CN109191835A - Tramcar operation control method and system - Google Patents
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- G—PHYSICS
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- G08G1/00—Traffic control systems for road vehicles
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- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
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Abstract
The invention provides a tramcar operation control method, which comprises the following steps: s100, acquiring basic parameters; s200, calculating a decision variable, and calculating the decision variable according to the basic parameters acquired in the step S100; s300, applying the decision variables, and applying the decision variables obtained in the step S200 to signal lamp arrangement of intersections along the tramcar line. The invention also provides a control system for the tramcar operation. The tramcar running control method provided by the invention can improve the whole line passing efficiency and the service level of the tramcar and embody the traffic development concept of bus priority; the traffic efficiency of road traffic can be considered on the premise of bus priority.
Description
Technical Field
The invention belongs to the field of train control, and particularly relates to a tramcar operation control method and system.
Background
The mixed right of the tramcar means that the tramcar has an independent right of way on a road section, and shares the right of way with road traffic at an intersection. The mixed road right is a basic characteristic of the modern tramcar, and how to ensure that the tramcar efficiently passes through an intersection under the mixed road right has minimum influence on road traffic needs to comprehensively consider and balance the mixed road right and the mixed road right to make a scheme decision. Signal priority and green wave are two typical tramway crossing passing techniques. And as for signal priority, the arrival time of the tramcar and the intersection signal are dynamically coordinated, so that the tramcar is provided with priority right of way to pass through the intersection without stopping. When the tramcar runs to a certain distance away from the intersection, a signal priority application is initiated, the signal control center calculates the time of the tramcar reaching the intersection, other phase signals are cut off, and a green light is arranged for the tramcar and a route is handled. In terms of green waves, the tramcar and part of road vehicles can simultaneously pass through the intersection under the condition of no conflict, so that the tramcar and the part of road vehicles can be combined into one signal phase, and on the premise of not changing the effective traffic efficiency of each direction of the intersection, the time difference (phase difference) of green light opening between adjacent intersections is reasonably arranged, so that the tramcar in the two directions of ascending and descending can just catch up with the green light when driving to each intersection according to a preset plan. The two above schemes are compared as follows:
in view of different advantages and disadvantages and application ranges of signal priority and green waves, the signal priority tramcar can pass through without stopping the tramcar completely (when an absolute priority scheme is adopted), but the influence on the road traffic flow in the conflict direction is large, and congestion can be caused to an intersection with large traffic volume; the green wave has no obvious influence on the effective passing time of each conflict direction, but the tramcar can be ensured to pass through without stopping at the intersection only when the space-time trajectory of the tramcar is within the green wave bandwidth, and the green wave bandwidth becomes very narrow under the condition that the number of intersections with green wave coordination is too large, so that the tramcar can miss the green wave band under the condition of small interval running time fluctuation and still can stop and wait at the intersections.
In conclusion, for all intersections along the tramcar, the suitable tramcar passing strategies are adopted according to the intersection characteristics, and the advantages of green wave and signal priority are combined, so that the service level of the tramcar can be improved, the traffic development concept of bus priority is embodied, and the traffic efficiency of road traffic is also considered on the premise of bus priority.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provides a tramcar operation control method, which adopts the following technical scheme:
a tramcar operation control method comprises the following steps:
s100, obtaining basic parameters, wherein the basic parameters comprise:
the number n of crossings crossed by the tramcar along the line;
intersection i tram passenger number
Average number of passengers of i road traffic vehicles at intersection
The intersection i adopts a signal scheme, and the total delay d caused by all vehicles in the road traffici；
Under the condition that the intersection i adopts the green wave scheme, the uplink and downlink green wave bandwidth weight ai；
Intersection iUnder the condition of adopting the green wave scheme, the tramcar going up and down safely and smoothly passes through the minimum bandwidth required by the intersection
A signal period length extreme value C;
under the condition that the intersection i adopts the green wave scheme, the time length r of the red lights of the uplink and the downlinki；
Time limit τ for travel from intersection i to intersection ji,jWherein j > i;
whether the intersection i can adopt the mark p of the signal priority scheme or notiAdopt as piThe value is 1, otherwise, the value is 0;
s200, calculating decision variables, and calculating the decision variables according to the basic parameters acquired in the step S100, wherein the decision variables comprise at least one of the following contents:
time length from central line of up-down green wave band to left edge of green wave band at intersection i
The time length from the center line of the uplink green wave band and the downlink green wave band at the intersection i to the right edge of the green wave band
The signal frequency z of the entire green wave;
distance w from center line of up-down green wave band at intersection i to left or right red lighti；
Ideal travel time t between intersection i and intersection j in green wavei,j；
Constraint m between signal and bandwidth between intersection i and intersection ji,j；
Marking sigma of whether intersection adopts green wave schemei；
Whether the subsequent green wave intersection in the ascending green wave of the intersection i is the mark delta of the intersection j or noti,j；
S300, applying the decision variables, and applying the decision variables obtained in the step S200 to signal lamp arrangement of intersections along the tramcar line.
Preferably, the extreme value C of the signal period length comprises an upper limit C of the signal period lengthmaxLower limit of signal period length Cmin；
The driving time limit value tau from the intersection i to the intersection ji,jIncluding the shortest travel time from intersection i to intersection jAnd the longest travel time from intersection i to intersection jWherein j > i.
Preferably, the decision variable is determined by modeling:
the optimal benefit value max Z of the whole line is the total benefit value of tramcar passengers obtained by the green wave scheme of all intersections along the line, namely the total delay value of the road traffic travelers caused by signal priority; (1)
the following are constraints:
green wave parameter constraint; (2)
ideal time constraint between intersections; (3)
sequentially constraining intersections in the green wave scheme; (4)
intersection interval constraint of a green wave scheme and a signal priority scheme is adopted; (5)
a minimum bandwidth constraint for green waves; (6)
green wave signal period constraint; (7)
green time of the intersection; (8)
green time of the intersection; (9)
green bandwidth is not 0 constraint; (10)
constraining the parameter relationship of adjacent intersections in the green wave scheme; (11)
the ideal travel time between adjacent green wave intersections is constrained; (12)
signal priority intersection constraints; (13)
the intersection green wave parameter value restriction; (14)
the ideal travel time between adjacent green wave intersections is subjected to value restriction; (15)
whether a subsequent green wave intersection in the ascending green wave of the intersection i is the marking value constraint of the intersection j or not; (16)
and (4) carrying out value restriction on the green wave signal frequency (17).
Preferably, determining the decision variables based on said modeling is specifically:
z＞0(17)
in the formula: i refers to an intersection set passed by the tramcar along the line;
i. j and k refer to the serial numbers of crossings passed by the tramcar along the line;
q denotes a bandwidth constraint coefficient, positive real number;
m denotes a very large positive number as a variable constraint term.
Preferably, the step S200 calculates the decision variables by using an optimization solution algorithm.
Preferably, the optimization solution algorithm is a branch definition method, comprising the steps of:
initializing a target function value in an intelligent decision model;
loosening integer constraints on intelligent decision variables to form a relaxation problem, wherein the integer variables of the relaxation constraints are called relaxation variables;
solving the optimal solution of the current problem by taking the relaxation problem as the current problem to obtain the current optimal solution and a corresponding current objective function value;
if all relaxation variables are integers in the current optimal solution, starting a delimitation process, and otherwise, starting a branching process; wherein,
in the delimiting process, if all relaxation variables of the current optimal solution are integers and the objective function of the intelligent decision model is optimized in the current problem optimal solution, taking the current objective function value and the current optimal solution as the objective function value and the optimal solution of the intelligent decision model;
after the delimitation process is finished, judging whether a branch problem set to be processed is empty, if so, finishing calculation, and outputting a target function value and an optimal solution of an intelligent decision model of the intelligent decision model; otherwise, selecting a branch problem from the branch problem set to be processed as the current problem, solving the optimal solution of the branch problem by reusing a simplex method, and repeating the judging and branching or delimiting processes;
in the branching process, a branching problem is constructed by utilizing a branching principle, and in the current optimal solution, if a slack variable is a non-integer, a certain slack variable x which takes a non-integer value is selected from the variables which take a non-integer value, and the selected slack variable x is b, so that [ b]And [ b)]+1 is the left and right integers closest to b, respectively, and on the basis of the current problem, constraint x is added to be less than or equal to [ b ≦]And x is ≧ b]+1, two branching problems were constructed, where x is z、wi、ti,j、σi、δi,jOne of them;
after branching is finished, adding the two branching problems into a branching problem set to be processed, selecting one branching problem from the branching problem set to be processed, solving the optimal solution of the branching problem set by utilizing a simplex method again, and repeating the judging and branching or delimiting processes.
Preferably, after step S300, the method further comprises:
s400, calculating the signal uplink green wave phase difference phi between adjacent intersectionsi,jPhase difference with downlink green wave
And adjusting tramcar signals of each green wave intersection according to the uplink and downlink green wave phase difference of the adjacent green wave intersections obtained through calculation, so that the green wave setting can be realized.
Preferably, the signal uplink green wave phase difference phii,jPhase difference with downlink green waveIs represented as follows:
the invention also provides a tramcar operation control system, which adopts the following technical scheme:
a tramcar operation control system comprises a basic parameter acquisition unit, a decision variable calculation unit and a decision variable application unit, wherein,
the basic parameter acquiring unit is used for acquiring basic parameters;
the decision variable calculation unit is used for acquiring the basic parameters from the basic parameter acquisition unit and calculating decision variables based on the basic parameters;
the decision variable application unit is used for acquiring the decision variable from the decision variable calculation unit and applying the decision variable;
the basic parameters include:
the number n of crossings crossed by the tramcar along the line;
intersection i tram passenger number
Average number of passengers of i road traffic vehicles at intersection
The intersection i adopts a signal scheme, and the total delay d caused by all vehicles in the road traffici；
Under the condition that the intersection i adopts the green wave scheme, the uplink and downlink green wave bandwidth weight ai；
Under the condition that the intersection i adopts a green wave scheme, the tramcar going up and down safely and smoothly passes through the minimum bandwidth required by the intersection
A signal period length extreme value C;
under the condition that the intersection i adopts the green wave scheme, the time length r of the red lights of the uplink and the downlinki；
Time limit τ for travel from intersection i to intersection ji,jWherein j > i;
whether the intersection i can adopt the mark p of the signal priority scheme or notiAdopt as piThe value is 1, otherwise, the value is 0;
the decision variables include at least one of:
time length from central line of up-down green wave band to left edge of green wave band at intersection i
The central line of the uplink and downlink green wave bands at the intersection i to green waveLength of time with right side edge
The signal frequency z of the entire green wave;
distance w from center line of up-down green wave band at intersection i to left or right red lighti；
Ideal travel time t between intersection i and intersection j in green wavei,j；
Constraint m between signal and bandwidth between intersection i and intersection ji,j；
Marking sigma of whether intersection adopts green wave schemei；
Whether the subsequent green wave intersection in the ascending green wave of the intersection i is the mark delta of the intersection j or noti,j。
Preferably, the extreme value C of the signal period length comprises an upper limit C of the signal period lengthmaxLower limit of signal period length Cmin；
The driving time limit value tau from the intersection i to the intersection jijIncluding the shortest travel time from intersection i to intersection jAnd the longest travel time from intersection i to intersection jWherein j > i.
The tramcar operation control method provided by the invention can improve the service level of the tramcar and embody the traffic development concept of bus priority on one hand, and also give consideration to the traffic efficiency of road traffic on the premise of bus priority on the other hand.
It is to be understood that both the foregoing general description and the following detailed description are exemplary and are intended to provide further explanation of the claimed technology.
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The above and other objects, features and advantages of the present invention will become more apparent by describing in more detail embodiments of the present invention with reference to the attached drawings. The accompanying drawings are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention. The drawings are not to be considered as drawn to scale unless explicitly indicated. In the drawings, like reference numbers generally represent the same component or step. In the drawings:
fig. 1 is a schematic view illustrating a control method of an operation of a tram according to an embodiment of the present invention;
FIG. 2 is a diagram illustrating a method for solving decision variables in accordance with one embodiment of the present invention;
fig. 3 is a schematic diagram showing a tram full-line pass fusing green waves and signals in priority according to an embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, exemplary embodiments according to the present invention will be described in detail below with reference to the accompanying drawings. It is to be understood that the described embodiments are merely a subset of embodiments of the invention and not all embodiments of the invention, with the understanding that the invention is not limited to the example embodiments described herein. All other embodiments, which can be derived by a person skilled in the art from the embodiments described herein without inventive step, are intended to be within the scope of the present invention. In the present specification and the drawings, substantially the same elements and functions will be denoted by the same reference numerals, and repetitive description thereof will be omitted. Moreover, descriptions of functions and constructions well known in the art may be omitted for clarity and conciseness.
The invention provides a tramcar operation control method, in the method, combine figure 1, first select to obtain the basic parameter (S100); then calculating the decision variables according to the basic parameters (S200); and finally, applying the acquired decision variables to the tramway (S300).
In one embodiment, the invention provides a tram full-line passing scheme decision method fusing green waves and signals preferentially, the method comprises a tram full-line passing scheme intelligent decision model fusing green waves and signals preferentially and a related intelligent solving algorithm, and the intelligent decision model is as follows:
z＞0(17)
wherein,to representIn any meaning, in the intelligent decision model of the tramcar full-line passing scheme integrating the green wave and the signal with priority, the preset parameters and meanings thereof are as follows:
i, collecting intersections traversed by the tramcar along the line.
n is the number of crossings crossed by the tramcar along the line;
i, j, k, the serial numbers of intersections traversed by the tramcar along the line, wherein for convenience of calculation, the serial numbers of all intersections along the tramcar are specified to be in ascending order (descending order along the descending direction);
at the intersection i, the average number of passengers carried by the tramcar is calculated according to the actual or predicted passenger carrying capacity of the tramcar in units (people);
at the intersection i, the average number of passengers carried by the road traffic vehicles, the unit (person), is related to the intersection road traffic characteristics of the tramcar passing through, and can be obtained through traffic investigation;
dithe intersection i adopts a signal priority scheme, and total delay (seconds, s) caused by all vehicles in road traffic can be obtained through simulation and calculation according to the traffic flow of each direction of the intersection and a signal timing scheme;
ai under the condition that the intersection i adopts a green wave scheme, the green wave bandwidth weight of the upper line (the lower line) is preset with parameters which can be determined according to the ratio of the number of the pairs of the departure of the upper line and the lower line in unit time;
Bi min under the condition that the intersection i adopts a green wave scheme, the tramcar on the upper run (lower run) of the intersection safely and smoothly passes through the minimum bandwidth required by the intersection, the parameters are different according to factors such as the size and the structure of the intersection, and the unit (second, s) can be represented by the sum of the passing time of the tramcar intersection and a certain safety margin;
Cmax，Cminupper and lower limits of the length of the signal period, generally CminThe value range is the interval [60, 120 ]]，CmaxThe value range is the interval [90, 180 ]]When the road traffic is larger, the high value is taken, and when the traffic is smaller, the low value is taken in units of seconds and s;
ri under the condition that the intersection i adopts a green wave scheme, the red light time length of the upper row (the lower row) is calculated according to the flow proportion and the phase scheme of each direction of the intersection, and the unit (signal period, cycles) is calculated;
q-bandwidth constraint coefficient, positive real number, which may be 1,2,3 … …;
-the shortest travel time, in units (seconds, s), from intersection i to intersection j, under the comprehensive consideration of the line conditions, the stop time and the train performance;
-the longest travel time, in units (seconds, s), from intersection i to intersection j (j > i) under the constraint of the up-link full-line travel time;
m-represents a very large positive number, and as a variable constraint term, can take 1010。
pi-whether the intersection i can adopt a signal priority scheme or not can adopt a signal priority scheme as piThe value is 1, otherwise it is 0. The value of which can be determined by experts on the basis of the road traffic flow.
According to the intelligent decision model, under the condition that the constraint condition of the model is met according to each preset parameter value, in order to optimize the objective function, the decision variables to be determined for value are as follows:
the time length from the center line of the upper (lower) row of the intersection i to the left edge of the green band, in units (signal cycles);
the time length from the center line of the upper (lower) row of the intersection i to the right edge of the green band, in units (cycles);
z-the signal frequency of the whole green wave, z is 1/C, C is the signal period (seconds, s), unit (cycles/s);
wi the distance from the center line of the green band of the upper (lower) row at the intersection i to the red light of the left (right) side, in units (signal cycles);
ti,jin the green wave, the ideal travel time between intersection i and intersection j. When j is larger than i, the ideal driving time from the intersection i to the intersection j in the ascending mode is represented, and when j is smaller than i, the ideal driving time from the intersection i to the intersection j in the descending mode is represented in units (signal periods);
mi,j-constraints between signals and bandwidth, positive integers, between intersection i and intersection j;
σiwhether the intersection is marked by a green wave scheme or not is adopted, and the value of the green wave scheme is 1 when the variable is 0-1, otherwise, the value is 0;
δi,j(j > i) -whether a subsequent green wave intersection in the ascending green wave at the intersection i is the mark of the intersection j or not, and if the subsequent green wave intersection in the ascending green wave at the intersection i is the mark of the intersection j, the variable is 0-1 (only the ascending direction needs to be determined, and the descending direction is just opposite), the value of the green wave is 1, and if not, the value is 0.
In the tramcar full-line passing scheme intelligent decision model fusing green wave and signal priority, formula (1) represents an optimization target of the model: the benefit of the whole line passing scheme at the tramcar intersection reaches the maximum. Wherein Z is an objective function, represents the benefit value of the full-line passing scheme, and is the total benefit value of tramcar passengers obtained by the green wave scheme of all intersections along the lineAnd the total delay value of the road traffic travelers caused by signal priorityThe difference between them.
The expressions (2) to (17) are model constraints. Wherein,
equation (2) is constrained by the green parameters: only at the intersection adopting the green wave scheme, the green wave related parameters are not 0;
equation (3) is an ideal time constraint between intersections: only when the intersections i and j adopt the green wave scheme and the green waves have the sequence from front to back, the planned ideal travel time exists, and for other situations, the ideal travel time (t) is not specifiedi,j＝0)；
Equation (4) is the intersection order constraint in the green wave scheme: only when the two intersections adopt the green wave scheme, the precedence relationship can exist in the green wave planning;
equation (5) is the intersection interval constraint using the green wave scheme and the signal priority scheme: other intersections between two intersections in the green wave in the order of priority are all signal priority schemes.
Equation (6) is the minimum bandwidth constraint for green waves: in the full-line green wave scheme, the uplink and downlink bandwidths at each intersection are not less than the appointed minimum bandwidth requirement;
equation (7) is the green wave signal period constraint: the signal period of the green wave is within the upper and lower limit values;
equation (8) is the relationship constraint between the intersection green time and the intersection green wave band: the green wave bandwidth of the upstream and downstream of the intersection adopting the green wave scheme is required to be within the green light time range of the intersection;
equation (9) is the relationship constraint between the green time at the intersection and the green wave band at the immediate intersection: the bandwidth center line of the green wave intersection after the intersection adopts the green wave scheme is required to be within the green wave range of the intersection after the intersection is descended immediately;
equation (10) is a green bandwidth non-0 constraint: at the intersection adopting the green wave scheme, the bandwidths on the two sides of the green wave center line are not 0;
equation (11) is an adjacent intersection parameter relationship constraint in the green wave scheme: between adjacent intersections adopting the green wave scheme, an integer relation exists among a green wave central line, ideal travel time and red light duration;
equation (12) is the ideal travel time constraint between adjacent green crossings: between the adjacent intersections adopting the green wave scheme, the ideal travel time of the tramcar meets the upper and lower limit regulations.
Equation (13) is the signal priority intersection constraint: for the intersection which can be regulated to adopt signal priority, the signal priority scheme can be adopted, otherwise, only the green wave scheme can be adopted.
And (3) the value of the green wave parameter of the intersection is constrained by the following formula (14): the central line of the uplink green wave and the downlink green wave is positioned, the bandwidths on two sides of the green wave are nonnegative numbers, and whether the intersection adopts a green wave scheme or not is marked as a variable of 0-1;
equation (15) is an ideal travel time value constraint between adjacent green wave intersections: the ideal travel time between adjacent intersections adopting the green wave scheme is a positive number;
the formula (16) is a mark value constraint of whether a subsequent green wave intersection in the green wave of the intersection i in the uplink is an intersection j, and whether the subsequent green wave intersection in the green wave of the intersection i in the uplink is a mark of the intersection j is a variable of 0-1;
equation (17) is a value constraint of the green wave signal frequency, which is a positive number.
In order to solve the intelligent decision-making model of the tramcar full-line passing scheme fusing green wave and signal priority, the invention constructs an intelligent solution algorithm of the model based on a branch-and-bound method, and automatically determines a decision variable which enables the tramcar intersection full-line passing scheme benefit to be maximumz，wi ti,j，σiAnd deltai,j) X may be used to represent the vector formed by the decision variables. The intelligent solution algorithm of the model is shown in fig. 2:
in the intelligent solution algorithm of the model, firstly, basic parameter values (other known variables except decision variables) are input, and an objective function value Z-M (M is a maximum positive number, and can be 10) in the intelligent decision model of the tramcar full-line passing scheme fusing green wave and signal priority is initialized10) Decision variable X ═ X0(X0Wherein each variable takes a value of 0) (step S1 in fig. 2).
Then, an integer type (containing 0-1 type) decision variable m in the intelligent decision model is determinedi,j，σiAnd deltai,jThe integer constraint is relaxed to form a relaxation problem of the intelligent decision model, and an integer variable of the relaxation constraint is called a relaxation variable (step S2 in fig. 2). With the pineTaking the relaxation problem as the current problem, solving the optimal solution of the current problem by using a traditional simplex method (step S3 in FIG. 2), and obtaining the current optimal solution X*(current value set of all decision variables) and corresponding current objective function value Z*(step S4 in FIG. 2), if the current optimal solution X is*If all the slack variables are integers, the bounding process is started (steps Y1-Y2 in FIG. 2), otherwise the branching process is started (steps N1-N2 in FIG. 2).
And (3) delimitation process: in the current optimal solution, if all relaxation variables are integers, comparing the current objective function value Z*The magnitude relation between the target function value Z and the intelligent decision model, if Z*Z (step Y1 in fig. 2), that is, the objective function of the intelligent decision model is optimized, the current objective function value and the current optimal solution are used as the objective function value and the optimal solution of the intelligent decision model (let Z be Z ═ Z-*，X＝X*) (step Y2 in FIG. 2).
Branching process: constructing a branch problem by using a branch principle (step N1 in FIG. 2); in the current optimal solution, if the relaxation variables are non-integers, selecting one relaxation variable x which is non-integer from the variables which are non-integers as b (x is non-integer)z、wi ti,j、σi、δi,jOne of them), let [ b ]]And [ b)]+1 is the left and right integers closest to b, respectively, and on the basis of the current problem, constraint x is added to be less than or equal to [ b ≦ b]And x is ≧ b]+1, two branch problems were constructed separately, step N2 in fig. 2).
After the delimiting process is finished, judging whether the branch problem set to be processed is empty, if so, finishing calculation, and outputting an objective function value Z and an optimal solution X of an intelligent decision model of the intelligent decision model (step Y3 in FIG. 2); otherwise, selecting a branch problem from the branch problem set to be processed as the current problem, solving the optimal solution of the branch problem set by utilizing the simplex method again, repeating the judging and branching or delimiting processes until the branch problem set to be processed is empty, and outputting a solving result (step N3 in FIG. 2).
After branching is finished, adding the two branching problems into a branching problem set to be processed, selecting one branching problem from the branching problem set to be processed, solving the optimal solution of the branching problem set by utilizing a simplex method again, repeating the judging and branching or delimiting processes until the delimiting process is started and the branching problem set to be processed is empty, and outputting a solving result.
The intelligent solution algorithm based on the branch and bound method is described above, and of course, the intelligent solution algorithm can be constructed based on other solution algorithms, such as a genetic algorithm, a simulated annealing algorithm, an ant colony algorithm, a distributed optimization algorithm and other optimization solution algorithms, so as to perform decision variable solution on the provided tramcar full-line passing scheme intelligent decision model fusing green waves and signals in priority.
After a decision variable of the intelligent decision model of the tramcar full-line passing scheme fusing green waves and signal priorities is obtained through an intelligent solving algorithm, the following tramcar full-line passing scheme parameters can be determined: adopting green wave or signal priority scheme (sigma) at each intersectioni) Adjacency relation (delta) of green wave intersectioni,j) Ideal travel time (t) of up-down going between adjacent green wave crossingsi,j) Green wave signal period (z), green wave characteristic parameter (c)wi、) And the signal uplink green wave phase difference phi between adjacent intersections can be calculated through the following formulai,jPhase difference with downlink green wave
Wherein:indicates that for any I belongs to I, j belongs to I, j>i and deltai,jCalculating the phase difference phi of the green wave of the upper line when 1i,jPhase difference with downlink green wave
The phase difference is the difference between the red light time center points of the tramcar between two adjacent green wave intersections. When the delta between the intersections i and ji,jWhen the value is 1, the intersection j is the subsequent green wave intersection of the intersection i in the green wave in the uplink direction (in the green wave in the downlink direction, the subsequent intersection of the intersection j is the intersection i), and the phase difference phi between the uplink green wave intersection and the downlink green wave intersection exists at the momenti,jAndaccording to the calculation, the phase difference between the uplink green wave and the downlink green wave of the adjacent green wave intersections is obtained, namely, the tramcar signal of each green wave intersection can be adjusted from the initial intersection (the intersection number i is 1) in the uplink direction, and the green wave setting can be realized.
According to the intelligent decision model and algorithm of the tramcar full-line passing scheme fusing the green wave and the signal priority and the obtained parameters of the tramcar full-line passing scheme, the tramcar full-line passing scheme can be obtained, and the method is shown in fig. 3. In the figure, the abscissa represents time (unit is a signal period), the ordinate represents an intersection (number), and a gray lateral broken line represents an intersection using a signal priority scheme; the black horizontal dotted line represents the intersection adopting the green wave scheme, wherein the blank part of the dotted line represents that the intersection signal lamp is started to the tramcar, and the solid line part of the dotted line represents that the intersection signal lamp is started to the road traffic; the black oblique line and the gray oblique line respectively represent the uplink green wave band range and the downlink green wave band range, when the track of the uplink tramcar and the downlink tramcar are located in the green wave band, the tramcar can pass through the intersection without stopping, and therefore the full-line travel time of the tramcar is prolonged.
The invention also provides a tramcar running control system, which comprises a basic parameter acquisition unit, a decision variable calculation unit and a decision variable application unit, wherein the basic parameter acquisition unit is used for acquiring basic parameters; the decision variable calculating unit is used for calculating decision variables; the decision variable application unit is used for applying decision variables;
the basic parameter obtaining unit transmits the obtained basic parameters to the decision variable calculating unit, and the decision variable calculating unit transmits the calculated decision variables to the decision variable applying unit. Wherein the basic parameters comprise the basic parameters and the decision variables comprise the decision variables.
Further, the control system further comprises a decision model configured to: and (3) setting a constraint condition (the above equation 2-17) according to the total tram passenger benefit value obtained by the green wave scheme of all the intersections along the line, namely the total delay value of the road traffic travelers caused by signal priority (the above equation 1).
The terms involved in the present invention are explained as follows:
intersection green bandwidth: the intersection adopting the green wave scheme meets the requirement that the tramcar running in a certain direction can pass through the time window width of all intersections without stopping when running at appointed time within the green light duration range of the tramcar, so that the green wave bandwidth has directionality, and each intersection has two different uplink (downlink) green wave bandwidth types. Therefore, the intersection green wave bandwidth is the weighted sum of the uplink green wave bandwidth and the downlink green wave bandwidth.
Green bandwidth weight: the green wave bandwidth of the intersection is the weighted sum of the uplink green wave bandwidth and the downlink green wave bandwidth, the weighted weight is the green wave bandwidth weight, the green wave bandwidth weight comprises an uplink green wave bandwidth weight and a downlink green wave bandwidth weight, the green wave bandwidth weight can be determined according to the departure interval in the uplink and downlink directions, the train runs in a denser direction, and the green wave bandwidth weight can be increased properly.
Decision variables: in the intelligent decision-making model of the tramcar full-line passing scheme fusing green waves and signal priorities, specific variables of which the values are determined according to the intelligent decision-making model are called decision-making variables. The method can automatically determine the decision variable value which meets the objective function and reaches the maximum value through an intelligent decision algorithm matched with an intelligent decision model under the condition of inputting certain basic parameters.
Basic parameters: in the intelligent decision model of the tramcar full-line passing scheme fusing green waves and signal priorities, other known variables except decision variables are adopted. In the present invention, the basic parameters are the inputs to the intelligent decision algorithm.
The utility value of the tramcar full-line passing scheme is as follows: in the final tram all-line passing scheme, the passing windows (the product of the average passenger number of trams at the intersection and the green wave bandwidth) obtained by all trams at the intersection adopting the green wave scheme are integrated and expressed by the difference of the total delay values (the product of the average passenger number of the trams at the road and the total delay at the intersection) of all intersection road traffic travelers adopting the signal priority scheme.
The optimal benefit value of the tramcar full-line passing scheme is as follows: constrained by various conditions, the tramcar can pass through the maximum level of the scheme benefit value in the whole line.
Those skilled in the art can selectively arrange the specific components according to the principle of the present invention as long as the principle of the control method of the present invention can be implemented.
Those skilled in the art will understand that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art may modify the technical solutions described in the foregoing embodiments or may substitute some or all of the technical features; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions.
Claims (10)
1. A tramcar operation control method is characterized by comprising the following steps:
s100, obtaining basic parameters, wherein the basic parameters comprise:
the number n of crossings crossed by the tramcar along the line;
intersection i tram passenger number
Intersection i road traffic vehicleAverage number of passengers
The intersection i adopts a signal scheme, and the total delay d caused by all vehicles in the road traffici；
Under the condition that the intersection i adopts the green wave scheme, the uplink and downlink green wave bandwidth weight ai；
Under the condition that the intersection i adopts a green wave scheme, the tramcar going up and down safely and smoothly passes through the minimum bandwidth required by the intersection
A signal period length extreme value C;
under the condition that the intersection i adopts the green wave scheme, the time length r of the red lights of the uplink and the downlinki；
Time limit τ for travel from intersection i to intersection ji,jWherein j > i;
whether the intersection i can adopt the mark p of the signal priority scheme or notiAdopt as piThe value is 1, otherwise, the value is 0;
s200, calculating decision variables, and calculating the decision variables according to the basic parameters acquired in the step S100, wherein the decision variables comprise at least one of the following contents:
time length from central line of up-down green wave band to left edge of green wave band at intersection i
The time length from the center line of the uplink green wave band and the downlink green wave band at the intersection i to the right edge of the green wave band
The signal frequency z of the entire green wave;
distance w from center line of up-down green wave band at intersection i to left or right red lighti；
Ideal travel time t between intersection i and intersection j in green wavei,j；
Constraint m between signal and bandwidth between intersection i and intersection ji,j；
Marking sigma of whether intersection adopts green wave schemei；
Whether the subsequent green wave intersection in the ascending green wave of the intersection i is the mark delta of the intersection j or noti,j；
S300, applying the decision variables, and applying the decision variables obtained in the step S200 to signal lamp arrangement of intersections along the tramcar line.
2. The tram operation control method as claimed in claim 1, characterized in that:
the extreme value C of the signal period length comprises an upper limit C of the signal period lengthmaxLower limit of signal period length Cmin；
The driving time limit value tau from the intersection i to the intersection ji，jIncluding the shortest travel time from intersection i to intersection jAnd the longest travel time from intersection i to intersection jWherein j > i.
3. The tram operation control method according to claim 2, characterized by:
determining the decision variable by modeling:
the optimal benefit value max Z of the whole line is the total benefit value of tramcar passengers obtained by the green wave scheme of all intersections along the line, namely the total delay value of the road traffic travelers caused by signal priority; (1)
the following are constraints:
green wave parameter constraint; (2)
ideal time constraint between intersections; (3)
sequentially constraining intersections in the green wave scheme; (4)
intersection interval constraint of a green wave scheme and a signal priority scheme is adopted; (5)
a minimum bandwidth constraint for green waves; (6)
green wave signal period constraint; (7)
green time of the intersection; (8)
green time of the intersection; (9)
green bandwidth is not 0 constraint; (10)
constraining the parameter relationship of adjacent intersections in the green wave scheme; (11)
the ideal travel time between adjacent green wave intersections is constrained; (12)
signal priority intersection constraints; (13)
the intersection green wave parameter value restriction; (14)
the ideal travel time between adjacent green wave intersections is subjected to value restriction; (15)
whether a subsequent green wave intersection in the ascending green wave of the intersection i is the marking value constraint of the intersection j or not; (16)
and (4) carrying out value restriction on the green wave signal frequency (17).
4. The tram operation control method as claimed in claim 3, characterized in that: determining decision variables based on the modeling specifically is:
z＞0 (17)
in the formula: i refers to an intersection set passed by the tramcar along the line;
i. j and k refer to the serial numbers of crossings passed by the tramcar along the line;
q denotes a bandwidth constraint coefficient, positive real number;
m denotes a very large positive number as a variable constraint term.
5. The tram operation control method according to any one of claims 1 and 3-4, characterized by comprising:
and step S200, the decision variables are calculated by adopting an optimization solving algorithm.
6. The tram operation control method as claimed in claim 5, characterized in that:
the optimization solving algorithm is a branch definition method and comprises the following steps:
initializing a target function value in an intelligent decision model; loosening integer constraints on intelligent decision variables to form a relaxation problem, wherein the integer variables of the relaxation constraints are called relaxation variables;
solving the optimal solution of the current problem by taking the relaxation problem as the current problem to obtain the current optimal solution and a corresponding current objective function value;
if all relaxation variables are integers in the current optimal solution, starting a delimitation process, and otherwise, starting a branching process; wherein,
in the delimiting process, if all relaxation variables of the current optimal solution are integers and the objective function of the intelligent decision model is optimized in the current problem optimal solution, taking the current objective function value and the current optimal solution as the objective function value and the optimal solution of the intelligent decision model;
after the delimitation process is finished, judging whether a branch problem set to be processed is empty, if so, finishing calculation, and outputting a target function value and an optimal solution of an intelligent decision model of the intelligent decision model; otherwise, selecting a branch problem from the branch problem set to be processed as the current problem, solving the optimal solution of the branch problem by reusing a simplex method, and repeating the judging and branching or delimiting processes;
in the branching process, a branching problem is constructed by utilizing a branching principle, and in the current optimal solution, if a slack variable is a non-integer, a certain slack variable x which takes a non-integer value is selected from the variables which take a non-integer value, and the selected slack variable x is b, so that [ b]And [ b)]+1 is the left and right integers closest to b, respectively, and on the basis of the current problem, constraint x is added to be less than or equal to [ b ≦]And x is ≧ b]+1, two branching problems were constructed, where x is z、wi、ti,j、σi、δi,jOne of them;
after branching is finished, adding the two branching problems into a branching problem set to be processed, selecting one branching problem from the branching problem set to be processed, solving the optimal solution of the branching problem set by utilizing a simplex method again, and repeating the judging and branching or delimiting processes.
7. The tram operation control method as claimed in claim 1, characterized in that:
after step S300, the method further includes:
s400, calculating the signal uplink green wave phase difference phi between adjacent intersectionsi,jPhase difference with downlink green wave
And adjusting tramcar signals of each green wave intersection according to the uplink and downlink green wave phase difference of the adjacent green wave intersections obtained through calculation, so that the green wave setting can be realized.
8. A method according to claim 7, characterized in that said signal is upstream of a green wave phase difference φi,jPhase difference with downlink green waveIs represented as follows:
9. a tram control system that moves which characterized in that:
comprises a basic parameter acquisition unit, a decision variable calculation unit and a decision variable application unit, wherein,
the basic parameter acquiring unit is used for acquiring basic parameters;
the decision variable calculation unit is used for acquiring the basic parameters from the basic parameter acquisition unit and calculating decision variables based on the basic parameters;
the decision variable application unit is used for acquiring the decision variable from the decision variable calculation unit and applying the decision variable;
the basic parameters include:
the number n of crossings crossed by the tramcar along the line;
intersection i tram passenger number
Average number of passengers of i road traffic vehicles at intersection
The intersection i adopts a signal scheme, and the total delay d caused by all vehicles in the road traffici；
Under the condition that the intersection i adopts the green wave scheme, the uplink and downlink green wave bandwidth weight ai；
Under the condition that the intersection i adopts a green wave scheme, the tramcar going up and down safely and smoothly passes through the minimum bandwidth required by the intersection
A signal period length extreme value C;
under the condition that the intersection i adopts the green wave scheme, the time length r of the red lights of the uplink and the downlinki；
Time limit τ for travel from intersection i to intersection ji,jWherein j > i;
whether the intersection i can adopt the mark p of the signal priority scheme or notiAdopt as piThe value is 1, otherwise, the value is 0;
the decision variables include at least one of:
time length from central line of up-down green wave band to left edge of green wave band at intersection i
The time length from the center line of the uplink green wave band and the downlink green wave band at the intersection i to the right edge of the green wave band
The signal frequency z of the entire green wave;
red light from central line of up-down green wave band to left or right side at intersection iDistance w ofi；
Ideal travel time t between intersection i and intersection j in green wavei,j；
Constraint m between signal and bandwidth between intersection i and intersection ji,j；
Marking sigma of whether intersection adopts green wave schemei；
Whether the subsequent green wave intersection in the ascending green wave of the intersection i is the mark delta of the intersection j or noti,j。
10. The control system of claim 9, wherein: the extreme value C of the signal period length comprises an upper limit C of the signal period lengthmaxLower limit of signal period length Cmin；
The driving time limit value tau from the intersection i to the intersection ji，jIncluding the shortest travel time from intersection i to intersection jAnd the longest travel time from intersection i to intersection jWherein j > i.
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