CN109712414B - Optimization method of multi-bandwidth trunk road bus control scheme - Google Patents
Optimization method of multi-bandwidth trunk road bus control scheme Download PDFInfo
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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
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:
wherein the content of the first and second substances,indicates the ith intersection SiThe width of green bandwidth of cars on the downstream road section;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:
wherein the content of the first and second substances,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;denotes SiThe distance of the center line offset of the green wave band of the car;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:
wherein the content of the first and second substances,indicating that the bus leaves the ith intersection SiThe difference between the time of the stop line and the green light start time;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;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;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;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:
wherein the content of the first and second substances,indicating that the bus leaves the ith intersection SiThe difference between the time of the stop line and the green light start time;indicating that the y bus is at the intersection SiWhether parking is available or not is a variable of 0-1;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;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;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:
wherein the content of the first and second substances,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;denotes SiThe distance of the center line offset of the green wave band of the car;indicating intersection SiThe width of the green wave band of the cars on the downstream road section,each represents an arbitrary positive number, wherein ζiA fleet dispersion correction factor is represented and,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
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:
wherein the content of the first and second substances,indicates the ith intersection SiGreen wave of car on downstream road sectionA width of the strip;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:
wherein the content of the first and second substances,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,denotes SiThe bus travel time on the downstream road segment (excluding the stop time),the number of variables of the integer is represented,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:
wherein the content of the first and second substances,indicates the ith intersection SiWhether the green wave band of the car is disconnected or not is a variable of 0-1;denotes SiThe distance of the center line offset of the green wave band of the car;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:
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:
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:
wherein the content of the first and second substances,indicating that the y bus is at the intersection SiWhether parking is available or not is a variable of 0-1;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;indicating intersection SiThe green light is prolonged;each represents an arbitrary integer, wherein Each represents an arbitrary integer, whereinζiA fleet dispersion correction factor is represented and,indicating intersection SiTarget traffic flow in the coordinated upstream (downstream) direction;indicating whether the y-th bus is driven away from the intersection using the green light extension strategy,indicating whether the y-th bus is driven away from the intersection by using the red light early-breaking strategy,indicating whether the y-th bus is driving off the intersection with the first insertion phase,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;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:
wherein, LDiRepresents the reciprocal of the cycle duration;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);indicating that the bus leaves the ith intersection SiThe difference between the time of the stop line and the green light start time;indicating that the y bus is at the intersection SiWhether parking is available or not is a variable of 0-1;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:
wherein the content of the first and second substances,indicating whether the y-th bus is driven away from the intersection by using the red light early-breaking strategyi,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:
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:
wherein, F2iA lighting timing indicating a phase inserted between phase 3 and phase 4;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 timeWaiting time of parking caused by signal lampBesides, the station timeIn 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:
wherein, ayIndicating the time at which the y-th bus reaches the stop line at the first intersection,is an integer variable.
(6) Parking and delay constraints include:
by means of variablesTo 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 stoppingThenWhen in useThenIn addition, the time of parking waitingNot greater than the red light time. The method specifically comprises the following steps:
(7) the travel time constraints include:
speed of bus on road sectionAnd travel timeSatisfying the equality constraints. It should be noted that car speedIs intersection Si+1The running speed of the downstream road section isIs intersection SiThe speed of the upstream link.
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 intersectionFall in the range of 0 to gi1-ei1z, this time variableOtherwiseFurther, 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:
wherein the content of the first and second substances,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. variableEither one equals 1, then the arrival time of the vehicle must be during the red light.
Wherein the content of the first and second substances,indicating whether the y-th bus is driven away from the intersection during the normal green light period;indicating whether the y bus leaves the intersection by using a green light extension strategy;is shown asWhether y buses leave the intersection by using a red light early-off strategy or not;indicating whether the y bus is driven away from the intersection by using the first insertion phase;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.
Wherein the content of the first and second substances,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.Then the y1 th bus leaves the intersection SiIs also less than the y2 th bus.
In this embodiment, according to the actual road condition, the parameter values are given as follows: cmin=100s,Cmax=220s;
GEmax.i=0.08,RTmax.i=0.08,PIi=10,Y_PIi=3,LDi=50,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:
wherein the content of the first and second substances,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;denotes SiThe distance of the center line offset of the green wave band of the car;indicating intersection SiThe width of the green wave band of the cars on the downstream road section,each represents an arbitrary positive number, wherein ζiA fleet dispersion correction factor is represented and,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:
wherein the content of the first and second substances,indicating that the y bus is at the intersection SiWhether parking is available or not is a variable of 0-1;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;indicating intersection SiThe green light is prolonged;each represents an arbitrary integer, wherein Each represents an arbitrary integer, whereinζiA fleet dispersion correction factor is represented and,indicating intersection SiTarget traffic flow in the coordinated up/down direction;indicating whether the y-th bus is driven away from the intersection using the green light extension strategy,indicating whether the y-th bus is driven away from the intersection by using the red light early-breaking strategy,indicating whether the y-th bus is driving off the intersection with the first insertion phase,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
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:
wherein the content of the first and second substances,indicates the ith intersection SiThe width of green bandwidth of cars on the downstream road section;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:
wherein the content of the first and second substances,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;denotes SiThe distance of the center line offset of the green wave band of the car;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:
wherein the content of the first and second substances,denotes SiGreen zone centerline and green light start of car on downstream roadThe difference in the time of day is,denotes SiThe running time of the bus on the downstream road section does not include the standing time,the number of variables of the integer is represented,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:
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:
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:
wherein, LDiRepresents the reciprocal of the cycle duration;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);indicating that the bus leaves the ith intersection SiThe difference between the time of the stop line and the green light start time;indicating that the y bus is at the intersection SiWhether parking is available or not is a variable of 0-1;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:
wherein the content of the first and second substances,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:
wherein, ayIndicating the time at which the y-th bus reaches the stop line at the first intersection,is an integer variable;
the parking and delay constraints include:
the travel time constraints include:
speed of bus on road sectionAnd travel timeSatisfying equality constraint, car speedIs intersection Si+1The running speed of the downstream road section isIs intersection SiSpeed of an upstream link:
wherein L isiIndicating intersection SiAnd Si+1The distance between them;
the restriction of driving away from the intersection during a normal green light comprises:
wherein the content of the first and second substances,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:
wherein the content of the first and second substances,indicating whether the y-th bus is driven away from the intersection during the normal green light period;indicating whether the y bus leaves the intersection by using a green light extension strategy;indicating whether the y bus is driven away from the intersection by using a red light early-breaking strategy;indicating whether the y bus is driven away from the intersection by using the first insertion phase;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:
wherein the content of the first and second substances,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:
the bus passing intersection constraint with the first insertion phase comprises:
wherein the content of the first and second substances,indicating that the bus leaves the ith intersection SiThe difference between the time of the stop line and the green light start time;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;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;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;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:
wherein the content of the first and second substances,indicating that the bus leaves the ith intersection SiThe difference between the time of the stop line and the green light start time;indicating that the y bus is at the intersection SiWhether parking is available or not is a variable of 0-1;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;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;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.
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