CN109949586B - Road section driving speed design method facing green wave coordination control - Google Patents
Road section driving speed design method facing green wave coordination control Download PDFInfo
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Abstract
The invention discloses a road section driving speed design method facing green wave coordination control, which comprises the following steps: determining known parameters of a green wave coordinated design; selecting a reference intersection designed by green wave coordination; determining a driving speed optimization range between the reference intersection and each intersection according to the driving time equivalence relation and the road section driving speed optimization range; determining a green wave driving speed design scheme between the reference intersection and each intersection under different public signal periods and different phase design schemes according to a green wave design driving speed calculation formula and a driving speed optimization range; selecting a design scheme with the maximum green wave driving speed between the intersections at the beginning and the end of the trunk road; and selecting the design scheme with the minimum road section running speed variance from the design schemes with the maximum green wave running speed as the optimal green wave running speed design scheme. The invention can shorten the average travel time of the straight-ahead vehicles on the trunk road to the maximum extent.
Description
Technical Field
The invention relates to the technical field of intelligent traffic control, in particular to a road section driving speed design method for green wave coordination control.
Background
The green wave design driving speed refers to the average speed of corresponding driving vehicles when the coordinated intersection obtains green waves, and is a key parameter when green wave coordination control design is carried out. Under normal conditions, the vehicles running straight on the main road at the green wave design running speed in the green wave band can continuously pass through each main road intersection without stopping.
When a green wave coordination control scheme is designed at present, the green wave design driving speed of a road section or even the whole main road is usually determined according to driving experience and historical data or by using methods such as sampling acquisition and the like. The green wave design driving speed determined in the above way is not only interfered by human factors, but also the green wave bandwidth and the green wave driving speed are difficult to be ensured to reach the maximum simultaneously, and the influence of the green wave bandwidth and the green wave driving speed on driving comfort and safety is not considered, so that the whole effect of the green wave design is difficult to obtain the best.
The driving speed induction is that the driver can obtain the road condition and the driving information through the road traffic sign marking and the induction screen, thereby realizing the control and the regulation of the driving speed of the vehicle; the Internet of vehicles is a huge interactive network formed by information such as vehicle positions, speeds, routes and the like, can finish the collection of the self environment and state information of the vehicles, and can realize the effective supervision of the running state of the vehicles by analyzing and processing the vehicle information, thereby providing scientific decisions for traffic operation management; automatic driving relies on the cooperation of artificial intelligence, visual computation, radar, monitoring devices and global positioning systems, so that a computer can automatically and safely operate the motor vehicle without any human active operation. The new technology, the new method and the new system enable the driving state of the vehicle on the road to be controlled more accurately, and provide powerful technical support for intelligent management and control of urban road traffic.
Disclosure of Invention
The invention provides a road section driving speed design method facing green wave coordination control, aiming at the problem that the current green wave coordination control method is difficult to ensure that the green wave bandwidth and the green wave driving speed are simultaneously maximized, and on the premise of meeting the road section driving speed range requirement and ensuring the maximization of the green wave bandwidth of a trunk road, the driving speed of a vehicle on the whole trunk road is maximized, and the driving speeds of the vehicle on different road sections are made to be as close as possible, so that the road passing efficiency can be effectively improved, the travel time and the parking times of the vehicle are reduced, and the driving stability and the driving comfort level are improved.
In order to achieve the purpose of the invention, the technical scheme is as follows: a road section driving speed design method facing green wave coordination control comprises the following steps:
step S1: determining known parameters of green wave coordination design, wherein the known parameters comprise selectable phase design schemes of all intersections, green signal ratio distribution requirements, a public signal period optimization range, distances between adjacent intersections and a driving speed optimization range;
step S2: selecting a starting intersection at one end of the trunk road as a reference intersection and recording the reference intersection as an intersection I1；
Step S3: according to the reference intersection I1Intersection IiEquivalent relation of driving time and intersection Ii-1Intersection IiOptimized driving speed range v for road section driving(i-1→i)∈[vmin(i-1→i)，vmax(i-1→i)]Determining a reference intersection I1Intersection IiThe optimal range of the running speed;
in the formula, v(i-1→i)Indicating intersection Ii-1To intersection IiVelocity v ofmin(i-1→i)Indicating intersection Ii-1To intersection IiMinimum velocity of vmax(i-1→i)Indicating intersection Ii-1To intersection IiThe maximum speed of (c);
step S4: determining a green wave driving speed design scheme between the reference intersection and each intersection under different public signal periods and different phase design schemes according to a green wave design driving speed calculation formula and a driving speed optimization range;
step S5: according to the design scheme of the multiple sets of green wave driving speeds calculated in the steps, the green wave driving speed v between the intersections at the beginning and the end of the corresponding trunk road is selected(1,n)Putting the maximum design scheme into an optimal scheme alternative set, wherein the calculation precision of the running speed can be 1 km/h;
step S6: and selecting the road section running speed with the minimum variance from the optimal scheme alternative set as the optimal design scheme of the green wave running speed.
Preferably, in the step S3, the reference intersection I1Intersection IiThe travel time equivalence relation between the following expressions:
in the formula, S(1→i-1)Indicating intersection I1To intersection Ii-1V is a distance of(1→i-1)Indicating intersection I1To intersection Ii-1Running speed of S(i-1→i)Indicating intersection Ii-1To intersection IiV is a distance of(i-1→i)Indicating intersection Ii-1To intersection IiRunning speed of S(1→i)Intersection I1To intersection IiV is a distance of(1→i)Indicating intersection I1To intersection IiThe running speed of (2).
Further, in the step S3, the reference intersection I1Intersection IiThe formula expression of the travel speed optimization range therebetween is as follows:
in the formula, v(1→i)Indicating a reference intersection I1To intersection IiThe running speed of (2);
in particular, for the reference intersection I1Intersection I2V of the running speed v between(1→2)Has an optimum range of [ v ]min(1→2)，vmax(1→2)]。
Still further, in step S4, specifically, it is assumed that the two-way traffic conditions of the main road are equivalent, that is, the two-way intervals between the intersections are equal to each other S(1→i)＝S(i→1)＝S(1,i)Equal bidirectional running speed v on road section(1→i)＝v(i→1)＝v(1,i)Reference intersection I1Intersection IiThe green wave running speed calculating step in between includes:
s401: calculating I of each intersection according to different public signal periods, phase design schemes and green signal ratio distribution requirementsiIn the direction of coordination I1→InPhase green lamp center timing point ahead of it in the coordination direction In→I1The time difference of the central time point of the phase green light is recorded as delta ti。
S402: the green wave design travel speed calculation formula is as follows:
wherein C represents a common signal period, kiRepresents an integer;
by adjusting the integer kiMake the reference intersection I1Intersection IiThe running speed in between is within the running speed optimized range calculated in step S3; if the integer k cannot be foundiAnd then, the corresponding common signal period and phase design scheme is not suitable for performing bidirectional green wave coordination control design.
Still further, in step S6, the link travel speed variance calculation formula is as follows:
in the formula, σ2Representing the variance of the speed of travel of the road section and n representing the number of road crossings.
The invention has the following beneficial effects:
1. the calculated green wave design running speed is beneficial to obtaining the maximum green wave band width, and the average stopping times of straight vehicles on the trunk road can be reduced to the maximum extent.
2. According to the invention, a design scheme of the maximum green wave driving speed between the intersections at the beginning and the end of the main road is selected according to the road section driving speed range, so that the average travel time of straight vehicles on the main road can be shortened to the greatest extent.
3. The invention ensures that the driving speeds of the vehicle on different road sections are as close as possible, ensures that the vehicle is more stable in the driving process, and improves the comfort and the safety of driving.
Drawings
Fig. 1 is a flowchart of steps of a road segment travel speed design method according to the embodiment.
Fig. 2 is a time chart of a running speed design scheme obtained in the embodiment.
Detailed Description
The invention is described in detail below with reference to the drawings and the detailed description.
Example 1
It is known that there are intersections I in turn from south to north on certain south-north main roads1Intersection I2Intersection I3And intersection I4The total number of the signalized intersections is 4, the two-way traffic conditions of the main road are equivalent, namely the two-way intervals between the intersections are equal to S(1→i)＝S(i→1)＝S(1,i)Equal bidirectional running speed v on road section(1→i)＝v(i→1)＝v(1I); intersection I1And intersection I2A distance S between(1,2)Is 500 m; intersection I2And intersection I3A distance S between(2,3)Is 600 m; intersection I3And intersection I4A distance S between(3,4)Is 550 m.
As shown in fig. 1, a method for designing road segment driving speed facing green wave coordination control comprises the following steps:
step S1: determining that the north-south direction is a coordination direction, wherein the selectable phase design schemes of each intersection comprise 7 types, namely north-south lap joint, north-south symmetry, south-north east-west, south-east-north-west, south-west-north east and north-south-west-east; the split requirements of each intersection for each entrance are shown in table 1; the optimized range of the period of the common signal is [90,110] s; the optimized driving speed ranges of the road sections between adjacent intersections are all [50,60] km/h.
TABLE 1 split green ratio assignment requirements for each intersection at each entrance
Step S2: selecting a starting intersection at one end of the trunk road as a reference intersection and recording the reference intersection as an intersection I1And the optimum accuracy of the common signal period is assumed to be 4 s.
Step S3: according to the reference intersection I1Intersection IiThe travel time equivalent relationship between them, the expression of which is as follows:
in the formula, S(1→i-1)Indicating intersection I1To intersection Ii-1V is a distance of(1→i-1)Indicating intersection I1To intersection Ii-1Running speed of S(i-1→i)Indicating intersection Ii-1To intersection IiV is a distance of(i-1→i)Indicating intersection Ii-1To intersection IiRunning speed of S(1→i)Intersection I1To intersection IiV is a distance of(1→i)Indicating intersection I1To intersection IiThe running speed of (2);
and intersection Ii-1Intersection IiOptimized driving speed range v for road section driving(i-1→i)∈[vmin(i-1→i)，vmax(i-1→i)]Determining a reference intersection I1Intersection IiThe formula expression of the optimized range of the running speed is as follows:
in the formula, v(i-1→i)Indicating intersection Ii-1To intersection IiVelocity v ofmin(i-1→i)Indicating intersection Ii-1To intersection IiMinimum velocity of vmax(i-1→i)Indicating intersection Ii-1To intersection IiThe maximum speed of (c); v. of(1→i)Indicating a reference intersection I1To intersection IiThe running speed of (2).
Step S4: assuming that the two-way traffic conditions of the main road are equivalent, namely the two-way intervals between the intersections are equal to S(1→i)＝S(i→1)＝S(1,i)Equal bidirectional running speed v on road section(1→i)＝v(i→1)＝v(1,i)Reference intersection I1Intersection IiThe step of calculating the green wave traveling speed includes：
S401: calculating I of each intersection according to different public signal periods, phase design schemes and green signal ratio distribution requirementsiIn the direction of coordination I1→InPhase green lamp center timing point ahead of it in the coordination direction In→I1The time difference of the central time point of the phase green light is recorded as delta ti。
S402: the green wave design travel speed calculation formula is as follows:
wherein C represents a common signal period, kiRepresents an integer;
by adjusting the integer kiMake the reference intersection I1Intersection IiThe driving speed between the intersections is within the driving speed optimization range calculated in the step S3, and green wave driving speed design schemes between the reference intersection and each intersection under different common signal periods and different phase design schemes are determined; if the integer k cannot be foundiAnd then, the corresponding common signal period and phase design scheme is not suitable for performing bidirectional green wave coordination control design.
From steps S3 and S4, it can be determined that:
(1) when the intersection I1The phase design scheme is that when the north and south are overlapped
1) Intersection I1Intersection I2V is the optimum range of the running speed(1→2)∈[50,60]km/h, according to different public signal periods, intersection I2Respectively calculating the intersection I according to the phase design scheme and the green signal ratio distribution requirement1Intersection I2In the direction of coordination I1→I4Phase green lamp center timing point ahead of it in the coordination direction I4→I1The time difference of the central time point of the phase green light is recorded as delta t1And Δ t2The calculation results are shown in tables 2 and 3.
The specific calculation is as follows, and as can be seen from Table 1, intersection I1The green signal ratio requirements of straight south to left, straight south to north and straight north to left are respectively 0.28, 0.10 and 0.26, so that the intersection I1In the direction of coordination I1→I4Phase green lamp center timing point ahead of it in the coordination direction I4→I1The time difference of the central time point of the phase green light is as follows: [0.28+(0.10+0.26)/2- (0.28+0.10)/2]X C is 0.27C, and when the common signal period C takes 90s, Δ t10.27 × 90 ═ 24.3 s; other ways of calculating the time difference are the same as the above calculation.
TABLE 2 intersection I1Time difference(s) of green lamp center time point of coordination phase
Specific calculation, as can be seen from Table 1, intersection I2The green signal ratio requirements of straight south to left, straight south to north and straight north to left are respectively 0.26, 0.12 and 0.24, so that the intersection I2In the direction of coordination I1→I4Phase green lamp center timing point ahead of it in the coordination direction I4→I1The time difference of the central time point of the phase green light is as follows: [0.26+(0.12+0.24)/2- (0.26+0.12)/2]X C is 0.25C, and when the common signal period C takes 90s, Δ t2The method of calculating the other time differences is the same as the above method, except that the time difference is calculated as 0.25 × 90 ═ 22.5 s.
TABLE 3 intersection I2Time difference(s) of green lamp center time point of coordination phase
Calculating formula for designing driving speed according to green wave
Calculating the green wave design driving speed v under different common signal periods and different phase design schemes(1→2)As shown in table 4. If the integer k cannot be found2So that v is(1→2)If the signal is in the optimized driving speed range, the corresponding common signal period is indicatedThe two-way green wave coordinated control design is not suitable for the phase design scheme and is indicated by the symbol "\" in table 4.
Specifically, when the common signal period C is 90s, the intersection I is calculated1Intersection I2When the phase design schemes are all in north-south lap joint, delta t1＝24.3s、Δt222.5s, when the integer k is not found2Can make it possible to
Within the optimum range of the traveling speed, there is no corresponding green wave design traveling speed, and it is represented by symbol "\" in table 4; for another example, when the common signal period C is 90s, the intersection I1The phase design scheme is that the intersection I is a north-south lap joint2The phase design scheme of (1) is delta t1＝24.3s、Δt245.9s, in which case the integer k2Taking 1 can make
Within the optimized driving speed range, the designed driving speed corresponding to the green wave is 53km/h, and the calculation of other designed driving speeds of the green wave is the same as the calculation method.
TABLE 4 intersection I1Intersection I2Green wave design running speed (km/h) between
2) Design of the speed v from green waves(1→2)And intersection I2Intersection I3The optimized range requirement v of the road section running speed(2→3)∈[50,60]km/h, determining an intersection I1Intersection I3The optimal range of the running speed is as follows:
the speed v is designed according to the different green waves in Table 4(1→2)Find the intersection I1Intersection I3The optimum range of the running speed therebetween is shown in table 5.
For example, when the common signal period C takes 90S, it is represented by S(1→2)＝500m、S(2→3)＝600m、S(1→3)＝1100m、v(1→2)＝53km/h、vmin(2→3)＝50km/h、vmax(2→3)V can be calculated at 60km/h(1→3)Has an optimum range of v(1→3)∈[51,56]km/h; when the common signal period C takes 98s, it is found that there is no corresponding green wave design running speed v due to the previous calculation(1→2)Therefore v is(1→3)The optimum range of (c) also does not exist, and is indicated by the symbol "\" in table 5.
TABLE 5 intersection I1Intersection I3Optimized range of running speed (km/h)
According to different common signal periods and intersections I3The phase design scheme of (1) and calculating intersection I3In the direction of coordination I1→I4Phase green lamp center timing point ahead of it in the coordination direction I4→I1Time difference delta t of central time point of phase green lamp3The calculation results are shown in table 6.
The specific calculation is as follows, and as can be seen from Table 1, intersection I3The green signal ratio of the straight left south, the straight left south and the straight left north is respectively 0.30, 0.10 and 0.26, so that the intersection I3In the direction of coordination I1→I4Phase green lamp center timing point ahead of it in the coordination direction I4→I1The time difference of the central time point of the phase green light is as follows: [0.30+(0.10+0.26)/2- (0.30+0.10)/2]X C is 0.28C, and when the common signal period C takes 90s, Δ t30.28 × 90 ═ 25.2 s; other ways of calculating the time difference are the same as the above calculation.
TABLE 6 intersection I3Time difference(s) of green lamp center time point of coordination phase
Calculating formula for designing driving speed according to green wave
Calculating the green wave design driving speed v under different common signal periods and different phase design schemes(1→3)As shown in table 7. If the integer k cannot be found3So that v is(1→3)When the driving speed is within the optimized driving speed range shown in table 5, it is indicated that the corresponding common signal period and phase design scheme is not suitable for the design of the bidirectional green wave coordination control, and is indicated by symbol "\" in table 7.
Specifically, when the common signal period C is 90s, the intersection I is calculated1Intersection I3When the phase design schemes are all in north-south lap joint, delta t1＝24.3s、Δt325.2s, when the integer k is not found3Can make it possible to
Within the optimum range of the traveling speed, there is no corresponding green wave design traveling speed, and it is represented by symbol "\" in table 7; for another example, when the common signal period C is 90s, the intersection I1The phase design scheme is that the intersection I is a north-south lap joint3When the phase design scheme of (1) is north-south east-west, delta t1＝24.3s、Δt360.3s, in which case the integer k3Take 2 can make
Within the optimized driving speed range, the driving speed corresponding to the green wave design is 55km/h, and the calculation of other green wave design driving speeds is the same as the calculation method.
TABLE 7 intersection I1Intersection I3Green wave design running speed (km/h) between
3) Design of the speed v from green waves(1→3)And intersection I3Intersection I4The optimized range requirement v of the road section running speed(3→4)∈[50,60]km/h, determining an intersection I1Intersection I4The optimal range of the running speed is as follows:
the speed v is designed according to the different green waves in Table 7(1→3)Find the intersection I1Intersection I4The optimum range of the running speed therebetween is shown in table 8.
For example, when the common signal period C takes 90S, it is represented by S(1→2)＝500m、S(2→3)＝600m、S(3→4)＝550m，S(1→4)＝1650m、v(1→3)＝55km/h、vmin(3→4)＝50km/h、vmax(3→4)V can be calculated at 60km/h(1→4)Has an optimum range of v(1→4)∈[53,57]km/h; when the common signal period C takes 98s, it is found that there is no corresponding green wave design running speed v due to the previous calculation(1→3)Therefore v is(1→4)The optimum range of (c) also does not exist, and is indicated by the symbol "\" in table 8.
TABLE 8 intersection I1Intersection I4Optimized range of running speed (km/h)
According to different common signal periods and intersections I4The phase design scheme of (1) and calculating intersection I4In the direction of coordination I1→I4The phase of the green light center point of time is ahead of that ofDirection of coordination I4→I1Time difference delta t of central time point of phase green lamp4The calculation results are shown in table 9.
The specific calculation is as follows, and as can be seen from Table 1, intersection I4The green signal ratio requirements of straight south to left, straight south to north and straight north to left are respectively 0.32, 0.12 and 0.24, so that the intersection I4In the direction of coordination I1→I4Phase green lamp center timing point ahead of it in the coordination direction I4→I1The time difference of the central time point of the phase green light is as follows: [0.32+(0.12+0.24)/2- (0.32+0.12)/2]X C is 0.28C, and when the common signal period C takes 90s, Δ t40.28 × 90 ═ 25.2 s; other ways of calculating the time difference are the same as the above calculation.
Table 9 intersection I4Time difference(s) of green lamp center time point of coordination phase
Calculating formula for designing driving speed according to green wave
Calculating the green wave design driving speed v under different common signal periods and different phase design schemes(1→4)As shown in table 10. If the integer k cannot be found4So that v is(1→4)When the driving speed is within the optimized driving speed range shown in table 8, it is indicated that the corresponding common signal period and phase design scheme is not suitable for the bidirectional green wave coordinated control design, and is indicated by symbol "\" in table 10.
Specifically, when the common signal period C is 90s, the intersection I is calculated1Intersection I4When the phase design schemes are all in north-south lap joint, delta t1＝24.3s、Δt425.2s, when the integer k is not found4Can make it possible to
In a rowWithin the optimum driving speed range, there is no corresponding green wave design driving speed, and the symbol "\" is used to indicate in table 10; for another example, when the common signal period C is 94s, the intersection I1The phase design schemes of the three-phase bridge are respectively south-north lap joint and intersection I4When the phase design scheme of (1) is north-south symmetry, delta t1＝25.4s、Δt40.0s, in which case the integer k4Taking 1 can make
Within the optimized driving speed range, the designed driving speed corresponding to the green wave is 56km/h, and the calculation of other designed driving speeds of the green wave is the same as the calculation method.
Intersection I of Table 101Intersection I4Green wave design running speed (km/h) between
From the above analysis, when the intersection I1When the phase design scheme is that the north and south are overlapped, the optimal common signal period can be 106s, and an intersection I2Intersection I3Intersection I4The optimal phase design schemes are north-south east-west, south-north symmetry and south-north east-west, and the green wave driving speed v between the intersections at the beginning and the end of the main road(1,4)58km/h, reach the maximum; green wave driving speed v between adjacent crossings(1,2)、v(2,3)、v(3,4)59km/h, 59km/h and 57km/h respectively.
(2) When the intersection I1The phase design scheme of (1) is in north-south lap joint, south-north symmetry, south-north east-west, south-east-west-north, north-south-west-east, and north-south-west-east.
As can be seen from tables 4, 7 and 10, the intersection I is the intersection1The phase design scheme is that when the north-south lap joint is released, an intersection I2Intersection I3Intersection I4The optimal phase design schemes are north-south east-west, south-north symmetry and south-north east-west, the optimal common signal period is 106s, and the beginning and the end of the trunk line are respectivelyGreen wave driving speed v between crossings(1,4)The maximum value is taken as 58km/h, and the designed speed v corresponding to the green wave running between adjacent intersections is obtained(1,2)、v(2,3)、v(3,4)59km/h, 59km/h and 57km/h respectively, corresponding to design 1. Then aims at the intersection I1When the phase design schemes of (1) are north-south lap joint, south-north symmetry, south-north east-west, south-east-north-west, south-west-north east, and north-south-west-east, other 6 design schemes can be similarly and respectively calculated as shown in table 11.
Table 11 intersection signal phase design and road section and main road green wave driving speed design scheme
Step S5: in the design scheme of the multiple sets of green wave driving speeds shown in table 11, the green wave driving speed v between the intersections at the beginning and the end of the corresponding main road is selected(1,4)Putting the maximum design scheme 1 and scheme 3 into an optimal scheme alternative set, wherein the green wave running speed v of the optimal scheme alternative set(1,4)All reach 58 km/h.
Step S6: for the design schemes 1 and 3 in the optimal scheme alternative set, the driving speed v is designed according to the road section green wave of each scheme(1,2)、v(2,3)、v(3,4)Calculating the variance of the running speed of the road section
Comparing the road section running speed variance of design 1 and design 3
And selecting the design scheme 3 as the optimal design scheme of the green wave running speed.
In conclusion, the optimal signal coordination design scheme is that the common signal period is 90s, and the intersection I1、I2、I3、I4The phases of the signals are respectively south-north symmetry, south-north east-west, south-east-north-west and north-south lap joint. At the moment, the main roadGreen wave running speed v between intersections at the beginning and the end(1,4)The maximum value of 58km/h is reached, and the variance sigma of the running speed of the road section is2A minimum value of 0.3 is reached.
And drawing a road section driving speed design scheme time distance graph facing the green wave coordination control, as shown in figure 2.
It should be understood that the above-described embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.
Claims (5)
1. A road section driving speed design method facing green wave coordination control is characterized in that: the method comprises the following steps:
step S1: determining known parameters of green wave coordination design, wherein the known parameters comprise selectable phase design schemes of all intersections, green signal ratio distribution requirements, a public signal period optimization range, distances between adjacent intersections and a driving speed optimization range between adjacent intersections;
step S2: selecting a starting intersection at one end of the trunk road as a reference intersection and recording the reference intersection as an intersection I1；
Step S3: according to the reference intersection I1Intersection IiEquivalent relation of driving time and intersection Ii-1Intersection IiOptimized driving speed range v for road section driving(i-1→i)∈[vmin(i-1→i)，vmax(i-1→i)]Determining a reference intersection I1Intersection IiThe optimal range of the running speed;
in the formula, v(i-1→i)Indicating intersection Ii-1To intersection IiVelocity v ofmin(i-1→i)Indicating intersection Ii-1To intersection IiMinimum velocity of vmax(i-1→i)Indicating intersection Ii-1To intersection IiThe maximum speed of (c);
step S4: determining a green wave driving speed design scheme between the reference intersection and each intersection under different public signal periods and different phase design schemes according to a green wave design driving speed calculation formula and a driving speed optimization range;
step S5: according to the design scheme of the multiple sets of green wave driving speeds calculated in the steps, the green wave driving speed v between the intersections at the beginning and the end of the corresponding trunk road is selected(1,n)Putting the maximum design scheme into an optimal scheme alternative set;
step S6: and selecting the road section running speed with the minimum variance from the optimal scheme alternative set as the optimal design scheme of the green wave running speed.
2. The road section traveling speed design method for green wave coordinated control according to claim 1, characterized in that: the step S3, a benchmark intersection I1Intersection IiThe travel time equivalence relation between the following expressions:
in the formula, S(1→i-1)Indicating intersection I1To intersection Ii-1V is a distance of(1→i-1)Indicating intersection I1To intersection Ii-1Running speed of S(i-1→i)Indicating intersection Ii-1To intersection IiV is a distance of(i-1→i)Indicating intersection Ii-1To intersection IiRunning speed of S(1→i)Intersection I1To intersection IiV is a distance of(1→i)Indicating intersection I1To intersection IiThe running speed of (2).
3. The road section traveling speed design method for green wave coordinated control according to claim 2, characterized in that: the step S3, a benchmark intersection I1Intersection IiThe formula expression of the travel speed optimization range therebetween is as follows:
in the formula, v(1→i)Indicating a reference intersection I1To intersection IiThe running speed of (2).
4. The road section traveling speed design method for green wave coordinated control according to claim 3, characterized in that: in step S4, it is specifically assumed that the two-way traffic conditions of the main road are equivalent, i.e., the two-way distances between intersections are equal to each other S(1→i)＝S(i→1)＝S(1,i)Equal bidirectional running speed v on road section(1→i)＝v(i→1)＝v(1,i)Reference intersection I1Intersection IiThe green wave running speed calculating step in between includes:
s401: calculating I of each intersection according to different public signal periods, phase design schemes and green signal ratio distribution requirementsiIn the direction of coordination I1→InPhase green lamp center timing point ahead of it in the coordination direction In→I1The time difference of the central time point of the phase green light is recorded as delta ti；
S402: the green wave design travel speed calculation formula is as follows:
wherein C represents a common signal period, kiRepresents an integer;
by adjusting the integer kiMake the reference intersection I1Intersection IiThe running speed in between is within the running speed optimized range calculated in step S3; if the integer k cannot be foundiAnd then, the corresponding common signal period and phase design scheme is not suitable for performing bidirectional green wave coordination control design.
5. The road section traveling speed design method for green wave coordinated control according to claim 4, characterized in that: in step S6, the link travel speed variance calculation formula is as follows:
in the formula, σ2Representing the variance of the speed of travel of the road section and n representing the number of road crossings.
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