CN103778793A - Drive-by-wire system and method for two stage optimization of phase differences - Google Patents

Abstract

The invention discloses a drive-by-wire system and a drive-by-wire method for two stage optimization of phase differences. The drive-by-wire system comprises a complex number of terminal signal controllers which are arranged on all intersections, connected with a signal machine in communication mode, and used to collect and feed back real time information of all the intersections and control the signal machine, a central system prediction module which is connected with the terminal signal controllers in communication mode and used to receive the real time information fed back by the terminal signal controllers, and generates prediction data according to the real time information, and a zone control system optimization module which is connected with the central system prediction module and the complex number of the terminal signal controllers in communication mode, receives the prediction data of the central system prediction module, generates optimization parameters, and sends the optimization parameters to each terminal signal controller. The drive-by-wire system for the two stage optimization of the phase differences has the advantages of being close to reality, high in accuracy, convenient to operate, simple in equipment, low in cost and high in optimization degree.

Description

Phase differential two-stage optimizing line control system and method

Technical field

The present invention relates to the traffic control field under traffic engineering and the traffic administration branch in the large class of transport by road, relate in particular to a kind of phase differential two-stage optimizing line control system and method.

Background technology

Road traffic signal control (traffic lights control) is to guarantee traffic safety and unimpeded important technical, and signal period (Cycle), split (Split) and phase differential (Offset) are three basic timing parameters coordinating to control traffic signals.Reasonably signal period length and split are the key factors that reduces single intersection green light lost time and stop delay, and phase differential control is to realize the most important control parameter of coordinating control, minimizing stop frequency and stop delay between Multiple Intersections.

Distance when phase differential also claims green light starting, refer to the mistiming (unit: second) of adjacent two crossing clearance green lights, good phase differential configuration can make vehicle not stop continuously by multiple crossings, reduce stop frequency, stop delay and reduction energy resource consumption, this is also the aims of systems of coordinating control of traffic signals.

In actual applications, generally one group of adjacent crossing is divided into a subarea, and to specify one of them crossing be key crossing, take subarea as unit carries out offset optimization and adjustment, the green light start time of key crossing is as other crossing synchronizing signals in subarea, the phase differential of key crossing is defined as 0, and in subarea, other crossing green light start times are defined as the phase differential numerical value at this crossing with respect to the mistiming (unit: second) of key crossing.

, mainly there is following some shortcomings part in line control system of the prior art and method:

1, describe too idealizedly for the traffic flow that arrives crossing, and actual stream characteristics relatively have larger difference, are applied in practical engineering application, and the error of calculation is larger.

2, part Study has been ignored queue length calculating or queue length are set to a fixed value, and it is not very accurate that journey time part is calculated, and therefore in the calculating of phase differential, and actual application has larger difference.

3, the traffic flow model of part Study is chosen in and in algorithms of different, demarcates inaccurately, and some selects continuous fleet to be described, and some selects fixing fleet to be described.

4, partial parameters cannot gather in practical engineering application, or the laying high cost of collecting device, invests excessively, is difficult to carry out in real work, can only lean on hypothesis.

5, algorithm is too complicated, does not consider the arithmetic capability of district's control server, obtains in real time computational data more difficult, and the subarea comprising in system is more, obtains result of calculation slower.

6, a lot of for the optimization research contents at single crossing, but it is less to be directed to the research of system optimization of whole road network, therefore can not get the optimum solution in each subarea of internal system.

Summary of the invention

The object of the invention is to overcome the defect of prior art, and a kind of phase differential two-stage optimizing line control system and method are provided, have advantages of that laminating is actual, accuracy is high, simple operation, equipment is simple, with low cost, degree of optimization is high.

Technical matters solved by the invention realizes by the following technical solutions:

A kind of phase differential two-stage optimizing line control system of the present invention, comprising:

A plurality of terminal signaling controllers, described terminal signaling controller be arranged at each crossing and with teleseme communication connection, for gathering and feeding back the real-time information at each crossing and the control of teleseme;

One centring system prediction module, with described terminal signaling controller communication connection, for receiving the real-time information of described terminal signaling controller feedback, and according to described real-time information generation forecast data;

One area control system is optimized module, with described centring system prediction module and described a plurality of terminal signaling controller communication connection, the predicted data that receives described centring system prediction module generates Optimal Parameters and described Optimal Parameters is sent to each described terminal signaling controller.

Further improvement of the present invention is, described terminal signaling controller comprises the detecting device that is embedded in current crossing.

Further improvement of the present invention is, described real-time information comprises link flow data and the green light availability data of current period.

A kind of phase differential two-stage optimizing line control method of the present invention, comprises step:

The coordination circuit of required control is divided into a plurality of subareas, and described in each, subarea comprises at least two adjacent crossings, chooses a crossing in described subarea as key crossing, and other crossings in described subarea except described key crossing are as coordinating crossing; The craspedodrome phase place that described key crossing is coordinated to direction is as key signal phase; And using the craspedodrome phase place of the coordination direction at described coordination crossing as coordinating phase place;

Described in each, crossing arranges terminal signaling controller, and gathers data on flows and the green light availability data at described crossing by terminal signaling controller; Described centring system prediction module is calculated and is obtained described predicted data according to described data on flows;

Set up a Traffic delay at signal;

Described area control system is optimized module by Traffic delay at signal described in described predicted data substitution, and utilizes described Traffic delay at signal to calculate acquisition Optimal Parameters; Described Optimal Parameters comprises that each coordination phase place is poor with respect to the optimum angle of key signal phase, and current coordination phase place that described optimum angle is poor while getting minimum value for the two-way total delay between each described crossing is with respect to the phase difference value of key signal phase; Described terminal signaling controller corresponding to described Optimal Parameters send respectively to.

Further improvement of the present invention is, described Traffic delay at signal is:

Using a first direction of coordinating direction as down direction; To coordinate direction one second direction as up direction; Indicate successively the crossing in described subarea according to described down direction, will be denoted as crossing i by any crossing in first crossing in the described subarea of down direction to penultimate crossing, sum-1, crossing, 1≤i≤subarea; Indicating crossing i is crossing i+1 along the next crossing of described down direction;

The formula of the two-way total delay between the each described crossing in described subarea is:

$D=D_{i\→i+1}+D_{i+1\→i}=\underset{i=1}{\overset{n}{\mathrm{\Σ}}}[{\mathrm{\α}}_i{d}_{i\→i+1}+(1-{\mathrm{\α}}_i){d^{\′}}_{i\→i+1}]+\underset{i=1}{\overset{n}{\mathrm{\Σ}}}[{\mathrm{\β}}_i{d}_{i+1\→i}+(1-{\mathrm{\β}}_i){d^{\′}}_{i+1\→i}];$

${\mathrm{\&alpha;}}_i=\left\{\begin{array}{cc}1& \frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}}\&le;{\mathrm{\&phi;}}_{i\&RightArrow;i+1}\\ 0& \frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}}>{\mathrm{\&phi;}}_{i\&RightArrow;i+1}\end{array}\right.;{\mathrm{\&beta;}}_i=\left\{\begin{array}{cc}1& T-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}}\&GreaterEqual;{\mathrm{\&phi;}}_{i+1\&RightArrow;i}\\ 0& T-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}}<{\mathrm{\&phi;}}_{i+1\&RightArrow;i}\end{array}\right.;$

Wherein, D _{i → i+1}for down direction total delay; D _{i+1 → i}for up direction total delay; d _{i → i+1}for crossing i is to the delay of being obstructed of crossing i+1Jian fleet head; D ' _{i → i+1}for crossing i is to the delay of being obstructed of crossing body portion of i+1Jian fleet; d _{i+1 → i}for the delay of being obstructed of fleet's head of i+1Zhi crossing, crossing i; D ' _{i+1 → i}for the delay of being obstructed of the body portion of fleet of i+1Zhi crossing, crossing i; Sum-1, crossing, the current subarea of n=;

φ _{i → i+1}for crossing i+1 is with respect to the phase differential of crossing i; φ _{i+1 → i}for crossing i is with respect to the phase differential of crossing i+1; l _{i → i+1}for crossing i is to the distance of crossing i+1; l _{i+1 → i}for the distance of i+1Dao crossing, crossing i; S _i+1for the vehicle queue length of i+1 place, crossing down direction; S _ifor the vehicle queue length of i place, crossing up direction; v _{i → i+1}for crossing i is to the average velocity in i+1Jian section, crossing; v _{i+1 → i}for the average velocity in section between the i of i+1Zhi crossing, crossing; T is cycle duration.

Further improvement of the present invention is, described crossing i is obstructed and incurs loss through delay d to crossing i+1Jian fleet head _{i → i+1}formula be:

$d_{i\&RightArrow;i+1}=0.5(q_{i\&RightArrow;i+1}+\frac{q_{i\&RightArrow;i+1}}{u_{i\&RightArrow;i+1}-q_{i\&RightArrow;i+1}}){({\mathrm{\&phi;}}_{i\&RightArrow;i+1}-\frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}})}^2+0.5(n_{i+1}+\frac{n_{i+1}}{u_{i\&RightArrow;i+1}-q_{i\&RightArrow;i+1}})({\mathrm{\&phi;}}_{i\&RightArrow;i+1}-\frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}});$

Described crossing i is obstructed and incurs loss through delay d ' to crossing body portion of i+1Jian fleet _{i → i+1}formula be:

Fleet's head of described crossing i+1Zhi crossing i is obstructed and incurs loss through delay d _{i+1 → i}formula be:

$d_{i+1\&RightArrow;i}=0.5(q_{i+1\&RightArrow;i}+\frac{q_{i+1\&RightArrow;i}}{u_{i+1\&RightArrow;i}-q_{i+1\&RightArrow;i}}){(T-{\mathrm{\&phi;}}_{i\&RightArrow;i+1}-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}})}^2+0.5(n_i+\frac{n_i}{u_{i+1\&RightArrow;i}-q_{i+1\&RightArrow;i}})(T-{\mathrm{\&phi;}}_{i\&RightArrow;i+1}-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}})$

The body portion of fleet of described crossing i+1Zhi crossing i is obstructed and incurs loss through delay d ' _{i+1 → i}formula be:

Wherein, q _{i → i+1}for crossing i is to the flow of crossing i+1; q _{i+1 → i}for the flow of i+1Dao crossing, crossing i; n _ifor the queuing vehicle number of crossing i, n _i+1for the queuing vehicle number of crossing i+1; u _{i → i+1}for crossing i is to the maximum traffic capacity value of crossing i+1, u _{i+1 → i}for the maximum traffic capacity value of i+1Zhi crossing, crossing i, u _{i → i+1}and u _{i+1 → i}can be directly by acquisition be manually set; t _{i is red}for crossing i red light duration, t _{i+1 is red}for crossing i+1 red light duration; T is cycle duration.

Further improvement of the present invention is, described crossing i is to the average velocity v in i+1Jian section, crossing _{i → i+1}and the average velocity v in section between the i of i+1Zhi crossing, crossing _{i+1 → i}obtain by a section average rate formula, described section average rate formula is:

When in bicycle the road:

$v=\left\{\begin{array}{cc}0.8(70.7912-0.0058q)& q\&le;300\mathrm{pcu}/h\\ 0.8(78.063-0.0286q)& q\&GreaterEqual;300\mathrm{pcu}/h\end{array}\right.;$

When two-way traffic:

$v=\left\{\begin{array}{cc}70.7912-0.0058q& q\&le;300\mathrm{pcu}/h\\ 78.063-0.0286q& q\&GreaterEqual;300\mathrm{pcu}/h\end{array}\right.;$

When three tracks and three track above situations:

$v=\left\{\begin{array}{cc}1.1(70.7912-0.0058q)& q\&le;300\mathrm{pcu}/h\\ 1.1(78.063-0.0286q)& q\&GreaterEqual;300\mathrm{pcu}/h\end{array}\right.;$

Wherein v is current section average rate; Q is the vehicle flow at current crossing.

Further improvement of the present invention is, the vehicle queue length S of i+1 place, described crossing down direction _i+1vehicle queue length S with i place, crossing up direction _iadopt by a queue length formula and calculate the current crossing queuing vehicle number N obtaining _qor the queue length N that adopts described detector measures to arrive _survey; Work as N _q< N _surveytime, adopt N _q; Work as N _q>=N _surveytime, adopt N _survey;

Described queue length formula is: N _q=qt _redk _q/ (k _{stop up}-k _q);

Wherein N _qfor current crossing queuing vehicle number; Q is the vehicle flow at current crossing; k _{stop up}for current section jamming density, by acquisition is manually set; k _qfor current section density, k _q=q/v, v is current section average rate.

Further improvement of the present invention is, the actual flow data q in first three cycle that the vehicle flow q at described current crossing gathers according to described terminal signaling controller ₁, q ₂, q ₃calculate and obtain with a link flow formula,

As q ₁, q ₂, q ₃arrange from small to large according to the time, described link flow formula is:

$q=q_3+\frac{q_3-{\mathrm{<figure-callout\; id="1"\; label="q"\; filenames="HDA0000471850340000031.png"\; state="\{\{state\}\}">q</figure-callout>}}_1}{2};$

As q ₁, q ₂, q ₃arrange from big to small according to the time, described link flow formula is:

$q=q_3-\frac{q_1-q_3}{2};$

Otherwise described link flow formula is:

$q=\frac{{\mathrm{<figure-callout\; id="1"\; label="q"\; filenames="HDA0000471850340000031.png"\; state="\{\{state\}\}">q</figure-callout>}}_1+q_2+q_3}{3}.$

Further improvement of the present invention is, described cycle duration T calculates and obtains according to a cycle duration formula, and described cycle duration formula is:

Wherein, J is phase place number, d _{green light}for vehicle in green time is by the time of stop line position, d _{neutral gear}for passing through the safe neutral time between the vehicle of stop line position, N is that green time is interior by the vehicle number of stop line, and W is vehicle launch lost time and green light sum interval time; Gs is best green light utilization factor; J, d _{green light}, d _{neutral gear}, n, W and gs be by manually arranging acquisition.

The present invention has been owing to having adopted above technical scheme, makes it have following beneficial effect to be:

Terminal signaling controller is used for gathering and feeding back the real-time information at each crossing and the control of teleseme; The real-time information that centring system prediction module is fed back for receiving described terminal signaling controller, and according to described real-time information generation forecast data; Area control system is optimized module, and the predicted data that receives described centring system prediction module generates Optimal Parameters and described Optimal Parameters is sent to each described terminal signaling controller.The acquisition that is established as Optimal Parameters of the present invention of Traffic delay at signal provides instrument, and makes more fit reality, accuracy of Optimal Parameters of the present invention high.Terminal signaling controller corresponding to described Optimal Parameters send respectively to, make terminal signaling controller to be optimized control to corresponding teleseme according to Optimal Parameters, realize the maximization of the green light utilization factor in section.

Accompanying drawing explanation

Fig. 1 is the system architecture schematic diagram of phase differential two-stage optimizing line control system of the present invention and method;

Fig. 2 is the method flow diagram of phase differential two-stage optimizing line control system of the present invention and method;

Fig. 3 is the down direction fleet head of phase differential two-stage optimizing line control system of the present invention and the method delay schematic diagram that is obstructed;

Fig. 4 is the body portion of down direction fleet of phase differential two-stage optimizing line control system of the present invention and the method delay schematic diagram that is obstructed.

Embodiment

Below in conjunction with specific embodiment, the invention will be further described.

Refer to Fig. 1, a kind of phase differential two-stage optimizing line control system of the present invention, comprising:

A plurality of terminal signaling controllers 1, terminal signaling controller 1 be arranged at each crossing and with teleseme communication connection, for gathering and feeding back the real-time information at each crossing and the control of teleseme;

One centring system prediction module 2, communicates to connect with terminal signaling controller 1, the real-time information of feeding back for receiving terminal signal controller 1, and according to real-time information generation forecast data;

One area control system is optimized module 3, communicates to connect with centring system prediction module 2 and a plurality of terminal signaling controller 1, and the predicted data of receiving center system prediction module 2 generates Optimal Parameters and Optimal Parameters is sent to each terminal signaling controller 1.

Wherein, terminal signaling controller 1 comprises the detecting device that is embedded in current crossing.Real-time information comprises link flow data and the green light availability data of current period.

Refer to Fig. 1,2, a kind of phase differential two-stage optimizing line control method of the present invention, comprises step:

S1: the coordination circuit of required control is divided into a plurality of subareas, and each subarea comprises at least two adjacent crossings, chooses a crossing in subarea as key crossing, and other crossings in subarea except key crossing are as coordinating crossing; The craspedodrome phase place that key crossing is coordinated to direction is as key signal phase; And using the craspedodrome phase place of the coordination direction at coordination crossing as coordinating phase place;

S2: at each crossing, terminal signaling controller is set, and gathers data on flows and the green light availability data at crossing by terminal signaling controller;

S3: centring system prediction module is calculated and obtained predicted data according to data on flows;

S4: set up a Traffic delay at signal;

S5: area control system is optimized module by predicted data substitution Traffic delay at signal, and utilize Traffic delay at signal to calculate acquisition Optimal Parameters; Optimal Parameters comprises that each coordination phase place is poor with respect to the optimum angle of key signal phase, and current coordination phase place that optimum angle is poor while getting minimum value for the two-way total delay between each crossing is with respect to the phase difference value of key signal phase;

S6: terminal signaling controller corresponding to Optimal Parameters send respectively to.

Wherein, in step S5, the framework of Traffic delay at signal is the minimum value of asking two-way traffic stream total delay, when total delay hour, the phase differential that makes it to set up is for optimum angle is poor, the minimum value of two-way total delay can be enumerated acquisition by computing machine, in computing machine, phase differential is input into and calculates result from 0 to the half of cycle duration, the phase differential while then getting result minimum value.As: cycle duration is 120 seconds, can enumerate since 0～60.

Traffic delay at signal is:

Using a first direction of coordinating direction as down direction; To coordinate direction one second direction as up direction; Indicate successively the crossing in subarea according to down direction, will be denoted as crossing i by any crossing in first crossing in the subarea of down direction to penultimate crossing, sum-1, crossing, 1≤i≤subarea; Indicating crossing i is crossing i+1 along the next crossing of down direction;

The formula of the two-way total delay between each crossing in subarea is:

$D=D_{i\&RightArrow;i+1}+D_{i+1\&RightArrow;i}=\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}[{\mathrm{\&alpha;}}_i{d}_{i\&RightArrow;i+1}+(1-{\mathrm{\&alpha;}}_i){d^{\&prime;}}_{i\&RightArrow;i+1}]+\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}[{\mathrm{\&beta;}}_i{d}_{i+1\&RightArrow;i}+(1-{\mathrm{\&beta;}}_i){d^{\&prime;}}_{i+1\&RightArrow;i}];$

${\mathrm{\&alpha;}}_i=\left\{\begin{array}{cc}1& \frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}}\&le;{\mathrm{\&phi;}}_{i\&RightArrow;i+1}\\ 0& \frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}}>{\mathrm{\&phi;}}_{i\&RightArrow;i+1}\end{array}\right.;{\mathrm{\&beta;}}_i=\left\{\begin{array}{cc}1& T-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}}\&GreaterEqual;{\mathrm{\&phi;}}_{i+1\&RightArrow;i}\\ 0& T-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}}<{\mathrm{\&phi;}}_{i+1\&RightArrow;i}\end{array}\right.;$

Wherein, D _{i → i+1}for down direction total delay; D _{i+1 → i}for up direction total delay; d _{i → i+1}for crossing i is to the delay of being obstructed of crossing i+1Jian fleet head; D ' _{i → i+1}for crossing i is to the delay of being obstructed of crossing body portion of i+1Jian fleet; d _{i+1 → i}for the delay of being obstructed of fleet's head of i+1Zhi crossing, crossing i; D ' _{i+1 → i}for the delay of being obstructed of the body portion of fleet of i+1Zhi crossing, crossing i; Sum-1, crossing, the current subarea of n=;

φ _{i → i+1}for crossing i+1 is with respect to the phase differential of crossing i; φ _{i+1 → i}for crossing i is with respect to the phase differential of crossing i+1; l _{i → i+1}for crossing i is to the distance of crossing i+1; l _{i+1 → i}for the distance of i+1Dao crossing, crossing i; S _i+1for the vehicle queue length of i+1 place, crossing down direction; S _ifor the vehicle queue length of i place, crossing up direction; v _{i → i+1}for crossing i is to the average velocity in i+1Jian section, crossing; v _{i+1 → i}for the average velocity in section between the i of i+1Zhi crossing, crossing; T is cycle duration.

Such as there are four crossings in subarea, according to down direction, crossing is denoted as, crossing 1, crossing 2, crossing 3, crossing 4, any crossing in first crossing (crossing 1) to penultimate crossing (crossing 3) is signable is crossing i, 1≤i≤3, the next crossing of down direction crossing i is crossing i+1.

In the time of i=1, between crossing 1 and crossing 2, form Delay Model, when i=2, crossing 2 and crossing 3 meeting component models, when i=3, crossing 3 and crossing 4 meeting component models, the two-way total delay D between final each crossing just equals crossing 1, crossing 2, crossing 3, the summation of the two-way delay value in crossing 4, and by getting the minimum value of D, determine that 4 crossings 1 are to crossing 2, crossing 2 is to crossing 3 and crossing 3 to the phase differential between crossing 4.

Two-way traffic stream total delay is that down direction total delay and up direction total delay are added.

Ask the total delay of the descending fleet two kinds of situations that are divided into again that descending fleet head is obstructed and body portion of descending fleet is obstructed, the total delay of asking up fleet is also like this.

The difference of two kinds of situations that headstock is obstructed and vehicle body is obstructed is that headstock is while being obstructed, it may be the vehicle of queuing up in addition before a car, also may be without queuing vehicle before a car, time of waiting for of being obstructed is less than or equal to time of a red light, when vehicle body is obstructed, there is no queue length above, the stand-by period of being obstructed is a red time.

Fleet's head for descending fleet is as follows in the situation of being obstructed of crossing i+1:

Crossing i+1 is with respect to the phase difference of crossing i _{i → i+1}formula be:

${\mathrm{\&phi;}}_{i\&RightArrow;i+1}=\frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}}+{\mathrm{\&tau;}}_{i+1};$

Wherein, φ _{i → i+1}for crossing i+1 is with respect to the phase differential of crossing i; l _{i → i+1}for crossing i is to the distance of crossing i+1; S _i+1for the vehicle queue length of i+1 place, crossing down direction; v _{i → i+1}for crossing i is to the average velocity in i+1Jian section, crossing; τ _i+1for fleet's head arrives the resolution time sum of i+1 place, crossing to original queue length vehicle of red light end time and i+1 place, crossing.

Refer to Fig. 3, fleet's head of descending fleet be obstructed produce delay as shown in dash area in figure.Wherein, A point is fleet's head vehicle stop point.B point starts start-up point for fleet's head vehicle.C point starts start-up point for fleet's afterbody vehicle.D Dian Wei fleet afterbody vehicle starts the time point starting.E is that i+1 place, crossing signal lamp sends out a warning a little.F is fleet's afterbody vehicle stop point.F to the time between C be t _r.

After green light is opened, τ _i+1the vehicle total evacuation of accumulation in time, enters the unimpeded crossing of passing through of vehicle of crossing after the t time.τ _i+1and t _redasynchronous is that queuing vehicle just starts the dissipation of fleet vehicle after dissipating because after green light unlatching, first queuing vehicle dissipates.

Therefore have: q _{i → i+1}(τ _i+1+ t)+n _i+1=tu _{i → i+1}; The equation left side is the vehicle that the vehicle number of fleet adds queuing, the vehicles of all letting pass for green light unlatching crossing in equation the right;

Draw: t=(τ _i+1q _{i → i+1}+ n _i+1)/(u _{i →+1}-q _{i → i+1});

Q _{i → i+1}for crossing i is to the flow (unit: pcu/s) of crossing i+1;

T is queue length resolution time (unit: s) after green light is opened;

U _{i → i+1}for crossing i is to the maximum traffic capacity value (unit: pcu/s) of crossing i+1, can be set to 1800pcu/s;

N _i+1for the queuing vehicle number of crossing i+1;

Down direction crossing i is obstructed and incurs loss through delay d to crossing i+1Jian fleet head _{i → i+1}for:

d _i→i+1＝0.5(τ _i+1+t+t _r)[q _i→i+1(τ _i+1+t)+n _i+1]-0.5t[q _i→i+1(τ _i+1+t)+n _i+i]；

T _rin formula, be a nonnegative integer, do not affect net result, be therefore made as 0.

The final crossing i of acquisition is obstructed and incurs loss through delay d to crossing i+1Jian fleet head _{i → i+1}formula:

$d_{i\&RightArrow;i+1}=0.5(q_{i\&RightArrow;i+1}+\frac{q_{i\&RightArrow;i+1}}{u_{i\&RightArrow;i+1}-q_{i\&RightArrow;i+1}}){({\mathrm{\&phi;}}_{i\&RightArrow;i+1}-\frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}})}^2+0.5(n_{i+1}+\frac{n_{i+1}}{u_{i\&RightArrow;i+1}-q_{i\&RightArrow;i+1}})({\mathrm{\&phi;}}_{i\&RightArrow;i+1}-\frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}})$

Refer to Fig. 4, as follows in the situation of being obstructed of crossing i+1 for the body portion of fleet of descending fleet:

Now, fleet's head crosses crossing stop line, and body portion of fleet runs into red light stagnation of movement, and the remaining vehicle of fleet will experience red time, waits for that next green light leaves crossing.Now crossing i+1 is with respect to the phase difference of crossing i _{i → i+1}for:

${\mathrm{\&phi;}}_{i\&RightArrow;i+1}=\frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}}-{\mathrm{\&tau;}}_{i+1}^{\&prime;};$

τ ' _i+1meeting red light for first, i+1 place, crossing is obstructed the time (s) that the vehicle at last this crossing of arrival experiences.

Now, fleet's body portion be obstructed produce delay as shown in dash area in Fig. 4.

After the green light opening time, crossing incur loss through delay vehicle all pass through, now, crossing i to crossing i+1 flow to headstock portion of fleet vehicle also do not arrive crossing i+1, have:

u _i→i+1t′＝q _i→i+1τ′ _i+1

Can obtain: t '=q _{i → i+1}τ ' _i+1/ u _{i → i+1}; Wherein, t ' is the rear queue length resolution time (s) of green light unlatching.

Crossing i is obstructed and incurs loss through delay d ' to crossing body portion of i+1Jian fleet _{i → i+1}formula be:

Wherein, t _{i is red}for crossing i red light duration; u _{i → i+1}for crossing i is to the maximum traffic capacity value of crossing i+1, can be set to 1800pcu/s.

To sum up, down direction total delay D _{i → i+1}for:

$D_{i\&RightArrow;i+1}=\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}[{\mathrm{\&alpha;}}_i{d}_{i\&RightArrow;i+1}+(1-{\mathrm{\&alpha;}}_i){d^{\&prime;}}_{i\&RightArrow;i+1}];{\mathrm{\&alpha;}}_i=\left\{\begin{array}{cc}1& \frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}}\&le;{\mathrm{\&phi;}}_{i\&RightArrow;i+1}\\ 0& \frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}}>{\mathrm{\&phi;}}_{i\&RightArrow;i+1}\end{array}\right.;$

Work as D _{i → i+1}hour, get final product to such an extent that the optimum angle of unidirectional coordination is poor.

For up direction fleet, crossing i with respect to the phase differential of crossing i+1 is:

φ _i+1→i＝T-φ _i→i+1；

φ _{i+1 → i}for crossing i is with respect to the phase differential s of crossing i+1.

The situation of being obstructed with descending fleet head is similar, after green light is opened, and τ _ithe vehicle total evacuation of accumulation in time, the t time laggard enter the vehicle at crossing unimpeded by crossing, therefore have:

q _i+1→i(τ _i+t)+n _i+1＝tu _i+1→i；

Draw: t=(τ _iq _{i+1 → i}+ n _i)/(u _{i+1 → i}-q _{i+1 → i});

Wherein, q _{i+1 → i}for the flow of i+1Dao crossing, crossing i; u _{i+1 → i}for the maximum traffic capacity value of i+1Zhi crossing, crossing i; τ _ifor fleet head arrives i place, crossing to time (s) that red light finishes; T is queue length resolution time (s) after green light is opened; n _ifor the queuing vehicle number of key crossing;

Therefore, the head between the i of crossing i+1Zhi crossing is obstructed and incurs loss through delay d _{i+1 → i}formula be:

$d_{i+1\&RightArrow;i}=0.5(q_{i+1\&RightArrow;i}+\frac{q_{i+1\&RightArrow;i}}{u_{i+1\&RightArrow;i}-q_{i+1\&RightArrow;i}}){(T-{\mathrm{\&phi;}}_{i\&RightArrow;i+1}-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}})}^2+0.5(n_i+\frac{n_i}{u_{i+1\&RightArrow;i}-q_{i+1\&RightArrow;i}})(T-{\mathrm{\&phi;}}_{i\&RightArrow;i+1}-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}})$

Wherein, q _{i+1 → i}for the flow of i+1Dao crossing, crossing i; u _{i+1 → i}for the maximum traffic capacity value of i+1Zhi crossing, crossing i; T is cycle duration; l _{i+1 → i}for the distance of i+1Dao crossing, crossing i; S _ifor the vehicle queue length of i place, crossing up direction; v _{i+1 → i}for the average velocity in section between the i of i+1Zhi crossing, crossing; n _ifor the queuing vehicle number of crossing i.

Body portion of up fleet is as follows in the situation of being obstructed of crossing i:

Now, ${\mathrm{\&phi;}}_{i+1\&RightArrow;i}=\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}}-{\mathrm{\&tau;}}_i^{\&prime;},$

Wherein, τ ' _ifor being obstructed, body portion of fleet first car arrives the time of crossing i to last car of fleet.

Green light was opened after t ' time, and intersection delay vehicle all passes through, and fleet's head vehicle that i+1Zhi crossing, crossing i flows to does not also arrive crossing i, has:

u _i+1→it′＝q _i+1→iτ′ _i；

Can obtain: t '=q _{i+1 → i}τ ' _i/ u _{i+1 → i}; Wherein t ' is the rear queue length resolution time of green light unlatching.

Can obtain, the body portion of fleet between the i of i+1Zhi crossing, crossing is obstructed and incurs loss through delay d ' _{i+1 → i}, its formula is:

Wherein, t _{i+1 is red}for crossing i+1 red light duration; u _{i+1 → i}for the maximum traffic capacity value of i+1Zhi crossing, crossing i.

Therefore, up direction total delay D _{i+1 → i}for:

$D_{i+1\&RightArrow;i}=\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}[{\mathrm{\&beta;}}_i{d}_{i+1\&RightArrow;i}+(1-{\mathrm{\&beta;}}_i){d^{\&prime;}}_{i+1\&RightArrow;i}];$

${\mathrm{\&beta;}}_i=\left\{\begin{array}{cc}1& T-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}}\&GreaterEqual;{\mathrm{\&phi;}}_{i+1\&RightArrow;i}\\ 0& T-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}}<{\mathrm{\&phi;}}_{i+1\&RightArrow;i}\end{array}\right.;$

Therefore, the two-way total delay formula between each crossing, subarea is:

$D=D_{i\&RightArrow;i+1}+D_{i+1\&RightArrow;i}=\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}[{\mathrm{\&alpha;}}_i{d}_{i\&RightArrow;i+1}+(1-{\mathrm{\&alpha;}}_i){d^{\&prime;}}_{i\&RightArrow;i+1}]+\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}[{\mathrm{\&beta;}}_i{d}_{i+1\&RightArrow;i}+(1-{\mathrm{\&beta;}}_i){d^{\&prime;}}_{i+1\&RightArrow;i}];$

${\mathrm{\&alpha;}}_i=\left\{\begin{array}{cc}1& \frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}}\&le;{\mathrm{\&phi;}}_{i\&RightArrow;i+1}\\ 0& \frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}}>{\mathrm{\&phi;}}_{i\&RightArrow;i+1}\end{array}\right.;{\mathrm{\&beta;}}_i=\left\{\begin{array}{cc}1& T-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}}\&GreaterEqual;{\mathrm{\&phi;}}_{i+1\&RightArrow;i}\\ 0& T-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}}<{\mathrm{\&phi;}}_{i+1\&RightArrow;i}\end{array}\right.;$

Wherein, D _{i → i+1}for down direction total delay; D _{i+1 → i}for up direction total delay; d _{i → i+1}for crossing i is to the delay of being obstructed of crossing i+1Jian fleet head; D ' _{i → i+1}for crossing i is to the delay of being obstructed of crossing body portion of i+1Jian fleet; d _{i+1 → i}for the delay of being obstructed of the fleet's head between the i of i+1Zhi crossing, crossing; D ' _{i+1 → i}for the delay of being obstructed of the body portion of fleet between the i of i+1Zhi crossing, crossing;

φ _{i → i+1}for crossing i+1 is with respect to the phase differential of crossing i; φ _{i+1 → i}for crossing i is with respect to the phase differential of crossing i+1; l _{i → i+1}for crossing i is to the distance of crossing i+1; l _{i+1 → i}for the distance of i+1Dao crossing, crossing i; S _ifor the vehicle queue length of i place, crossing up direction; v _{i+1 → i}for the average velocity in section between the i of i+1Zhi crossing, crossing; T is cycle duration.

In addition, crossing i is to the average velocity v in i+1Jian section, crossing _{i → i+1}and the average velocity v in section between the i of i+1Zhi crossing, crossing _{i+1 → i}obtain by a section average rate formula, section average rate formula is:

When in bicycle the road:

$v=\left\{\begin{array}{cc}0.8(70.7912-0.0058q)& q\&le;300\mathrm{pcu}/h\\ 0.8(78.063-0.0286q)& q\&GreaterEqual;300\mathrm{pcu}/h\end{array}\right.;$

When two-way traffic:

$v=\left\{\begin{array}{cc}70.7912-0.0058q& q\&le;300\mathrm{pcu}/h\\ 78.063-0.0286q& q\&GreaterEqual;300\mathrm{pcu}/h\end{array}\right.;$

When three tracks and three track above situations:

$v=\left\{\begin{array}{cc}1.1(70.7912-0.0058q)& q\&le;300\mathrm{pcu}/h\\ 1.1(78.063-0.0286q)& q\&GreaterEqual;300\mathrm{pcu}/h\end{array}\right.;$

Wherein v is current section average rate; Q is the vehicle flow at current crossing.

Section average rate formula is analyzed by mass data, separating larger urban periphal defence backbone matching by isolation strip draws, road conditions is good, can learn through a large amount of data fittings, the situation of bicycle road and multilane and city center trace passerby stream all can have larger impact to this formula to the larger situation of speed of a motor vehicle impact.But the linear relationship of speed and flow is substantially constant.

Crossing detecting device can detect the time headway of vehicle, the wagon flow of vehicle of queuing up when green light is opened is saturated, can draw according to determining of saturation volume the vehicle number that imports queue length vehicle after queuing vehicle number and green light are opened, this value is the maximal value of queuing vehicle number.

For the vehicle queue length S of i+1 place, crossing down direction _i+1vehicle queue length S with i place, crossing up direction _iadopt by a queue length formula and calculate the current crossing queuing vehicle number N obtaining _qor the queue length N that adopts detector measures to arrive _survey.

According to showing that with the theory of speeding the velocity of wave of parking ripple is:

V _stop=q/ (k _{stop up}-k _q);

V _stopfor the velocity of wave (unit: m/s) of parking ripple; Q is the vehicle flow at current crossing; k _{stop up}for current section jamming density, by acquisition is manually set, can value be 1/6 (pcu/m); k _qfor current section density;

Wherein, k _qfor current section density, k _q=q/v, v is current section average rate.

Can draw current crossing queuing vehicle number N _q:

N _q=v _stopt _redk _q=qt _redk _q/ (k _{stop up}-k _q);

Be that queue length formula is: N _q=qt _redk _q/ (k _{stop up}-k _q);

Wherein t _redfor red time length (unit: s).

Crossing detecting device also detects the queue length N of vehicle in addition _survey.

Work as N _q< N _surveytime, adopt N _q; Work as N _q>=N _surveytime, adopt N _survey.

Have, link flow is obtained by terminal signaling controller again, and the flow that the detecting device of terminal signaling controller detects is to add up once in a cycle, and system drew this cycle predicted flow rate according to the flow in upper three cycles.

The actual flow data q in first three cycle that the vehicle flow q at current crossing gathers according to terminal signaling controller ₁, q ₂, q ₃calculate and obtain with a link flow formula,

As q ₁, q ₂, q ₃arrange from small to large according to the time, link flow formula is:

$q=q_3+\frac{q_3-{\mathrm{<figure-callout\; id="1"\; label="q"\; filenames="HDA0000471850340000031.png"\; state="\{\{state\}\}">q</figure-callout>}}_1}{2};$

As q ₁, q ₂, q ₃arrange from big to small according to the time, link flow formula is:

$q=q_3-\frac{q_1-q_3}{2};$

Otherwise link flow formula is:

$q=\frac{{\mathrm{<figure-callout\; id="1"\; label="q"\; filenames="HDA0000471850340000031.png"\; state="\{\{state\}\}">q</figure-callout>}}_1+q_2+q_3}{3}.$

Also can reject for changing king-sized data in three cycles, the data in the 4th cycle are above joined in calculating.

The time that cycle duration T needs according to each phase place and the ratio of green light utilization factor determines, this time comprises that vehicle passes through the time of stop line position, the safe time dead between two cars, vehicle launch lost time, green light interval time.

Cycle duration T calculates and obtains according to a cycle duration formula, and cycle duration formula is:

Wherein, J is phase place number, needs manual setting; d _{green light}for vehicle in green time is by the time of stop line position, can arrange by hand, default value is 1s; d _{neutral gear}for by the safe neutral time between the vehicle of stop line position, can arrange by hand, default value is 0.8s, N be in green time by the vehicle number of stop line, need to carry out manual setting, W is vehicle launch lost time and green light sum interval time, numerical value can arrange by hand, and default value is 6s; Gs is best green light utilization factor, desirable 90%.

Below embodiment has been described in detail the present invention by reference to the accompanying drawings, and those skilled in the art can make many variations example to the present invention according to the above description.Thereby some details in embodiment should not form limitation of the invention, the present invention by the scope defining using appended claims as protection scope of the present invention.

Claims (10)

1. a phase differential two-stage optimizing line control system, is characterized in that, comprising:

A plurality of terminal signaling controllers, described terminal signaling controller be arranged at each crossing and with teleseme communication connection, for gathering and feeding back the real-time information at each crossing and the control of teleseme;

One centring system prediction module, with described terminal signaling controller communication connection, for receiving the real-time information of described terminal signaling controller feedback, and according to described real-time information generation forecast data;

One area control system is optimized module, with described centring system prediction module and described a plurality of terminal signaling controller communication connection, the predicted data that receives described centring system prediction module generates Optimal Parameters and described Optimal Parameters is sent to each described terminal signaling controller.

2. phase differential two-stage optimizing line control system according to claim 1, is characterized in that, described terminal signaling controller comprises the detecting device that is embedded in current crossing.

3. phase differential two-stage optimizing line control system according to claim 2, is characterized in that, described real-time information comprises link flow data and the green light availability data of current period.

4. a kind of phase differential two-stage optimizing line control method based on phase differential two-stage optimizing line control system claimed in claim 3, is characterized in that, comprises step:

The coordination circuit of required control is divided into a plurality of subareas, and described in each, subarea comprises at least two adjacent crossings, chooses a crossing in described subarea as key crossing, and other crossings in described subarea except described key crossing are as coordinating crossing; The craspedodrome phase place that described key crossing is coordinated to direction is as key signal phase; And using the craspedodrome phase place of the coordination direction at described coordination crossing as coordinating phase place;

Described in each, crossing arranges terminal signaling controller, and gathers data on flows and the green light availability data at described crossing by terminal signaling controller; Described centring system prediction module is calculated and is obtained described predicted data according to described data on flows;

Set up a Traffic delay at signal;

Described area control system is optimized module by Traffic delay at signal described in described predicted data substitution, and utilizes described Traffic delay at signal to calculate acquisition Optimal Parameters; Described Optimal Parameters comprises that each coordination phase place is poor with respect to the optimum angle of key signal phase, and current coordination phase place that described optimum angle is poor while getting minimum value for the two-way total delay between each described crossing is with respect to the phase difference value of key signal phase; Described terminal signaling controller corresponding to described Optimal Parameters send respectively to.

5. phase differential two-stage optimizing line control method according to claim 4, is characterized in that, described Traffic delay at signal is:

Using a first direction of coordinating direction as down direction; To coordinate direction one second direction as up direction; Indicate successively the crossing in described subarea according to described down direction, will be denoted as crossing i by any crossing in first crossing in the described subarea of down direction to penultimate crossing, sum-1, crossing, 1≤i≤subarea; Indicating crossing i is crossing i+1 along the next crossing of described down direction;

The formula of the two-way total delay between the each described crossing in described subarea is:

$D=D_{i\&RightArrow;i+1}+D_{i+1\&RightArrow;i}=\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}[{\mathrm{\&alpha;}}_i{d}_{i\&RightArrow;i+1}+(1-{\mathrm{\&alpha;}}_i){d^{\&prime;}}_{i\&RightArrow;i+1}]+\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}[{\mathrm{\&beta;}}_i{d}_{i+1\&RightArrow;i}+(1-{\mathrm{\&beta;}}_i){d^{\&prime;}}_{i+1\&RightArrow;i}];$

${\mathrm{\&alpha;}}_i=\left\{\begin{array}{cc}1& \frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}}\&le;{\mathrm{\&phi;}}_{i\&RightArrow;i+1}\\ 0& \frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}}>{\mathrm{\&phi;}}_{i\&RightArrow;i+1}\end{array}\right.;{\mathrm{\&beta;}}_i=\left\{\begin{array}{cc}1& T-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}}\&GreaterEqual;{\mathrm{\&phi;}}_{i+1\&RightArrow;i}\\ 0& T-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}}<{\mathrm{\&phi;}}_{i+1\&RightArrow;i}\end{array}\right.;$

Wherein, D _{i → i+1}for down direction total delay; D _{i+1 → i}for up direction total delay; d _{i → i+1}for crossing i is to the delay of being obstructed of crossing i+1Jian fleet head; d _{i → i+1}for crossing i is to the delay of being obstructed of crossing body portion of i+1Jian fleet; d _{i+1 → i}for the delay of being obstructed of fleet's head of i+1Zhi crossing, crossing i; d _{i+1 → i}for the delay of being obstructed of the body portion of fleet of i+1Zhi crossing, crossing i; Sum-1, crossing, the current subarea of n=;

φ _{i → i+1}for crossing i+1 is with respect to the phase differential of crossing i; φ _{i+1 → i}for crossing i is with respect to the phase differential of crossing i+1; l _{i → i+1}for crossing i is to the distance of crossing i+1; l _{i+1 → i}for the distance of i+1Dao crossing, crossing i; S _i+1for the vehicle queue length of i+1 place, crossing down direction; S _ifor the vehicle queue length of i place, crossing up direction; v _{i → i+1}for crossing i is to the average velocity in i+1Jian section, crossing; v _{i+1 → i}for the average velocity in section between the i of i+1Zhi crossing, crossing; T is cycle duration.

6. phase differential two-stage optimizing line control method according to claim 5, is characterized in that,

Described crossing i is obstructed and incurs loss through delay d to crossing i+1Jian fleet head _{i → i+1}formula be:

$d_{i\&RightArrow;i+1}=0.5(q_{i\&RightArrow;i+1}+\frac{q_{i\&RightArrow;i+1}}{u_{i\&RightArrow;i+1}-q_{i\&RightArrow;i+1}}){({\mathrm{\&phi;}}_{i\&RightArrow;i+1}-\frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}})}^2+0.5(n_{i+1}+\frac{n_{i+1}}{u_{i\&RightArrow;i+1}-q_{i\&RightArrow;i+1}})({\mathrm{\&phi;}}_{i\&RightArrow;i+1}-\frac{l_{i\&RightArrow;i+1}-S_{i+1}}{v_{i\&RightArrow;i+1}});$

Described crossing i is obstructed and incurs loss through delay d to crossing body portion of i+1Jian fleet _{i → i+1}formula be:

Fleet's head of described crossing i+1Zhi crossing i is obstructed and incurs loss through delay d _{i+1 → i}formula be:

$d_{i+1\&RightArrow;i}=0.5(q_{i+1\&RightArrow;i}+\frac{q_{i+1\&RightArrow;i}}{u_{i+1\&RightArrow;i}-q_{i+1\&RightArrow;i}}){(T-{\mathrm{\&phi;}}_{i\&RightArrow;i+1}-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}})}^2+0.5(n_i+\frac{n_i}{u_{i+1\&RightArrow;i}-q_{i+1\&RightArrow;i}})(T-{\mathrm{\&phi;}}_{i\&RightArrow;i+1}-\frac{l_{i+1\&RightArrow;i}-S_i}{v_{i+1\&RightArrow;i}})$

The body portion of fleet of described crossing i+1Zhi crossing i is obstructed and incurs loss through delay d _{i+1 → i}formula be:

Wherein, q _{i → i+1}for crossing i is to the flow of crossing i+1; q _{i+1 → i}for the flow of i+1Dao crossing, crossing i; n _ifor the queuing vehicle number of crossing i, n _i+1for the queuing vehicle number of crossing i+1; u _{i → i+1}for crossing i is to the maximum traffic capacity value of crossing i+1, u _{i+1 → i}for the maximum traffic capacity value of i+1Zhi crossing, crossing i, u _{i → i+1}and u _{i+1 → i}can be directly by acquisition be manually set; t _{i is red}for crossing i red light duration, t _{i+1 is red}for crossing i+1 red light duration; T is cycle duration.

7. phase differential two-stage optimizing line control method according to claim 6, is characterized in that, described crossing i is to the average velocity v in i+1Jian section, crossing _{i → i+1}and the average velocity v in section between the i of i+1Zhi crossing, crossing _{i+1 → i}obtain by a section average rate formula, described section average rate formula is:

When in bicycle the road:

$v=\left\{\begin{array}{cc}0.8(70.7912-0.0058q)& q\&le;300\mathrm{pcu}/h\\ 0.8(78.063-0.0286q)& q\&GreaterEqual;300\mathrm{pcu}/h\end{array}\right.;$

When two-way traffic:

$v=\left\{\begin{array}{cc}70.7912-0.0058q& q\&le;300\mathrm{pcu}/h\\ 78.063-0.0286q& q\&GreaterEqual;300\mathrm{pcu}/h\end{array}\right.;$

When three tracks and three track above situations:

$v=\left\{\begin{array}{cc}1.1(70.7912-0.0058q)& q\&le;300\mathrm{pcu}/h\\ 1.1(78.063-0.0286q)& q\&GreaterEqual;300\mathrm{pcu}/h\end{array}\right.;$

Wherein v is current section average rate; Q is the vehicle flow at current crossing.

8. phase differential two-stage optimizing line control method according to claim 7, is characterized in that,

The vehicle queue length S of i+1 place, described crossing down direction _i+1vehicle queue length S with i place, crossing up direction _iadopt by a queue length formula and calculate the current crossing queuing vehicle number N obtaining _qor the queue length N that adopts described detector measures to arrive _survey; Work as N _q< N _surveytime, adopt N _q; Work as N _q>=N _surveytime, adopt N _survey;

Described queue length formula is: N _q=qt _redk _q/ (k _{stop up}-k _q);

Wherein N _qfor current crossing queuing vehicle number; Q is the vehicle flow at current crossing; k _{stop up}for current section jamming density, by acquisition is manually set; k _qfor current section density, k _q=q/v, v is current section average rate.

9. phase differential two-stage optimizing line control method according to claim 8, is characterized in that, the actual flow data q in first three cycle that the vehicle flow q at described current crossing gathers according to described terminal signaling controller ₁, q ₂, q ₃calculate and obtain with a link flow formula,

As q ₁, q ₂, q ₃arrange from small to large according to the time, described link flow formula is:

$q=q_3+\frac{q_3-q_1}{2};$

As q ₁, q ₂, q ₃arrange from big to small according to the time, described link flow formula is:

$q=q_3-\frac{q_1-q_3}{2};$

Otherwise described link flow formula is:

$q=\frac{q_1+q_2+q_3}{3}.$

10. phase differential two-stage optimizing line control method according to claim 9, is characterized in that, described cycle duration T calculates and obtains according to a cycle duration formula, and described cycle duration formula is:

Wherein, J is phase place number, d _{green light}for vehicle in green time is by the time of stop line position, d _{neutral gear}for passing through the safe neutral time between the vehicle of stop line position, N is that green time is interior by the vehicle number of stop line, and W is vehicle launch lost time and green light sum interval time; Gs is best green light utilization factor; J, d _{green light}, d _{neutral gear}, n, W and gs be by manually arranging acquisition.

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