CN112652179B - Bus priority passing signal control method and system under cooperative vehicle and road environment - Google Patents
Bus priority passing signal control method and system under cooperative vehicle and road environment Download PDFInfo
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Abstract
The invention relates to a method for controlling a bus priority passing signal under a vehicle-road cooperative environment, which comprises the following steps: the method comprises the following steps: acquiring time elastic intervals of all buses on a road section passing through a stop line; step two: determining a boundary range of the vehicle needing to be processed; step three: establishing a vehicle speed induction scheme; step four: determining the optimal timing of each phase; step five: judging whether the green light interval of the phase position of the bus and the bus time elastic interval have intersection or not; step six: and determining the induced speed of the bus. The signal control method for the prior passage of the public transport in the cooperative vehicle and road environment weakens the adverse effect of the prior passage of the public transport on social vehicles and can reduce the stop times and delay of the social vehicles by the bidirectional optimization of the timing parameters of the vehicle speed induction and the traffic signals at the intersection.
Description
Technical Field
The invention relates to the technical field of traffic engineering, in particular to a method and a system for controlling a bus priority passing signal under a vehicle-road cooperative environment.
Background
In the traditional bus priority signal control, buses have absolute priority, so that adverse effects can be caused to other social vehicles, excessive delay and parking are generated, and even the traffic jam problem of the social vehicles is caused. Under the cooperative environment of the vehicle and the road, the running conditions of all vehicles entering the road section can be obtained in real time on line, including social vehicles and buses. Based on the method, the position, the driving speed, the travel path and the like of the bus can be accurately captured, technical and information support is laid for the bus to provide active priority service at the intersection, meanwhile, the adverse effect of bus priority on the passage of social vehicles can be weakened through bidirectional optimization of traffic signal timing parameters at the intersection, and the parking times and delay of the social vehicles are reduced.
Disclosure of Invention
The invention aims to solve the technical problems of more parking times and long delay time of social vehicles, and further provides a method and a system for controlling a bus priority passing signal under a vehicle-road cooperative environment.
The invention relates to a method for controlling a bus priority passing signal under a vehicle-road cooperative environment, which comprises the following steps:
the method comprises the following steps: acquiring time elastic intervals of all buses on a road section passing through a stop line;
step two: determining a boundary range of the vehicle needing to be processed;
step three: establishing a vehicle speed induction scheme;
step four: establishing the optimal timing of each phase;
step five: judging whether the green light interval of the phase of the bus and the bus time elastic interval have intersection or not;
step six: and determining the induced speed of the bus.
In the first step, the ith phase green light turn-on time t of the kth period is set k,i In order to optimize the starting moment, the subsequent optimization takes the moment as a starting point; the number of the buses detected to enter the road section from the starting moment is
M buses needing to come to a stop are provided; dividing all buses into two types, stopping without entering a station into one type, and stopping when entering the station into the other type;
then the time elastic interval of the two types of buses passing through the stop line is respectively recorded as:
…
…
in the formula, v min 、v max -lowest and highest vehicle speed on the road section, m/s; t is t k,i The moment when the ith phase of the kth period turns on the green lamp, s;
the position m of the ith bus which does not enter the station at the ith phase green light starting moment in the kth period; />
-the y-th arrival stop bus departure time, s; />
-the location, m, of the y-th inbound stop bus; the time elastic interval range of each bus passing through the stop line can be drawn.
In the second step, according to a reasonable vehicle speed induction interval, a boundary range of the current phase speed induction can be defined:
[0,v max ×g k,i ]
in the formula, g k,i -the ith phase of the kth cycle, the duration of the green light, s; other parameters have the same meanings as above.
In the third step, under the cooperative environment of the vehicle and the road, the equivalent of the car to be processed at the ith phase of the kth period is:
in the formula (I), the compound is shown in the specification,
-equivalent car total, vehicle; />
The number of vehicles in queue at the moment when the ith phase green light is turned on in the kth period; />
-the total number of vehicles, that are running within the processing range at the moment of turning on the green light of phase i of the kth period; a is the ratio of large vehicles to small vehicles on the road section; b-the ratio of medium-sized vehicles to small-sized vehicles on the road section; other parameters have the same meanings as above;
the time required for the queued vehicles to dissipate is
In the formula (I), the compound is shown in the specification,
-the time required for the queued vehicles to dissipate, s; n is es,i -number of i phase east entry straight lanes of the kth cycle; />
-saturated headway, s; l-start loss time, generally taking 3-4 s; other parameters have the same meanings as above;
the starting time of the last queued vehicle is as follows:
in the formula (I), the compound is shown in the specification,
-the moment at which the last queued vehicle is started, s; v is target vehicle speed, km/h; a-acceleration and deceleration of vehicle, m/s 2 ；h d Average head spacing in queuing, m;
calculating the maximum time required for the first social vehicle in transit to reach the end of the queue:
in the formula
The turn-on moment of the ith phase green light in the kth period is far away from the position of the first social vehicle in the way, m;
other parameters have the same meanings as above;
(1) If it is
The vehicle and the subsequent vehicles need to carry out vehicle speed induction;
(2) If it is
The vehicle can also wait in line even if the vehicle speed induction is carried out, the vehicle speed induction is abandoned at the moment, the vehicle can normally run in line for waiting, the number of the queued vehicles is added with 1 to obtain an iteration, and the iteration is written as
Upon addition of one vehicle in line, conjunction with a vehicle in queue>
It is increased by 1 and the total queue length is pick>
Wherein->
And sequentially calculating the maximum time required by the subsequent vehicles in transit to reach the new queuing tail car position again until the following conditions are met:
in the formula
The turn-on time of the ith phase green light in the kth period is m away from the position of the nth social vehicle in transit;
starting from the nth social vehicle in transit, the subsequent vehicles need to carry out vehicle speed induction; the induction speed of the nth social vehicle in transit is as follows:
in the fourth step, the parking condition and the speed change condition of each vehicle at the intersection and the time when each vehicle leaves the stop line can be evaluated in the second step and the third step, and the delay of each vehicle at the intersection can be conveniently obtained by means of the two-way real-time communication function of vehicle-road cooperation; similarly, calculating the number of vehicles needing to be processed in other phases and vehicle delay; the timing scheme required by the vehicle passing in each phase can be obtained by taking the minimum delay of all vehicles as a target.
In the fifth step, assuming that the current phase is the phase of the bus, note B = [ t ] k,i ,t k,i +g k,i ]Green light for bus phaseA display interval, namely judging whether the green light display interval is intersected with the time elastic interval of each bus, wherein the length of the intersected time is not less than the minimum head time distance of the bus;
namely, it is
All have->
If the conditions are not met, the method of changing the phase sequence and reconstructing the phase (changing the symmetrical releasing into the single-inlet independent releasing or the opposite) is adopted, the steps two to four are repeated, and whether the intersection exists with the time elastic intervals of all buses or not is judged again according to the newly optimized timing scheme until the conditions are met.
In the sixth step, the induced speed of each bus is as follows:
in the formula (I), the compound is shown in the specification,
-the induced speed of the s bus without entering the station, m/s; />
-the induced speed of the t bus arriving at the stop, m/s; />
-the starting moment, s, of the intersection of the time elastic interval and the green light interval of the no-stop second bus; />
-the starting moment, s, of the intersection of the time elastic interval and the green interval of the t bus on arrival; and the absolute value of the difference between any two starting moments is not less than the headway of the bus.
The invention also relates to a system comprising the method for controlling the bus priority passing signal under the bus-road cooperative environment.
Advantageous effects
The signal control method for the prior passage of the public transport in the cooperative vehicle and road environment weakens the adverse effect of the prior passage of the public transport on social vehicles and can reduce the stop times and delay of the social vehicles by the bidirectional optimization of the timing parameters of the vehicle speed induction and the traffic signals at the intersection.
Drawings
FIG. 1 is a flow chart of the overall concept of the present invention.
Fig. 2 is a schematic diagram of the road section of the present invention.
Fig. 3 is a schematic diagram of the time elastic interval and the green light interval state of the bus.
Detailed Description
The present invention will be further described below by way of specific embodiments.
As shown in fig. 1 to 3, the present invention comprises the steps of:
the method comprises the following steps: acquiring time elastic interval of all buses on road section passing through stop line
Taking the east-west direction as an example, assume that the i-th phase green light turning-on time of the k-th cycle is the optimization starting time, and the subsequent optimization starts from the time. The number of the buses detected to enter the road section from the starting moment is
Wherein m buses needing to come to a stop are provided. All buses are divided into two types, the buses are parked without entering a station into one type, and the buses are parked after entering the station into the other type.
The time elastic intervals of the two types of buses passing through the stop line are respectively as follows:
in the formula v min 、v max -lowest and highest vehicle speed on the road section, m/s; t is t k,i The starting moment of the ith phase green lamp in the kth period, s;
the position m of the ith bus which does not enter the station at the ith phase green light starting moment in the kth period; />
-the y-th arrival stop bus departure time, s; />
-the location, m, of the y-th inbound stop bus.
The above intervals are respectively noted as follows:
…
…
and drawing the time elastic interval range of each bus capable of passing through the stop line.
Take the straight line of east-entry at a certain intersection as an example. The intersection is a four-phase signal control intersection, the east-west straight-going passing phase is the 1 st phase, the start time of the east-west straight-going passing phase is 30, the road section is long enough, the lowest speed limit of the road is 30km/h, and the highest speed limit is 60km/h. And detecting that 2 buses which are about to arrive at the intersection exist on the road section, wherein 1 bus needs to enter the station to stop. The distance between the 2 buses and the intersection is 60m and 90m respectively, wherein the position of the bus entering the station is 90m, the distance between the position of the bus station on the road section and the intersection is 60m, and the bus entering the station stops at the bus station for 5s.
So that the time elastic intervals of the 2 buses which can pass through the stop line at the intersection are respectively obtained
The section A is obtained 1 ＝[3.6,7.2]And A 2 ＝[10.4,15.8]。
Step two: determining a boundary range of a vehicle to be processed
According to a reasonable vehicle speed induction interval, a boundary range of current phase speed induction can be defined:
[0,v max ×g k,i ]
in the formula g k,i -the ith phase of the kth cycle, the duration of the green light, s;
other parameters have the same meanings as above.
On the road section, 2 vehicles are initially queued, the vehicles initially queued are all cars, and the distance of the straight-going vehicles on the road section from the intersection is detected to be 35m,50m,75m,95m,130m,160m,195m,210m,230m, 24nm. Of these 8 vehicles, there are 1 large vehicle, 2 medium vehicles and 7 small vehicles, among which the large vehicle is located at 195m and the medium vehicles are located at 50m and 210m, respectively. Determination of the boundary Range [0, v ] that can be induced max ×g k,i ]. It can be seen that the boundary range of the induction fluctuates according to the green time.
Step three: establishing a vehicle speed inducement scheme
Under the cooperative environment of the vehicle and the road, the equivalent of the car to be processed at the ith phase of the kth period is as follows:
in the formula (I), the compound is shown in the specification,
-equivalent car total, vehicle; />
The number of vehicles in queue at the moment when the ith phase green light is turned on in the kth period; />
-the total number of vehicles, that are running within the processing range at the moment of turning on the green light of phase i of the kth period; a is the ratio of large vehicles to small vehicles on the road section; b is the proportion of the medium-sized vehicles to the small-sized vehicles on the road section; other parameters have the same meanings as above.
The time required for the queued vehicles to dissipate is
In the formula (I), the compound is shown in the specification,
-the time required for the queued vehicles to dissipate, s; n is es,i -number of i phase east entry straight lanes of the kth cycle; />
-saturated headway, s; l-start loss time, generally taking 3-4 s; other parameters have the same meanings as above.
The starting time of the last queued vehicle is as follows:
in the formula (I), the compound is shown in the specification,
-the moment at which the last queued vehicle is started, s; v is the target vehicle speed, km/h; a-acceleration and deceleration of vehicle, m/s 2 ；h d Average head-to-head spacing m while queuing.
Calculating the maximum time required for the first social vehicle in transit to reach the end of line:
in the formula (I), the compound is shown in the specification,
the turn-on moment of the ith phase green light in the kth period is far away from the position of the first social vehicle in the way, m;
the other parameters have the same meanings as above.
(1) If it is
The vehicle and subsequent vehicles need to be subjected to vehicle speed induction.
(2) If it is
The vehicle can also be in line for waiting even if the vehicle speed induction is carried out, the vehicle speed induction is abandoned at the moment, the vehicle can normally run in line for waiting, the number of the queued vehicles is added with 1 to obtain an iteration, and the iteration is written as
Every time a vehicle is added in line, a vehicle is queued>
It is increased by 1 and the total queue length is pick>
Wherein->
And sequentially calculating the maximum time required by the subsequent vehicles in transit to reach the new queuing tail car position again until the following conditions are met:
in the formula (I), the compound is shown in the specification,
the turn-on time of the ith phase green light in the kth period is m away from the position of the nth social vehicle in transit; />
Newly adding queued vehicles and vehicles after the vehicle speed induction cannot be carried out; other parameters have the same meanings as above.
Then starting from the nth social vehicle in transit, all subsequent vehicles need to be subjected to vehicle speed induction. The induction speed of the nth social vehicle in transit is as follows:
the car number of the equivalent car on the road section is 2+2 × 1+1.5 × 2+7=14. Taking the normal acceleration of the vehicle as 3m/s 2 The locomotive time distance is 2s, and the locomotive time distance is 8m, and the dissipation time of lining up is 5s, because only two cars are queued up, two lanes, so when the vehicle started, the car of lining up left the tail position, through calculating, the speed of a motor vehicle induction all need be carried out to the beginning from 2 nd car in the operation, and induced speed is respectively: 8.33m/s,12.5m/s,10.71m/s,11.88m/s,14.44m/s,16m/s,16.67m/s,16.67m/s,16.67m/s.
Step four: establishing optimum timing of each phase
And step two and step three, the parking condition and the speed change condition of each vehicle at the intersection and the time when each vehicle leaves the parking line can be evaluated, and the delay of each vehicle at the intersection can be conveniently obtained by means of the two-way real-time communication function of vehicle-road cooperation. And similarly, calculating the number of vehicles needing to be processed in other phases and the vehicle delay. The timing scheme required by the vehicle passing in each phase can be obtained by taking the minimum delay of all vehicles as a target.
Step five: judging whether the green light interval of the phase position of the bus and the bus time elastic interval have intersection or not
Note that the final determined green duration is g k,i Then, the green light interval after the optimal timing is known as [ t k,i ,t k,i +g k,i ]Let B = [ t ] k,i ,t k,i +g k,i ]And judging whether the green light interval and the time elastic interval of each bus have intersection or not, and ensuring that the time interval of the buses with the intersection is not less than the minimum headway of the buses.
To pair
All have->
From the above, it can be seen that
And->
Step six: speed induction of bus
1. And under the condition that intersection occurs in the step five:
the bus with intersection between the time elastic interval and the green light interval is subjected to speed induction:
in the formula (I), the compound is shown in the specification,
-the induced speed of the s bus without entering the station, m/s; />
-the induced speed of the t bus arriving at the stop, m/s; />
-the starting moment, s, of the intersection of the time elastic interval and the green light interval of the no-stop second bus; />
-the starting moment of the intersection of the time elastic interval and the green light interval of the t bus arriving at the station, s; and the absolute value of the difference between any two starting moments is not less than the headway of the bus.
2. In the case that no intersection occurs in step four:
and (3) adopting a skip phase sequence method, according to the theory, repeating the steps from the i +1 phase green light starting time of the k period to the sixth phase green light starting time, finally judging whether the time elastic intervals and the green light intervals of all buses have intersection, if so, finishing optimization, and outputting optimization timing.
The method includes the steps that speed induction is carried out on two buses, because the two buses and optimization timing are intersected, time elastic intervals of the two buses are large in interval, no conflict exists, the speed induction of the two buses is only carried out in the time elastic intervals, passengers can experience better riding experience, the speeds of the two buses are set to be 36km/h, and bus priority can be achieved.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention, and those skilled in the art can easily make various changes and modifications according to the main concept and spirit of the present invention, so the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (5)
1. A bus priority passing signal control method under a vehicle-road cooperative environment is characterized by comprising the following steps:
the method comprises the following steps: acquiring time elastic intervals of all buses on a road section passing through a stop line;
step two: determining a boundary range of the vehicle needing to be processed;
step three: establishing a vehicle speed induction scheme; under the cooperative environment of the vehicle and the road, the equivalent of the car to be processed at the ith phase of the kth period is as follows:
in the formula (I), the compound is shown in the specification,
-equivalent car total, vehicle; />
The number of vehicles in queue at the moment when the ith phase green light is turned on in the kth period;
-the total number of vehicles, that are running within the processing range at the moment of turning on the green light of phase i of the kth period; a is the ratio of large vehicles to small vehicles on the road section; b is the proportion of the medium-sized vehicles to the small-sized vehicles on the road section; other parameters have the same meanings as above;
the time required for the queued vehicles to dissipate is
In the formula (I), the compound is shown in the specification,
-the time required for the queued vehicles to dissipate, s; n is es,i -number of i phase east entry straight lanes of the kth cycle; />
-saturated headway, s; l-start loss time, generally taking 3-4 s; other parameters have the same meanings as above;
the starting time of the last queuing vehicle is as follows:
in the formula (I), the compound is shown in the specification,
-the moment at which the last queued vehicle is started, s; v is target vehicle speed, km/h; a-acceleration and deceleration of vehicle, m/s 2 ；h d Average head spacing in queuing, m;
calculating the maximum time required for the first social vehicle in transit to reach the end of line:
in the formula (I), the compound is shown in the specification,
the turn-on moment of the ith phase green light in the kth period is far away from the position of the first social vehicle in the way, m;
other parameters have the same meanings as above;
(1) If it is
The vehicle and the subsequent vehicles need to carry out vehicle speed induction;
(2) If it is
The vehicle can also wait in line even if the vehicle speed induction is carried out, the vehicle speed induction is abandoned at the moment, the vehicle can normally run in line for waiting, the number of the queued vehicles is added with 1 to obtain an iteration, and the iteration is written as
Every time a vehicle is added in line, a vehicle is queued>
It is increased by 1 and the total queue length is pick>
Wherein->
And sequentially calculating the maximum time required by the subsequent vehicles on the way to reach the new queuing tail vehicle position again until the following conditions are met:
in the formula (I), the compound is shown in the specification,
the turn-on time of the ith phase green light in the kth period is m away from the position of the nth social vehicle in transit; />
Newly adding queued vehicles and vehicles after the vehicle speed induction cannot be carried out; other parameters have the same meanings as above;
starting from the nth social vehicle in transit, the subsequent vehicles need to carry out vehicle speed induction; the induction speed of the nth social vehicle in transit is as follows:
step four: determining the optimal timing of each phase;
step five: judging whether the green light interval of the phase position of the bus and the bus time elastic interval have intersection or not; in the fifth step, assuming that the current phase is the phase of the bus, recording B = [ t ] k,i ,t k,i +g k,i ]Judging whether the green light display interval is intersected with the time elastic interval of each bus or not for the green light display interval of the phase position of the bus, wherein the time length of the intersection is not less than the minimum head time distance of the bus;
namely that
All have>
If the conditions are not met, adopting a method of changing phase sequence and reconstructing phase, wherein the reconstruction of phase is that the symmetric amplification is changed into single-inlet independent amplification or is opposite, repeating the steps from the second step to the fourth step, and judging whether the intersection exists with the time elastic intervals of all buses again according to a newly optimized timing scheme until the conditions are met;
step six: the method comprises the following steps of (1) determining the induced speed of the bus, wherein the induced speed of each bus is as follows:
in the formula (I), the compound is shown in the specification,
-the induced speed of the s bus without entering the station, m/s; />
-the induced speed of the t bus arriving at the stop, m/s; />
-the starting moment, s, of the intersection of the time elastic interval and the green light interval of the no-stop second bus; />
-the starting moment, s, of the intersection of the time elastic interval and the green interval of the t bus on arrival; and the absolute value of the difference between any two starting moments is not less than the headway of the bus.
2. The method for controlling the bus priority traffic signal under the cooperative vehicle and road environment as claimed in claim 1, wherein in the first step, the on time t of the ith phase green light in the kth period is set k,i In order to optimize the starting moment, the subsequent optimization takes the moment as a starting point; the number of the buses detected to enter the road section from the starting moment is
Wherein m buses needing to enter the station and stop are provided; dividing all buses into two types, stopping without entering a station into one type, and stopping when entering the station into the other type;
then the time elastic interval of the two types of buses passing through the stop line is respectively recorded as:
…
…
in the formula, v min 、v max -lowest and highest vehicle speed on the road section, m/s; t is t k,i The starting moment of the ith phase green lamp in the kth period, s;
the position m of the ith bus which does not enter the station at the ith phase green light starting moment in the kth period; />
-the y-th arrival stop bus departure time, s; />
-the location, m, of the y-th inbound stop bus; the time elastic interval range of each bus passing through the stop line can be drawn.
3. The method for controlling the bus priority passing signal under the vehicle-road cooperative environment according to claim 1, wherein in the second step, according to a reasonable vehicle speed induction interval, a boundary range of current phase speed induction can be defined:
[0,v max ×g k,i ]
in the formula, g k,i -the ith phase green duration of the kth cycle, s; othersThe meaning of the parameters is the same as above.
4. The method for controlling the bus priority traffic signal under the cooperative vehicle and road environment according to claim 1, wherein in the fourth step, the stopping condition, the speed change condition and the time when each vehicle leaves the stop line of each vehicle at the intersection of the current phase can be evaluated by the second step and the third step, and the delay of each vehicle at the intersection can be conveniently obtained by means of the cooperative two-way real-time communication function of the vehicle and the road; calculating the number of vehicles to be processed and vehicle delay of other phases in the same way; and (4) aiming at the minimum delay of all vehicles, and solving a timing scheme required by the vehicle passing in each phase.
5. A system comprising the method for controlling the bus priority traffic signal in the cooperative vehicle and road environment as claimed in any one of the claims 1 to 4.
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| CN113538939B (en) * | 2021-06-08 | 2022-06-07 | 同济大学 | Bus priority phase setting method under condition of constant period |
| CN113409599B (en) * | 2021-06-16 | 2022-10-25 | 河南省城乡规划设计研究总院股份有限公司 | Urban public transport priority coordination control method based on information prediction |
| CN113706897B (en) * | 2021-09-30 | 2022-07-22 | 安徽工业大学 | Bus priority dynamic feedback control method based on V2X |
| CN114708738B (en) * | 2022-04-27 | 2022-10-14 | 阿里云计算有限公司 | Traffic control method, control terminal and equipment |
| CN116189438B (en) * | 2023-04-28 | 2023-07-28 | 华砺智行(武汉)科技有限公司 | Comprehensive evaluation method and system for intelligent network bus passing efficiency |
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