CN109816999B - Self-adaptive dynamic bidirectional green wave coordination control algorithm - Google Patents
Self-adaptive dynamic bidirectional green wave coordination control algorithm Download PDFInfo
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Abstract
The invention relates to the technical field of trunk line green wave control in traffic signal control, and discloses a self-adaptive dynamic bidirectional green wave coordination control algorithm, which comprises the following steps: 1) collecting the following parameters, the number N of main line intersections needing coordination control, and the distance between adjacent intersections on the main line, namely the distance Dist between the stop line of the intersection and the stop line of the next intersectioni. The self-adaptive dynamic bidirectional green wave coordination control algorithm can complete the control of the green wave of one trunk line by adopting different green wave band speeds in different driving directions of different road sections, can automatically adapt to road conditions of the road sections, dynamically adjusts the phase difference of each related intersection of the trunk line, is easy to implement, meets the requirement of actual road operation rules, quickly and accurately solves the phase difference of each intersection in the dynamic bidirectional green wave, and can achieve the characteristic that the green wave starts from the green light under the starting condition of the green light to enable the green wave bandwidth of the trunk line to be maximum.
Description
Technical Field
The invention relates to the technical field of trunk line green wave control in traffic signal control, in particular to a self-adaptive dynamic bidirectional green wave coordination control algorithm.
Background
At present, signal control technology is adopted at most of urban road network main road intersections in China, main control strategies comprise single-point control, main line coordination control and the like, however, the single-point control mode independently controlled by each intersection can cause frequent vehicle parking at the intersections, so that the traffic problems of low road network operation efficiency, increased travel delay and the like are caused, in order to solve the problems, the traffic signals of adjacent intersections on one main line are generally uniformly coordinated and controlled, so that the traffic delay and parking of traffic flow on the main line are reduced, the method has great significance for improving the traffic conditions of the whole city, the design method of the main road green wave coordination control mainly comprises a graphical method and a mathematical method and the like, wherein the graphical method is visual and easy to operate, wastes time and labor, better green wave effect is required to be obtained usually and needs to be repeatedly adjusted, and the method is particularly difficult when the number of intersections are large, even the method is powerless, and the numerical solution has the advantages of simple calculation, convenient realization and strong operability, and is applied to the design of some actual systems for coordinating and controlling the trunk road to a certain extent.
The traditional parameter configuration of trunk line green wave control is not easy, the test is required to be adjusted repeatedly, the trunk line green wave coordination control technology is only suitable for one vehicle speed and cannot be adjusted dynamically, different green wave band speeds and phase differences of intersections when green wave bands are required to be configured in different time periods, the design capability is limited, the trunk line green wave coordination control technology usually adopts the same green wave band speed on one trunk line or adopts different green wave band speeds on different road sections, but the green wave band speed is not the optimal green wave band speed of the road section per se and is set only due to the limitation of the design technology, however, the optimal green wave band speed in the trunk line coordination control technology is different under different conditions of early peak, late peak, daily peak, early-late peak, night peak and night, and the optimal green wave band speed of the same road section can be different in different directions at the same time, improper setting of the green wave band parameters cannot fully exert the effect of trunk line coordination control, so that the passing effect of the green wave band is greatly reduced.
Disclosure of Invention
Technical problem to be solved
The traditional trunk green wave control needs repeated adjustment and test, is usually only suitable for one vehicle speed, adopts the same green wave band speed on one trunk and cannot be dynamically adjusted; the traditional trunk line green wave also has different road sections adopting different green wave band speeds, but the reason for the design is that the limit of the design technology is not the requirement of the road section characteristics, for example, the normal running speed of a certain road section can reach 60km/h, but the design reason requires that the road section green wave band speed is 30km/h, so that the road section passing efficiency is greatly limited; the traditional green wave band coordination control has different configurations under different conditions of early peak, late peak, daily peak, early peak, late peak, night and the like, and the separation time during time-interval control is only relatively fixed and cannot be self-adaptive according to the conditions.
Aiming at the defects of the prior art, the invention provides a self-adaptive dynamic bidirectional green wave coordination control algorithm, which has the advantages of inconsistent and variable speeds of all road sections of a trunk line, self-adaption of phase difference to the traffic flow and the speed of all road sections of the trunk line, maximum trunk line green wave bandwidth and the like, and solves the defects that the traditional trunk line green wave control is difficult in parameter configuration and cannot self-adapt to parameters.
(II) technical scheme
In order to achieve the above-mentioned purpose of maximizing the green wave bandwidth of the main channel, another technical problem to be solved by the present invention is to provide an adaptive dynamic bidirectional green wave coordination control algorithm, which includes the following steps:
1) collecting the following parameters, the number N of main line intersections needing coordination control, and the distance between adjacent intersections on the main line, namely the distance Dist between the stop line of the intersection and the stop line of the next intersectioni；
2) Setting the first intersection as the first intersection, calculating the distance between the subsequent intersections and the first intersection, and recording the distance as an uplink distance forwardsiTaking the last intersection as the first intersection, calculating the distances between the other intersections and the last intersection, and recording the distances as the Backward distance Backwardi；
3) Calculating the optimal single-point control parameters of each intersection, combining the parameters of the number of lanes, the gradient, the lane width, the number of bicycles and the like in each direction of the intersection according to the flow parameters of each lane of the intersection to obtain the optimal intersection signal period Ci and the optimal green duration GRNi and green signal ratio Gi of each phase, and setting the coordinated phase as a first phase;
4) setting the initial common period of each intersection of the coordinated trunk lines as C0＝max(Ci)；
5) Estimating optimal green band speed For each up-going and down-going road sectionwardViAnd BackwardViEstimating the optimal uplink green wave band speed forwarddv of the intersections by detectors between intersectionsiAnd the downstream optimal green band speed BackwardViFor simplicity, the initial upstream optimal green band velocity ForwardViAnd the downstream optimal green band speed BackwardViSetting the highest vehicle speed as 60% of the vehicle speed distribution in the current time period within the speed limit range;
6) without loss of generality, the first intersection is taken as a reference point, the green wave phase difference is zero, other intersections calculate the phase difference relative to the intersection, and the ideal uplink interval time point forwarddt of other intersections is calculated according to the uplink green wave band speed of each road sectioniThe calculation formula is Forwardti＝ ForwardTi-1+Disti/ForwardVi；
7) Calculating to obtain the last intersection uplink interval time point as ForwardtNSuppose that the initial time of the downlink green wave band at the last intersection is overlapped with the uplink time, namely BackwardTN＝ForwardTN；
8) Calculating ideal downlink green wave starting time points, backwardT, of other intersectionsi-1＝ BackwardTi+Disti/BackwardVi；
9) According to the green duration of each intersection and the starting time Forwardt of the uplink green waveiAnd the downlink green wave start time BackwardTiCalculating the optimal relative phase difference Diff of each intersectioniAnd the green wave width GW of the intersection at the momenti；
a) Dividing the difference between the start time of the downlink green wave and the start time of the uplink green wave by the intersection period to obtain gap (BackwardT)i-ForwardTi)％C；
b) If gap is less than green time of the current intersection, the phase difference of the current intersection can be set as the remainder of dividing the uplink green wave time by the period, namely Diffi＝ForwardTi% C, under the condition, the width of the green wave in the up row is gap, and the width of the green wave in the down row is Gi–gap；
c) If gap<C-GiIf the current intersection does not meet the two-way green wave condition, the two-way green wave condition needs to be reset, and if the gap is larger than the preset threshold, the two-way green wave condition is not met>C-GiIf the width of the forward green wave is set to wid1, the phase difference at the current intersection can be calculated to be Diffi＝(ForwardTi–(Gi-wid 1))% C, at this time, the upward green width is wid1 ═ gap- (C-G)i) The width of the downlink green wave is gap;
10) calculating the phase difference Diff of all the intersectionsiAfter the uplink green wave width wid1 and the downlink green wave width wid2 are added, the total green wave width wid is min (wid1, wid2), and the green wave width wid in the current state is stored;
11) adjusting the position of the downlink green band to reduce the phase difference Diff at the last intersectionN＝DiffN-1 and repeat the process 3) again, recalculating the new green width and keeping it larger compared to the previously obtained green width, the number of repetitions of this process being the green duration G of the last crossingN；
12) Finely adjusting the green wave band speed of each road section, repeating the processes from 5) to 11) to obtain the maximum green wave width, and solving in the range of 3-5 km/h near the set speed limit value as required to obtain the maximum green wave width wid and the corresponding relative phase difference Diff of each intersectioni；
13) And properly increasing the period of each intersection, keeping the green signal ratio of each intersection unchanged, comparing the maximum green wave bandwidth obtained, and keeping the maximum green wave bandwidth and the phase difference of each intersection at the moment.
(III) advantageous effects
Compared with the prior art, the invention provides a self-adaptive dynamic bidirectional green wave coordination control algorithm, which has the following beneficial effects:
the self-adaptive dynamic bidirectional green wave coordination control algorithm can complete the control of green waves of a trunk line by adopting different green wave band speeds in different driving directions of different road sections in the self-adaptive dynamic bidirectional green wave control algorithm provided by the invention, can automatically adapt to road conditions of the road sections, dynamically adjusts the phase difference of each related intersection of the trunk line, is easy to implement, meets the requirement of an actual road operation rule, quickly and accurately solves the phase difference of each intersection in the dynamic bidirectional green wave, and can achieve the characteristic that the green wave of the trunk line is maximum when the green wave starts under the starting condition of a green light.
Drawings
FIG. 1 is a flow chart of an algorithm for an adaptive dynamic bidirectional green wave control algorithm of the present invention;
FIG. 2 is a flow chart of green bandwidth solution at an intersection in the present invention;
FIG. 3 is a time distance chart of the same green wave band speed 60km/h used in the whole road section of the adaptive dynamic bidirectional green wave control algorithm of the present invention;
FIG. 4 is a time distance graph of a plurality of vehicles from a first intersection to a third intersection of an ascending self-adaptive dynamic bidirectional green wave control algorithm of the invention;
FIG. 5 is a time distance chart of the self-adaptive dynamic bidirectional green wave control algorithm for the situation that a large number of vehicles exist between the first intersection and the third intersection and between the fifth intersection and the seventh intersection.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The algorithm of the adaptive dynamic bidirectional green wave control technology of the invention is illustrated as follows:
it is assumed that eight intersections of a certain city need to be designed into bidirectional green wave bands without loss of generality, the numbers of the intersections are C1, C2, C3, C4, C5, C6 and C7, wherein the first intersection is C1, the last intersection is C7, the common signal period of the coordination of the main line green waves is 108 seconds, and the distance between the intersections, the green duration of the coordination phase and the green signal ratio of the coordination phase are shown in the following table according to the parameters and traffic conditions of the intersections.
When the same green band speed is 60km/h is used in the default whole road section, if the range is limited to +/-2 km/h, the optimal green band speed can be conveniently obtained to be 58km/h, and the phase difference of each corresponding intersection is 0, 92, 50, 38, 102, 34 and 60, as shown in the following table.
The corresponding green wave time interval graph is shown in fig. 3 (the maximum green wave band is obtained when the driving speed is 58km/h, the uplink green wave bandwidth is 16 seconds, the downlink green wave bandwidth is 19 seconds, and the phase difference shown at the second intersection in the graph is-16 because the graph is conveniently drawn and added with one more period 108, namely 92-108 is-16).
If there are more vehicles from the first intersection to the third intersection, which can only reach 40km/h, the phase difference of each intersection can be adjusted immediately, and new phase difference parameters of each intersection can be obtained by calculation: 0, 8, 81, 70, 26, 65, 90, as shown in the following table.
The corresponding time interval diagram is shown in FIG. 4 (default upstream and downstream green band velocity is 58km/h, where the upstream green band velocity of C1 to C2, C2 to C3 is 38km/h, the total upstream green band width is 19 seconds, and the downstream green band width is 18 seconds).
If the number of vehicles from the first intersection to the third intersection and the number of vehicles from the fifth intersection to the seventh intersection are more, which can only reach 40km/h, the phase difference of each intersection can be adjusted immediately, and new phase difference parameters of each intersection can be calculated as follows: 0. 6, 79, 67, 23, 72, 89, as shown in the following table.
The corresponding time distance graph is shown in fig. 5 (the default uplink and downlink green wave band speed is 60km/h, wherein the uplink green wave band speeds of four road sections, namely C1-C2, C2-C3, C5-C6 and C6-C7 are 40km/h, and the total uplink and downlink green wave band width is 21 seconds at this time).
The invention has the beneficial effects that: the self-adaptive dynamic bidirectional green wave control algorithm provided by the invention can be used for realizing that different green wave band speeds are adopted in different driving directions of different road sections in the green wave control of one trunk line, can automatically adapt to road conditions of the road sections, dynamically adjusts the phase difference of each related intersection of the trunk line, is easy to implement, meets the requirement of an actual road operation rule, quickly and accurately solves the phase difference of each intersection in the dynamic bidirectional green wave, and can achieve the characteristic of maximizing the green wave bandwidth of the trunk line under the condition that the green wave starts from the green light.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (1)
1. An adaptive dynamic bidirectional green wave coordination control algorithm is characterized by comprising the following steps:
1) collecting the following parameters, the number N of main line intersections needing coordination control, and the distance between adjacent intersections on the main line, namely the distance Dist between the stop line of the intersection and the stop line of the next intersectioni；
2) Setting the first intersection as the first intersection, calculating the distance between the subsequent intersections and the first intersection, and recording the distance as an uplink distance forwardsiTaking the last intersection as the first intersection, calculating the distances between the other intersections and the last intersection, and recording the distances as the Backward distance Backwardi；
3) Calculating the optimal single-point control parameters of each intersection, combining the parameters of the number of lanes, the gradient, the lane width and the number of bicycles in each direction of the intersection according to the flow parameters of each lane of the intersection to obtain the optimal intersection signal period Ci and the optimal green duration GRNi and green signal ratio Gi of each phase, and setting the coordinated phase as a first phase;
4) setting the initial common period of each intersection of the coordinated trunk lines as C0＝max(Ci)；
5) Estimating optimal green band speed ForwardV of each uplink and downlink road sectioniAnd BackwardViEstimating the optimal uplink green wave band speed forwarddv of the intersections by detectors between intersectionsiAnd the downstream optimal green band speed BackwardViFor simplicity, the initial upstream optimal green band velocity ForwardViAnd the downstream optimal green band speed BackwardViSetting the highest vehicle speed as 60% of the vehicle speed distribution in the current time period within the speed limit range;
6) without loss of generality, the first intersection is taken as a reference point, the green wave phase difference is zero, other intersections calculate the phase difference relative to the intersection, and the ideal uplink interval time point forwarddt of other intersections is calculated according to the uplink green wave band speed of each road sectioniThe calculation formula is Forwardti＝ForwardTi-1+Disti/ForwardVi；
7) Calculating to obtain the last intersection uplink interval time point as ForwardtNSuppose that the initial time of the last intersection of the downlink green wave band overlaps with the uplink time, namely BackwardTN＝ForwardTN；
8) Calculating ideal downlink green wave starting time points, backwardT, of other intersectionsi-1＝BackwardTi+Disti/BackwardVi；
9) According to the green duration of each intersection and the starting time Forwardt of the uplink green waveiAnd the downlink green wave start time BackwardTiCalculating the optimal relative phase difference Diff of each intersectioniAnd the green wave width GW of the intersection at the momenti；
a) Dividing the difference between the start time of the downlink green wave and the start time of the uplink green wave by the intersection period to obtain gap (BackwardT)i-ForwardTi)％C；
b) If gap is less than green time of the current intersection, the phase difference of the current intersection can be set as the remainder of dividing the uplink green wave time by the period, namely Diffi＝ForwardTi% C, under the condition, the width of the green wave in the up row is gap, and the width of the green wave in the down row is Gi–gap；
c) If gap<C-GiIf the current intersection does not meet the two-way green wave condition, the two-way green wave condition needs to be reset, and if the gap is larger than the preset threshold, the two-way green wave condition is not met>C-GiIf the width of the forward green wave is set to wid1, the phase difference at the current intersection can be calculated to be Diffi＝(ForwardTi–(Gi-wid 1))% C, at this time, the upward green width is wid1 ═ gap- (C-G)i) The width of the downlink green wave is gap;
10) calculating the phase difference Diff of all the intersectionsiAfter the uplink green wave width wid1 and the downlink green wave width wid2 are added, the total green wave width wid is min (wid1, wid2), and the green wave width wid in the current state is stored;
11) adjusting the position of the downlink green band to reduce the phase difference Diff at the last intersectionN＝DiffN-1 and repeat the process 3) again, recalculating the new green width and keeping it larger compared to the previously obtained green width, the number of repetitions of this process being the green duration G of the last crossingN；
12) Finely adjusting the green wave band speed of each road section, repeating the processes from 5) to 11) to obtain the maximum green wave width, and solving in the range of 3-5 km/h near the set speed limit value as required to obtain the maximum green wave width wid and the corresponding relative phase difference Diff of each intersectioni；
13) And properly increasing the period of each intersection, keeping the green signal ratio of each intersection unchanged, comparing the maximum green wave bandwidth obtained, and keeping the maximum green wave bandwidth and the phase difference of each intersection at the moment.
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| CN113034937B (en) * | 2021-03-02 | 2022-10-14 | 武汉理工大学 | Urban arterial road segmented green wave coordination control method, device and system |
| CN113205695B (en) * | 2021-04-13 | 2022-02-18 | 东南大学 | Multi-period length bidirectional trunk line green wave control method |
| CN113643554A (en) * | 2021-08-17 | 2021-11-12 | 阿波罗智联(北京)科技有限公司 | Green wave coordination control method and device, electronic equipment and storage medium |
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