CN109903563B - Secondary parking line position optimization system and method during mixed traveling of bus lane - Google Patents
Secondary parking line position optimization system and method during mixed traveling of bus lane Download PDFInfo
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Abstract
The invention provides a secondary stop line position optimization system and method during mixed traffic of a bus lane. The system comprises a detection module, a control end wireless transmission module, a plurality of on-road wireless transmission modules, a plurality of microprocessors and a plurality of spike indicator lamps. The method comprises the steps that pressure intensity of arriving vehicles is collected through a detection module, and a control module respectively calculates social vehicle arrival rate and bus arrival rate according to the pressure intensity of the arriving vehicles; the control module calculates the total length of the reserved lane change area at the intersection according to the social vehicle arrival rate and the bus arrival rate, and wirelessly transmits the total length to each wireless transmission module on the road; the microprocessor calculates the number of the spike indicating lamps needing color switching according to the total length of the reserved lane changing area of the intersection received by the on-road wireless transmission module, controls the spike indicating lamps to be switched from green to red, and the junction of the red and green indicating lamps is the position of the secondary stop line. The invention ensures the passing of the public transport vehicles at the intersection and effectively utilizes road resources.
Description
Technical Field
The invention belongs to the field of urban traffic control and management, and particularly relates to a secondary stop line position optimization system and method during mixed traffic of a bus lane.
Background
The current bus priority measure is that the bus lane is specially used in the peak time, and when the bus lane does not allow social vehicles to enter, the waste of road resources can be caused; when the social vehicles are allowed to enter, the passing priority of the public transport vehicles is difficult to be guaranteed.
When the social vehicles drive into the bus lane, the bus stop line at the intersection can be blocked in front of the bus, and the phenomenon that the bus passes preferentially is influenced. At present, the prior passing of buses at the intersection is mainly ensured by arranging a secondary stop line. The secondary stop line is a pre-stop line arranged at an entrance approach of the intersection, and the social lane and the bus lane can be matched with each other to finish lane changing by determining a section of reasonable length area. However, the existing secondary stop lines are fixed in arrangement position, and the lane change requirements of the social vehicles cannot be met according to the actual traffic volume.
Disclosure of Invention
In order to solve the technical problem, the invention provides a secondary stop line position optimization system and a secondary stop line position optimization method during mixed traffic of a bus lane.
The technical scheme adopted by the system is a secondary stop line position optimization system during mixed traffic of a bus lane, and the system is characterized by comprising the following steps: the secondary stop line position optimization system during mixed traffic of the bus lane comprises: the system comprises a detection module, a control end wireless transmission module, a plurality of on-road wireless transmission modules, a plurality of microprocessors and a plurality of spike indicator lamps;
the detection module, the control module and the control end wireless transmission module are sequentially connected in series through a lead;
the control end wireless transmission module is respectively connected with each on-road wireless transmission module in sequence through a lead;
the road wireless transmission module, the microprocessor and the spike indicator lamp are sequentially connected in series through a lead;
the detection module is arranged on a road section entrance lane, is orthogonal to the running direction of the vehicle, and is used for collecting the pressure of the arriving vehicle and transmitting the pressure to the control module;
the control module is arranged on the road section entrance side, can calculate the vehicle arrival rate according to the pressure of the arriving vehicle, and calculates the length of the reserved lane change area according to the vehicle arrival rate;
the control end wireless transmission module is arranged at the side of a road section entrance road and can transmit the length of the reserved road changing area to the on-road wireless transmission module;
the on-road wireless transmission module is arranged at the intersection and can transmit the length of the reserved lane change area to the microprocessor;
the microprocessor is arranged at the intersection and can control the spike indicator light to represent the length of the reserved lane change area;
the spike indicator lamp is laid near the intersection S1On the bus lane and social lane separation mark line and the side social lane mark line parallel to the bus lane and on every S2One buried, capable of switching between red and green.
The technical scheme of the method is a method for optimizing the position of a secondary parking line during mixed traveling of a bus lane, and the method specifically comprises the following steps:
step 1: the detection module collects the pressure of arriving vehicles and transmits the pressure to the control module, and the control module respectively calculates the social vehicle arrival rate and the bus arrival rate according to the pressure of the arriving vehicles;
step 2: the control module calculates the length of a reserved lane-changing area of the social vehicle according to the arrival rate of the social vehicle, calculates the length of a reserved lane-changing area of the bus according to the arrival rate of the bus, calculates the total length of the reserved lane-changing area of the intersection according to the length of the reserved lane-changing area of the social vehicle and the length of the reserved lane-changing area of the bus, and wirelessly transmits the total length to each road wireless transmission module through the control end wireless transmission module;
and step 3: and the microprocessor calculates the number of the spike indicating lamps needing color switching according to the total length of the reserved lane changing area of the intersection received by the on-road wireless transmission module, and controls the spike indicating lamps to be switched from green to red, wherein the junction of the red and green indicating lamps is the position of a secondary stop line.
Preferably, the social vehicle arrival rate calculated in step 1 is:
counting the number of arriving vehicles with the arriving vehicle pressure P less than 10kpa in unit time T as N1The social vehicle arrival rate is:
in the step 1, the calculation of the bus arrival rate is as follows:
within unit time T, counting the number N of arriving vehicles with the pressure P of the arriving vehicles being more than or equal to 10kpa2The bus arrival rate is:
preferably, the reserved lane change area in the step 2 can ensure that the bus lane is changed out when the social vehicles running on the bus lane are about to fail to pass through the intersection, so as to ensure that the buses arriving at the tail of the green light and the red light near the intersection are queued preferentially;
in the step 2, the length of the reserved lane change area of the social vehicles is calculated as follows:
the model of the social vehicle queuing area that remains during yellow lights is:
wherein λ is1Is the number of social vehicles, lambda, remaining during yellow lightcarFor social vehicle arrival rate, TyellowIs the yellow light duration;
the model of the social vehicle queuing area switched in during the red light is as follows:
wherein h ist,busIs the time distance of the bus head, lambdabusIs the bus arrival rate, nbusIs the number of buses, L is the total length of the road section,
is the average driving speed of the bus, dminIs the moving block length, L, of the busblockIs the total block length, L, on the bus laneshareIs a bus lane shareable length, LcarIs a space occupied by a social vehicle and comprises the length l of the bodycAnd a front and rear safety spacing Lsafe，TredIs the red light duration; lambda [ alpha ]inIs the theoretical maximum number of social vehicles which can be driven into the road section, and x is the obedience of lambda2Of the Poisson distribution, λ2Is the number of social vehicles switched in during the red light, k is 0,1,2 … lambdain；
In summary, the algorithm for social vehicle queue length satisfying α ═ 90% confidence is as follows:
Lcar,wait＝Ncar·lc+(Ncar-1)·sm
wherein N iscarIs the number of social vehicle lines, l, that meet the confidence of alphacIs the bus length, sm is the parking safety distance, Lcar,waitIs the social vehicle queue length, Aλ is the sum of social vehicles staying during yellow light and social vehicles arriving during red light;
for idling lane change of social vehicles, take out buffer lane change area L0；
In the step 2, the length of the reserved lane change area of the bus is calculated as follows:
the bus queuing area model where the yellow light is retained is as follows:
wherein λ is3Is the number of buses, lambda, remaining during the yellow lightbusIs the bus arrival rate (vehicle/h), TyellowIs the yellow light duration;
bus queuing area where red light arrives
Wherein λ is4Is the number of buses arriving during the red light, lambdabusIs the bus arrival rate (vehicle/h), TredIs the duration of a red light
To sum up, the algorithm of the bus queuing length satisfying the alpha confidence coefficient is as follows
Lbus,wait＝Nbus·lb+(Nbus-1)·sm
Wherein N isbusIs the number of bus queues, l, meeting the confidence level of alphabIs the bus length, sm is the parking safety distance, Lbus,waitIs the bus queuing length, and Blambda is the sum of the buses staying during the yellow light and the buses arriving during the red light;
for idling lane change of social vehicles, take out buffer lane change area L0；
The total length of the reserved lane change area at the intersection in the step 2 is as follows:
Lchange＝max{Lcar,wait,Lbus,wait}+L0
wherein L ischangeIs the total length of the reserved lane change area, Lcar,waitIs the length of the queue of the social vehicles, Lbus,waitIs the bus queuing length, L0Is a zapping buffer.
Preferably, the controlling the number of the spike indicating lamps in the step 3 is calculated as follows:
number of spike indicator lights that need to switch colors:
wherein L ischangeIs the total length of the reserved lane change area, S2Is the laying distance of the spike indicating lamp,
the maximum integer which does not exceed the calculation result is taken, n is the number of the spike indicating lamps needing to switch colors, and the spike indicating lamp closest to the intersection is specified to be a signal lamp;
the spike indicator light displays red color to indicate that social vehicles in the bus lane need to exit the bus lane;
the spike indicator light displays green, and represents that social vehicles in the bus lane can normally run.
The invention has the advantages that the invention ensures the bus passing at the intersection and effectively utilizes road resources.
Drawings
FIG. 1: is a schematic diagram of the system of the invention;
FIG. 2: the component schematic diagram of the reserved area of the social lane intersection is provided by the embodiment of the invention;
FIG. 3: the invention provides a schematic component diagram of a reserved area of a bus lane intersection.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in 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.
A schematic of the system of the present invention is shown in fig. 1, and comprises: the system comprises a detection module, a control end wireless transmission module, a plurality of on-road wireless transmission modules, a plurality of microprocessors and a plurality of spike indicator lamps;
the detection module, the control module and the control end wireless transmission module are sequentially connected in series through a lead;
the control end wireless transmission module is respectively connected with each on-road wireless transmission module in sequence through a lead;
the road wireless transmission module, the microprocessor and the spike indicator lamp are sequentially connected in series through a lead.
The detection module is arranged on a road section entrance lane, is orthogonal to the running direction of the vehicle, and is used for collecting the pressure of the arriving vehicle and transmitting the pressure to the control module;
the control module is arranged on the road section entrance side, can calculate the vehicle arrival rate according to the pressure of the arriving vehicle, and calculates the length of the reserved lane change area according to the vehicle arrival rate;
the control end wireless transmission module is arranged at the side of a road section entrance road and can transmit the length of the reserved road changing area to the on-road wireless transmission module;
the on-road wireless transmission module is arranged at the intersection and can transmit the length of the reserved lane change area to the microprocessor;
the microprocessor is arranged at the intersection and can control the spike indicator light to represent the length of the reserved lane change area;
the spike indicator lamp is laid near the intersection S1On the separation mark line of the bus lane and the social lane and the side social lane mark line parallel to the separation mark line, every S2One is embedded at 4m, and red and green can be switched.
The detection module is selected as an HQ308 diffused silicon pressure transmitter; the control module is selected to be an AMD64 microprocessor; the control end wireless transmission module is selected to be a UWB wireless transmission module; the on-road wireless transmission module is selected as a UWB wireless transmission module; the microprocessor is selected to be an AMD64 microprocessor; the type of the spike indicator lamp is a ZH-08PC plastic solar spike indicator lamp;
the following describes a method for optimizing the position of a secondary stop line during mixed traffic of a bus lane according to a specific embodiment of the present invention with reference to fig. 1 to 3, and the method is characterized by comprising the following steps:
step 1: the detection module collects the pressure of arriving vehicles and transmits the pressure to the control module, and the control module respectively calculates the social vehicle arrival rate and the bus arrival rate according to the pressure of the arriving vehicles;
in the step 1, the social vehicle arrival rate is calculated as follows:
counting the number of arriving vehicles with the arriving vehicle pressure P less than 10kpa within 15 minutes1The social vehicle arrival rate is:
in the step 1, the calculation of the bus arrival rate is as follows:
within unit time T, counting the number N of arriving vehicles with the pressure P of the arriving vehicles being more than or equal to 10kpa2The bus arrival rate is:
step 2: the control module calculates the length of a reserved lane-changing area of the social vehicle according to the arrival rate of the social vehicle, calculates the length of a reserved lane-changing area of the bus according to the arrival rate of the bus, calculates the total length of the reserved lane-changing area of the intersection according to the length of the reserved lane-changing area of the social vehicle and the length of the reserved lane-changing area of the bus, and wirelessly transmits the total length to each road wireless transmission module through the control end wireless transmission module;
the reserved lane change area in the step 2 can ensure that the bus lane is changed out when the social vehicles running on the bus lane are about to fail to pass through the intersection, so as to ensure that the buses arriving at the tail of the green light and the red light period near the intersection are queued preferentially;
in the step 2, the length of the reserved lane change area of the social vehicles is calculated as follows:
the model of the social vehicle queuing area that remains during yellow lights is:
wherein λ is1Is the number of social vehicles, lambda, remaining during yellow lightcarFor social vehicle arrival rate, TyellowIs the yellow light duration;
the model of the social vehicle queuing area switched in during the red light is as follows:
wherein h ist,busIs the time distance of the bus head, lambdabusIs the bus arrival rate, nbusIs the number of buses, L is the total length of the road section,
is the average driving speed of the bus, dminIs the moving block length, L, of the busblockIs the total block length, L, on the bus laneshareIs a bus lane shareable length, LcarIs a space occupied by a social vehicle and comprises the length l of the bodycAnd a front and rear safety spacing Lsafe，TredIs the red light duration; lambda [ alpha ]inIs the theoretical maximum number of social vehicles which can be driven into the road section, and x is the obedience of lambda2Of the Poisson distribution, λ2Is the number of social vehicles switched in during the red light, k is 0,1,2 … lambdain；
In summary, the algorithm for social vehicle queue length satisfying α ═ 90% confidence is shown in the following formula.
Lcar,wait＝Ncar·lc+(Ncar-1)·sm
Wherein N iscarIs the number of social vehicle lines, l, that meet a confidence of 90%cIs the bus length, sm is the parking safety distance, Lcar,waitIs the social vehicle queuing length;
for idling lane change and buffering of social vehiclesLane change area L0＝10m；
In the step 2, the length of the reserved lane change area of the bus is calculated as follows:
the bus queuing area model where the yellow light is retained is as follows:
wherein λ is3Is the number of buses, lambda, remaining during the yellow lightbusIs the bus arrival rate (vehicle/h), TyellowIs the yellow light duration;
bus queuing area where red light arrives
Wherein λ is4Is the number of buses arriving during the red light, lambdabusIs the bus arrival rate (vehicle/h), TredIs the duration of a red light
In summary, the algorithm for the bus queue length satisfying the confidence coefficient of α ═ 90% is as follows
Lbus,wait＝Nbus·lb+(Nbus-1)·sm
Wherein N isbusIs the number of bus queues, l, at which the confidence level of α -90% is satisfiedbIs the bus length, sm is the parking safety distance, Lbus,waitIs the bus queuing length;
for idling lane change of social vehicles, take out buffer lane change area L0＝10m；
The total length of the reserved lane change area at the intersection in the step 2 is as follows:
Lchange＝max{Lcar,wait,Lbus,wait}+L0
wherein L ischangeIs to reserve a lane changeTotal length of the region, Lcar,waitIs the length of the queue of the social vehicles, Lbus,waitIs the bus queuing length, L0Is a zapping buffer.
And step 3: the microprocessor calculates the number of the spike indicating lamps needing color switching according to the total length of the reserved lane changing area of the intersection received by the on-road wireless transmission module, and controls the spike indicating lamps to be switched from green to red, wherein the junction of the red and green indicating lamps is the position of a secondary stop line;
in step 3, the number of the spike indicating lamps is controlled to be calculated as follows:
number of spike indicator lights that need to switch colors:
wherein L ischangeIs the total length of the reserved lane change area, S2Is the laying distance of the spike indicating lamp,
the maximum integer which does not exceed the calculation result is taken, n is the number of the spike indicating lamps needing to switch colors, and the spike indicating lamp closest to the intersection is specified to be a signal lamp;
the spike indicator light displays red color to indicate that social vehicles in the bus lane need to exit the bus lane;
the spike indicator light displays green, and represents that social vehicles in the bus lane can normally run.
It should be understood that parts of the specification not set forth in detail are well within the prior art.
Although the terms detection module, control end wireless transmission module, plurality of on-road wireless transmission modules, plurality of microprocessors and plurality of spike indicators are used more generally herein, the possibility of using other terms is not excluded. These terms are used merely to more conveniently describe the nature of the invention and they are to be construed as any additional limitation which is not in accordance with the spirit of the invention.
It should be understood that the above description of the preferred embodiments is given for clarity and not for any purpose of limitation, and that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.
Claims (3)
1. An optimization method based on a secondary stop line position optimization system during mixed traffic of a bus lane is characterized in that,
the secondary stop line position optimization system during mixed traffic of the bus lane comprises: the system comprises a detection module, a control end wireless transmission module, a plurality of on-road wireless transmission modules, a plurality of microprocessors and a plurality of spike indicator lamps;
the detection module, the control module and the control end wireless transmission module are sequentially connected in series through a lead;
the control end wireless transmission module is respectively connected with each on-road wireless transmission module in sequence through a lead;
the road wireless transmission module, the microprocessor and the spike indicator lamp are sequentially connected in series through a lead;
the detection module is arranged on a road section entrance lane, is orthogonal to the running direction of the vehicle, and is used for collecting the pressure of the arriving vehicle and transmitting the pressure to the control module;
the control module is arranged on the road section entrance side, can calculate the vehicle arrival rate according to the pressure of the arriving vehicle, and calculates the length of the reserved lane change area according to the vehicle arrival rate;
the control end wireless transmission module is arranged at the side of a road section entrance road and can transmit the length of the reserved road changing area to the on-road wireless transmission module;
the on-road wireless transmission module is arranged at the intersection and can transmit the length of the reserved lane change area to the microprocessor;
the microprocessor is arranged at the intersection and can control the spike indicator light to represent the length of the reserved lane change area;
the spike indicator lamp is laid near the intersection S1On the bus lane and social lane separation mark line and the side social lane mark line parallel to the bus lane and on every S2One is embedded, and red and green can be switched;
the optimization method comprises the following steps:
step 1: the detection module collects the pressure of arriving vehicles and transmits the pressure to the control module, and the control module respectively calculates the social vehicle arrival rate and the bus arrival rate according to the pressure of the arriving vehicles;
step 2: the control module calculates the length of a reserved lane-changing area of the social vehicle according to the arrival rate of the social vehicle, calculates the length of a reserved lane-changing area of the bus according to the arrival rate of the bus, calculates the total length of the reserved lane-changing area of the intersection according to the length of the reserved lane-changing area of the social vehicle and the length of the reserved lane-changing area of the bus, and wirelessly transmits the total length to each road wireless transmission module through the control end wireless transmission module;
and step 3: the microprocessor calculates the number of the spike indicating lamps needing color switching according to the total length of the reserved lane changing area of the intersection received by the on-road wireless transmission module, and controls the spike indicating lamps to be switched from green to red, wherein the junction of the red and green indicating lamps is the position of a secondary stop line;
the reserved lane change area in the step 2 can ensure that the bus lane is changed out when the social vehicles running on the bus lane are about to fail to pass through the intersection, so as to ensure that the buses arriving at the tail of the green light and the red light period near the intersection are queued preferentially;
in the step 2, the length of the reserved lane change area of the social vehicles is calculated as follows:
the model of the social vehicle queuing area that remains during yellow lights is:
wherein λ is1Is the number of social vehicles, lambda, remaining during yellow lightcarFor social vehicle arrival rate, TyellowIs the yellow light duration;
the model of the social vehicle queuing area switched in during the red light is as follows:
wherein h ist,busIs the time distance of the bus head, lambdabusIs the bus arrival rate, nbusIs the number of buses, L is the total length of the road section,
is the average driving speed of the bus, dminIs the moving block length, L, of the busblockIs the total block length, L, on the bus laneshareIs a bus lane shareable length, LcarIs a space occupied by a social vehicle and comprises the length l of the bodycAnd a front and rear safety spacing Lsafe，TredIs the red light duration; lambda [ alpha ]inIs the theoretical maximum number of social vehicles which can be driven into the road section, and x is the obedience of lambda2Of the Poisson distribution, λ2Is the number of social vehicles switched in during the red light, k is 0,1,2 … lambdain；
In summary, the algorithm for social vehicle queue length satisfying α ═ 90% confidence is as follows:
Lcar,wait＝Ncar·lc+(Ncar-1)·sm
wherein N iscarIs the number of social vehicle lines, l, that meet the confidence of alphacIs the bus length, sm is the parking safety distance, Lcar,waitIs the length of the queue of the social vehicles, and Alambda is the social vehicle staying during the yellow lightThe sum of the vehicles and social vehicles arriving during the red light;
for idling lane change of social vehicles, take out buffer lane change area L0；
In the step 2, the length of the reserved lane change area of the bus is calculated as follows:
the bus queuing area model where the yellow light is retained is as follows:
wherein λ is3Is the number of buses, lambda, remaining during the yellow lightbusIs the bus arrival rate (vehicle/h), TyellowIs the yellow light duration;
bus queuing area where red light arrives
Wherein λ is4Is the number of buses arriving during the red light, lambdabusIs the bus arrival rate (vehicle/h), TredIs the duration of a red light
To sum up, the algorithm of the bus queuing length satisfying the alpha confidence coefficient is as follows
Lbus,wait＝Nbus·lb+(Nbus-1)·sm
Wherein N isbusIs the number of bus queues, l, meeting the confidence level of alphabIs the bus length, sm is the parking safety distance, Lbus,waitIs the bus queuing length, and Blambda is the sum of the buses staying during the yellow light and the buses arriving during the red light;
for idling lane change of social vehicles, take out buffer lane change area L0；
The total length of the reserved lane change area at the intersection in the step 2 is as follows:
Lchange＝max{Lcar,wait,Lbus,wait}+L0
wherein L ischangeIs the total length of the reserved lane change area, Lcar,waitIs the length of the queue of the social vehicles, Lbus,waitIs the bus queuing length, L0Is a zapping buffer.
2. According to claim1 The optimization method based on the secondary stop line position optimization system during mixed bus lane traveling is characterized in that the social vehicle arrival rate calculated in the step 1 is as follows:
counting the number of arriving vehicles with the arriving vehicle pressure P less than 10kpa in unit time T as N1The social vehicle arrival rate is:
in the step 1, the calculation of the bus arrival rate is as follows:
within unit time T, counting the number N of arriving vehicles with the pressure P of the arriving vehicles being more than or equal to 10kpa2The bus arrival rate is:
3. according to claim1 The optimization method based on the secondary stop line position optimization system during mixed traffic of the bus lane is characterized in that the control of the number of the spike indicator lamps in the step 3 is calculated as follows:
number of spike indicator lights that need to switch colors:
wherein L ischangeIs the total length of the reserved lane change area, S2Is the laying distance of the spike indicating lamp,
the maximum integer which does not exceed the calculation result is taken, n is the number of the spike indicating lamps needing to switch colors, and the spike indicating lamp closest to the intersection is specified to be a signal lamp;
the spike indicator light displays red color to indicate that social vehicles in the bus lane need to exit the bus lane;
the spike indicator light displays green, and represents that social vehicles in the bus lane can normally run.
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