CN109949587B - Method for coordinating, controlling and optimizing signals of bus lanes at adjacent intersections - Google Patents
Method for coordinating, controlling and optimizing signals of bus lanes at adjacent intersections Download PDFInfo
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Abstract
The invention discloses a method for coordinating, controlling and optimizing signals of bus lanes at adjacent intersections. The method is based on a Webster delay minimum optimal signal period calculation formula, and the maximum value of optimal signal period duration of each intersection is coordinately controlled to serve as the public period duration; the green light duration of each phase is optimized by combining the equal saturation principle; assuming that the green light turning-on time of the coordinated phase at the upstream intersection is 0 moment, converting the requirement that the first bus and the last bus of the bus fleet are in green light time when arriving at the downstream intersection into constraint conditions; the width of a green wave band is coordinated and controlled, and a coordination control optimization model based on a bus fleet is established with the maximum width of the green wave band as an optimization target; calculating a vehicle speed recommended value of the pre-instruction information board according to the optimized signal period duration and the optimized green light duration; the method has important significance for improving the effective green light utilization rate of the signal lamp and optimizing the traffic efficiency of public transport and social vehicles at the intersection.
Description
Technical Field
The invention belongs to the field of traffic, and particularly relates to a method for coordinating, controlling and optimizing signals of bus lanes at adjacent intersections.
Background
The intersection is a complex system, and has the intersection and the diversion of traffic flow in all directions and the conflict of different kinds of traffic. The traffic control measures implemented at the intersection need to allow various traffic flows to pass smoothly, and also need to consider the overall passing level of the intersection. In fact, in an urban road network, the distance between two adjacent intersections is usually not far, a vehicle can meet the next intersection after passing through the front intersection, and the independent single-point intersection signal control often causes the vehicle to stop or go during the journey. The signal coordination control links two or more adjacent intersections together, and performs a mutually coordinated signal timing scheme on the interrelated intersections, so that as many vehicles (mainly trunk vehicles) as possible pass through the intersections continuously without stopping. The signal coordination control improves the overall effect of signal control on the road and ensures that the traffic flow can run more smoothly on the road.
Disclosure of Invention
The technical problem to be solved by the invention is to provide a method for coordinating, controlling and optimizing the signals of the bus lanes at adjacent intersections, which not only ensures the traffic constraint condition of the bus fleet, but also maximizes the green wave band of the social vehicles, and sets a method for guiding the bus speed of the lane pre-signal under the condition, so that the bus fleet can aggregate, the time required for passing through the intersections is shortened, and a better green wave effect is provided for the social vehicles.
The technical scheme adopted by the invention for solving the technical problems is as follows: a method for coordinating, controlling and optimizing signals of bus lanes at adjacent intersections is based on the basic principle of bus priority, takes bus signal priority as a main control target, takes main line social vehicle coordination control as a secondary control target, establishes a coordination control optimization model based on a bus fleet by taking the maximum width of a green wave band as an optimization target after optimizing the length of a phase cycle and the duration of a green light, guides the bus fleet to generate aggregation through pre-instruction vehicle speed information under the signal timing scheme, shortens the duration required by crossing, and provides a better green wave effect for social vehicles.
Step 1: based on a Webster delay minimum optimal signal period calculation formula, adopting the maximum value of optimal signal period time length of each intersection in coordinated control as the public period time length;
step 2: the green light duration of each phase is optimized by combining the equal saturation principle;
and step 3: assuming that the green light turning-on time of the coordinated phase at the upstream intersection is 0 moment, converting the requirement that the first bus and the last bus of the bus fleet are in green light time when arriving at the downstream intersection into constraint conditions;
and 4, step 4: the width of a green wave band is coordinated and controlled, and a coordination control optimization model based on a bus fleet is established with the maximum width of the green wave band as an optimization target;
and 5: calculating a vehicle speed recommended value of the pre-instruction information board according to the optimized signal period duration and the optimized green light duration;
preferably, the duration of the common period in step 1 is:
C＝max(Cj)
in the formula: j is the number of intersections, is not less than 2 and is an integer;
Cjthe optimal signal cycle duration, s, of the intersection j;
l is the total loss time of the signal, s;
y is the sum of the critical lane group flow rate ratios for all phases in the cycle;
and C is the time length of a common period in the coordinated control, s.
Preferably, in step 2, in combination with the principle of equal saturation, the duration of green light in each phase is optimized as follows:
gi＝gE,i+li-Ai
in the formula: i is the phase number of the intersection, i is not less than 1 and is an integer;
gE,ieffective green time, s, for phase i;
yithe key lane group flow ratio is the phase i;
gidisplaying the duration, s, for the green light of phase i;
liis the loss time of phase i, s;
Aiyellow time, s, for phase i;
in order to increase the width of the green bandwidth of the coordinated phase as much as possible and shorten the green time in the non-coordinated phase, thereby increasing the green time of the coordinated phase, the green time calculated under the principle of equal saturation needs to be optimized; adjusting the saturation of the non-coordinated phase to 0.9, calculating the green time of the non-coordinated phase at the moment, and then allocating the abundant green time to the coordinated phase, wherein the green time of each phase after optimization is as follows:
g′i＝g′E,i+li-Ai
g′i，0＝gi，0+∑(g′i-gi)
in the formula: i is the phase number of the intersection, i is not less than 1 and is an integer;
g′E,ian effective green time, s, for non-coordinated phase i;
g′idisplaying the duration, s, for the green light of the uncoordinated phase i;
g′i，0the duration, s, is displayed for green for phase i.
Preferably, the constraint conditions in step 3 are:
tb1+Tb≥nbC+of
tb1+Tb+hb≤nbC+of+g2
the value interval of the phase difference is as follows:
of∈[tb1+Tb+hb-nbC-g2，tb1+Tb-nbC]
in the formula: t is tb1S is the stopping line time when the first bus of the bus fleet reaches the upstream intersection;
Tbthe running time of the bus between two intersections is s;
hbthe time headway of the head vehicle and the tail vehicle of the bus fleet;
nbthe number of cycles closest to the time of the bus fleet arriving at the downstream intersection is calculated;
g1of upstream crossingsA green light duration;
g2the green light duration of the downstream intersection;
c is the phase cycle duration;
ofis the phase difference;
preferably, in step 4, the width of the green bandwidth is controlled by:
and 4, establishing a coordination control optimization model based on the bus fleet by taking the maximum width of the green wave band as an optimization target:
MAX z(of)＝BW
in the formula: z (o)f) Is an objective function;
BW is the width of green bandwidth of the social vehicle, s;
w1coordinating and controlling the upper and lower limits of the green wave band, s;
w2coordinating and controlling the upper and lower limits of the green wave band, s;
Tvthe running time of the social vehicle between two intersections is s;
Tbthe running time of the bus between two intersections is s;
g1the green light duration of the upstream intersection is s;
g2the green light duration of the downstream intersection is s;
ofis the phase difference, s; the other symbols have the same meanings as above;
the mathematical model can be solved by using MATLAB or LINGO software, and under the optimization of the model, the intersection signal timing scheme is the signal period duration C after optimization*And optimizing the rear green time g*；
Optimizing post-signal cycle duration C for fit*Heyou (Heyou)Time length g of green light after melting*The vehicle needs to be guided to accelerate/decelerate to reach the intersection at an appropriate time;
preferably, in step 5, the vehicle speed recommended value of the pre-instruction information board is calculated according to the optimized signal period duration and the optimized green light duration as follows:
step 5.1, setting the vehicle speed recommended value of the preset instruction information board as v, and specifically calculating as follows:
in the formula: t is t3nThe time s when the nth vehicle in the fleet passes through the downstream intersection is shown;
t2nthe time when the nth vehicle in the fleet passes through the pre-instruction information board is s;
h2nthe time distance s between the nth vehicle in the fleet and the head of the previous vehicle when the nth vehicle passes through the pre-instruction information board;
v2nthe speed (m/s) of the nth vehicle in the fleet when passing through the pre-instruction information board is obtained;
a is acceleration, m/s2；
The pre-instruction vehicle speed information is that a recommended speed value is displayed on a roadside electronic board at a certain position in front of the intersection, the position of the pre-instruction information board is consistent with the position of the road detector, and a vehicle arriving at the position starts to accelerate/decelerate until the speed is just reached when the vehicle arrives at the intersection;
then the headway of the head and tail vehicles of the whole fleet when the vehicle is driven to the intersection at the guiding speed is as follows:
in the formula: t is t3nThe time s when the nth vehicle in the fleet passes through the downstream intersection is shown;
t31the time s when the bus fleet passes through a downstream intersection is taken as the first time;
t3Nfor bus fleets and trailers passing downstream crossingTime, s;
step 5.2, making the headway equal to the headway of the upstream fleet so that the fleet is not discrete, and calculating a recommended value of the pre-instruction guided vehicle speed:
h′tq＝hb
in addition, the following constraint conditions should be satisfied when the bus runs on the road:
the speed of the vehicle should not exceed the requirement v of the road speed limitmaxShould not be lower than the minimum value v of the general vehicle speedmin；
The adjustment of the vehicle speed is within the acceptable range of the driver, and the acceptable vehicle speed is not more than 50% of the original vehicle speed;
in the formula: v is a pre-instruction guide vehicle speed value;
v is a calculated value of the guided vehicle speed which meets the requirement that the acceptable vehicle speed is changed to be not more than 50% of the original vehicle speed;
vmax、vminthe maximum value and the minimum value of the road running speed can be calibrated by the measured data;
and 5.3, when the fleet reaches the pre-instruction information board, displaying that the current recommended speed is V, and guiding the bus to run according to the recommended speed.
The invention has the beneficial effects that:
the priority of public transport signals is used as a main control target, and the coordination control of vehicles in the trunk social network is used as a secondary control target, so that the priority passing of public transport is guaranteed.
The phase cycle length and the green light duration are optimized through a coordination control optimization model based on a bus fleet, and the original signal control scheme of the intersection is improved.
The bus fleet is guided to generate aggregation through the pre-instruction vehicle speed information, the time required for passing through the intersection is shortened, the bus passing efficiency at the intersection is improved, and meanwhile, a better green wave effect is provided for social vehicles.
Drawings
FIG. 1: the signal controls the duration of the phase green light;
FIG. 2: counting the traffic flow of the upstream intersection;
FIG. 3: counting the traffic flow of the downstream intersection;
FIG. 4: a method flow diagram;
FIG. 5: green wave bands of two adjacent intersections;
FIG. 6: detector position indication for coordinated control;
FIG. 7: setting an effect indication for the pre-instruction;
FIG. 8: optimizing a signal timing parameter result;
FIG. 9: simulating results of the upstream intersection;
FIG. 10: and (5) a downstream intersection simulation result.
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.
Two continuous signalized intersections of the north road in Wuhan city are taken as field investigation objects, and a simulation model is established by using the actually measured traffic data.
The road section is provided with a roadside type bus lane, a bus special entrance lane is arranged at an intersection, a main road is a bidirectional six-lane road which is widened at the intersection, and the outmost straight-going entrance lane is the bus special entrance lane; the secondary road is a bidirectional four-lane; the distance between the two stop lines at the two intersections is 550 m; the pre-command guide plate is spaced 70m from the stop line in the simulation model.
The basic traffic data obtained by the investigation are shown in fig. 1 to 3; the flow chart of the method of the invention is shown in figure 4, and the green wave bands of two adjacent intersections are shown in figure 5.
The independent statistics is carried out on the bus flow, and the bus flow is 109/h through investigation. And taking the bus weight coefficient eta as 55 according to the passenger carrying condition of the bus in the peak time. In addition, in order to make the simulation model more consistent with the actual traffic condition, the average speeds of the public transport vehicles and the social transport vehicles on the road section are investigated and are respectively 30km/h and 45 km/h.
The following describes a specific embodiment of the present invention with reference to fig. 1 to 10, which is a method for coordinating and controlling signals of a bus lane at an adjacent intersection, and specifically includes:
step 1: based on a Webster delay minimum optimal signal period calculation formula, adopting the maximum value of optimal signal period time length of each intersection in coordinated control as the public period time length;
in step 1, the duration of the common period is as follows:
C＝max(Cj)
in the formula: j is the number of intersections, is not less than 2 and is an integer;
Cjthe optimal signal cycle duration, s, of the intersection j;
l is the total loss time of the signal, s;
y is the sum of the critical lane group flow rate ratios for all phases in the cycle;
and C is the time length of a common period in the coordinated control, s.
Step 2: the green light duration of each phase is optimized by combining the equal saturation principle;
in the step 2, the green light duration of each phase is optimized by combining the principle of equal saturation:
gi＝gE,i+li-Ai
in the formula: i is the phase number of the intersection, i is not less than 1 and is an integer;
gE,ieffective green time, s, for phase i;
yithe key lane group flow ratio is the phase i;
gidisplaying the duration, s, for the green light of phase i;
liis the loss time of phase i, s;
Aiyellow time, s, for phase i;
in order to increase the width of the green bandwidth of the coordinated phase as much as possible and shorten the green time in the non-coordinated phase, thereby increasing the green time of the coordinated phase, the green time calculated under the principle of equal saturation needs to be optimized; adjusting the saturation of the non-coordinated phase to 0.9, calculating the green time of the non-coordinated phase at the moment, and then allocating the abundant green time to the coordinated phase, wherein the green time of each phase after optimization is as follows:
g′i＝g′E,i+li-Ai
g′i，0＝gi，0+∑(g′i-gi)
in the formula: i is the phase number of the intersection, i is not less than 1 and is an integer;
g′E,ian effective green time, s, for non-coordinated phase i;
g′idisplaying the duration, s, for the green light of the uncoordinated phase i;
g′i，0the duration, s, is displayed for green for phase i.
And step 3: assuming that the green light turning-on time of the coordinated phase at the upstream intersection is 0 moment, converting the requirement that the first bus and the last bus of the bus fleet are in green light time when arriving at the downstream intersection into constraint conditions;
the constraint conditions in the step 3 are as follows:
tb1+Tb≥nbC+of
tb1+Tb+hb≤nbC+of+g2
the value interval of the phase difference is as follows:
of∈[tb1+Tb+hb-nbC-g2，tb1+Tb-nbC]
in the formula: t is tb1S is the stopping line time when the first bus of the bus fleet reaches the upstream intersection;
Tbthe running time of the bus between two intersections is s;
hbthe time headway of the head vehicle and the tail vehicle of the bus fleet;
nbthe number of cycles closest to the time of the bus fleet arriving at the downstream intersection is calculated;
g1the green time of the upstream intersection;
g2the green light duration of the downstream intersection;
c is the phase cycle duration;
ofis the phase difference;
and 4, step 4: the width of a green wave band is coordinated and controlled, and a coordination control optimization model based on a bus fleet is established with the maximum width of the green wave band as an optimization target;
in the step 4, the width of the green bandwidth is coordinately controlled as follows:
and 4, establishing a coordination control optimization model based on the bus fleet by taking the maximum width of the green wave band as an optimization target:
MAX z(of)＝BW
in the formula: z (o)f) Is an objective function;
BW is the width of green bandwidth of the social vehicle, s;
w1for co-ordinated control of the upper and lower limits, s, of the green band；
w2Coordinating and controlling the upper and lower limits of the green wave band, s;
Tvthe running time of the social vehicle between two intersections is s;
Tbthe running time of the bus between two intersections is s;
g1the green light duration of the upstream intersection is s;
g2the green light duration of the downstream intersection is s;
ofis the phase difference, s; the other symbols have the same meanings as above;
according to the scheme, the setting principle of the pre-command vehicle speed information is as follows:
the mathematical model can be solved by using MATLAB or LINGO software, and under the optimization of the model, the intersection signal timing scheme is the signal period duration C after optimization*And optimizing the rear green time g*；
Optimizing post-signal cycle duration C for fit*And optimizing the rear green time g*The vehicle needs to be guided to accelerate/decelerate to reach the intersection at an appropriate time;
and 5: calculating a vehicle speed recommended value of the pre-instruction information board according to the optimized signal period duration and the optimized green light duration;
in step 5, the vehicle speed recommended value of the pre-instruction information board is calculated according to the optimized signal period duration and the optimized green light duration as follows:
step 5.1, setting the vehicle speed recommended value of the preset instruction information board as v, and specifically calculating as follows:
in the formula: t is t3nThe time s when the nth vehicle in the fleet passes through the downstream intersection is shown;
t2nthe time when the nth vehicle in the fleet passes through the pre-instruction information board is s;
h2nwhen the nth vehicle in the fleet passes through the pre-instruction information board, the nth vehicle and the front vehicle headTime interval, s;
v2nthe speed (m/s) of the nth vehicle in the fleet when passing through the pre-instruction information board is obtained;
a is acceleration, m/s2；
The pre-command vehicle speed information is that a recommended speed value is displayed on a roadside electronic board at a certain position before the intersection, and the position of the pre-command information board is consistent with the position of a road detector, as shown in fig. 3. The vehicle arriving at this location begins to accelerate/decelerate until just at this speed when it arrives at the intersection, the effect of setting the pre-command is illustrated in figure 4.
Then the headway of the head and tail vehicles of the whole fleet when the vehicle is driven to the intersection at the guiding speed is as follows:
in the formula: t is t3nThe time s when the nth vehicle in the fleet passes through the downstream intersection is shown;
t31the time s when the bus fleet passes through a downstream intersection is taken as the first time;
t3Nthe time s is the time when the bus fleet tail vehicle passes through a downstream intersection;
step 5.2, making the headway equal to the headway of the upstream fleet so that the fleet is not discrete, and calculating a recommended value of the pre-instruction guided vehicle speed:
h′tq＝hb
in addition, the following constraint conditions should be satisfied when the bus runs on the road:
the speed of the vehicle should not exceed the requirement v of the road speed limitmaxShould not be lower than the minimum value v of the general vehicle speedmin；
The adjustment of the vehicle speed is within the acceptable range of the driver, and the acceptable vehicle speed is not more than 50% of the original vehicle speed;
in the formula: v is a pre-instruction guide vehicle speed value;
v is a calculated value of the guided vehicle speed which meets the requirement that the acceptable vehicle speed is changed to be not more than 50% of the original vehicle speed;
vmax、vminthe maximum value and the minimum value of the road running speed can be calibrated by the measured data;
and 5.3, when the fleet reaches the pre-instruction information board, displaying that the current recommended speed is V, and guiding the bus to run according to the recommended speed.
The optimization results of the coordination control optimization scheme obtained by using the VISSIM as the simulation platform are shown in fig. 8 to 10;
in conclusion, the coordination control optimization scheme can provide better exclusive passage passing conditions for the buses, so that bus priority is realized, and the passing efficiency of the buses at the intersection is improved.
The above embodiments are only used for illustrating the design idea and features of the present invention, and the purpose of the present invention is to enable those skilled in the art to understand the content of the present invention and implement the present invention accordingly, and the protection scope of the present invention is not limited to the above embodiments. Therefore, all equivalent changes and modifications made in accordance with the principles and concepts disclosed herein are intended to be included within the scope of the present invention.
Claims (2)
1. A method for coordinating, controlling and optimizing signals of bus lanes at adjacent intersections is characterized by comprising the following steps:
step 1: based on a Webster delay minimum optimal signal period calculation formula, adopting the maximum value of optimal signal period time length of each intersection in coordinated control as the public period time length;
step 2: the green light duration of each phase is optimized by combining the equal saturation principle;
and step 3: assuming that the green light turning-on time of the coordinated phase at the upstream intersection is 0 moment, converting the requirement that the first bus and the last bus of the bus fleet are in green light time when arriving at the downstream intersection into constraint conditions;
and 4, step 4: the width of a green wave band is coordinated and controlled, and a coordination control optimization model based on a bus fleet is established with the maximum width of the green wave band as an optimization target;
and 5: calculating a vehicle speed recommended value of the pre-instruction information board according to the optimized signal period duration and the optimized green light duration;
in the step 2, the green light duration of each phase is optimized by combining the principle of equal saturation:
gi＝gE,i+li-Ai
in the formula: i is the phase number of the intersection, i is not less than 1 and is an integer;
gE,ieffective green time, s, for phase i;
yithe key lane group flow ratio is the phase i;
gidisplaying the duration, s, for the green light of phase i;
liis the loss time of phase i, s;
Aiyellow time, s, for phase i;
in order to increase the width of the green bandwidth of the coordinated phase as much as possible and shorten the green time in the non-coordinated phase, thereby increasing the green time of the coordinated phase, the green time calculated under the principle of equal saturation needs to be optimized; adjusting the saturation of the non-coordinated phase to 0.9, calculating the green time of the non-coordinated phase at the moment, and then allocating the abundant green time to the coordinated phase, wherein the green time of each phase after optimization is as follows:
g′i＝g′E,i+li-Ai
g′i，0＝gi，0+∑(g′i-gi)
in the formula: i is the phase number of the intersection, i is not less than 1 and is an integer;
g′E,ian effective green time, s, for non-coordinated phase i;
g′idisplaying the duration, s, for the green light of the uncoordinated phase i;
g′i，0displaying the duration, s, for the green light of the coordination phase i;
the constraint conditions in the step 3 are as follows:
tb1+Tb≥nbC+of
tb1+Tb+hb≤nbC+of+g2
the value interval of the phase difference is as follows:
of∈[tb1+Tb+hb-nbC-g2，tb1+Tb-nbC]
in the formula: t is tb1S is the stopping line time when the first bus of the bus fleet reaches the upstream intersection;
Tbthe running time of the bus between two intersections is s;
hbthe time headway of the head vehicle and the tail vehicle of the bus fleet;
nbthe number of cycles closest to the time of the bus fleet arriving at the downstream intersection is calculated;
g1the green time of the upstream intersection;
g2the green light duration of the downstream intersection;
c is the phase cycle duration;
ofis the phase difference;
in the step 4, the width of the green bandwidth is coordinately controlled as follows:
and 4, establishing a coordination control optimization model based on the bus fleet by taking the maximum width of the green wave band as an optimization target:
MAX z(of)＝BW
in the formula: z (o)f) Is an objective function;
BW is the width of green bandwidth of the social vehicle, s;
w1coordinating and controlling the upper and lower limits of the green wave band, s;
w2coordinating and controlling the upper and lower limits of the green wave band, s;
Tvthe running time of the social vehicle between two intersections is s;
Tbthe running time of the bus between two intersections is s;
g1the green light duration of the upstream intersection is s;
g2the green light duration of the downstream intersection is s;
ofis the phase difference, s; the other symbols have the same meanings as above;
the coordination control optimization model based on the bus fleet can be solved by using MATLAB or LINGO software, and under optimization of the model, the signal period duration C after optimization is adopted as an intersection signal timing scheme*And optimizing the rear green time g*；
Optimizing post-signal cycle duration C for fit*And optimizing the rear green time g*The vehicle needs to be guided to accelerate/decelerate to reach the intersection at an appropriate time;
in step 5, the vehicle speed recommended value of the pre-instruction information board is calculated according to the optimized signal period duration and the optimized green light duration as follows:
step 5.1, setting the vehicle speed recommended value of the preset instruction information board as v, and specifically calculating as follows:
in the formula: t is t3nThe time s when the nth vehicle in the fleet passes through the downstream intersection is shown;
t2nfor the nth vehicle in the fleetThe moment when the command information board passes through, s;
h2nthe time distance s between the nth vehicle in the fleet and the head of the previous vehicle when the nth vehicle passes through the pre-instruction information board;
v2nthe speed (m/s) of the nth vehicle in the fleet when passing through the pre-instruction information board is obtained;
a is acceleration, m/s2；
The pre-instruction vehicle speed information is that a recommended speed value is displayed on a roadside electronic board at a certain position in front of the intersection, the position of the pre-instruction information board is consistent with the position of the road detector, and a vehicle arriving at the position starts to accelerate/decelerate until the speed is just reached when the vehicle arrives at the intersection;
then the headway of the head and tail vehicles of the whole fleet when the vehicle is driven to the intersection at the guiding speed is as follows:
in the formula: t is t3nThe time s when the nth vehicle in the fleet passes through the downstream intersection is shown;
t31the time s when the bus fleet passes through a downstream intersection is taken as the first time;
t3Nthe time s is the time when the bus fleet tail vehicle passes through a downstream intersection;
step 5.2, making the headway equal to the headway of the upstream fleet so that the fleet is not discrete, and calculating a recommended value of the pre-instruction guided vehicle speed:
h′tq＝hb
in addition, the following constraint conditions should be satisfied when the bus runs on the road:
the speed of the vehicle should not exceed the requirement v of the road speed limitmaxShould not be lower than the minimum value v of the general vehicle speedmin；
The adjustment of the vehicle speed is within the acceptable range of the driver, and the acceptable vehicle speed is not more than 50% of the original vehicle speed;
in the formula: v is a pre-instruction guide vehicle speed value;
v is a calculated value of the guided vehicle speed which meets the requirement that the acceptable vehicle speed is changed to be not more than 50% of the original vehicle speed;
vmax、vminthe maximum value and the minimum value of the road running speed can be calibrated by the measured data;
and 5.3, when the fleet reaches the pre-instruction information board, displaying that the current recommended speed is V, and guiding the bus to run according to the recommended speed.
2. The adjacent intersection bus lane signal coordination control optimization method according to claim 1, wherein the time length of the public cycle in step 1 is as follows:
C＝max(Cj)
in the formula: j is the number of intersections, is not less than 2 and is an integer;
Cjthe optimal signal cycle duration, s, of the intersection j;
l is the total loss time of the signal, s;
y is the sum of the critical lane group flow rate ratios for all phases in the cycle;
and C is the time length of a common period in the coordinated control, s.
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| CN111311949B (en) * | 2020-02-29 | 2021-07-16 | 华南理工大学 | Signal phase and phase sequence optimization method for non-closed type coordinated line network |
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| CN113096416B (en) * | 2021-03-29 | 2022-02-15 | 长沙理工大学 | Dynamic cooperative control method for variable speed limit of automatic driving special lane and general lane in confluence area on expressway |
| CN113516856B (en) * | 2021-06-23 | 2022-11-04 | 东南大学 | Trunk line coordination control method considering road running speed and intersection traffic state |
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| CN114333358B (en) * | 2021-12-23 | 2022-12-13 | 连云港杰瑞电子有限公司 | Induction control method based on green wave bandwidth constraint |
| CN115909768B (en) * | 2022-10-31 | 2024-07-16 | 桂林电子科技大学 | Intelligent networking hybrid traffic flow intersection signal collaborative optimization method and system |
| CN116469266B (en) * | 2023-06-02 | 2024-09-24 | 长安大学 | Dynamic adaption method, system, equipment and medium for bus rapid transit trunk and branch line vehicle |
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