CN109360432A - A kind of control method of the multi-intersection based on delay minimum and saturation degree equilibrium - Google Patents
A kind of control method of the multi-intersection based on delay minimum and saturation degree equilibrium Download PDFInfo
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Abstract
The present invention relates to a kind of based on the minimum control method with the multi-intersection of saturation degree equilibrium of delay, belongs to intellectual traffic control field.The present invention arrives at the state of downstream road junction by analysis queue, establishes the offset model between Adjacent Intersections, and by the model extension to multiple intersections coordinate and the intersection of two-way coordination between offset model foundation.It is unevenly distributed for the vehicle flow in section each in control work zone and the saturate situation in part lane occurs, consider the saturation degree at balanced multiple crossings, establish the Split Optimization model for coordinating intersection on direction.Method of the invention can carry out phase difference for multiple intersections in broken line type path and Split Optimization realizes its coordinating control of traffic signals.
Description
Technical field
The present invention relates to a kind of based on the minimum control method with the multi-intersection of saturation degree equilibrium of delay, belongs to intelligent friendship
Logical control field.
Background technique
Before the coordinated control that multiple intersections are carried out with signal, need to establish coordinated control model.Intersection in region
Quantity increase, the complexity that will lead to its Coordination and Optimization Model can increase in the form of geometric progression, only 10 intersections
The model complexity of control work zone is also very high, therefore directly directly cannot establish Coordination Model to region.
Regional Road Network is two-dimension plane structure, therefore its coordinated control is generally also referred to as " face control ".And Single Intersection
Signal control becomes " point control ", and urban traffic trunk line coordinated control is commonly referred to as " line traffic control ".Since " point control " and " line traffic control " are multiple
Miscellaneous degree is more much lower than " face control ", and has more mature research method, therefore, general consideration by " face control " turn to " line traffic control " and
The combination of " point control ".
In recent years, no matter at home or external, the traffic control of main line all becomes the hot content of urban traffic control.City
City's arterial road carries the maximum traffic loading in entire city, and the phase difference coordinated between multiple crossing adjustment intersection can be more
Maneuver traffic is distributed well, and then improves the traffic behavior and Assessment of Serviceability of Roads of main line and whole region.Trunk Road Coordination with
For the control of Single Intersection signal there are difference, Trunk Road Coordination will be to the phase difference between outlet, the i.e. signal lamp adjacent to two crossings
Starting time is poor.And single point signals control only needs to export period and the split at each crossing.Multiple Intersections coordinated control on main line
When, the signal period at each crossing and split on main line are generally obtained first, and being next critical to the problem of handling is exactly to count
Calculate the phase difference between each neighbouring crossing, it is therefore an objective to allow in the case that main line traveling vehicle can in succession in green light unobstructed pass through
Cross signalized intersections.
Summary of the invention
For the control that intersections multiple on coordinated mechanism are coordinated, the invention proposes one kind based on delay minimum and saturation
Spend the control method of balanced multi-intersection.
In order to solve the above-mentioned technical problem the present invention uses following technical scheme:
A kind of control method of the multi-intersection based on delay minimum and saturation degree equilibrium, includes the following steps:
(1) by arriving at queue, the state demarcation of downstream road junction is obstructed at queue head and queue tail of the queue portion is obstructed two
Class, establishes the offset optimization model of multi-intersection, optimize in critical path and on non-critical path each intersection coordination phase
Potential difference；
(2) multi-intersection being unevenly distributed for wagon flow, establishes Split Optimization model based on saturation degree equilibrium；
(3) PSO Algorithm offset optimization model is utilized, fmincon function solves Split Optimization model and carries out
Multi-intersection coordinated control, and compared coordinating the control effect of front and back.
In step (1) for head be obstructed with queue tail of the queue portion be obstructed two Class Queue foundation Delay Model it is as follows:
Wherein,For the phase difference between intersection 2 and intersection 1,For the phase between intersection 3 and intersection 2
Potential difference,For the phase difference between intersection n and intersection n-1, DidFor the total delay generated at downstream road junction, DiuIt is upper
Swim the total delay generated at crossing, αiIt is delayed judgement factor, d for downlink fleetidVehicle is under when being obstructed for downlink fleet head
Swim the delay at crossing, di′dDelay of the down train in downstream road junction, β when being obstructed for down train tail of the queue portioniFor the delay of uplink fleet
Coefficient, diuDelay of the vehicle in upstream crossing, d when being obstructed for uplink fleet headi′uUplink when being obstructed for down train tail of the queue portion
Delay of the vehicle in upstream crossing, liFor crossing spacing, T is crossing cycle duration, and mod indicates complementation,For intersection i+1
With the phase difference between the i of intersection, vdIt is the travel speed (m/s) that vehicle is average on the down direction of section, vuIt is section uplink side
The upward average travel speed of vehicle (m/s).
The method that the offset optimization model on non-critical path between Adjacent Intersections is established in step (1) is as follows:
Wherein, ω is inertia weight, qd,i+1It is the magnitude of traffic flow (veh/h) on the i+1 down direction of crossing, qu,iIt is crossing i
The magnitude of traffic flow (veh/h) on up direction,Be section down direction optimum angle it is poor (s),It is section up direction
Optimum angle it is poor (s), L is the road section length (m) between two crossings.
It is equal with saturation degree in step (2) for the non-uniform situation of vehicle flowrate distributed pole in section each in intersection group
Weighing apparatus is as follows for the Split Optimization model that target establishes multi-intersection on coordinated mechanism:
Wherein, gaFor the green time (s) of phase a, Δ gaFor the green light regulating time (s) of phase a, xaFor the full of phase a
And degree, x are average staturation, qaFor the section vehicle arriving rate (veh/s) of phase a, saFor the section saturation volume of phase a
(veh/s), CaFor the signal period (s) of intersection where phase a, λaFor the split of phase a, gi,jIt is i-th of crossing jth phase
The long green light time (s) of position, Δ gi,jFor the long green light time variable quantity of i-th of crossing jth phase.
Fmincon function in step (3) are as follows:
X=fmincon (f, x0, A, b, Aeq, beq, lb, ub, nonleon, options), f are objective function, and x0 is first
Initial value, b, beq are the constant vector of linear inequality constraint condition and equality constraint, and A, Aeq are linear inequality constraint and wait
The coefficient matrix of formula constraint, lb, ub are the upper and lower boundary of variable x respectively；Nonlcon is nonlinear restriction function, writes M file
Nonlinear complementary problem c (x)≤0 and equality constraint g (x)=0 of fun.m；Options illustrates to minimize Optimal Parameters.
Beneficial effects of the present invention are as follows:
The present invention is obstructed at queue head by the state demarcation that downstream road junction is arrived in queue and is obstructed with queue tail of the queue portion
Two classes, establish the offset model between Adjacent Intersections, and the model extension is coordinated and two-way coordination to multiple intersections
Intersection between offset model foundation.This method is suitable for coordinated mechanism of various shapes, compensates for conventional cross mouth association
Tune method is difficult to realize the deficiency that intersection is coordinated on fold-line-shaped path.For the vehicle flow distribution in section each in control work zone
There is the saturate situation in part lane in unevenness, considers the saturation degree at balanced multiple crossings, establishes and coordinate intersection on direction
Split Optimization model, overcome traditional Split Optimization method and ignore the shortcomings that contacting and influencing between crossing.
Detailed description of the invention
Fig. 1 is the delay estimation figure that queue head vehicle is obstructed in the present invention.
Fig. 2 is the delay estimation figure that queue end vehicle is obstructed in the present invention.
Fig. 3 is the structure of the broken line type coordinated mechanism example in the present invention.
The coordinate diagram of particle when Fig. 4 (a) is algorithm initialization；Fig. 4 (b) is the coordinate diagram of particle when algorithm terminates.
Fig. 5 is the structure of three intersection examples in the present invention.
Fig. 6 is the structure of three intersection examples.
Specific embodiment
Specific embodiments of the present invention will be described in further detail with reference to the accompanying drawing.
The present invention devises a kind of control method coordinated based on the minimum multi-intersection with saturation degree equilibrium of delay.First
Vehicle is analyzed between two crossings since signal control leads to the process of delay generation.Vehicle is arrived to the state point of downstream road junction
Be two kinds: one kind is when vehicle reaches downstream road junction, and during which is in red light, referred to as fleet head is obstructed, the
Two kinds will open for downstream road junction red light, have Some vehicles that can be obstructed due to not catching up with green light in fleet, referred to as fleet
It is obstructed tail portion.Arterial highway offset optimization model is established for both of these case.Then the offset optimization model of foundation is solved, benefit
Coordinated control is carried out with phase difference between intersection in the critical path acquired.
Assuming that there is n crossing in critical path, A is usedi(i=1,2 ..., n) indicate, crossing spacing liIt indicates.By AiIt arrives
Ai+1For down direction, on the contrary is up direction, and the speed of vehicle uplink and downlink is respectively vu、vd, A when downlinki+1Relative to AiLetter
Number phase difference isA when uplinkiRelative to Ai+1Signal phase difference beThe arrival rate of downlink vehicle is qd, uplink
The arrival rate of vehicle is qu。
Vehicle is by crossing AiDelay be dimeric, be from crossing A respectivelyiTo Ai+1Down direction prolong
Accidentally and from Ai+1To AiUp direction delay.For entire critical path, carries out two-way coordination control and seek to so that passing through
Delay summation of the vehicle of critical path in each intersection is minimum；Unidirectional coordinated control is carried out only it is required that vehicle is in some side
It is minimum by the delay summation of each intersection upwardly through the delay of intersection, such as downlink.Therefore coordinate for critical path
The objective function of control isWherein DiIt is the delay in one signal period of i-th of crossing.If it is two-way association
It adjusts, then DiShould be vehicle by the sum of downlink and the uplink delay at the crossing, and if unidirectional coordination, then DiIt is
One of the upstream or downstream delay that vehicle passes through the crossing.
Vehicle driving down is calculated separately below and when uplink by the delay time at stop of signalized intersections.
(1) downlink vehicle passes through the delay of signalized intersections
Analysis vehicle is divided to two at the time of reaching downstream intersection according to vehicle by the delay of intersection down direction first
Kind of situation considers: 1) when vehicle arrive at downstream road junction, during downstream road junction is in red light (fleet is obstructed on head), and thus bring
It is obstructed delay；2) when vehicle arrives at downstream road junction, downstream road junction red light will open bright (fleet is obstructed tail portion), thus Some vehicles
It encounters red light and is obstructed, bring delay.
One, fleet head is obstructed
When vehicle arrives at downstream road junction, the Delay during downstream road junction is in red light is as shown in Figure 1.
Vehicle is by crossing AiGo downwards to Ai+1The duration of consumption is equal to li/vd, queue head vehicle arrival downstream road junction Ai+1's
There are following equation at interval at the time of moment and the crossing red light terminate:
It is availableT is crossing cycle duration, and mod indicates complementation, tedFor head vehicle
Arrive at downstream road junction moment and the crossing red light finish time interval, crossing t during green lightedThe maximum traffic capacity is cd
(veh/s), be lined up during green light to dissipate completely.The following figure describes vehicle and arrives at the intersection during downstream road junction red light
And the delay situation being obstructed, wherein trdIt is the red light length (s) of downstream road junction in a signal period, tgdIt is a signal week
The green light length (s) of downstream road junction, t in phaseqIt is the time span (s) of vehicle queue, tdWhen being the whole dissipations of downlink vehicle
Long (s).
Green light open it is bright after, by tdThe queuing vehicle total evacuation that red light period accumulates after time, tdThe vehicle arrived at after moment
It can pass unimpeded within the green light period and to cross crossing.There is following equation to set up: qd(ted+td)=cdtd, t can be obtainedd=qdted/(cd-
qd), qdFor the arrival rate of downlink vehicle, the area of dash area, indicates that downlink vehicle is in downstream in a signal period in Fig. 1
The delay at crossing, uses didIt indicates.
Computational shadowgraph triangle area can obtain the delay time at stop that downlink fleet head is obstructed:
Wherein: udFor the maximum traffic capacity at crossing in the green light period.
Two, fleet tail portion is obstructed
When vehicle arrives at downstream road junction, the Delay that downstream road junction red light will be opened is as shown in Figure 2.
Vehicle is by crossing AiGo downwards to Ai+1The time of consumption is li/vd, in queue first car encounter red light be obstructed with most
Latter vehicle arrives at downstream road junction Ai+1Time interval be t 'ed.The vehicle at queue end is obstructed, and arrives at downstream in red light period
The vehicle at crossing will wait red light to terminate, and could pass through from crossing until green light opens these bright vehicles again.There are following equation:
It is available
If the maximum traffic capacity in crossing is u in the green light periodd(veh/s), be lined up in the green light period to dissipate completely.Figure
2 describe the delay situation that vehicle is arrived at when downstream road junction red light will be opened.Wherein trdIt is downstream in a signal period
The red light length (s) at crossing, tgdIt is the red light length (s) of upstream crossing in a signal period, tqIt is the duration of vehicle queue
(s), t 'dIt is the duration (s) that downlink fleet dissipates.
There is q at fleet enddt′edVehicle could not be in time within the green light period current, need to open bright cross in next green light
Crossing.After green light is opened, by t 'dThe queuing vehicle that red signal interval accumulates after time is all evacuated, and in t 'dIn time, by upper
The vehicle for swimming crossing downlink could not also enough arrive at the crossing.There is following equation to set up: qdt′ed=cdt′d, t ' can be obtainedd=qdt′ed/
cd.The area of dash area in Fig. 2 indicates downlink vehicle in a signal period in the delay of downstream road junction, with d 'idIt indicates.
The area for calculating shade quadrangle in Fig. 2, can obtain the delay time at stop that down train tail of the queue portion vehicle is obstructed:
Situation is reached by above two vehicle, ifThe head vehicle of queue at this time is obstructed；Such as
FruitSo queue tail vehicle is obstructed.Queue, which is obstructed, only will appear both of these case, it may be assumed that or team's head
Vehicle be obstructed or tail of the queue vehicle is obstructed.Summarize both of these case, vehicle can be obtained by upstream crossing and come downwards to downstream road junction,
Total delay D at downstream road junctionidAre as follows:
Did=αidid+(1-αi)d′id
It is similar by the delay at crossing with downlink vehicle, it can be derived that uplink vehicle by the delay formula at crossing.It needs
It is noted that the phase difference addition in two direction of downlink and uplink is common period duration between two adjacent crossings.
The delay that upstream queue head vehicle is obstructed:
Wherein: diuFor delay of the down queue in downstream road junction in a signal period, teuHead vehicle arrives at upstream road
The time interval at mouth moment and the crossing red light finish time, tuFor uplink vehicle whole dissipation duration, cuFor crossing during green light
The maximum traffic capacity, quFor uplink vehicle arriving rate, uuFor the average speed of uplink vehicle, d 'iuOn in a signal period
Driving team's arrival when upstream crossing red light will be opened, in the delay of the upstream crossing, t 'euFirst car encounters red in queue
Lamp, which is obstructed, arrives at the time interval of upstream crossing, t with last vehicleruRed light for upstream crossing in a signal period is long
Degree.
Vehicle can be obtained, upstream crossing is up to by downstream road junction, in the total delay D that upstream crossing generatesiuIt is equal to:
Diu=βidiu+(1-βi)d′id
The calculation formula being delayed by uplink and downlink determines that vehicle uplink and downlink is in all intersections to be passed through in key coordinated mechanism
The sum of delay of mouth is D, is solved using D minimum as optimization aim, can must be delayed the smallest phase difference scheme.
When the average staturation at crossing in region is high, and saturation degree variance is also very high, part is likely to occur in region and is gathered around
It squeezes.At this point, be distributed to eliminate congestion, i.e., intersected in equalization region come the wagon flow in equalization region by carrying out signal adjustment
The saturation degree of mouth.Concrete model is as follows:
f(Δgi,j)=minS
Constraint condition are as follows:
Wherein, S is the variance of saturation degree, and x is average staturation, and Ψ is the threshold value of section saturation degree, gi,jIt is i-th of tunnel
The long green light time (s) of mouth j phase, CiIt is the signal period (s) of crossing i, Δ gi,jThe long green light time (s) of i-th of crossing j phase,
θ is the bound of long green light time adjustment numerical value.
Model specific description:
The green time of each phase in crossing is uniformly used into gaIt indicates.
In sequence, by each phase (total n) of all intersections, Unified number is phase 1,2 ..., n in order.
(1) objective function can convert are as follows:
gaFor the green time (s) of phase a, Δ gaFor the green light regulating time (s) of phase a, qaFor the section vehicle of phase a
Arrival rate (veh/s), saFor the section saturation volume (veh/s) of phase a, CaFor the signal period of intersection where phase a
(s), xaFor the saturation degree of phase a, λaFor the split of phase a.
(2) constraint condition 1 can convert are as follows:
(3) constraint condition 2 can convert are as follows:
(4) decision variable of the model is the green time adjusted value Δ g of a-th of phasea。|Δga|≤θ is green time
The restriction range of adjusted value.Because if signal time adjustment is excessive to may result in traffic disturbance, in order to avoid this case,
Provided with the constraint condition.In order to study simplicity, existing research achievement is used for reference in example and takes θ=10s.
It, can be in the hope of Δ g by the model of intersection saturation degree in equalization region established abovei,j, and then determine road network
In each intersection green time adjusted, achieve the purpose that prevent Regional Road Network part crowded.
The critical path multi-intersection Split Optimization model independent variable quantity of foundation is more, higher more than independent variable dimension
The case where, fmincon function is to use this for solving multivariable, having constraint, function that is non-linear, minimizing optimization problem
Function solves model above.X=fmincon (f, x0, A, b, Aeq, beq, lb, ub, nonleon, options), f are target letter
Number, x0 are initial value, and b, beq are the constant vector of linear inequality constraint condition and equality constraint, and A, Aeq are linear inequality
The coefficient matrix of constraint and equality constraint, lb, ub are the upper and lower boundary of variable x respectively；Nonlcon is nonlinear restriction function, is compiled
Write nonlinear complementary problem c (x)≤0 and equality constraint g (x)=0 of M file f un.m；Options illustrates to minimize excellent
Change parameter.
Specifically: initially set up two M files, first be objective function M file.By the adjustment variable of green time
Vector is set as x, the green time adjustment amount in each phase of each representation in components of the vector, so the M file in relation to objective function
Content:
Wherein, qiFor the vehicle flowrate of phase i, giFor the initial green light timing of i-th of intersection, x (i) is the intersection
Green time adjustment amount in i-th phase, siFor the saturation volume rate of i-th of intersection, CiFor the signal period of crossing i.
Second be constraint condition M file content are as follows:
C (2)=x (i)-θ
C (3)=- x (i)-θ
G (1)=x (k1)+x (k2)+x (k3)+...
G (2)=x (l1)+x (l2)+x (l3)+...
Wherein, x (k1) is the green time adjustment amount in the 1st phase of first intersection, and x (k2) is first intersection
Green time adjustment amount in 2nd phase of mouth, x (k3) are the green time adjustment amount in the 3rd phase of first intersection,
X (l1) is the green time adjustment amount in the 1st phase of second intersection, and x (l2) is in the 2nd phase of second intersection
Green time adjustment amount, x (l3) be second intersection the 2nd phase on green time adjustment amount, x (i) be the intersection
Green time adjustment amount in i-th phase of mouth, c (1) c (2) c (3) g (1) g (2) do not represent specific variable, are intended merely to
The bright subsequent formula of c (x) is less than or equal to 0, g (1) g (2) and does not represent specific variable, simply to illustrate that the subsequent formula of g (x)
Equal to 0.
It chooses typical broken line coordinated mechanism such as Fig. 3 simulating, verifying to be based on being delayed the smallest phase difference optimization method, that is, studies
Be vehicle from crossing 1 to crossing 4, by crossing 2 and 3, in order to calculate it is easy only to this path intersection down direction into
Row is coordinated.
Delay estimation formula based on analytical derivation above, can be obtained the Delay Model of critical path in Fig. 3 example are as follows:
Wherein, ψ2,1The threshold value of section saturation degree, ψ between intersection 2 and intersection 13,2For intersection 3 and intersection 2
Between section saturation degree threshold value, ψ4,3The threshold value of section saturation degree, u between intersection 4 and intersection 3diIntersect for i-th
The crossing maximum traffic capacity in the mouth green light period, qdiFor i-th of intersection downlink vehicle arriving rate, trdiFor under i-th of intersection
Swim the red light length at crossing, αiIt is delayed judgement factor for downlink fleet.
It brings the value of parameter in example into model above, and uses the PSO Algorithm function.Three independents variable
Value respectively corresponds three coordinate values of particle in Fig. 4.Global best fitness can be acquired: [55.8895,24.3341,51.3920], most
Excellent solution (minimum value): 0.0000.
Using VISSIM traffic simulation software, simulate on the path 1-2-3-4 between intersection without coordinating and using
The above-mentioned phase difference acquired carries out coordinating two kinds of situations.Vehicle is in critical path 1-2- in the case of giving different controls in Fig. 5
On 3-4 when driving, the mean delay at signalized intersections, journey time.
It chooses example such as Fig. 6 and verifies the Split Optimization method based on saturation degree equilibrium, establish it and be based on saturation degree equilibrium
Signalized intersections Coordination Model, can be reduced to solve such as minor function:
Constraint condition
Wherein, x (1) is the saturation degree of phase 1, and x (2) is the saturation degree of phase 2, and x (3) is the saturation degree of phase 3, x (4)
For the saturation degree of phase 4, x (5) is the saturation degree of phase 5, and x (6) is the saturation degree of phase 6.
The above objective function is solved using fmincon function, takes four adjustment to can achieve target effect altogether: signal
Average staturation is before adjustingSaturation degree variance is f=0.0895.Table 1, table 2,3,4 are respectively four adjustment
As a result.After adjusting for the first time: average staturationSaturation degree variance f=0.0537.
The data of table 1 first time signal adjustment
| Phase serial number | (C before adjustmenta,ga) | Adjusted value Δ ga | (C after adjustmenta,ga) |
| 1 | (110,55) | -10 | (110,45) |
| 2 | (110,55) | +10 | (110,65) |
| 3 | (100,50) | +12 | (100,62) |
| 4 | (100,50) | -12 | (100,38) |
| 5 | (90,45) | +12 | (90,57) |
| 6 | (90,45) | -12 | (90,33) |
The data of second of the signal of table 2 adjustment
| Phase serial number | (C before adjustmenta,ga) | Adjusted value Δ ga | (C after adjustmenta,ga) |
| 1 | (110,45) | +2 | (110,47) |
| 2 | (110,65) | -2 | (110,63) |
| 3 | (100,62) | 0 | (100,62) |
| 4 | (100,38) | 0 | (100,38) |
| 5 | (90,57) | +6 | (90,63) |
| 6 | (90,33) | -6 | (90,27) |
The data of 3 third time signal of table adjustment
| Phase serial number | (C before adjustmenta,ga) | Adjusted value Δ ga | (C after adjustmenta,ga) |
| 1 | (110,47) | -1 | (110,46) |
| 2 | (110,63) | +1 | (110,65) |
| 3 | (100,62) | 0 | (100,62) |
| 4 | (100,38) | 0 | (100,38) |
| 5 | (90,63) | 0 | (90,63) |
| 6 | (90,27) | 0 | (90,27) |
The data of the 4th signal of table 4 adjustment
| Phase serial number | (C before adjustmenta,ga) | Adjusted value Δ ga | (C after adjustmenta,ga) |
| 1 | (110,46) | 0 | (110,46) |
| 2 | (110,65) | 0 | (110,65) |
| 3 | (100,62) | 0 | (100,62) |
| 4 | (100,38) | 0 | (100,38) |
| 5 | (90,63) | 0 | (90,63) |
| 6 | (90,27) | 0 | (90,27) |
By data it is found that after signal adjusts, the average staturation and saturation degree variance of three intersections are all reduced
Much, this demonstrates model proposed in this paper and control method validity.Traffic signals are adjusted to knot adjusted for the first time
Then fruit carries out second using traffic data and adjusts.X=0.5462, f=0.0483 after second of adjustment.Third time adjusts
Afterwards: x=0.5463, f=0.0482.After 4th adjustment: x=0.5463, f=0.0479.
In conclusion the invention proposes intersected based on the minimum and broken line type path based on saturation degree equilibrium of delay more
Mouthful control method for coordinating, both control method for coordinating are respectively used to phase difference in Multiple Intersections coordinated control and split is excellent
Change.State demarcation by the way that queue to be arrived to downstream road junction is obstructed at queue head and queue tail of the queue portion is obstructed two classes, establishes phase
Offset model between adjacent intersection, and by the model extension to multiple intersections coordinate and the intersection of two-way coordination between phase
The foundation of potential difference model.This method is suitable for coordinated mechanism of various shapes, compensates for conventional cross mouth coordination approach and is difficult to reality
The deficiency that intersection is coordinated on existing fold-line-shaped path.It is unevenly distributed for the vehicle flow in section each in control work zone and part occurs
The saturate situation in lane considers the saturation degree at balanced multiple crossings, establishes the Split Optimization for coordinating intersection on direction
Model overcomes traditional Split Optimization method and ignores the shortcomings that contacting and influencing between crossing.Emulation is by comparing phase difference
The traffic control effect for optimizing front and back, the critical path for demonstrating proposition coordinate offset optimization reduction vehicle and pass through intersection
Delay time at stop and journey time improve the validity of traffic efficiency.Satisfied by the average of intersection before and after comparison Split Optimization
With degree and saturation degree variance, demonstrates the balanced each intersection traffic pressure of Split Optimization method of proposition, alleviates having for congestion
Effect property.
Claims (5)
1. a kind of based on the minimum control method with the multi-intersection of saturation degree equilibrium of delay, which is characterized in that including walking as follows
It is rapid:
(1) state demarcation of downstream road junction is obstructed at queue head and queue tail of the queue portion is obstructed two classes by arriving at queue, builds
The offset optimization model of vertical multi-intersection, optimize in critical path and on non-critical path each intersection coordination phase difference；
(2) multi-intersection being unevenly distributed for wagon flow, establishes Split Optimization model based on saturation degree equilibrium；
(3) PSO Algorithm offset optimization model is utilized, fmincon function solves Split Optimization model and carries out hand over more
Prong coordinated control, and compared coordinating the control effect of front and back.
2. a kind of control method of multi-intersection based on delay minimum and saturation degree equilibrium according to claim 1,
Be characterized in that, in step (1) for head be obstructed with queue tail of the queue portion be obstructed two Class Queue foundation Delay Model it is as follows:
Wherein,For the phase difference between intersection 2 and intersection 1,For the phase difference between intersection 3 and intersection 2,For the phase difference between intersection n and intersection n-1, DidFor the total delay generated at downstream road junction, DiuFor upstream crossing
Locate the total delay generated, αiIt is delayed judgement factor, d for downlink fleetidVehicle is in downstream road junction when being obstructed for downlink fleet head
Delay, di′dDelay of the down train in downstream road junction, β when being obstructed for down train tail of the queue portioniFor uplink fleet delay factor,
diuDelay of the vehicle in upstream crossing, d when being obstructed for uplink fleet headi′uUplink vehicle exists when being obstructed for down train tail of the queue portion
The delay of upstream crossing, liFor crossing spacing, T is crossing cycle duration, and mod indicates complementation,For intersection i+1 with intersect
Phase difference between mouth i, vdIt is the travel speed (m/s) that vehicle is average on the down direction of section, vuIt is that section up direction is got on the bus
Average travel speed (m/s).
3. a kind of control method of multi-intersection based on delay minimum and saturation degree equilibrium according to claim 1,
It is characterized in that, the method that the offset optimization model on non-critical path between Adjacent Intersections is established in step (1) is as follows:
Wherein, ω is inertia weight, qd,i+1It is the magnitude of traffic flow (veh/h) on the i+1 down direction of crossing, qu,iIt is crossing i uplink
The magnitude of traffic flow (veh/h) on direction,Be section down direction optimum angle it is poor (s),Be section up direction most
Excellent phase difference (s), L are the road section lengths (m) between two crossings.
4. a kind of control method of multi-intersection based on delay minimum and saturation degree equilibrium according to claim 1,
It is characterized in that, for the non-uniform situation of vehicle flowrate distributed pole in each section in intersection group, with saturation degree in step (2)
Equilibrium is as follows for the Split Optimization model that target establishes multi-intersection on coordinated mechanism:
Wherein, gaFor the green time (s) of phase a, Δ gaFor the green light regulating time (s) of phase a, xaFor the saturation of phase a
Degree,It is average staturation, qaFor the section vehicle arriving rate (veh/s) of phase a, saFor the section saturation volume of phase a
(veh/s), CaFor the signal period (s) of intersection where phase a, λaFor the split of phase a, gi,jIt is i-th of crossing jth phase
The long green light time (s) of position, Δ gi,jFor the long green light time variable quantity of i-th of crossing jth phase.
5. a kind of control method of multi-intersection based on delay minimum and saturation degree equilibrium according to claim 1,
It is characterized in that, fmincon function in step (3) are as follows:
X=fmincon (f, x0, A, b, Aeq, beq, lb, ub, nonleon, options), f are objective function, and x0 is initial
Value, b, beq are the constant vector of linear inequality constraint condition and equality constraint, and A, Aeq are linear inequality constraint and equation
The coefficient matrix of constraint, lb, ub are the upper and lower boundary of variable x respectively；Nonlcon is nonlinear restriction function, writes M file
Nonlinear complementary problem c (x)≤0 and equality constraint g (x)=0 of fun.m；Options illustrates to minimize Optimal Parameters.
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