CN109712414B - Optimization method of multi-bandwidth trunk road bus control scheme - Google Patents

Optimization method of multi-bandwidth trunk road bus control scheme Download PDF

Info

Publication number
CN109712414B
CN109712414B CN201910092239.9A CN201910092239A CN109712414B CN 109712414 B CN109712414 B CN 109712414B CN 201910092239 A CN201910092239 A CN 201910092239A CN 109712414 B CN109712414 B CN 109712414B
Authority
CN
China
Prior art keywords
intersection
bus
time
indicating
phase
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201910092239.9A
Other languages
Chinese (zh)
Other versions
CN109712414A (en
Inventor
马万经
郑喆
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Tongji University
Original Assignee
Tongji University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Tongji University filed Critical Tongji University
Priority to CN201910092239.9A priority Critical patent/CN109712414B/en
Publication of CN109712414A publication Critical patent/CN109712414A/en
Application granted granted Critical
Publication of CN109712414B publication Critical patent/CN109712414B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Landscapes

  • Traffic Control Systems (AREA)

Abstract

The invention relates to an optimization method of a multi-bandwidth trunk road bus control scheme, which comprises the following steps: s1, setting a detection point according to a certain distance in a certain line with a plurality of intersections in a trunk line network, and acquiring the running track data of a plurality of buses, wherein the buses adopt a bus priority strategy; and S2, optimizing the traffic flow from the intersection to the final intersection in the trunk network by adjusting the period, the phase difference signal, the green wave band of the car and the track variable of the bus by using a mathematical optimization model, and obtaining an optimized control scheme of the bus. Compared with the prior art, the method and the device realize the optimal solution of the division of the sub-areas and the design of the green wave simultaneously, the applicable condition is that the running condition of the bus is relatively stable, the bandwidth of the green wave band can adapt to the random fluctuation of the bus running, and the control effect of the bus priority strategy is further improved.

Description

Optimization method of multi-bandwidth trunk road bus control scheme
Technical Field
The invention relates to the technical field of bus priority control, in particular to an optimization method of a bus control scheme with multiple bandwidth main lanes.
Background
Public transportation has the advantages of high concentration, high efficiency, energy conservation, environmental protection and the like, and the preferential development of public transportation is a strategic choice for constructing a resource-saving and environment-friendly society. The construction of the bus lane is assisted by a bus signal priority strategy, and the bus signal priority strategy plays an important role in improving the bus service level and enhancing the attraction of a bus system. Public transport special roads realize the special bus right of way in time and space, however, the complexity of the traffic system and the public transport travel network determines the complexity of the influence of the special roads. With the implementation of mass public transportation lanes, it becomes more critical to practically improve the bus running efficiency by means of the public transportation lanes, ensure the reasonability and competitiveness of self design while matching with other transportation modes, attract more passenger flows to adopt public transportation for travel, and win the support of society with actual social benefits.
In the timing type signal coordination control method, a bandwidth-based model has the characteristics of simple input, strong robustness, intuitive result and the like, is a commonly used coordination optimization technology, and has insufficient adaptability to traffic demands compared with a delay-based model. The division of the control subareas is generally performed before the optimization of the green wave bands, and is also a commonly adopted means when a plurality of intersections are coordinated simultaneously and sufficient bandwidth cannot be obtained. However, the green wave optimization effect is greatly influenced by the sub-regions, and the separation of the sub-region division and the green wave design step may miss the optimal solution for the whole system.
The bus signal priority strategy can obviously reduce the delay of buses, but can also influence the benefits of traffic flows of other society to a certain extent, so that the maximum comprehensive benefit of the car traffic flow and the bus traffic flow is an optimization target. The method is influenced by randomness of parameters such as standing time, driving speed and the like, the time of the bus arriving at the intersection is uncertain, the basis of providing a priority scheme for the bus is generally based on accurate prediction, and related research of a robust optimization scheme for discussing randomness is less.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide an optimization method of a multi-bandwidth trunk road bus control scheme.
The purpose of the invention can be realized by the following technical scheme:
a method for optimizing a multi-bandwidth trunk bus control scheme comprises the following steps:
s1, setting a detection point according to a certain distance in a certain line with a plurality of intersections in a trunk line network, and acquiring the running track data of a plurality of buses, wherein the buses adopt a bus priority strategy;
and S2, optimizing the traffic flow from the intersection to the final intersection in the trunk network by adjusting the period, the phase difference signal, the green wave band of the car and the track variable of the bus by using a mathematical optimization model, and obtaining an optimized control scheme of the bus.
Preferably, the objective function of the mathematical optimization model comprises a car-related objective function and a bus-related objective function; the constraint conditions of the mathematical optimization model comprise car-related constraint conditions and bus-related constraint conditions.
Preferably, the car-related objective function is: meanwhile, the requirements that the number of vehicles without stopping the car is as large as possible, the bandwidth of the green wave band of the car is as large as possible, and the deviation of the central line of the car after the green wave band is disconnected is as small as possible are met.
Preferably, the bus related objective function is: meanwhile, the bus can be stopped at the intersection for the minimum time, the delay time at the intersection is the shortest, the green light extension strategy is implemented for the minimum time, the green light extension time is the shortest, the red light early-break strategy is implemented for the minimum time, the first insertion phase strategy is implemented for the minimum time, and the second insertion phase strategy is implemented for the minimum time.
Preferably, the car-related constraints include: the method comprises the following steps of cycle length constraint, car green wave band correlation constraint, subregion related variable constraint, car green wave band design speed constraint, mutual relation between every two adjacent intersections and phase difference constraint, green wave band and actual traffic flow operation consistency constraint and required bandwidth constraint.
Preferably, the car green band related constraints include:
Figure BDA0001963596040000021
Figure BDA0001963596040000022
wherein the content of the first and second substances,
Figure BDA0001963596040000023
indicates the ith intersection SiThe width of green bandwidth of cars on the downstream road section;
Figure BDA0001963596040000024
denotes SiThe difference between the green wave band central line of the car on the downstream road section and the starting time of the green light; gijPhase time representing the jth phase of the ith intersection comprises green time and clearing time; n represents the total number of intersections in the trunk network.
Preferably, the related variable constraint of the subdivision includes:
Figure BDA0001963596040000025
Figure BDA0001963596040000031
wherein the content of the first and second substances,
Figure BDA0001963596040000032
indicates the ith intersection SiWhether the green wave band of the car is disconnected or not is a variable of 0-1, wherein 0 represents that the green wave band is not disconnected, and 1 represents that the green wave band is disconnected;
Figure BDA0001963596040000033
denotes SiThe distance of the center line offset of the green wave band of the car;
Figure BDA0001963596040000034
indicating intersection SiThe width of green bandwidth of cars on the downstream road section; n tableDisplaying the total number of intersections in the trunk line network; m represents a very large positive number.
Preferably, the bus-related constraint condition includes: the method comprises the following steps of mutual restraint between two adjacent intersections, bus stop and delay restraint, bus running time restraint, time restraint of bus running away from a stop line of the intersection, restraint of bus running away from the intersection during a normal green light period, green light extension strategy restraint triggered by the bus, early red light break strategy restraint triggered by the bus, restraint of the bus passing through the intersection by using a first insertion phase, restraint of the bus passing through the intersection by using a second insertion phase, restraint of the bus passing through the intersection by using at most one bus at any intersection by using a bus priority strategy, and restraint of the bus running away from the intersection before arriving at the stop line.
Preferably, the bus passing through the intersection constraint using the first insertion phase comprises:
Figure BDA0001963596040000035
Figure BDA0001963596040000036
Figure BDA0001963596040000037
Figure BDA0001963596040000038
wherein the content of the first and second substances,
Figure BDA0001963596040000039
indicating that the bus leaves the ith intersection SiThe difference between the time of the stop line and the green light start time;
Figure BDA00019635960400000310
indicating that the y bus is at the intersection SiWhether a parking lot is parked or not is judged,a variable of 0-1, wherein 0 indicates no parking and 1 indicates parking;
Figure BDA00019635960400000311
indicating that the y bus is at the intersection SiTime to wait for parking; n represents the total number of intersections in the trunk network; f1iA lighting timing indicating a phase inserted between phase 2 and phase 3;
Figure BDA00019635960400000312
indicating whether the y-th bus is driven off the intersection S by using the first insertion phaseiA variable of 0-1, wherein 0 indicates no drive-off with the first insertion phase and 1 indicates drive-off with the first insertion phase; PI (proportional integral)iIndicating intersection SiPhase interpolated green time; z represents the reciprocal of the cycle duration C; LDiIndicating intersection SiDistance from the upstream bus lane detector to the stop line;
Figure BDA00019635960400000313
showing the y bus from the intersection Si+1To SiThe running speed of (2); e.g. of the typeijRepresenting the emptying time of the j phase at the ith intersection; Δ T represents the time from the bus triggering the detector to the signal light reacting; gijPhase time representing the jth phase of the ith intersection comprises green time and clearing time; y _ PIiIndicating intersection SiThe clearing time of the phase insertion.
Preferably, the bus passing the intersection constraint with the second insertion phase comprises:
Figure BDA0001963596040000041
Figure BDA0001963596040000042
Figure BDA0001963596040000043
Figure BDA0001963596040000044
wherein the content of the first and second substances,
Figure BDA0001963596040000045
indicating that the bus leaves the ith intersection SiThe difference between the time of the stop line and the green light start time;
Figure BDA0001963596040000046
indicating that the y bus is at the intersection SiWhether parking is available or not is a variable of 0-1;
Figure BDA0001963596040000047
indicating that the y bus is at the intersection SiTime to wait for parking; n represents the total number of intersections in the trunk network; f2iA lighting timing indicating a phase inserted between phase 3 and phase 4;
Figure BDA0001963596040000048
indicating whether the y-th bus is driven off the intersection S by using the second insertion phasei；PIiIndicating intersection SiPhase interpolated green time; z represents the reciprocal of the cycle duration C; LDiIndicating intersection SiDistance from the upstream bus lane detector to the stop line;
Figure BDA0001963596040000049
showing the y bus from the intersection Si+1To SiThe running speed of (2); e.g. of the typeijRepresenting the emptying time of the j phase at the ith intersection; Δ T represents the time from the bus triggering the detector to the signal light reacting; gijPhase time representing the jth phase of the ith intersection comprises green time and clearing time; y _ PIiIndicating intersection SiIn phase insertionThe time of emptying.
Compared with the prior art, the invention has the following advantages:
1. the method considers the operation benefits of multiple traffic flows, specifically considers the operation characteristics of two traffic flows of common vehicles and public transport vehicles in the society, and designs and coordinately controls the green wave band aiming at different traffic flows, so that the bandwidth of the green wave band can adapt to the random fluctuation of the bus operation, the bus priority control effects of green light extension, red light early break, phase insertion and the like adopted by the bus are improved, and the comprehensive control effect is improved.
2. According to the method, by adjusting signal coordination control parameters such as the period and the phase difference, the operation of coordinating two types of traffic flows by the green wave band of the car and the green wave band of the bus is designed, the randomness of parameters such as the number of buses arriving in one period, the time of the buses entering the research road network range, the driving speed between every two adjacent intersections, the stop time of each bus stop and the like is considered, and the accuracy and the applicability of an optimization result are improved.
Drawings
FIG. 1 is a variable diagram of a mathematical optimization model according to the present invention;
FIG. 2 is a time-space diagram of the results of the unidirectional trunk signal coordination stochastic optimization model in an embodiment;
FIG. 3 is a time-space diagram of the optimization result of the comparison model A in the embodiment;
FIG. 4 is a time-space diagram of the optimization result of the comparison model B in the embodiment.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments. The present embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.
Examples
The application provides an optimization method of a multi-bandwidth trunk road bus control scheme, and in the example, the method is based on the following assumptions:
(1) each period is independent, and the traffic flow and arrival distribution are consistent;
(2) when a plurality of buses arrive in one period, at most one bus at each intersection can use a bus priority strategy;
(3) when a plurality of buses arrive in a period, the running of the buses is not interfered by other buses, but the principle that the bus which arrives the stop line first also drives away from the intersection first is met;
(4) the running speed of the bus at the road section between two adjacent intersections is unchanged, and the acceleration and deceleration process can be instantly finished when the bus stops or starts at a bus stop and the intersections.
The method comprises the following steps:
s1, setting a detection point according to a certain distance in a certain line with a plurality of intersections in a trunk line network, acquiring track data of running of a plurality of buses, wherein the buses adopt a bus priority strategy;
and S2, optimizing the traffic flow from the intersection to the final intersection in the trunk network by adjusting the period, the phase difference signal, the green wave band of the car and the track variable of the bus by using a mathematical optimization model, and obtaining an optimized control scheme of the bus.
In this embodiment, in an application scenario, for example, bus trajectory data of a certain unidirectional trunk network in a certain city at early peak time of 3/20/2017 is taken as an example, data detection points of geomagnetism and RFID are set according to a certain distance, detected trajectory data of bus running includes information of a bus ID, time passing a detection section, running speed and the like, and a running trajectory of a bus can be restored according to an actual position of the detection point on a road. The buses of the route are one shift every 3 minutes, and 10 continuous vehicle tracks collected in half an hour are used as sample tracks optimized by the signal timing scheme in the time period.
For intersection S controlled by signal1,S2,...,SnA formed trunk network for coordinating slave crossings S1After driving to cross SnIncluding car traffic flow and bus traffic flow. As shown in FIG. 1, the decision variables include the description of the green band of the car and the trajectory of the bus in addition to the period and phase differenceAnd a bus priority strategy implementation scheme corresponding to the bus track.
The objective function of the mathematical optimization model in the step S2 includes a car-related objective function and a bus-related objective function; the constraint conditions of the mathematical optimization model comprise car-related constraint conditions and bus-related constraint conditions.
Car related objective function faThe method is to simultaneously meet the requirements that the number of vehicles without stopping cars is as large as possible, the green wave band bandwidth of the cars is as large as possible, and the deviation of the center line of the cars after the green wave bands are disconnected is as small as possible, and specifically comprises the following steps:
Figure BDA0001963596040000061
wherein the content of the first and second substances,
Figure BDA0001963596040000062
indicates the ith intersection SiWhether the green wave band of the car is disconnected or not is a variable of 0-1, wherein 0 represents that the green wave band is not disconnected, and 1 represents that the green wave band is disconnected;
Figure BDA0001963596040000063
denotes SiThe distance of the center line offset of the green wave band of the car;
Figure BDA0001963596040000064
indicating intersection SiThe width of the green wave band of the cars on the downstream road section,
Figure BDA0001963596040000065
each represents an arbitrary positive number, wherein
Figure BDA0001963596040000066
Figure BDA0001963596040000067
ζiA fleet dispersion correction factor is represented and,
Figure BDA0001963596040000068
indicating intersection SiAnd (4) the coordinated target traffic flow in the uplink (downlink) direction.
The car related constraint condition considers the sub-area division and green wave design coordination optimization to realize the optimal solution of the sub-area division and the phase difference optimization at the same time, and comprises the following steps: the method comprises the steps of cycle length constraint, car green wave band correlation constraint, subregion related variable constraint, mutual relation between every two adjacent intersections and phase difference constraint, green wave band and actual traffic flow operation consistency constraint and required bandwidth constraint. The method comprises the following specific steps:
(1) and (3) cycle length constraint:
1/Cmax≤z≤1/Cmin
Figure BDA0001963596040000069
wherein C represents the cycle duration, CmaxDenotes the maximum cycle duration, CminRepresenting the minimum cycle duration and z representing the inverse of the cycle duration.
(2) And (3) constraining the phase difference between every two adjacent intersections:
0≤Oi＜1,i＝1,...,n
wherein, OiIndicating intersection SiThe absolute phase difference of (a).
(3) The related constraint of the green wave band of the car is a green wave band position constraint, comprising:
Figure BDA00019635960400000610
Figure BDA00019635960400000611
wherein the content of the first and second substances,
Figure BDA00019635960400000612
indicates the ith intersection SiGreen wave of car on downstream road sectionA width of the strip;
Figure BDA00019635960400000613
denotes SiThe difference between the green wave band central line of the car on the downstream road section and the starting time of the green light; gi1Phase time representing the 1 st phase of the ith intersection comprises green time and clearing time; n represents the total number of intersections in the trunk network.
(4) Mutual constraint between every two adjacent intersections:
Figure BDA0001963596040000071
wherein the content of the first and second substances,
Figure BDA0001963596040000072
denotes SiThe difference between the central line of the green wave band of the car on the downstream road section and the starting time of the green light,
Figure BDA0001963596040000073
denotes SiThe bus travel time on the downstream road segment (excluding the stop time),
Figure BDA0001963596040000074
the number of variables of the integer is represented,
Figure BDA0001963596040000075
the distance of the center line offset of the green band of the car at the (i + 1) th intersection is shown.
(5) The related variable constraints of the subdivision include:
Figure BDA0001963596040000076
Figure BDA0001963596040000077
wherein the content of the first and second substances,
Figure BDA0001963596040000078
indicates the ith intersection SiWhether the green wave band of the car is disconnected or not is a variable of 0-1;
Figure BDA0001963596040000079
denotes SiThe distance of the center line offset of the green wave band of the car;
Figure BDA00019635960400000710
indicating intersection SiThe width of green bandwidth of cars on the downstream road section; n represents the total number of intersections in the trunk network; m represents a very large positive number.
(6) Green band and actual traffic flow operational consistency constraints:
Figure BDA00019635960400000711
Figure BDA00019635960400000712
wherein, gi+1.1And phase time of the 1 st phase at the i +1 st intersection is represented, and comprises green time and clearing time.
(7) And (3) constraint of required bandwidth:
Figure BDA00019635960400000713
wherein x isiAnd the required bandwidth of the green wave band of the car on the downstream road section of the intersection is represented.
Bus related objective function fbConsists of eight parts: firstly, the number of times of stopping the bus at the intersection is minimum, and secondly, the delay time at the intersection is shortest; the implementation frequency of the green light extension strategy is minimum; the green light prolongs the shortest time; the number of times of implementing the red light early-off strategy is minimum; sixthly, the early breaking time of the red light is shortest; the number of times of implementing the first insertion phase strategy is minimum; b implementing a second interpolation phase strategyThe number of times is minimal. The method specifically comprises the following steps:
Figure BDA00019635960400000714
wherein the content of the first and second substances,
Figure BDA0001963596040000081
indicating that the y bus is at the intersection SiWhether parking is available or not is a variable of 0-1;
Figure BDA0001963596040000082
indicating that the y bus is at the intersection SiTime to wait for parking; y represents the total number of arriving buses in one period;
Figure BDA0001963596040000083
indicating intersection SiThe green light is prolonged;
Figure BDA0001963596040000084
each represents an arbitrary integer, wherein
Figure BDA0001963596040000085
Figure BDA0001963596040000086
Each represents an arbitrary integer, wherein
Figure BDA0001963596040000087
ζiA fleet dispersion correction factor is represented and,
Figure BDA0001963596040000088
indicating intersection SiTarget traffic flow in the coordinated upstream (downstream) direction;
Figure BDA0001963596040000089
indicating whether the y-th bus is driven away from the intersection using the green light extension strategy,
Figure BDA00019635960400000810
indicating whether the y-th bus is driven away from the intersection by using the red light early-breaking strategy,
Figure BDA00019635960400000811
indicating whether the y-th bus is driving off the intersection with the first insertion phase,
Figure BDA00019635960400000812
whether the y-th bus is driven away from the intersection by using the second insertion phase is all variable 0-1, wherein 0 represents no, and 1 represents yes;
Figure BDA00019635960400000813
indicating that the y bus is at the intersection SiThe red light actually used is early off.
The related constraint conditions of the bus comprise: mutual restraint between two adjacent intersections, bus stop and delay restraint, bus travel time restraint, the time restraint that the bus departed from the intersection stop line, the restraint that the bus departed from the intersection during normal green light, bus trigger green light extension strategy restraint, bus trigger red light early-break strategy restraint, the bus utilizes first phase of inserting to pass through the intersection restraint, the bus utilizes second phase of inserting to pass through the intersection restraint, the at most one car at any intersection uses the bus priority strategy restraint, the first vehicle that arrives at the stop line drives first and leaves the intersection restraint, its concrete restraint is as follows:
(1) the bus triggers green light extension strategy constraint:
if the bus leaves the intersection by using the green light extension strategy, the bus is inevitably detected before the green light of the phase 1 is finished, and the signaler can react to finish issuing the signal priority scheme:
Figure BDA00019635960400000814
Figure BDA00019635960400000815
Figure BDA00019635960400000816
Figure BDA00019635960400000817
wherein, LDiRepresents the reciprocal of the cycle duration;
Figure BDA00019635960400000818
showing the y bus from the intersection Si-1To SiThe running speed of (2); e.g. of the typei1Indicating the emptying time of the 1 st phase at the ith intersection; Δ T represents the time from the bus triggering the detector to the signal light reacting; gi1Phase time representing phase 1 of the ith intersection, including green time and clear time, GEmax.iIndicating intersection SiMaximum green extension time of (2);
Figure BDA00019635960400000819
indicating that the bus leaves the ith intersection SiThe difference between the time of the stop line and the green light start time;
Figure BDA00019635960400000820
indicating that the y bus is at the intersection SiWhether parking is available or not is a variable of 0-1;
Figure BDA00019635960400000821
indicating that the y bus is at the intersection SiWaiting for a stop.
(2) The bus triggers the early-break strategy constraint of the red light:
if the bus leaves the intersection by using the red light early-breaking strategy, the bus is inevitably detected before the end of the green light of the last phase (phase J) (the green light time when the red light is early broken), and the signaler can react in time to complete the issuing of the signal priority scheme:
Figure BDA0001963596040000091
Figure BDA0001963596040000092
Figure BDA0001963596040000093
wherein the content of the first and second substances,
Figure BDA0001963596040000094
indicating whether the y-th bus is driven away from the intersection by using the red light early-breaking strategyi，
Figure BDA0001963596040000095
Indicating that the y bus is at the intersection SiRed light early off time, RT, actually usedmax.iIndicating intersection SiMaximum early red light off time of eiJIndicating the clearing time of the J-th phase at the ith intersection.
(3) The bus passing intersection constraint with the first insertion phase comprises:
if the bus leaves the intersection by using the insertion phase between the phase 2 and the phase 3, the bus is inevitably detected before the end of the green time of the phase 2 (the green time when the phase is inserted), and the annunciator has to respond to the completion of the issuing of the signal priority scheme:
Figure BDA0001963596040000096
Figure BDA0001963596040000097
Figure BDA0001963596040000098
Figure BDA0001963596040000099
wherein, F1iA lighting timing indicating a phase inserted between phase 2 and phase 3; PI (proportional integral)iIndicating intersection SiPhase interpolated green time; z represents the reciprocal of the cycle duration C; LDiIndicating intersection SiDistance from the upstream bus lane detector to the stop line; e.g. of the typeijRepresenting the emptying time of the j phase at the ith intersection; Δ T represents the time from the bus triggering the detector to the signal light reacting; gijPhase time representing the jth phase of the ith intersection comprises green time and clearing time; y _ PIiIndicating intersection SiThe clearing time of the phase insertion.
(4) The bus passing the intersection constraint with the second insertion phase comprises:
if the bus leaves the intersection by using the insertion phase between the phase 3 and the phase 4, the bus is inevitably detected before the end of the green time of the phase 3 (the green time when the phase is inserted), and the annunciator has to respond to the completion of the issuing of the signal priority scheme:
Figure BDA0001963596040000101
Figure BDA0001963596040000102
Figure BDA0001963596040000103
Figure BDA0001963596040000104
wherein, F2iA lighting timing indicating a phase inserted between phase 3 and phase 4;
Figure BDA0001963596040000105
indicating whether the y-th bus is driven off the intersection S by using the second insertion phaseiIs a variable from 0 to 1; PI (proportional integral)iIndicating intersection SiPhase interpolated green time; y _ PIi represents intersection SiThe clearing time of the phase insertion.
(5) The mutual constraint between every two adjacent intersections comprises the following steps:
the vehicle track of the bus also needs to meet the mutual constraint relation between every two adjacent intersections, and the difference is that the travel time of the bus on the road section is the travel time except the driving time
Figure BDA0001963596040000106
Waiting time of parking caused by signal lamp
Figure BDA0001963596040000107
Besides, the station time
Figure BDA0001963596040000108
In addition, the phase difference, the vehicle track, and the time a of the bus arriving at the stop line at the first intersectionyCertain constraints should also be satisfied:
Figure BDA0001963596040000109
Figure BDA00019635960400001010
wherein, ayIndicating the time at which the y-th bus reaches the stop line at the first intersection,
Figure BDA00019635960400001011
is an integer variable.
(6) Parking and delay constraints include:
by means of variables
Figure BDA00019635960400001012
To describe that the bus is at the intersection SiWhether or not to stop due to the retardation of the signal light, when the time for waiting for stopping
Figure BDA00019635960400001013
Then
Figure BDA00019635960400001014
When in use
Figure BDA00019635960400001015
Then
Figure BDA00019635960400001016
In addition, the time of parking waiting
Figure BDA00019635960400001017
Not greater than the red light time. The method specifically comprises the following steps:
Figure BDA00019635960400001018
Figure BDA00019635960400001019
(7) the travel time constraints include:
speed of bus on road section
Figure BDA00019635960400001020
And travel time
Figure BDA00019635960400001021
Satisfying the equality constraints. It should be noted that car speed
Figure BDA00019635960400001022
Is intersection Si+1The running speed of the downstream road section is
Figure BDA00019635960400001023
Is intersection SiThe speed of the upstream link.
Figure BDA00019635960400001024
Wherein L isiIndicating intersection SiAnd Si+1The distance between them.
(8) The restriction of driving away from the intersection during a normal green light includes:
if the bus is driven away from the intersection in the period of normal green light, the bus is started to drive away from the intersection
Figure BDA0001963596040000111
Fall in the range of 0 to gi1-ei1z, this time variable
Figure BDA0001963596040000112
Otherwise
Figure BDA0001963596040000113
Further, if the vehicle has a parking wait and passes through the intersection during a normal green light, it must pass through the intersection immediately after the green light is turned on. The method specifically comprises the following steps:
Figure BDA0001963596040000114
Figure BDA0001963596040000115
wherein the content of the first and second substances,
Figure BDA0001963596040000116
indicating the y busWhether the vehicle is driven off the intersection during the normal green light is a variable 0-1, wherein 0 indicates that the vehicle is not driven off the intersection during the normal green light and 1 indicates that the vehicle is driven off the intersection during the normal green light.
(9) The time constraint of the bus driving away from the stop line of the intersection comprises the following steps:
if the bus is driven away from the intersection during the normal green light, no vehicle triggers no signal priority strategy, otherwise, signal priority is used. There are five total situations for bus y: driving away from the intersection during a normal green light period, triggering a green light extension strategy to drive away from the intersection, triggering a red light early-off strategy to drive away from the intersection, driving away from the intersection by using an insertion phase between a phase 2 and a phase 3, and driving away from the intersection by using an insertion phase between a phase 3 and a phase 4. At the intersection SiOnly one of the five conditions mentioned above occurs. In addition, whenever an active precedence strategy is used, i.e. variable
Figure BDA0001963596040000117
Either one equals 1, then the arrival time of the vehicle must be during the red light.
Figure BDA0001963596040000118
Figure BDA0001963596040000119
Wherein the content of the first and second substances,
Figure BDA00019635960400001110
indicating whether the y-th bus is driven away from the intersection during the normal green light period;
Figure BDA00019635960400001111
indicating whether the y bus leaves the intersection by using a green light extension strategy;
Figure BDA00019635960400001112
is shown asWhether y buses leave the intersection by using a red light early-off strategy or not;
Figure BDA00019635960400001113
indicating whether the y bus is driven away from the intersection by using the first insertion phase;
Figure BDA00019635960400001114
indicating whether the y-th bus is driven off the intersection by the second insertion phase.
(10) The method for limiting the use of the bus priority strategy by at most one vehicle at any intersection comprises the following steps:
in order to avoid excessive interference of an active priority strategy on car flow, active signal priority can be provided for at most one car in one period. When a plurality of vehicles arrive in one period, namely Y >1, the number of the vehicles arriving at the first intersection in one period is the number, when the vehicles travel to the subsequent intersection, the vehicles may not arrive at the intersection stop line in the same period, but due to the assumption of consistent traffic distribution, the vehicles arriving in the current period and the vehicles arriving in the subsequent period have competition of a priority strategy. Thus, for any intersection, at most one vehicle is constrained to use an active priority strategy.
Figure BDA0001963596040000121
Wherein the content of the first and second substances,
Figure BDA0001963596040000122
and the y bus represents whether the y bus drives away from the intersection during the normal green light, and the y bus is a variable of 0-1, wherein 0 represents that the y bus does not drive away from the intersection during the normal green light, and 1 represents that the y bus drives away from the intersection during the normal green light.
(11) The first-to-stop-line vehicle-first-to-exit-intersection constraint includes:
if the y1 th bus arrives at the intersection SiIs less than the y2 th bus, i.e.
Figure BDA0001963596040000123
Then the y1 th bus leaves the intersection SiIs also less than the y2 th bus.
Figure BDA0001963596040000124
Figure BDA0001963596040000125
Figure BDA0001963596040000126
Figure BDA0001963596040000127
Figure BDA0001963596040000128
Figure BDA0001963596040000129
In this embodiment, according to the actual road condition, the parameter values are given as follows: cmin＝100s，Cmax＝220s；
Figure BDA00019635960400001210
GEmax.i＝0.08，RTmax.i＝0.08，PIi＝10，Y_PIi＝3，
Figure BDA00019635960400001211
LDi＝50，
Figure BDA00019635960400001212
Δ T ═ 1. As shown in FIG. 1, the coordinating partyThe optimal green band is obtained for the oncoming car traffic, the green band on the entire coordination path is not broken, and the green band bandwidth is equal to the minimum green time (0.3158 cycle duration) for the coordination direction.
As shown in fig. 2, a first bus arrives at the intersection S1 at the beginning of a red light, 6S green light is provided to prolong the passing through the intersection, a second intersection meets the red light and stops waiting, and the intersection is not provided with a bus priority strategy, because the cost of the implementation of the priority strategy is greater than the benefit of the implementation of the priority strategy, the bus passes through a green light at a subsequent intersection. The 10 buses are blocked by the signal lamps at the intersections, each bus stops 0.8 times averagely, the average delay time is 16.6s, a green light prolonging strategy is used for 0.5 times, a red light early-breaking strategy is used for 0.4 times, and a phase insertion strategy is used for 0.4 times.
In order to further verify the optimization effect of the model, two comparison models are set: comparing a model A, keeping signal coordination control parameters (period and phase difference) obtained by optimizing the mathematical model of the method unchanged, and ensuring that a dynamic control strategy does not follow an effectiveness principle (priority control in a balanced running state) any more, but can give priority to the signals, namely, the intersection detects the arrival of the bus, and if a bus priority strategy is implemented, the delay of the bus at the current intersection can be reduced, the bus is given priority to the signals; and secondly, when the model B is compared and coordinated control parameters such as period, phase difference and the like are optimized, the bus priority strategy is not considered, the randomness of bus operation is still considered, and the bus priority strategy follows the validity principle.
Compared with the model A, the coordination control parameters are consistent with the optimization result of the mathematical model of the method, namely C is 143, O1＝0，O2＝0.0260，O3＝0.1931，O4＝0.4247，O50.6672. The bus priority strategy follows the principle of priority, and the travel track space-time diagram of the 10 buses under the control scheme is shown in fig. 3. For example, the first bus still uses the green light of 6S to extend to pass through the intersection at the intersection S1, and unlike fig. 2, the bus adopts the red light early-off strategy at each subsequent intersection, and finally is turned on and offThe parking times on the whole coordination path are unchanged, and the delay time is slightly reduced. Under the control scheme of the comparison model A, the delay time of each vehicle of the 10 buses is reduced from 16.6s to 12.03s, but the number of parking times is increased from 0.8 to 1.0, the number of usage times and the time of the active priority strategy are both increased remarkably, and the objective function value of each bus is increased from 34.69 to 46.41. Compared with the model A, the use of unnecessary active priority strategies can be obviously reduced through the active priority validity principle, and the influence on the traffic flow operation of the car is reduced while the operation benefit of the bus is ensured.
The implementation of a bus priority strategy is not considered when the coordination control scheme is optimized in the comparison model B, the optimization result is C-100, and O1＝0，O2＝0.2600，O3＝0.3259，O4＝0.5913，O50.9542, the bus priority policy still follows the validity principle. The travel track space-time diagram of the 10 buses under the control scheme is shown in fig. 4. Under the control scheme of the comparison model B, the number of times of all the 10 buses is 1.30, the delay time of all the buses is 37.07s, compared with the optimization result of the model in the current chapter, the parking and the delay are both obviously increased, and the objective function value of the buses is increased from 34.69 to 54.07. The comparison model B shows that for a road network that can implement the active priority policy, when optimizing coordination control parameters such as period and phase difference, the possible implementation condition of the active priority policy also needs to be considered, so that the optimal coordination scheme in the true sense can be obtained.

Claims (1)

1. A method for optimizing a multi-bandwidth trunk bus control scheme is characterized by comprising the following steps:
s1, setting a detection point according to a certain distance in a certain line with a plurality of intersections in a trunk line network, and acquiring the running track data of a plurality of buses, wherein the buses adopt a bus priority strategy;
s2, optimizing the traffic flow from the front intersection to the last intersection in the trunk network by adjusting the period, the phase difference signal, the green wave band of the car and the track variable of the bus by using a mathematical optimization model to obtain an optimized control scheme of the bus;
the objective function of the mathematical optimization model comprises a car-related objective function and a bus-related objective function; the constraint conditions of the mathematical optimization model comprise car-related constraint conditions and bus-related constraint conditions;
the car-related constraints include: the method comprises the following steps of period length constraint, car green wave band relevant constraint, subregion relevant variable constraint, car green wave band design speed constraint, mutual constraint between every two adjacent intersections and phase difference constraint, green wave band and actual traffic flow operation consistency constraint and required bandwidth constraint;
the bus related constraint conditions comprise: mutual restraint between two adjacent intersections, bus stop and delay restraint, bus running time restraint, time restraint of bus leaving an intersection stop line, restraint of bus leaving the intersection during normal green light, restraint of bus triggering green light extension strategy restraint, restraint of bus triggering red light early breaking strategy restraint, restraint of bus passing the intersection by using a first insertion phase, restraint of bus passing the intersection by using a second insertion phase, restraint of at most one bus at any intersection by using a bus priority strategy, and restraint of bus leaving the intersection before arriving at the stop line;
the car-related objective function is: simultaneously, the method meets the requirements that the number of vehicles without stopping the car is as large as possible, the bandwidth of the green wave band of the car is as large as possible, and the deviation of the central line of the car after the green wave band is disconnected is as small as possible, and specifically comprises the following steps:
Figure FDA0003105477850000011
wherein the content of the first and second substances,
Figure FDA0003105477850000012
indicates the ith intersection SiWhether the green wave band of the car is disconnected or not is a variable of 0-1, wherein 0 represents that the green wave band is not disconnected, and 1 represents that the green wave band is disconnected;
Figure FDA0003105477850000013
denotes SiThe distance of the center line offset of the green wave band of the car;
Figure FDA0003105477850000014
indicating intersection SiThe width of the green wave band of the cars on the downstream road section,
Figure FDA0003105477850000015
each represents an arbitrary positive number, wherein
Figure FDA0003105477850000016
Figure FDA0003105477850000017
ζiA fleet dispersion correction factor is represented and,
Figure FDA0003105477850000018
indicating intersection SiTarget traffic flow in the coordinated up/down direction;
the bus related objective function is: meanwhile, the method meets the requirements that the number of times of parking of the bus at the intersection is minimum, the delay time at the intersection is shortest, the number of times of implementing a green light extension strategy is minimum, the time of extending a green light is shortest, the number of times of implementing a red light early-break strategy is minimum, the time of early-break of a red light is shortest, the number of times of implementing a first insertion phase strategy is minimum, and the number of times of implementing a second insertion phase strategy is minimum, and specifically comprises the following steps:
Figure FDA0003105477850000021
wherein the content of the first and second substances,
Figure FDA0003105477850000022
indicating that the y bus is at the intersection SiWhether parking is available or not is a variable of 0-1;
Figure FDA0003105477850000023
indicating that the y bus is at the intersection SiTime to wait for parking; y represents the total number of arriving buses in one period;
Figure FDA0003105477850000024
indicating intersection SiThe green light is prolonged;
Figure FDA0003105477850000025
each represents an arbitrary integer, wherein
Figure FDA0003105477850000026
Figure FDA0003105477850000027
Each represents an arbitrary integer, wherein
Figure FDA0003105477850000028
ζiA fleet dispersion correction factor is represented and,
Figure FDA0003105477850000029
indicating intersection SiTarget traffic flow in the coordinated up/down direction;
Figure FDA00031054778500000210
indicating whether the y-th bus is driven away from the intersection using the green light extension strategy,
Figure FDA00031054778500000211
indicating whether the y-th bus is driven away from the intersection by using the red light early-breaking strategy,
Figure FDA00031054778500000212
indicating whether the y-th bus is driving off the intersection with the first insertion phase,
Figure FDA00031054778500000213
whether the y-th bus is driven away from the intersection by using the second insertion phase is all variable 0-1, wherein 0 represents no, and 1 represents yes; RT (reverse transcription)i hIndicating that the y bus is at the intersection SiThe red light used in practice is early off;
the cycle length constraint is as follows:
1/Cmax≤z≤1/Cmin
Figure FDA00031054778500000214
wherein C represents the cycle duration, CmaxDenotes the maximum cycle duration, CminRepresents the minimum cycle duration, z represents the reciprocal of the cycle duration;
and the phase difference between every two adjacent intersections is constrained:
0≤Oi＜1,i＝1,...,n
wherein, OiIndicating intersection SiAbsolute phase difference of (a);
the car green band related constraints include:
Figure FDA00031054778500000215
Figure FDA0003105477850000031
wherein the content of the first and second substances,
Figure FDA0003105477850000032
indicates the ith intersection SiThe width of green bandwidth of cars on the downstream road section;
Figure FDA0003105477850000033
denotes SiCar on downstream road sectionThe difference between the green band centerline and the green lamp start time; gijPhase time representing the jth phase of the ith intersection comprises green time and clearing time; n represents the total number of intersections in the trunk network;
the related variable constraint of the subdivision comprises:
Figure FDA0003105477850000034
Figure FDA0003105477850000035
wherein the content of the first and second substances,
Figure FDA0003105477850000036
indicates the ith intersection SiWhether the green wave band of the car is disconnected or not is a variable of 0-1, wherein 0 represents that the green wave band is not disconnected, and 1 represents that the green wave band is disconnected;
Figure FDA0003105477850000037
denotes SiThe distance of the center line offset of the green wave band of the car;
Figure FDA0003105477850000038
indicating intersection SiThe width of green bandwidth of cars on the downstream road section; n represents the total number of intersections in the trunk network; m represents a maximum positive number;
and the mutual constraint between every two adjacent intersections is as follows:
Figure FDA0003105477850000039
wherein the content of the first and second substances,
Figure FDA00031054778500000310
denotes SiGreen zone centerline and green light start of car on downstream roadThe difference in the time of day is,
Figure FDA00031054778500000311
denotes SiThe running time of the bus on the downstream road section does not include the standing time,
Figure FDA00031054778500000312
the number of variables of the integer is represented,
Figure FDA00031054778500000313
representing the offset distance of the central line of the green wave band of the car at the (i + 1) th intersection;
green band and actual traffic flow operational consistency constraints:
Figure FDA00031054778500000314
Figure FDA00031054778500000315
wherein, gi+1,1Phase time representing the 1 st phase of the (i + 1) th intersection comprises green time and clearing time;
and (3) constraint of required bandwidth:
Figure FDA00031054778500000316
wherein x isiRepresenting the required bandwidth of green wave bands of cars on the downstream road section of the intersection;
the bus triggers green light extension strategy constraint:
Figure FDA00031054778500000317
Figure FDA00031054778500000318
Figure FDA00031054778500000319
Figure FDA00031054778500000320
wherein, LDiRepresents the reciprocal of the cycle duration;
Figure FDA0003105477850000041
showing the y bus from the intersection Si-1To SiThe running speed of (2); e.g. of the typei1Indicating the emptying time of the 1 st phase at the ith intersection; Δ T represents the time from the bus triggering the detector to the signal light reacting; gi1Phase time representing phase 1 of the ith intersection, including green time and clear time, GEmax.iIndicating intersection SiMaximum green extension time of (2);
Figure FDA0003105477850000042
indicating that the bus leaves the ith intersection SiThe difference between the time of the stop line and the green light start time;
Figure FDA0003105477850000043
indicating that the y bus is at the intersection SiWhether parking is available or not is a variable of 0-1;
Figure FDA0003105477850000044
indicating that the y bus is at the intersection SiTime to wait for parking;
the bus triggers the early-break strategy constraint of the red light:
Figure FDA0003105477850000045
Figure FDA0003105477850000046
Figure FDA0003105477850000047
wherein the content of the first and second substances,
Figure FDA0003105477850000048
indicating whether the y-th bus is driven away from the intersection by using the red light early-breaking strategyi，RTi yIndicating that the y bus is at the intersection SiRed light early off time, RT, actually usedmax.iIndicating intersection SiMaximum early red light off time of eiJIndicating the emptying time of the J-th phase at the ith intersection;
the mutual constraint between the two adjacent intersections comprises:
Figure FDA0003105477850000049
Figure FDA00031054778500000410
wherein, ayIndicating the time at which the y-th bus reaches the stop line at the first intersection,
Figure FDA00031054778500000411
is an integer variable;
the parking and delay constraints include:
Figure FDA00031054778500000412
Figure FDA00031054778500000413
the travel time constraints include:
speed of bus on road section
Figure FDA00031054778500000414
And travel time
Figure FDA00031054778500000415
Satisfying equality constraint, car speed
Figure FDA00031054778500000416
Is intersection Si+1The running speed of the downstream road section is
Figure FDA00031054778500000417
Is intersection SiSpeed of an upstream link:
Figure FDA00031054778500000418
wherein L isiIndicating intersection SiAnd Si+1The distance between them;
the restriction of driving away from the intersection during a normal green light comprises:
Figure FDA00031054778500000419
Figure FDA0003105477850000051
wherein the content of the first and second substances,
Figure FDA0003105477850000052
whether the y bus drives away from the intersection in the normal green light period or not is represented by a variable 0-1, wherein 0 represents that the y bus does not drive away from the intersection in the normal green light period, and 1 represents that the y bus drives away from the intersection in the normal green light period;
the time constraint of the bus driving away from the stop line of the intersection comprises the following steps:
Figure FDA0003105477850000053
Figure FDA0003105477850000054
wherein the content of the first and second substances,
Figure FDA0003105477850000055
indicating whether the y-th bus is driven away from the intersection during the normal green light period;
Figure FDA0003105477850000056
indicating whether the y bus leaves the intersection by using a green light extension strategy;
Figure FDA0003105477850000057
indicating whether the y bus is driven away from the intersection by using a red light early-breaking strategy;
Figure FDA0003105477850000058
indicating whether the y bus is driven away from the intersection by using the first insertion phase;
Figure FDA0003105477850000059
indicating whether the y bus drives away from the intersection by using the second insertion phase;
the method for restraining the use of the bus priority strategy by at most one vehicle at any intersection comprises the following steps:
Figure FDA00031054778500000510
wherein the content of the first and second substances,
Figure FDA00031054778500000511
whether the y bus drives away from the intersection in the normal green light period or not is represented by a variable 0-1, wherein 0 represents that the y bus does not drive away from the intersection in the normal green light period, and 1 represents that the y bus drives away from the intersection in the normal green light period;
the first-to-stop-line vehicle-first-to-exit-intersection constraint comprises:
Figure FDA00031054778500000512
Figure FDA00031054778500000513
Figure FDA00031054778500000514
the bus passing intersection constraint with the first insertion phase comprises:
Figure FDA00031054778500000515
Figure FDA00031054778500000516
Figure FDA00031054778500000517
Figure FDA00031054778500000518
wherein the content of the first and second substances,
Figure FDA0003105477850000061
indicating that the bus leaves the ith intersection SiThe difference between the time of the stop line and the green light start time;
Figure FDA0003105477850000062
indicating that the y bus is at the intersection SiWhether parking exists or not is a variable of 0-1, wherein 0 represents no parking, and 1 represents parking;
Figure FDA0003105477850000063
indicating that the y bus is at the intersection SiTime to wait for parking; n represents the total number of intersections in the trunk network; f1iA lighting timing indicating a phase inserted between phase 2 and phase 3;
Figure FDA0003105477850000064
indicating whether the y-th bus is driven off the intersection S by using the first insertion phaseiA variable of 0-1, wherein 0 indicates no drive-off with the first insertion phase and 1 indicates drive-off with the first insertion phase; PI (proportional integral)iIndicating intersection SiPhase interpolated green time; z represents the reciprocal of the cycle duration C; LDiIndicating intersection SiDistance from the upstream bus lane detector to the stop line;
Figure FDA0003105477850000065
showing the y bus from the intersection Si+1To SiThe running speed of (2); e.g. of the typeijRepresenting the emptying time of the j phase at the ith intersection; Δ T represents the time from the bus triggering the detector to the signal light reacting; gijIndicating the phase time of the jth phase at the ith intersectionIncluding green time and clear time; y _ PIiIndicating intersection SiThe clearing time of the phase insertion;
the bus passing intersection constraint with the second insertion phase comprises:
Figure FDA0003105477850000066
Figure FDA0003105477850000067
Figure FDA0003105477850000068
Figure FDA0003105477850000069
wherein the content of the first and second substances,
Figure FDA00031054778500000610
indicating that the bus leaves the ith intersection SiThe difference between the time of the stop line and the green light start time;
Figure FDA00031054778500000611
indicating that the y bus is at the intersection SiWhether parking is available or not is a variable of 0-1;
Figure FDA00031054778500000612
indicating that the y bus is at the intersection SiTime to wait for parking; n represents the total number of intersections in the trunk network; f2iA lighting timing indicating a phase inserted between phase 3 and phase 4;
Figure FDA00031054778500000613
indicating whether the y-th bus is driven off the intersection S by using the second insertion phasei；PIiIndicating intersection SiPhase interpolated green time; z represents the reciprocal of the cycle duration C; LDiIndicating intersection SiDistance from the upstream bus lane detector to the stop line;
Figure FDA00031054778500000614
showing the y bus from the intersection Si+1To SiThe running speed of (2); e.g. of the typeijRepresenting the emptying time of the j phase at the ith intersection; Δ T represents the time from the bus triggering the detector to the signal light reacting; gijPhase time representing the jth phase of the ith intersection comprises green time and clearing time; y _ PIiIndicating intersection SiThe clearing time of the phase insertion.
CN201910092239.9A 2019-01-30 2019-01-30 Optimization method of multi-bandwidth trunk road bus control scheme Active CN109712414B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201910092239.9A CN109712414B (en) 2019-01-30 2019-01-30 Optimization method of multi-bandwidth trunk road bus control scheme

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201910092239.9A CN109712414B (en) 2019-01-30 2019-01-30 Optimization method of multi-bandwidth trunk road bus control scheme

Publications (2)

Publication Number Publication Date
CN109712414A CN109712414A (en) 2019-05-03
CN109712414B true CN109712414B (en) 2021-09-03

Family

ID=66262016

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201910092239.9A Active CN109712414B (en) 2019-01-30 2019-01-30 Optimization method of multi-bandwidth trunk road bus control scheme

Country Status (1)

Country Link
CN (1) CN109712414B (en)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110211406B (en) * 2019-05-27 2021-03-26 同济大学 Bus arrival speed guide control method and system
US20230108068A1 (en) * 2020-03-02 2023-04-06 Weiping Meng Traffic Signal Polarized Green-Wave Control Method
CN111724584B (en) * 2020-04-13 2021-09-03 同济大学 Bus signal priority high-frequency multi-application-oriented dynamic control method
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
CN113205695B (en) * 2021-04-13 2022-02-18 东南大学 Multi-period length bidirectional trunk line green wave control method
CN113870606B (en) * 2021-10-28 2022-10-25 长沙理工大学 Traffic control method for simultaneously optimizing green wave bandwidth and stop layout of bus
CN117475654B (en) * 2023-11-02 2024-03-29 合肥工业大学设计院(集团)有限公司 Bus priority dynamic green wave control method based on intersection flow state

Citations (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101556740A (en) * 2009-04-30 2009-10-14 吉林大学 Bus priority signal timing method based on running schedule
JP2012207949A (en) * 2011-03-29 2012-10-25 Navitime Japan Co Ltd Navigation device, navigation system, navigation server, navigation method, and program
CN102956111A (en) * 2012-11-05 2013-03-06 华南理工大学 Method for coordinating and controlling urban arterial road group
WO2014071222A1 (en) * 2012-11-02 2014-05-08 Iteris, Inc. Universal interface for communication of traffic signal priority between mass transit vehicles and intersection signal controllers for priority request and control
JP2014229255A (en) * 2013-05-27 2014-12-08 住友電工システムソリューション株式会社 Traffic signal controller
CN104537849A (en) * 2014-12-16 2015-04-22 同济大学 Intersection bus stop overflow control method
CN104575038A (en) * 2015-01-05 2015-04-29 东南大学 Intersection signal control method considering priority of multiple buses
CN106384521A (en) * 2016-09-18 2017-02-08 广东工业大学 Single-intersection traffic signal optimization control method based on public transport priority
CN106710256A (en) * 2017-01-23 2017-05-24 同济大学 Passive priority method of tramcar signals under special right of way
CN106781563A (en) * 2016-12-27 2017-05-31 河海大学 A kind of city expressway intersection public transport priority signal coordinating timing method
CN106971569A (en) * 2017-03-27 2017-07-21 华南理工大学 The signal priority control method at intersection moment is reached based on prediction tramcar
CN107293133A (en) * 2017-08-14 2017-10-24 清华大学深圳研究生院 A kind of method for controlling traffic signal lights
CN107705591A (en) * 2017-09-22 2018-02-16 东南大学 A kind of tramcar and the cooperative control method of social wagon flow
CN107886744A (en) * 2017-11-01 2018-04-06 西南交通大学 One kind is used for subway station adjacent to intersection public transport priority signal control method
CN108335499A (en) * 2017-12-15 2018-07-27 上海电科智能系统股份有限公司 A kind of bus signals mode of priority of dynamic priority grade
CN108629993A (en) * 2018-04-27 2018-10-09 上海理工大学 A kind of bus priority signal timing optimization method suitable for high saturation intersection

Patent Citations (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101556740A (en) * 2009-04-30 2009-10-14 吉林大学 Bus priority signal timing method based on running schedule
JP2012207949A (en) * 2011-03-29 2012-10-25 Navitime Japan Co Ltd Navigation device, navigation system, navigation server, navigation method, and program
WO2014071222A1 (en) * 2012-11-02 2014-05-08 Iteris, Inc. Universal interface for communication of traffic signal priority between mass transit vehicles and intersection signal controllers for priority request and control
CN102956111A (en) * 2012-11-05 2013-03-06 华南理工大学 Method for coordinating and controlling urban arterial road group
JP2014229255A (en) * 2013-05-27 2014-12-08 住友電工システムソリューション株式会社 Traffic signal controller
CN104537849A (en) * 2014-12-16 2015-04-22 同济大学 Intersection bus stop overflow control method
CN104575038A (en) * 2015-01-05 2015-04-29 东南大学 Intersection signal control method considering priority of multiple buses
CN106384521A (en) * 2016-09-18 2017-02-08 广东工业大学 Single-intersection traffic signal optimization control method based on public transport priority
CN106781563A (en) * 2016-12-27 2017-05-31 河海大学 A kind of city expressway intersection public transport priority signal coordinating timing method
CN106710256A (en) * 2017-01-23 2017-05-24 同济大学 Passive priority method of tramcar signals under special right of way
CN106971569A (en) * 2017-03-27 2017-07-21 华南理工大学 The signal priority control method at intersection moment is reached based on prediction tramcar
CN107293133A (en) * 2017-08-14 2017-10-24 清华大学深圳研究生院 A kind of method for controlling traffic signal lights
CN107705591A (en) * 2017-09-22 2018-02-16 东南大学 A kind of tramcar and the cooperative control method of social wagon flow
CN107886744A (en) * 2017-11-01 2018-04-06 西南交通大学 One kind is used for subway station adjacent to intersection public transport priority signal control method
CN108335499A (en) * 2017-12-15 2018-07-27 上海电科智能系统股份有限公司 A kind of bus signals mode of priority of dynamic priority grade
CN108629993A (en) * 2018-04-27 2018-10-09 上海理工大学 A kind of bus priority signal timing optimization method suitable for high saturation intersection

Non-Patent Citations (7)

* Cited by examiner, † Cited by third party
Title
Designing Sustainable Public Transportation:Integrated Optimization of Bus Speed and Holding Time in a Connected Vehicle Environment;WeiWu, Wanjing Ma, Kejun Long, Heping Zhou，Yi Zhang;《Sustainability》;20161112;第8卷;全文 *
Influence of synchronized traffic light on the states of bus operating system;Shi-Gong Ge，Zhong-Jun Ding，Rui Jiang;《PhysicaＡ》;20160217;第453卷;全文 *
专用道公交信号优先协调控制方法研究;邹莉，马万经，孙 拓;《第十二届中国智能交通年会大会论文集》;20171130;正文第131-138页 *
公交信号优先控制策略研究综述;马万经，杨晓光;《城市交通》;20101130;第8卷(第6期);全文 *
基于交叉口群公交优先协调控制方法研究;马万经，吴志周，杨晓光;《土木工程学报》;20090228;第42卷(第2期);全文 *
车路协同下考虑绿波协调的公交优先控制;胡兴华，朱晓宁, 隆冰;《交通运输系统工程与信息》;20170630;第17卷(第3期);全文 *
面向动态公交专用道的信号优先控制方法研究;李超群;《中国优秀硕士学位论文全文数据库 工程科技Ⅱ辑》;20190115;全文 *

Also Published As

Publication number Publication date
CN109712414A (en) 2019-05-03

Similar Documents

Publication Publication Date Title
CN109712414B (en) Optimization method of multi-bandwidth trunk road bus control scheme
CN103688298B (en) For controlling the apparatus and method of traffic signals
CN111243301B (en) Traffic signal lamp green light duration determination device, method and system
CN102426790B (en) System and method for controlling level crossing passing
CN102646338B (en) Priority control method for bus signal based on green light demand
CN105844923B (en) A kind of induction type pedestrian's street crossing signal control method and system
CN104064041B (en) The traffic light regulating system preferential based on public transport fleet and method
CN104269065B (en) Two-way road and the one way traffic crossing optimization method with reverse public transportation lane
CN102419907A (en) Intelligent traffic signal control system considering safety of cross-street pedestrians
CN104966402A (en) Supersaturated traffic flow intersection queue overflow prevention and control method
CN104064037B (en) Highway and city expressway convergence part traffic cooperative control system
CN100447335C (en) 'One-road one-line straight movement type' public transport system station and crossing collaborative design and controlling method
CN108364486B (en) Multi-scene vehicle priority self-adaptive traffic signal control system and working method thereof
CN109754617B (en) High-traffic-efficiency traffic signal lamp control system
CN104575038A (en) Intersection signal control method considering priority of multiple buses
CN103871258A (en) Signal control method for preventing dead lock of intersection
CN103218921A (en) Quick bus signal priority cooperative control method of primary and secondary crossings
CN108389400B (en) Control method for utilizing left turn of straight lane on right side of intersection
CN104392614A (en) Jammed intersection signal timing method and traffic signal lamp control system
CN113487868B (en) Bus dynamic speed guidance-standing station control-signal priority cooperative control method
CN103794066A (en) Bus priority signal control method not involved with bus lane
JP2011233027A (en) Traffic signal control device
JPH0628597A (en) Road traffic flow controller
CN115565390A (en) Intelligent internet automobile multi-lane queue traffic control method and system and computer readable storage medium
CN113724509B (en) Time-space collaborative bus priority control method and device

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant