the vehicle needs to be reduced from, for example, 100km/h to 40km/h on the highway.
In the actual running process of the expressway scene, many road conditions including a main line curve, an ascending slope and the like cause a change in the speed of the vehicle, and the change in the speed is realized in a deceleration area. The speed reduction area is used for temporary speed change, when the vehicle enters the speed reduction area, the speed is reduced to a preset speed, and the original expected speed is restored to travel after the vehicle leaves.
In this embodiment, when the vehicle speed limit area is a deceleration area, after the prompting that the vehicle is traveling at a desired speed, the method further includes: and judging whether the vehicle is driven away from the vehicle speed limiting area, if so, prompting the vehicle speed of the vehicle to drive at a second preset speed, wherein the second preset speed is higher than the expected speed. For example, the vehicle is about to arrive at the deceleration region of the longitudinal slope section, the vehicle starts decelerating at the deceleration of the deceleration region until it falls to the desired speed of the deceleration region, then travels at the desired speed in the deceleration region, and resumes the desired speed of the main line after leaving the deceleration region.
In one embodiment, the simulating traffic flow according to the traffic demand data and the traffic control measures comprises:
the position of the lane-limiting area is acquired,
the vehicle position is obtained according to the traffic demand data,
and judging whether the vehicle position is the position of the lane limiting area, if so, prompting the vehicle to prohibit lane change or to prohibit driving in.
For example, in the VISSIM, an instruction to set prohibition of a part of vehicles may be received through the "prohibited vehicle category" in the road and connector attribute, thereby achieving the effect of a dedicated lane. Or setting the type and the category of the vehicle which does not change the road left or right for each lane on the road section, thereby realizing the effect of prohibiting the road change.
Corresponding to the traffic simulation method of the three-dimensional composite expressway, the embodiment of the invention also provides a traffic simulation device of the three-dimensional composite expressway. Fig. 3 is a schematic diagram of a traffic simulation device for a stereoscopic composite expressway according to an embodiment of the invention, where, as shown in fig. 3, the traffic simulation device for a stereoscopic composite expressway includes:
a traffic demand acquisition unit 310 for acquiring traffic demand data;
the road network model generating unit 320 is configured to generate a basic road network according to the position and the function of the road section of the stereoscopic composite expressway, where the basic road network has different traffic control measures based on different traffic scenes;
and a traffic flow simulation unit 330 for simulating traffic flow according to the traffic demand data and the traffic control measures.
In one embodiment, the traffic demand acquisition unit includes a static traffic data unit, configured to acquire a road section flow according to a number of vehicles traveling on the road section in a unit time, and acquire a vehicle traveling path according to a traveling track of the vehicles on the road section.
The traffic demand acquisition unit further comprises a dynamic traffic distribution data unit, wherein the dynamic traffic distribution data unit is used for acquiring OD matrixes of different vehicle types, carrying out dynamic traffic distribution according to the OD matrixes, and acquiring vehicle driving paths and road section flow according to the dynamic traffic distribution result.
In one embodiment, the road network model generating unit is configured to establish the basic road network according to a basic road section, the diversion area, the confluence area, the interchange ramp, the up-down ramp, and the toll station.
The road network model generation unit is also used for setting up different traffic control measures based on different traffic scenes on the basic road network. Traffic management measures include no-signal control measures, vehicle speed limiting measures, and lane limiting measures.
In one embodiment, the traffic flow is simulated based on the acquired traffic demand data and traffic management and control measures. For example, in a conflict area scene of a three-dimensional compound highway, the priority of traffic flows in the conflict area is adjusted according to a yielding rule, and the vehicles pass through the conflict area according to the priority.
Under a toll station scene of a three-dimensional expressway, according to the category of the vehicle, enabling the vehicle to stop for a preset time, wherein the preset time is matched with the vehicle category.
Under the scene of the road sections with speed limitation such as the ramp of the three-dimensional expressway, the toll station and the like, the vehicle is prompted to change the original speed so as to meet the expected speed running in the speed limitation area.
According to the embodiment, a relatively complete road network model is constructed by generating a basic road network and according to corresponding traffic control measures on the basic road network under different traffic scenes, static infrastructure construction and traffic control measures of the three-dimensional composite expressway are truly and comprehensively restored, the road network model is kept in an operable state by combining acquired traffic demand data, and traffic flow is simulated on the basis, so that traffic operation efficiency of the three-dimensional composite expressway is comprehensively estimated and analyzed.
It should be noted that in this document, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The foregoing is only a specific embodiment of the invention to enable those skilled in the art to understand or practice the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Although the present disclosure is described above, the scope of protection of the present disclosure is not limited thereto. Various changes and modifications may be made by one skilled in the art without departing from the spirit and scope of the disclosure, and these changes and modifications will fall within the scope of the invention.
Claims (4)
1. The traffic simulation method of the three-dimensional composite expressway is characterized by comprising the following steps of:
acquiring traffic demand data, wherein the traffic demand data comprises static traffic data and dynamic traffic distribution data;
generating a basic road network according to the position and the function of a road section of the three-dimensional composite expressway, wherein the basic road network has different traffic control measures based on different traffic scenes;
simulating traffic flow according to the traffic demand data and the traffic control measures;
wherein the traffic control measures include a no-signal control measure, a vehicle speed limit measure, and a lane limit measure, the no-signal control measure including a collision area and a stop sign,
when the traffic control measure is a conflict area, the simulated traffic flow includes: acquiring a conflict area on the basic road network, acquiring a vehicle position according to the traffic demand data, judging whether the vehicle position is the conflict area, if so, adjusting the priority of traffic flow in the conflict area according to a traffic clearance rule, enabling the vehicle to pass through the conflict area according to the priority,
when the traffic control measure is a stop sign, the simulated traffic flow further comprises: acquiring the position of a parking sign, acquiring the type and the position of a vehicle according to the traffic demand data, judging whether the position of the vehicle is the position of the parking sign, if so, enabling the vehicle to stop for a preset time according to the type of the vehicle, wherein the preset time is matched with the type of the vehicle,
when the traffic control measure is a vehicle speed limit measure, the simulated traffic flow further includes: acquiring the position of a vehicle speed limit area, acquiring the position of a vehicle according to the traffic demand data, judging whether the vehicle enters the vehicle speed limit area according to the position of the vehicle and the position of the vehicle speed limit area, if so, prompting the vehicle to run at a desired speed,
when the traffic control measure is a lane limiting measure, the simulated traffic flow further includes: acquiring the position of a lane limiting area, acquiring the position of a vehicle according to the traffic demand data, judging whether the position of the vehicle is the position of the lane limiting area, and prompting the vehicle to prohibit lane change or stop driving in if the position of the vehicle is the position of the lane limiting area;
the acquiring the static traffic data includes: acquiring the road section flow according to the number of vehicles running on a road section in unit time, and acquiring the vehicle running path according to the running track of the vehicles on the road section;
the obtaining the dynamic traffic distribution data comprises: acquiring source point-destination matrixes of different vehicle types, loading the source point-destination matrixes into a microscopic model, performing dynamic traffic distribution according to the source point-destination matrixes after matrix loading is completed, and acquiring vehicle driving paths and road section flow according to the dynamic traffic distribution result; wherein the acquiring the source point-destination matrix of different vehicle types comprises: acquiring macroscopic traffic volume of the basic road network, acquiring nodes of the basic road network, acquiring a feasible passage when the nodes comprise a plurality of nodes, acquiring parking lots of traffic cells of the basic road network, and acquiring a matrix taking the traffic volume of different types of vehicles among the traffic cells as elements according to the traffic volume of the different types of vehicles among the traffic cells to acquire source point-destination point matrixes of different vehicle types; wherein, the obtaining the vehicle driving path and the road section flow according to the dynamic traffic distribution result comprises: and generating static vehicle input and path decision based on the result of the last iteration after the dynamic traffic distribution convergence is completed.
2. The traffic simulation method of a stereoscopic composite expressway according to claim 1, wherein said generating a basic road network according to the position and function of the road section of the stereoscopic composite expressway includes:
dividing the road section into a plurality of traffic infrastructures according to the position and the function of the road section, and generating the basic road network according to the plurality of traffic infrastructures;
wherein the traffic infrastructure comprises: at least one of a basic road section, a diversion area, a confluence area, an interchange ramp, an up-down ramp and a toll station;
the generating the base road network according to the plurality of traffic infrastructures comprises:
and establishing the basic road network according to the basic road section, the diversion area, the confluence area, the interchange ramp, the up-down ramp and the toll station.
3. The traffic simulation method of a three-dimensional composite expressway according to claim 1, wherein when the vehicle speed limit region is a deceleration region, after the prompting of the vehicle to travel at a desired speed, further comprising:
and judging whether the vehicle is driven away from the vehicle speed limiting area, if so, prompting the vehicle speed of the vehicle to drive at a second preset speed, wherein the second preset speed is higher than the expected speed.
4. The utility model provides a three-dimensional compound highway's traffic simulation device which characterized in that includes:
the traffic demand acquisition unit is used for acquiring traffic demand data, wherein the traffic demand data comprises static traffic data and dynamic traffic distribution data;
the road network model generating unit is used for generating a basic road network according to the position and the function of a road section of the three-dimensional composite expressway, wherein the basic road network has different traffic control measures based on different traffic scenes;
the traffic flow simulation unit is used for simulating traffic flow according to the traffic demand data and the traffic control measures;
the traffic demand acquisition unit comprises a static traffic data unit, wherein the static traffic data unit is used for acquiring road section flow according to the number of vehicles running on a road section in unit time and acquiring a vehicle running path according to the running track of the vehicles on the road section;
the traffic demand acquisition unit comprises a dynamic traffic distribution data unit, wherein the dynamic traffic distribution data unit is used for acquiring source point-destination matrixes of different vehicle types, loading the source point-destination matrixes into a microscopic model, carrying out dynamic traffic distribution according to the source point-destination matrixes after matrix loading is completed, and acquiring vehicle driving paths and road section flow according to the dynamic traffic distribution result; wherein the acquiring the source point-destination matrix of different vehicle types comprises: acquiring macroscopic traffic volume of the basic road network, acquiring nodes of the basic road network, acquiring a feasible passage when the nodes comprise a plurality of nodes, acquiring parking lots of traffic cells of the basic road network, and acquiring a matrix taking the traffic volume of different types of vehicles among the traffic cells as elements according to the traffic volume of the different types of vehicles among the traffic cells to acquire source point-destination point matrixes of different vehicle types; wherein, the obtaining the vehicle driving path and the road section flow according to the dynamic traffic distribution result comprises: generating a static vehicle input and path decision based on the result of the last iteration after the dynamic traffic distribution convergence is completed;
wherein the traffic control measures include a no-signal control measure, a vehicle speed limit measure, and a lane limit measure, the no-signal control measure including a collision area and a stop sign,
the traffic flow simulation unit is used for: when the traffic control measure is a conflict area, acquiring the conflict area on the basic road network, acquiring the vehicle position according to the traffic demand data, judging whether the vehicle position is the conflict area, if so, adjusting the priority of traffic flow in the conflict area according to the traffic giving rule, wherein the vehicle passes through the conflict area according to the priority,
the traffic flow simulation unit is further configured to: when the traffic control measure is a parking sign, acquiring the position of the parking sign, acquiring the type and the position of the vehicle according to the traffic demand data, judging whether the position of the vehicle is the position of the parking sign, if so, enabling the vehicle to stop for preset time according to the type of the vehicle, wherein the preset time is matched with the type of the vehicle,
the traffic flow simulation unit is further configured to: when the traffic control measure is a vehicle speed limiting measure, acquiring the position of a vehicle speed limiting area, acquiring the position of a vehicle according to the traffic demand data, judging whether the vehicle enters the vehicle speed limiting area according to the position of the vehicle and the position of the vehicle speed limiting area, if so, prompting the vehicle to run at a desired speed,
the traffic flow simulation unit is further configured to: and when the traffic control measure is a lane limiting measure, acquiring the position of a lane limiting area, acquiring the position of a vehicle according to the traffic demand data, judging whether the position of the vehicle is the position of the lane limiting area, and if so, prompting the vehicle to prohibit lane change or stop driving in.
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| CN101639871B (en) * | 2009-07-23 | 2012-03-21 | 上海理工大学 | Vehicle-borne dynamic traffic information induction system analog design method facing behavior research |
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