共查询到19条相似文献,搜索用时 265 毫秒
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基于手机基站定位数据的地图匹配研究 总被引:1,自引:0,他引:1
研究如何利用手机基站定位数据信息进行地图匹配,其基本原理是通过采集车载手机通过道路的基站切换序列,在剔除冗余数据后,利用初始蜂窝小区定位算法实现每一个切换点在电子地图上的匹配,再利用路网的连通性实现路径的匹配。选取广州市到中山古镇路段作为实验路网进行实地实验,对所获得的基站信息进行数据处理和地图匹配的结果进行分析,证明通过手机基站定位数据来进行地图匹配的可行性和有效性。 相似文献
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为了使车辆导航系统能给人们提供精确可靠的车辆位置信息,提出了1种减少车辆定位误差的综合地图匹配算法.该算法将基于曲线拟合和网络拓扑关系的2种地图匹配算法结合起来,采用误差圆法、最小二乘法及投影法,解决基于曲线拟合算法在靠近的平行路段匹配率不佳的问题.用北京市物流电动车的GPS数据进行多个样本的实验验证,匹配率均在95%以上,单点平均匹配时间在5 ms以内,与基于曲线拟合的地图匹配算法相比,综合算法复杂度降低,准确度和实时性提高.结果表明,综合算法可以应用到实际地图匹配工作中,尤其对于相互靠近的平行路段有明显的优势. 相似文献
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基于浮动车停车点数据交叉口车辆排队长度计算方法 总被引:1,自引:0,他引:1
浮动车数据中存在许多行驶速度为零的停车点数据记录,它们和交叉口车辆排队长度存在一定的空间关系.针对此提出一种新的基于浮动车停车点数据计算交叉口前车辆排队长度的方法.首先根据车辆停车点地理位置和正常行驶点的连续关系及和路段的相对位置进行地图匹配,提取出路段上交叉口前正常排队停车点数据;然后从正常排队停车点数据中计算出相对交叉口的浮动车数据相对位置关系,根据对浮动车停止点距离交叉口的位置密度分布变化进行2次统计计算,推算出交叉口前车辆排队长度.最后通过实际浮动车数据计算实例对本方法进行了说明和验证. 相似文献
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《汽车工程》2018,(10)
本文中提出了一种考虑信号交叉口等待时间的车辆最优路径规划算法。通过GPS采集的浮动车数据与电子地图进行匹配,实时计算出各路段的车辆平均行驶速度和通行时间。基于马尔科夫链构建信号交叉口红绿灯的概率模型,通过车路协同技术预先获取各路段交叉口信号灯的位置和相位配时信息,并在车辆接近交叉口时对车辆速度进行优化,将车辆加速通过交叉口视为绿灯时间的延长,并以此构建车辆快速通过交叉口的等待时间模型。在此基础上,结合A*算法,提出一种考虑快速通过信号交叉口的改进A*算法。最后选取长沙市区某路网为算例进行仿真分析,结果表明改进A*算法所得路径的通行时间明显短于传统A*算法。 相似文献
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A map-matching algorithm is an integral part of every navigation system and reconciles raw and inaccurate positional data (usually from a global positioning system [GPS]) with digital road network data. Since both performance (speed) and accuracy are equally important in real-time map-matching, an accurate and efficient map-matching algorithm is presented in this article. The proposed algorithm has three steps: initialization, same-segment, and next-segment. Distance between the GPS point and road segments, difference between the heading of the GPS point and direction of road segments, and difference between the direction of consecutive GPS points and direction of road segments are used to identify the best segment among candidates near intersections. In contrast to constant weights applied in existing algorithms, the weight of each criterion in this algorithm is dynamic. The weights of criteria are calculated for each GPS point based on its: (a) positional accuracy, (b) speed, and (c) traveled distance from previous GPS point. The algorithm considers a confidence level on the assigned segment to each GPS point, which is calculated based on the density and complexity of roads around the GPS point. The evaluation results indicate 95.34% correct segment identification and 92.19% correct segment assignment. The most important feature of our algorithm is that the high correct segment identification percentage achieved in urban areas is through a simple and efficient weight-based method that does not depend on any additional data or positioning sensors other than digital road network and GPS. 相似文献
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Developing travel time estimation methods using sparse GPS data 总被引:1,自引:0,他引:1
Existing methods of estimating travel time from GPS data are not able to simultaneously take account of the issues related to uncertainties associated with GPS and spatial road network data. Moreover, they typically depend upon high-frequency data sources from specialist data providers, which can be expensive and are not always readily available. The study reported here therefore sought to better estimate travel time using “readily available” vehicle trajectory data from moving sensors such as buses, taxis, and logistical vehicles equipped with GPS in “near” real time. To do this, accurate locations of vehicles on a link were first map-matched to reduce the positioning errors associated with GPS and digital road maps. Two mathematical methods were then developed to estimate link travel times from map-matched GPS fixes, vehicle speeds, and network connectivity information with a special focus on sampling frequencies, vehicle penetration rates, and time window lengths. Global positioning system (GPS) data from Interstate I-880 (California) for a total of 73 vehicles over 6 h were obtained from the University of California Berkeley's Mobile Century Project, and these were used to evaluate several travel time estimation methods, the results of which were then validated against reference travel time data collected from high resolution video cameras. The results indicate that vehicle penetration rates, data sampling frequencies, vehicle coverage on the links, and time window lengths all influence the accuracy of link travel time estimation. The performance was found to be best in the 5-min time window length and for a GPS sampling frequency of 60 s. 相似文献
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JinYoung Kim Fumitaka Kurauchi Nobuhiro Uno Takeshi Hagihara Takehiko Daito 《智能交通系统杂志
》2014,18(2):190-203
》2014,18(2):190-203
In this study, we explored the potential of using electronic toll collection (ETC)-derived data that are a part of intelligent transport systems (ITS). Dynamic origin–destination (OD) traffic volumes were estimated using ETC data on the Hanshin Expressway. A dynamic OD estimation model that was suggested in a previous study was used, and abundant ETC data were input to improve the estimation accuracy. The results of OD estimation were analyzed to understand traffic demand and its variation. External factors were clarified that have an influence on variances in the OD flows, and statistical analysis methods for the variations were proposed depending on the factors. Moreover, the improvements in traffic simulation accuracy and performance as a result of using ETC data as input variables in the simulation models were discussed. According to the results of this study, ETC data have potential to assist in understaningd traffic demand and its variation, and the results can be applied to network management. 相似文献
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利用ATIS收集的信息,通过广义最小二乘模型,建立了一种新的OD矩阵估计方法。新方法利用ATIS能得到装有GPS车辆的路段选择比例矩阵,据此可推出网络中全部车辆的路段选择比例矩阵的期望值,克服了传统方法采集数据难、数据精度低等缺陷。新方法能获得实时可靠的数据,能对OD矩阵进行实时更新,从而增强了数据的实效性。在对新方法解的有关性质进行分析的基础上,给出了相应的求解算法,得出新方法的目标函数局部最优解是全局最优解,目标函数的解不唯一,但OD估计量唯一。数值仿真表明新算法非常有效,与传统方法相比,新方法是一种精度高、可靠性强的估计方法。 相似文献
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基于仿真的高速公路混合收费站通行能力确定方法 总被引:1,自引:0,他引:1
高速公路收费站通行能力直接决定了高速公路的通行能力,在总体上制约着公路的交通运行状况。随着电子收费系统(ETC)技术的推广和应用,大量人工收费车道和ETC收费车道并存的混合收费站随之出现,合理地确定混合收费站通行能力是收费系统设计的重要问题。分析了高速公路混合收费站中人工收费和ETC收费的交通流特性,结合现场实际调查数据标定参数并建立了VISSIM仿真模型,获得了收费站人工收费车道和ETC收费车道数在不同比例的情况下收费站的综合通行能力,并给出了收费站通行能力最优时,ETC交通量占总交通量的最佳比例。此外,研究还进行了收费站综合服务能力仿真研究,给出了在输入交通量一定的情况下,ETC交通量分别占10%、30%、50%的情况下收费站的服务能力。研究为混合收费站的合理通行能力确定,以及ETC车道开设方法提供了重要的参考。 相似文献