CN107248299B - Special-lane bus priority trunk line coordination control method based on standing time - Google Patents
Special-lane bus priority trunk line coordination control method based on standing time Download PDFInfo
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Abstract
The invention relates to a stop time-based coordination control method for a bus priority trunk of a private lane, which considers that under the coordination condition of the bus priority trunk of the independent private lane, the coordination among intersections is not influenced by social vehicles, and compared with the coordination of the trunk of the social vehicles, the running state of the bus of the private lane is easy to judge when the timing of adjacent intersections changes, analyzes the distribution condition of the stop time of the bus and the estimation of a confidence interval, obtains the running space-time track of the bus of the private lane by combining the running speed of the bus, the running path of the bus and other constraint conditions, determines the probability and expectation that the bus passes through a downstream intersection by considering the travel time, the phase difference and other constraint conditions, implements the coordination of the priority trunk of bus signals by a method combining off-line control and active control, reduces the delay time of the bus and improves the running efficiency of.
Description
Technical Field
The invention relates to a control method of bus priority, which mainly aims at carrying out coordination control on bus priority of an independent special lane and belongs to the field of urban road traffic signal control.
Background
At present, the prior development of the public transport is restricted by various factors, such as limited road resources, increased number of motor vehicles and the like, the rate of public transport trips in most cities is low, the service level of public transport vehicles is poor, the punctuation rate is low and the like, so that a plurality of travelers do not select the public transport trips, and the public transport does not fully and effectively play the role of evacuating the public transport. Therefore, we must seek a feasible solution to the existing problems of public transportation.
In urban roads, the positions influencing traffic conditions are mainly at road intersections, buses have the characteristics of large load capacity, low running speed and the like compared with other vehicles, if the buses cannot pass through the road intersections smoothly, more delay is generated, and therefore the difficulty of analyzing bus priority is mainly at the intersections. If the bus can pass through one or even a plurality of intersections smoothly, the traffic delay can be greatly reduced, and the running time of the whole line is correspondingly reduced, so that the punctuation rate and the service level of the bus are guaranteed.
Most researches aiming at the bus priority control system are coordinated control aiming at a single intersection, but the researches based on multi-bus signal priority and trunk line coordinated control are less, and buses need to continuously pass through a plurality of closely-connected intersections when running on a road, so that the bus priority control model of an intersection group, namely a trunk line bus priority coordinated control method, needs to be designed by comprehensively considering the integral coordination effect.
Disclosure of Invention
In order to solve the problems, the invention provides a method for coordinating and controlling a bus priority trunk line of a private lane based on station-standing time, which comprises the following steps of considering that under the condition of coordinating the bus priority trunk line of the independent private lane, coordination among intersections is not influenced by social vehicles, obtaining a bus running space-time track of the private lane by combining the running speed of the bus, the bus running route and the like, and then considering constraint conditions such as travel time, phase difference and the like to determine the probability and expectation that the bus passes through a downstream intersection, wherein the method specifically comprises the following steps:
(1) calculating the running time of the bus between two intersections
The distance between two intersections is LabThe average running speed of the bus is VBAnd the inbound acceleration is a, then the travel time at the two intersections:
in the formula: t is tsIs a bus stop time interval; t is t±Delay of acceleration and deceleration of the bus; vBIs the bus speed; a is the acceleration of the bus;
(2) determining probability and expectation of bus passing through downstream intersection
Confidence interval [ t ] at standing times1，ts2]Next, the travel time T of the bus at the two intersectionsabIs divided into Tab1、Tab2：
The moment when the bus passes through the intersection a is taDefining two end points as t according to the station-holding time confidence intervals1、ts2In time, the time interval for the bus to reach the downstream intersection is [ t ]d1，td2]The phase difference between the two intersections is betaiAnd the common period is C, the green light time is g, then:
calculating the passing probability lambda of each vehicle in the i intersections in a green light section a, a green light and red light intersection section b and a red light section cim：
In the formula: gsThe end time of the green light;
(3) the method comprises the following steps of determining the optimal traffic probability according to the maximum traffic expectation of a road section so as to determine the optimal off-line signal control coordination phase difference, wherein the specific steps are as follows:
(31) selecting the ith intersection, carrying out statistical analysis on historical arrival distribution of the ith intersection, calculating the passing probability of each vehicle according to the step (2), and determining the phase difference of the intersection iTime period of situation passing expectation EiComprises the following steps:
wherein m is the number of buses in the statistical time period, CiIn the form of a common period of time,
(32) let betai＝βi+1, judgment of βi≤CiIf yes, executing (31), otherwise executing (33);
(33) if the i is equal to i +1, judging that i is less than or equal to n, if so, executing (31), otherwise, executing (34); wherein n is the number of the trunk line intersections;
(34) constructing a pass expectation matrix E by the above process
Wherein EnjJ is the expected value of the nth intersection under the condition of the j phase differencei；
(35) Searching the maximum expected value matrix E of each intersection from the matrix Emax
So that the optimal phase difference of each intersection can be obtained as
[j1j2… jn]。
Preferably, the method further comprises
(4) The method for implementing the bus signal priority trunk line coordination by combining the off-line control and the active control comprises the following steps:
(41) when the detector detects that the bus has a priority request, judging whether the request is in a release phase, if so, executing (42), otherwise, executing (43);
(42) if the bus arrives at the stop line during the green light period of the bus phase, the signal is unchanged, otherwise, the operation is executed (45);
(43) judging whether the requested phase is the next phase, if so, executing (44), otherwise, keeping the signal unchanged;
(44) if the bus reaches the stop line during the bus phase green light, the signal is unchanged, otherwise, execution is carried out (46);
(45) starting a green light extension module, and executing (47) after the display is finished;
(46) starting a red light early-breaking module, and executing (47) after the display is finished;
(47) the original signal timing is immediately recovered after the bus passes through the intersection.
Drawings
The invention is further illustrated by the following figures and examples:
FIG. 1 is a flow chart of the method of the present invention.
FIG. 2 is a schematic view of a data acquisition site.
Fig. 3 is a signal schematic diagram of a bus arriving at a downstream intersection.
Fig. 4 is a flowchart of an optimal phase difference solving process.
Fig. 5 is an active control flow chart.
Detailed Description
The process flow of the present invention is shown in FIG. 1.
The method comprises the steps of collecting road traffic information, wherein the road traffic information comprises the distance between two intersections, bus stop process parameters, bus lines, bus flow, stop types and the like. Firstly, data collection is carried out during late peak periods with higher departure frequency, and the selection of lines and stations requires that a bus lane is provided and a plurality of bus lines pass through, as shown in fig. 2.
(1) And analyzing the distribution condition of the stop time of the bus and the estimation of the stop time confidence interval, and combining the bus running speed, the bus running path and the like to obtain the running space-time trajectory of the bus on the bus lane.
And performing distribution fitting on the collected stop time data, wherein the stop time distribution of the bus represents the times of all stop time of the bus falling in each time interval, and the probability density function of the stop time distribution of the bus on each line is determined. In order to enable the bus to pass through the intersection with the maximum probability within the green time, the bus stop time is researched to be distributed in a certain interval under a certain probability, so that the time of the bus reaching a downstream intersection is judged, and a confidence interval with the confidence coefficient of 90% is generally selected.
According to the obtained value of the station time obeying the 90% confidence interval, on the premise of ensuring the original signal period, the phase difference between the two intersections is adjusted, so that the bus can reach the downstream intersection at the green time with the maximum probability, and more buses can pass through within the period time.
The travel time of the bus between the two intersections is calculated by considering only the travel time during normal operation and the estimated stop time.
Defining the distance between two intersections according to research needsIs LabThe average running speed of the bus is VBAnd the inbound acceleration is a, then the travel time at the two intersections:
in the formula:
ts-bus stop time interval, s;
t±-delay of bus acceleration and deceleration s;
VB-bus speed, m/s;
a-acceleration of bus, m/s2。
(2) And determining the probability and expectation of the bus passing through the downstream intersection by considering the constraint conditions of travel time, phase difference and the like.
In order to judge whether the bus can pass through smoothly when arriving at a downstream intersection, the travel time T is utilizedabAnd confidence interval of standing time [ t ]s1，ts2]It was analyzed, so the travel times were respectively:
let t be the time when a certain bus is detected to pass through the intersection aaDefining two end points as t according to the station-holding time confidence intervals1、ts2In time, the time interval for the bus to reach the downstream intersection is [ t ]d1，td2]The phase difference between the two intersections is betaiThe common period is C, the green time is g, so:
from the above formula analysis, there are three situations when the bus arrives at the downstream intersection, as shown in fig. 3 below, the arrival time interval belongs to a green light interval (a), a green light and red light intersection interval (b), and a red light interval (c).
For the three conditions of a, b and c, which correspond to different intersection passing probabilities, the passing probability lambda of each vehicle at each of the i intersections is sequentially analyzedimThus:
in the formula:
gd＝gs-t1d
gdthe green time length s that the bus can pass through;
gsgreen light end time, s.
(3) And determining the optimal passing probability according to the maximum passing expectation of the road section so as to determine the optimal offline signal control coordination phase difference.
The distribution of the buses of the private roads is influenced by intersection signal control and station-standing time, so that the distribution running state of the buses of the private roads is greatly related to the phase difference distribution of upstream and downstream intersections, the optimal passing probability is determined by searching the maximum passing expectation of a specific road section from the distribution passing probability of the buses of the private roads, and the coordination phase difference of the optimal offline signal control is further determined, and the method specifically comprises the following steps:
step 1: let the number of the main line intersections be n, let the phase difference between the main line intersection i and the downstream i +1 intersection be betai。
Step 2: selecting the ith intersection, carrying out statistical analysis on historical arrival distribution of the ith intersection, wherein the statistical time interval is 30min, and sequentially analyzing the traffic probability lambda of each vehicle by using a formula (6)mSo that the intersection i is in phase differenceTime period of situation passing expectation EiComprises the following steps:
wherein m is the number of buses in the statistical time period, CiIn the form of a common period of time,
step 3: let betai＝βi+1, judgment of βi≤CiIf so, executing Step2 operation, otherwise executing Step4 operation.
Step 4: and (5) judging that i is not more than n by setting i to be i +1, if so, executing Step2 operation, otherwise, executing Step5 operation.
Step 5: constructing a pass expectation matrix E by the above process
Wherein EnjJ is the expected value of the nth intersection under the condition of the j phase differencei
Step 6: searching the maximum expected value matrix E of each intersection from the matrix Emax
So that the optimal phase difference of each intersection can be obtained as
[j1j2… jn](10)
And calculating the timing parameters under the offline condition by adding the passing expectation of the bus based on the Webster timing method according to the investigated historical data.
(4) And implementing the bus signal priority trunk line coordination by a method combining off-line control and active control.
Because a bus can generate random delay when running on a road, in order to accurately judge the condition that the bus reaches a downstream intersection, a vehicle detector is arranged between a bus station and the downstream intersection, an active control method of the downstream intersection is determined according to the detected vehicle condition, when a bus priority application is received, fine adjustment is carried out on a timing scheme, so that the bus smoothly passes through the intersection, and a method of prolonging green lights or turning on the green lights in advance is adopted in the section. The method comprises the following steps:
step 1: when the detector detects that the bus has a priority request, judging whether the request is in a release phase, if so, executing Step2, otherwise, executing Step 3;
step 2: if the bus reaches the stop line during the bus phase green light, the signal is unchanged, otherwise Step5 is executed;
step 3: judging whether the requested phase is the next phase, if so, executing Step4, otherwise, keeping the signal unchanged;
step 4: if the bus reaches the stop line during the bus phase green light, the signal is unchanged, otherwise Step6 is executed;
step 5: starting a green light extension module, and executing Step7 after the display is finished;
step 6: starting a red light early-breaking module, and executing Step7 after the display is finished;
and Step7, the bus immediately restores the original signal timing after passing through the intersection.
Extension of green light and minimum time g for green light to be turned on in advance1The maximum time is the time required for the bus to pass through the detector and reach the intersection, and the minimum green time g of the next phase is ensuredmin：
gmin＝max(gp,gc) (4-15)
In the formula:
ld-the distance of the detector to the intersection, m;
v-average speed of bus, m/s;
gp-the minimum green time, s, required for the pedestrian to cross the street;
gcand ensuring the minimum green light time of the driving vehicle, s.
Claims (2)
1. A special-lane bus priority trunk line coordination control method based on station-standing time is characterized by comprising the following steps:
(1) calculating the running time of the bus between two intersections
The distance between two intersections is LabThe average running speed of the bus is VBAnd the inbound acceleration is a, then the travel time at the two intersections:
in the formula: t is tsIs a bus stop time interval; t is t±Delay of acceleration and deceleration of the bus; vBThe average running speed of the bus; a is the acceleration of the bus when the bus arrives;
(2) determining probability and expectation of bus passing through downstream intersection
Confidence interval [ t ] at standing times1，ts2]Next, the travel time T of the bus at the two intersectionsabIs divided into Tab1、Tab2：
The moment when the bus passes through the intersection a is taDefining two end points as t according to the station-holding time confidence intervals1、ts2In time, the time interval for the bus to reach the downstream intersection is [ t ]d1，td2]The phase difference between the two intersections is betaiAnd the common period is C, the green light time is g, then:
calculating the green light interval a, green light and red light of each vehicle in the i intersectionsPassing probability lambda of cross section b and red light section cim：
In the formula:
the end time of the green light;
(3) the method comprises the following steps of determining the optimal traffic probability according to the maximum traffic expectation of a road section so as to determine the optimal off-line signal control coordination phase difference, wherein the specific steps are as follows:
(31) selecting the ith intersection, carrying out statistical analysis on historical arrival distribution of the ith intersection, calculating the passing probability of each vehicle according to the step (2), and determining the phase difference of the intersection i
Time period of situation passing expectation EiComprises the following steps:
wherein m is the number of buses in the statistical time period, CiIn the form of a common period of time,
(32) let betai＝βi+1, judgment of βi≤CiIf yes, executing the operation of the step (31), otherwise, executing the operation of the step (33);
(33) if the i is equal to i +1, judging that i is less than or equal to n, if so, executing the operation of the step (31), otherwise, executing the operation of the step (34); wherein n is the number of the trunk line intersections;
(34) constructing a pass expectation matrix E by the above process
Wherein EnjThe expected value of the nth intersection under the jth phase difference condition is obtained;
(35) searching the maximum expected value matrix E of each intersection from the matrix Emax
Therefore, the optimal phase difference of each intersection can be obtained as [ j1j2… jn]。
2. The method as claimed in claim 1, wherein the method further comprises the step of controlling the coordination of the stop time-based bus priority trunk line of the private lane
(4) The method for implementing the bus signal priority trunk line coordination by combining the off-line control and the active control comprises the following steps:
(41) when the detector detects that the bus has a priority request, judging whether the request is in a release phase, if so, executing a step (42), otherwise, executing a step (43);
(42) if the bus arrives at the stop line during the bus phase green light, the signal is unchanged, otherwise, the step (45) is executed;
(43) judging whether the requested phase is the next phase, if so, executing a step (44), otherwise, keeping the signal unchanged;
(44) if the bus arrives at the stop line during the bus phase green light, the signal is unchanged, otherwise, the step (46) is executed;
(45) starting a green light extension module, and executing a step (47) after the display is finished;
(46) starting a red light early-breaking module, and executing a step (47) after the display is finished;
(47) the original signal timing is immediately recovered after the bus passes through the intersection.
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| CN108230674B (en) * | 2017-12-30 | 2020-05-08 | 北京工业大学 | Vehicle coordination control method for improving utilization rate of bus lane based on vehicle-to-vehicle communication technology |
| CN109448403B (en) * | 2018-12-21 | 2021-08-03 | 上海电科智能系统股份有限公司 | Bus signal priority necessity analysis method under trunk line coordination control |
| CN110288844B (en) * | 2019-05-27 | 2021-02-23 | 北方工业大学 | Continuous intersection collaborative optimization method based on vehicle-road communication |
| CN110853350B (en) * | 2019-11-12 | 2023-04-18 | 北京航空航天大学 | Arterial road phase difference optimization method based on floating car track data |
| CN111640302B (en) * | 2020-05-27 | 2022-03-04 | 北方工业大学 | Bus arrival speed priority control method in Internet of vehicles state |
| CN112907994A (en) * | 2021-01-18 | 2021-06-04 | 兆边(上海)科技有限公司 | Public transport cooperative control method and device under intelligent networking environment and terminal equipment |
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