CN110364003B - Intersection double-line tramcar signal priority control method based on Internet of vehicles - Google Patents

Intersection double-line tramcar signal priority control method based on Internet of vehicles Download PDF

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CN110364003B
CN110364003B CN201910649337.8A CN201910649337A CN110364003B CN 110364003 B CN110364003 B CN 110364003B CN 201910649337 A CN201910649337 A CN 201910649337A CN 110364003 B CN110364003 B CN 110364003B
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tramcar
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signal priority
time
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CN110364003A (en
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岳伟
王云鹏
王丽媛
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Dalian Maritime University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
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    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L29/00—Safety means for rail/road crossing traffic
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Abstract

The invention discloses a crossroad double-line tramcar signal priority control method based on an internet of vehicles, which comprises the following steps: s1, setting a signal priority request area; s2, detecting whether a tramcar newly entering the signal priority request area in the two tramcar lines initiates a signal priority request, if not, controlling the tramcar to pass by adopting the existing intersection signal timing scheme; s3, when a signal priority request is sent by a new tramcar, designing a corresponding signal priority strategy for the tramcar; s4, predicting the comprehensive maximum queuing length of the social vehicles at the intersection under the signal priority strategy based on the established intersection discrete traffic flow model; s5: judging whether the current signal priority request conflicts with the tram signal priority request existing in the opposite line or not, and if so, determining the conflict type S6: and determining a dual-line signal priority strategy sequence, and updating the existing intersection signal timing scheme and then executing.

Description

Intersection double-line tramcar signal priority control method based on Internet of vehicles
Technical Field
The invention relates to the field of traffic transportation control, in particular to a cross road double-line tramcar signal priority control method based on an internet of vehicles.
Background
With the development of cities, the number of civil vehicles is continuously increased, but the existing traffic facilities and control methods cannot adapt to the requirement of increasing vehicles for road traffic, so that the generated traffic jam, tail gas emission and safety accidents are increasingly aggravated. The modern tramcar as a rail vehicle with medium transport capacity has the advantages of low cost, no pollution, high speed and high comfort level. The tramcar generally runs on a road in a semi-independent right-of-way mode, runs on the road through a special track running area, and shares right-of-way with social vehicles and pedestrians at a road intersection.
With the continuous construction and the increase of lines of modern trams in China, the situation that two tram lines pass through a crossing in sequence appears, so that the passing conflict exists between the two tram lines and the conventional road traffic vehicles and between the two tram lines. At present, for the situation of two-line crossing, a two-way signal priority coordination strategy of firstly requesting to pass is generally adopted. However, this strategy is inefficient and cannot consider the traffic demands of trams and social vehicles in a coordinated manner.
With the rapid development of sensors and communication technologies, people, vehicles and road information interaction is realized by means of an information acquisition technology and a wireless communication technology, so that the gradual popularization of a vehicle networking technology is realized, various vehicles running in traffic are optimized by means of the technology, the cooperativity of traffic facilities and various vehicles is improved, traffic jam is relieved, and the traffic efficiency is improved. The intersection queuing length is an important decision variable and an evaluation index for traffic control. Therefore, the vehicle networking technology is used for predicting the vehicle queuing length of the intersection under different tramcar signal priority strategies in real time, the response of the two-way tramcar signal priority request is optimized according to the vehicle networking technology, and the efficiency of tramcar signal priority control can be improved. However, the existing intersection two-way tramcar signal priority control method cannot cooperatively consider the signal priority request of the two-way tramcar, so that certain potential safety hazards and traffic inconvenience are brought to the passing of the tramcar.
Disclosure of Invention
According to the problems in the prior art, the invention discloses a crossroad double-line tramcar signal priority control method based on the Internet of vehicles, which specifically comprises the following steps:
s1, respectively setting signal priority request areas in the two tramcar lines;
s2, detecting whether a tramcar newly entering the signal priority request area in the two tramcar lines initiates a signal priority request in real time, if not, controlling the tramcar to pass by adopting the existing crossing signal timing scheme;
s3, when a signal priority request is sent by a new tramcar, designing a corresponding signal priority strategy for the tramcar;
s4, collecting the social vehicle driving information of each lane at the signal priority request moment, and predicting the comprehensive maximum queuing length of the social vehicles at the intersection under the signal priority strategy based on the established intersection discrete traffic flow model;
s5: judging whether the current signal priority request conflicts with the existing tramcar signal priority request in the opposite line or not, and if so, determining the conflict type:
s6: determining a dual-line signal priority strategy sequence, and updating the existing intersection signal timing scheme and then executing.
Further, the social vehicle travel information on each lane includes position, speed, acceleration, and expected speed information of the automobile.
Further, the signal priority strategy is to shorten the length of a red phase of a signal cycle in a lane direction corresponding to a newly entered tramcar, wherein the shortening is performed in two ways, the first way is to delay the start time of the red phase, and the second way is to: advancing the red phase end time;
the new time for entering the tramcar to arrive at the intersection is set as
Figure BDA0002134626420000021
If according to a given timing strategy, ttramWhen the time is in the red phase, it is necessary to design a signal priority policy, and the start and end times of the red phase in the timing of the given signal are respectively tr,b，tr,eThen the red phase start time delay amount is
Δtr,b＝ttram-tr,b+σ
And the red phase end time advance is
Δtr,e＝tr,e-ttram+σ
Wherein, sigma is a fixed time constant to ensure that the tramcar can pass through the intersection;
if according to a given timing strategy, ttramWhen the moment falls into the green phase, the signal priority strategy amplitude is determined to be zero, namely delta tr,b＝Δtr,e＝0。
Further, the intersection discrete traffic flow model is established in the following manner:
no other vehicle or signal lamp limit is set in front, and the vehicle runs at the expected speed; when the distance between the vehicle and the front vehicle is reduced to the minimum safe vehicle distance hminWhen the vehicle is switched from a state of traveling at a desired speed to a state of following the speed of the vehicle ahead, and a minimum safe vehicle distance is maintained from the vehicle ahead, wherein the minimum safe vehicle distance is defined as: when the front vehicle is braked emergently, the vehicle reduces the speed to zero from the current speed at a safe acceleration;
hmin＝α·v+β·v2+δ
in the formula, v is the real-time speed of the vehicle, alpha represents the average reaction time of a driver, beta is the stable deceleration information of the vehicle, and delta is the safe distance between two vehicles when the vehicle is parked.
Further, S4 specifically adopts the following manner:
s41: according to two signal priority strategies delta tr,b、Δtr,eRespectively overlapping the existing intersection signal timing schemes to obtain two new intersection signal timing schemes;
s42: under two new intersection signal timing schemes, vehicles in each lane of the intersection are numbered, and the social vehicle queuing length discrete dynamic change in each lane is respectively obtained according to an intersection discrete traffic flow model as follows,
Qk(t+Δt|Δtr,b)＝Qk(t|Δtr,b)+Numin(t+Δt|t,Δtr,b)-Numout(t+Δt|t,Δtr,b)，k∈Η
Qk(t+Δt|Δtr,e)＝Qk(t|Δtr,e)+Numin(t+Δt|t,Δtr,e)-Numout(t+Δt|t,Δtr,e)，k∈Η
s43: obtaining the maximum queuing length Q of each lane under two new signal priority strategiesmax,k(Δtr,b)、Qmax,k(Δtr,e)，k∈Η；
S44: adding the maximum queuing lengths of all lanes to obtain the maximum queuing lengths under two signal priority strategies (delta t)r,b，Δtr,e) Comprehensive maximum queuing length Q of intersectionmax(Δtr,b) And Qmax(Δtr,e)。
Further, S5 specifically adopts the following manner:
s51: (ii) determining whether the new tram signal prioritization request matches an existing unresponsive tram signal prioritization request
Figure BDA0002134626420000031
Or
Figure BDA0002134626420000032
) Responding in the same signal cycle period at the intersection, if so, entering the next step, and otherwise, judging that no conflict exists;
s52: judging a new tram signal priority strategy (Δ t)r,b，Δtr,e) Whether the amplitude is zero or not, if the amplitude is non-zero, the next step is carried out, and if not, no conflict is determined;
s53: judging whether a new tramcar signal priority request is triggered by an existing opposite tramcar signal priority strategy or not, if so, judging as follows, otherwise, judging as no conflict;
if the priority strategy of the tramcar signal is to delay the starting time of a certain red phase, the delay amount is
Figure BDA0002134626420000033
And the time when the newly-entered tramcar arrives at the intersection
Figure BDA0002134626420000034
The new tramcar signal priority request conflicts with the existing opposite signal priority request, and a first conflict is defined;
if the priority strategy of the opposite tramcar signal is to advance the ending time of a certain red phase, the advance is
Figure BDA0002134626420000035
And the time when the newly-entered tramcar arrives at the intersection
Figure BDA0002134626420000036
The new tramcar signal priority request conflicts with the existing opposite signal priority request, and a second conflict is defined;
if the prior amplitude of the opposite tramcar signal is zero, the time for the opposite tramcar to reach the intersection is
Figure BDA0002134626420000041
The new tram signal priority request conflicts with the opposite tram signal, defining a third conflict;
if the prior amplitude of the opposite tramcar signal is zero, the time for the opposite tramcar to reach the intersection is
Figure BDA0002134626420000042
The new tram signal priority request collides with the opposing tram signal, defining a fourth collision.
Further, S6 specifically adopts the following manner:
s61: if no conflict exists, selecting a mode such as Q for a newly-initiated tramcar signal priority strategy and selecting the intersection with the minimum comprehensive maximum queuing lengthmax(Δtr,b)≤Qmax(Δtr,e) Then choose to delay the red phase start, e.g. Qmax(Δtr,b)>Qmax(Δtr,e) The red phase end time is selected to be advanced;
s62: if the conflict is the first conflict, adjusting the speed of the current newly-entering tramcar to ensure that the time of the newly-entering tramcar reaching the intersection is equal to
Figure BDA0002134626420000043
If it is not
Figure BDA0002134626420000044
If true, no signal conditioning is requiredFinishing; if not, the red light start time delay is designed to be
Figure BDA0002134626420000045
S63: if the conflict is the second conflict: the speed of the current new tramcar is adjusted to make the time of the new tramcar reaching the intersection equal to
Figure BDA0002134626420000046
If it is not
Figure BDA0002134626420000047
If yes, advance the end time of the red phase in the previous signal cycle by the amount of advance
Figure BDA0002134626420000048
If not, no signal adjustment is needed;
s64: if the conflict is the third conflict: the speed of the opposite tramcar is adjusted to make the arrival time of the tramcar at the intersection equal to
Figure BDA0002134626420000049
If it is not
Figure BDA00021346264200000410
If yes, providing a signal to the opposite tramcar with priority, namely advancing the end time of the red phase in the current cycle by the advance
Figure BDA00021346264200000411
If not, no signal adjustment is needed;
s65: if the conflict is the fourth conflict: the speed of the opposite tramcar is adjusted to make the arrival time of the tramcar at the intersection equal to
Figure BDA00021346264200000412
S66: if it is not
Figure BDA00021346264200000413
If it is true, the tramcar faces opposite directionProviding signal priority, i.e. delaying the start of the red phase in the following signal cycle by an amount of lead
Figure BDA00021346264200000414
If not, no signal adjustment is needed.
Due to the adoption of the technical scheme, the intersection double-line tramcar signal priority control method based on the internet of vehicles provided by the invention utilizes a discrete traffic flow model to predict intersection vehicle queuing and evaluate different signal priority strategies. A calculation mode of discrete iteration based on real-time traffic information acquisition is adopted, and training learning or fitting traffic flow distribution is not required to be performed by utilizing a large amount of statistical data. Therefore, the real-time change of the traffic flow can be more accurately reflected in the application. Meanwhile, because the prediction is carried out by adopting a numerical calculation mode, the prediction accuracy is continuously improved along with the shortening of discrete iteration step length, so that the method still has good control effect in a random variable traffic environment.
In addition, the method comprehensively considers the traffic demands of the tramcar and the social vehicles, and reduces the influence of a signal priority strategy on the social vehicles by selecting the strategy that the queuing length of the social vehicle comprehensive intersection is shortest. Meanwhile, the invention designs a novel solution for the priority conflict of the signals of the tramcar on the opposite line, and the tramcar on the opposite line can pass through the intersection without stopping respectively on the premise of ensuring safety by evaluating the conflict type and combining different arrival time adjustment suggestions of the tramcar.
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In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments described in the present application, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a schematic diagram of a dual-line tramcar intersection signal priority request area setup and intersection traffic;
FIG. 2 is a flow chart of a two-line tramcar signal priority control strategy;
FIG. 3 is a flow chart of the intersection synthetic maximum queue length calculation;
Detailed Description
In order to make the technical solutions and advantages of the present invention clearer, the following describes the technical solutions in the embodiments of the present invention clearly and completely with reference to the drawings in the embodiments of the present invention:
as shown in fig. 1, a crossroad double-line tramcar signal priority control method based on internet of vehicles specifically includes the following steps:
s1, in two tram lines, setting a signal priority request area:
the length of the signal priority request area is R, and the coverage track range is from a position S away from the intersection stop line to a position S + R away from the intersection stop line. When the tramcar drives into the signal priority request area from a remote place, the tramcar can send a signal priority request. And after the tramcar drives out of the signal priority request area, the determined signal priority request can not be changed. The signal priority request for the tram conflict is processed in the signal priority request area. The length setting of S and R ensures that if the tramcar is already driven out of the signal priority request area, the tramcar newly entering the signal priority request area does not conflict with the tramcar.
And S2, detecting whether the tramcar entering the signal priority request area newly exists in the two lines in real time, if no new tramcar enters, controlling the intersection according to a set timing strategy:
and simultaneously detecting whether a new tramcar enters a signal priority request area of the tramcar by the two lines, if no tramcar approaches the intersection, namely no signal priority request is initiated but not responded, and the signal of the specific lane at the intersection is a fixed timing strategy. When there is a signal priority request that the tram has finally determined without responding, then the established timing strategy is a fixed timing strategy that superimposes the determined signal priority strategy. If only one line direction tram initiates a signal priority request at present and no unresponsive tram signal priority request (denoted by p) is applied, the current line direction lane initiation sequence is the intersection signal main phase sequence. And when the prior request for the tramcar signal which is applied for non-response exists, determining that the phase sequence of the tramcar lane direction signal which is applied for non-response is the main phase sequence. One red-green cycle is a period. Where the green phase duration is denoted by g and the red phase duration is denoted by r.
S3, when the tramcar is detected to enter the signal priority request area, designing a corresponding signal priority strategy for the tramcar: the signal priority strategy design is to shorten the red phase length of a certain signal cycle in the corresponding lane direction of the newly-entered tramcar in the fixed timing strategy. Two ways are involved, i) the red phase start time is delayed; ii) advancing the red phase end time. The new time for entering the tramcar to arrive at the intersection is set as
Figure BDA0002134626420000061
If according to a given timing strategy, ttramThe time is in the red phase, and a signal priority strategy needs to be designed. Setting the start and end time of red phase in the timing of predetermined signal as tr,b，tr,eThen the red phase start time delay amount is
Δtr,b＝ttram-tr,b+σ
And the red phase end time advance is
Δtr,e＝tr,b-ttram+σ
Wherein, sigma is a fixed time constant, and the tramcar can be ensured to pass through the intersection.
And if according to a predetermined timing strategy, ttramWhen the moment falls into the green phase, the signal priority strategy amplitude is determined to be zero, namely delta tr,b＝Δtr,e＝0
S4, collecting the road social vehicle running information at the signal priority request moment: when a new tram enters a signal priority request zone, information of social vehicles in all lanes, including position, speed, acceleration, and expected speed, is collected based on the internet of vehicles.
And S5, predicting the comprehensive maximum queuing length of the social vehicles at the intersection under different designed signal priority strategies based on the discrete traffic flow model at the intersection:
firstly, an intersection discrete traffic flow model is established, and the driving state of vehicles in the discrete traffic flow is referred to the distance between the vehicles. When no other vehicle or signal lamp limit exists in front, the vehicle runs at the expected speed; when the inter-vehicle distance of the vehicle and the preceding vehicle is reduced to the minimum safe inter-vehicle distance (h)min) The vehicle switches from a state of traveling at a desired speed to a state of following the speed of the preceding vehicle, and maintains a minimum safe vehicle distance from the preceding vehicle. The minimum safe vehicle distance is defined as the distance required by the vehicle to reduce the speed from the current speed to zero at a safe acceleration when the vehicle in front is braked suddenly,
hmin＝α·v+β·v2+δ
where α, β, and δ are model parameters determined based on road safety constraints. Alpha represents the average reaction time of the driver, beta is the information of the stable deceleration of the vehicle, delta is the safe distance between the two vehicles when the vehicle is stopped
And then, determining the comprehensive maximum queuing length of the intersection according to the model.
Determination of two signal priority strategies (at) required for newly entering tramr,b，Δtr,e). And then, obtaining a specific signal cycle when the tramcar reaches the intersection through the set signal timing, and discretizing the signal cycle. Corresponding to two signal priority strategies, determining intersection signal information of all lane directions of the intersection at each iteration discrete moment,
Figure BDA0002134626420000071
h is a set of all lanes at the intersection. t-0 is the initial time of this signal cycle.
Numbering the vehicles in a certain lane (k-th lane) of the intersection, and according to the traffic flow discrete model in claim 5, the vehicle i +1 in the current lane is under a certain signal priority strategy (delta t)r,b) The calculation of the speed and position at different iterative discrete times is as follows:
i) i +1, the signal lamp is arranged in front of the vehicle, and the vehicle only needs to refer to the state of the signal lamp during running, so the speed and the acceleration of the vehicle at the next iteration discrete time are calculated as follows,
Figure BDA0002134626420000072
Figure BDA0002134626420000081
in the formula IstopThe current lane stop line position.
Figure BDA0002134626420000082
For a vehicle in an iterative discrete cycle [ t, t + delta t]The travel distance when traveling at the desired speed,
Figure BDA0002134626420000083
vd(t + Δ t) is the usual deceleration rate of the vehicle
Figure BDA0002134626420000087
Reduced speed, i.e. after deceleration
Figure BDA0002134626420000088
When the signal lamp at the current iteration discrete moment is green, namely tlsk(t|Δtr,b)＝0，hmin(vi+1(t)) is set to negative infinity, i.e., the vehicle is traveling only at its desired speed. v. ofdes,i+1(t) is the desired speed of the vehicle at t iterative discrete times. When the signal lamp is red, tlsk(t|Δtr,b)＝1，hmin(vi+1(t))＝α·vi+1(t)+β·vi+1(t)2+ δ, the vehicle will decelerate at a rate
Figure BDA0002134626420000089
Gradually slow down and finallyAnd (5) parking.
ii) i +1 vehicle ahead is vehicle i, the travel of the vehicle only travels with reference to vehicle i ahead, so the speed and position at the next iterative discrete time are calculated as follows:
Figure BDA0002134626420000084
Figure BDA0002134626420000085
traversing j from 1 to M for searching inequality
Figure BDA0002134626420000086
J value of (2), then NuminJ-1 is the value of [ t, t + Δ t ] in a discrete iteration period]The number of vehicles in the current k-th lane that reach the end of their queue.
The number of the vehicles at the head of the queue at the discrete iteration time t in the kth lane is n, the traversal search is carried out on j from 1 to M, and the condition that the inequality l is met is foundn+j(t+Δt)<lstopJ value of (2), then NumoutJ-1 is the value of [ t, t + Δ t ] in a discrete iteration period]The number of vehicles leaving the head of their queue in the current k-th lane.
The queue length in the current k-th lane is cumulatively calculated as follows,
Qk(t+Δt|Δtr,b)＝Qk(t|Δtr,b)+Numin(t+Δt|t)-Numout(t+Δt|t)
from the current k-th lane QkIn the discrete sequence of (t), we can obtain the maximum queuing length Q of the current k-th lane under the signal priority strategymax,k(Δtr,b). Calculating and summing the maximum queuing lengths of a plurality of lanes (k h) at the intersection in turn to obtain (delta t) under two signal priority strategiesr,b，Δtr,e) Synthetic maximum queuing length, Q, at intersectionmax(Δtr,b) And Qmax(Δtr,e)。
S6, judging whether the newly-sent signal priority strategy conflicts with the tram signal priority request existing in the opposite line, and determining the conflict type:
the first step is to determine whether the new tram signal priority request is equal to an existing unresponsive tram signal priority request (
Figure BDA0002134626420000091
Or
Figure BDA0002134626420000092
) And responding in the same signal cycle period of the intersection, if so, entering the next step, and otherwise, judging that no conflict exists.
The second step judges the new tramcar signal priority strategy (delta t)r,b，Δtr,e) And if the amplitude is zero, entering the next step if the amplitude is non-zero, otherwise, judging that no conflict exists.
And thirdly, judging whether a new tramcar signal priority request is caused by an existing opposite tramcar signal priority strategy or not, if so, judging as follows, and otherwise, judging as no conflict.
If the priority strategy of the tramcar signal is to delay the starting time of a certain red phase, the delay amount is
Figure BDA0002134626420000093
And the time when the newly-entered tramcar arrives at the intersection
Figure BDA0002134626420000094
The new tram signal priority request conflicts with the existing counter signal priority request with a conflict type of 1.
If the priority strategy of the opposite tramcar signal is to advance the ending time of a certain red phase, the advance is
Figure BDA0002134626420000095
And the time when the newly-entered tramcar arrives at the intersection
Figure BDA0002134626420000096
Then it is newThe tramcar signal priority request of (2) conflicts with the existing opposite signal priority request.
If the prior amplitude of the opposite tramcar signal is zero, the time for the opposite tramcar to reach the intersection is
Figure BDA0002134626420000097
The new tram signal priority request collides with the opposing tram signal, the collision type being 3.
If the prior amplitude of the opposite tramcar signal is zero, the time for the opposite tramcar to reach the intersection is
Figure BDA0002134626420000098
The new tram signal priority request collides with the opposing tram signal, the collision type being 4.
S7, determining a two-line signal priority strategy sequence, updating a set timing strategy, and then executing:
and if no conflict exists, selecting a newly-initiated tramcar signal priority strategy as a strategy for minimizing the comprehensive maximum queuing length of the intersection. I.e. as Qmax(Δtr,b)≤Qmax(Δtr,e) Then the red phase start time is chosen to be delayed. Such as Qmax(Δtr,b)>Qmax(Δtr,e) The red phase end time is chosen to be advanced.
If the conflict type is 1, adjusting the speed of the current newly-entered tramcar to ensure that the time of the newly-entered tramcar reaching the intersection is 1
Figure BDA0002134626420000101
If it is not
Figure BDA0002134626420000102
If the result is true, the signal adjustment is not needed; if not, the red light start time delay is designed to be
Figure BDA0002134626420000103
If the conflict type is 2, adjusting the current newThe speed of the tramcar is controlled to make the tramcar reach the intersection at the time
Figure BDA0002134626420000104
If it is not
Figure BDA0002134626420000105
If yes, advance the end time of the red phase in the previous signal cycle by the amount of advance
Figure BDA0002134626420000106
If not, no signal adjustment is needed.
If the conflict type is 3, adjusting the speed of the opposite tramcar to make the time of reaching the intersection equal to
Figure BDA0002134626420000107
If it is not
Figure BDA0002134626420000108
If yes, providing a signal to the opposite tramcar with priority, namely advancing the end time of the red phase in the current cycle by the advance
Figure BDA0002134626420000109
If not, no signal adjustment is needed.
If the conflict type is 4, adjusting the speed of the opposite tramcar to make the time of reaching the intersection equal to
Figure BDA00021346264200001010
If (t)r,b+Δtr,b+σ)>tr,eIf yes, providing the opposite tramcar with a signal priority, namely delaying the starting time of the red phase in the next signal cycle, and the advance is
Figure BDA00021346264200001011
If not, no signal adjustment is needed.
After the signal priority strategy of the double-line tramcar is determined, the signal priority strategy and the set timing strategy are overlapped and then executed by the signal lamp of the intersection.
Example (b):
and sequentially arranging signal request areas along the driving direction of the tramcar at the intersection, wherein the length of each signal request area is R, and the distance from the intersection stop line is S. The tramcar detector is installed in the signal request area to acquire tramcar position, speed information and the like, and a tramcar signal priority request is sent to the intersection signal lamp controller. The tram-specific track is laid on the right side of the road, as shown in fig. 1 and 2.
(1) The signal request area detects whether there is a tramcar newly entering the request area in real time, if not, the timing strategy is set according to the traffic signal
Figure BDA0002134626420000111
Intersection control is performed, where i-0 indicates the current signal phase, and the routine proceeds to (12). If a new tramcar enters the intersection, the time of the tramcar reaching the intersection is calculated according to the running speed and the distance from the intersection,
Figure BDA0002134626420000112
then, the process proceeds to (2).
(2) Judging ttramWhether or not it falls in the red phase, i.e. ttram∈(tr,b,0,tr,e,0)∪(tr,b,1,tr,e,1) U.S. Pat. No. …. If t istram∈(tr,b,0,tr,e,0)∪(tr,b,1,tr,e,1) If u, … is true, then the signal optimization strategy needs to be designed, and enter (3). Otherwise, the signal priority strategy is not required to be designed, and delta tr,b,j＝Δtr,e,jGo to (13) when equal to 0.
(3) Let ttram∈(tr,b,j,tr,e,j) Then the red phase start time delay amount of signal cycle j is Δ t according to the red phase start time delay strategyr,b,j＝ttram-tr,b,j+ σ. And the red of signal cycle j according to the red phase end time advance strategyThe phase start time delay amount is Δ tr,e,j＝tr,e,j-ttram+ σ. Then, the process proceeds to (4).
(4) Obtaining two new signal timing strategies according to the two signal priority strategies
Figure BDA0002134626420000113
And
Figure BDA0002134626420000114
and the intersection discrete traffic flow model is utilized to synthesize the maximum queuing length, Q, of the intersection under two new signal timing strategiesmax(Δtr,b,j) And Qmax(Δtr,e,j) As shown in fig. 3. Then, the process proceeds to (5).
(5) Determining whether there is a prior request for an initiated and unresponsive tram signal, (b) determining whether there is a prior request for an initiated and unresponsive tram signal
Figure BDA0002134626420000115
Or
Figure BDA0002134626420000116
). If i ≠ j, it is determined as no collision, and the procedure proceeds to (9). Otherwise, go to (6).
(6) And judging whether the new tramcar signal priority request is triggered by the existing target tramcar signal priority strategy or not. If so, namely
Figure BDA0002134626420000117
Then (7) is entered. Otherwise, go to (9).
(7) If it is not
Figure BDA0002134626420000118
And is
Figure BDA0002134626420000119
The method indicates that the prior strategy for the tramcar signal priority is to delay the starting time of the signal cycle i and judge the conflict type as 1 if the signal priority strategy is not used for the tramcar signal priority
Figure BDA00021346264200001110
And is
Figure BDA00021346264200001111
The method indicates that the prior tramcar signal priority strategy is to advance the ending time of a certain red phase, and the conflict type is judged to be 2.
(8) If it is not
Figure BDA0002134626420000121
And is
Figure BDA0002134626420000122
Figure BDA0002134626420000123
Namely, the existing tramcar is influenced by the signal priority strategy of the newly-entered tramcar. When in use
Figure BDA0002134626420000124
When the conflict type is judged to be 3, when
Figure BDA0002134626420000125
The conflict type is judged to be 4 then (10) is entered. If the conditions are not met, judging that no conflict exists, and entering into (9).
(9) The newly initiated tram signal prioritization strategy is selected to be, for example, Qmax(Δtr,b)≤Qmax(Δtr,e) Then choose to delay the red phase start by Δ t r,e,j0. Such as Qmax(Δtr,b)>Qmax(Δtr,e) Then the red phase end time is chosen to be advanced, Δ t r,b,j0. And then enters (11).
(10) If the conflict type is 1, adjusting the speed of the current newly-entered tramcar to ensure that the time of the newly-entered tramcar reaching the intersection is 1
Figure BDA0002134626420000126
The amount of time of arrival variation is
Figure BDA0002134626420000127
If it is not
Figure BDA0002134626420000128
If true, then no signal adjustment is required, Δ tr,b,j＝Δt r,e,j0; if not, the red light start time delay is designed to be
Figure BDA0002134626420000129
If the conflict type is 2, adjusting the speed of the current newly-entered tramcar to ensure that the time of the newly-entered tramcar reaching the intersection is 2
Figure BDA00021346264200001210
The amount of time of arrival variation is
Figure BDA00021346264200001211
If it is not
Figure BDA00021346264200001212
If yes, advance the end time of the red phase in the previous signal cycle by the amount of advance
Figure BDA00021346264200001213
If not, no signal adjustment is needed, Δ tr,b,j＝Δtr,e,j＝0。
If the conflict type is 3, adjusting the speed of the opposite tramcar to make the time of reaching the intersection equal to
Figure BDA00021346264200001214
The amount of time of arrival variation is
Figure BDA00021346264200001215
If it is not
Figure BDA00021346264200001216
If yes, providing a signal to the opposite tramcar with priority, namely advancing the end time of the red phase in the current cycle by the advance
Figure BDA00021346264200001217
If not, no signal adjustment is needed,
Figure BDA00021346264200001218
if the conflict type is 4, adjusting the speed of the opposite tramcar to make the time of reaching the intersection equal to
Figure BDA0002134626420000131
The amount of time of arrival variation is
Figure BDA0002134626420000132
If (t)r,b,j+Δtr,b,j+σ)>tr,e,jIf yes, providing the opposite tramcar with a signal priority, namely delaying the starting time of the red phase in the next signal cycle, and the advance is
Figure BDA00021346264200001314
If not, no signal adjustment is needed,
Figure BDA0002134626420000133
(11) will be calculated
Figure BDA0002134626420000134
Δtr,b,j，Δtr,e,jRespectively overlapping the signal control strategies with fixed time length to obtain a final intersection signal control strategy, and then entering (12)
Figure BDA0002134626420000135
(12) And calculating to obtain a speed regulation strategy according to the arrival time variation of the tramcar.
If it is not
Figure BDA0002134626420000136
Then the vehicle is driven to a new running of the tramcarThe speed is as follows,
Figure BDA0002134626420000137
if it is not
Figure BDA0002134626420000138
The new driving speed to the tram is,
Figure BDA0002134626420000139
if it is not
Figure BDA00021346264200001310
The current new running speed of the tram is,
Figure BDA00021346264200001311
if it is not
Figure BDA00021346264200001312
The current new running speed of the tram is,
Figure BDA00021346264200001313
(13) and executing an intersection signal control strategy and a tramcar speed regulation strategy.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art should be considered to be within the technical scope of the present invention, and the technical solutions and the inventive concepts thereof according to the present invention should be equivalent or changed within the scope of the present invention.

Claims (4)

1. An intersection double-line tramcar signal priority control method based on the Internet of vehicles is characterized by comprising the following steps:
s1, respectively setting signal priority request areas in the two tramcar lines;
s2, detecting whether a tramcar newly entering the signal priority request area in the two tramcar lines initiates a signal priority request in real time, if not, controlling the tramcar to pass by adopting the existing crossing signal timing scheme;
s3, when a signal priority request is sent by a new tramcar, designing a corresponding signal priority strategy for the tramcar;
s4, collecting the social vehicle driving information of each lane at the signal priority request moment, and predicting the comprehensive maximum queuing length of the social vehicles at the intersection under the signal priority strategy based on the established intersection discrete traffic flow model;
s5: judging whether the current signal priority request conflicts with the existing tramcar signal priority request in the opposite line or not, and if so, determining the conflict type:
s6: determining a double-line signal priority strategy sequence, and updating an existing intersection signal timing scheme and then executing;
the signal priority strategy is to shorten the length of a red phase of a signal cycle in a corresponding lane direction of a newly-entered tramcar, wherein two ways are adopted for shortening, the first way is to delay the start time of the red phase, and the second way is to: advancing the red phase end time;
the new time for entering the tramcar to arrive at the intersection is set as
Figure FDA0002976557530000011
If according to a given timing strategy, ttramWhen the time is in the red phase, it is necessary to design a signal priority policy, and the start and end times of the red phase in the timing of the given signal are respectively tr,b，tr,eThen the red phase start time delay amount is
Δtr,b＝ttram-tr,b+σ
And the red phase end time advance is
Δtr,e＝tr,e-ttram+σ
Wherein, sigma is a fixed time constant to ensure that the tramcar can pass through the intersection;
if in accordance withTiming strategy, ttramWhen the moment falls into the green phase, the signal priority strategy amplitude is determined to be zero, namely delta tr,b＝Δtr,e＝0；
The intersection discrete traffic flow model is established in the following way:
no other vehicle or signal lamp limit is set in front, and the vehicle runs at the expected speed; when the distance between the vehicle and the front vehicle is reduced to the minimum safe vehicle distance hminWhen the vehicle is switched from a state of traveling at a desired speed to a state of following the speed of the vehicle ahead, and a minimum safe vehicle distance is maintained from the vehicle ahead, wherein the minimum safe vehicle distance is defined as: when the front vehicle is braked emergently, the vehicle reduces the speed to zero from the current speed at a safe acceleration;
hmin＝α·v+β·v2+δ
wherein v is the real-time speed of the vehicle, alpha represents the average reaction time of a driver, beta is the stable deceleration information of the vehicle, and delta is the safe distance between two vehicles when the vehicle is parked;
s4 specifically adopts the following method:
s41: according to two signal priority strategies delta tr,b、Δtr,eRespectively overlapping the existing intersection signal timing schemes to obtain two new intersection signal timing schemes;
s42: under two new intersection signal timing schemes, vehicles in each lane of the intersection are numbered, and the social vehicle queuing length discrete dynamic change in each lane is respectively obtained according to an intersection discrete traffic flow model as follows,
Qk(t+Δt|Δtr,b)＝Qk(t|Δtr,b)+Numin(t+Δt|t,Δtr,b)-Numout(t+Δt|t,Δtr,b)，k∈Η
Qk(t+Δt|Δtr,e)＝Qk(t|Δtr,e)+Numin(t+Δt|t,Δtr,e)-Numout(t+Δt|t,Δtr,e)，k∈Η
s43: obtaining the maximum queuing length Q of each lane under two new signal priority strategiesmax,k(Δtr,b)、Qmax,k(Δtr,e)，k∈Η；
S44: adding the maximum queuing lengths of all lanes to obtain the maximum queuing lengths under two signal priority strategies (delta t)r,b，Δtr,e) Comprehensive maximum queuing length Q of intersectionmax(Δtr,b) And Qmax(Δtr,e)。
2. The intersection double-line tram signal priority control method based on the internet of vehicles as claimed in claim 1, further characterized in that: the social vehicle driving information of each lane includes position, speed, acceleration, and expected speed information of the vehicle.
3. The intersection double-line tram signal priority control method based on the internet of vehicles as claimed in claim 1, further characterized in that: s5 specifically adopts the following method:
s51: determining whether the new tram signal priority request matches an existing unresponsive tram signal priority request
Figure FDA0002976557530000021
Or
Figure FDA0002976557530000022
Responding in the same signal cycle period at the intersection, if so, entering the next step, and otherwise, judging that no conflict exists;
s52: judging a new tram signal priority strategy (Δ t)r,b，Δtr,e) Whether the amplitude is zero or not, if the amplitude is non-zero, the next step is carried out, and if not, no conflict is determined;
s53: judging whether a new tramcar signal priority request is triggered by an existing opposite tramcar signal priority strategy or not, if so, judging as follows, otherwise, judging as no conflict;
if the priority strategy of the tramcar signal is to delay the starting time of a certain red phase, the delay amount is
Figure FDA0002976557530000031
And the time when the newly-entered tramcar arrives at the intersection
Figure FDA0002976557530000032
The new tramcar signal priority request conflicts with the existing opposite signal priority request, and a first conflict is defined;
if the priority strategy of the opposite tramcar signal is to advance the ending time of a certain red phase, the advance is
Figure FDA0002976557530000033
And the time when the newly-entered tramcar arrives at the intersection
Figure FDA0002976557530000034
The new tramcar signal priority request conflicts with the existing opposite signal priority request, and a second conflict is defined;
if the prior amplitude of the opposite tramcar signal is zero, the time for the opposite tramcar to reach the intersection is
Figure FDA0002976557530000035
The new tram signal priority request conflicts with the opposite tram signal, defining a third conflict;
if the prior amplitude of the opposite tramcar signal is zero, the time for the opposite tramcar to reach the intersection is
Figure FDA0002976557530000036
The new tram signal priority request collides with the opposing tram signal, defining a fourth collision.
4. The intersection double-line tram signal priority control method based on the internet of vehicles as claimed in claim 3, further characterized by: s6 specifically adopts the following method:
s61: if no conflict exists, the newly initiated tramcar signal priority strategy is selected, and the comprehensive maximum queuing length of the intersection is selectedIn a minimum manner, i.e. as Qmax(Δtr,b)≤Qmax(Δtr,e) Then choose to delay the red phase start, e.g. Qmax(Δtr,b)>Qmax(Δtr,e) The red phase end time is selected to be advanced;
s62: if the conflict is the first conflict, adjusting the speed of the current newly-entering tramcar to ensure that the time of the newly-entering tramcar reaching the intersection is equal to
Figure FDA0002976557530000037
If it is not
Figure FDA0002976557530000038
If yes, no signal adjustment is needed; if not, the red light start time delay is designed to be
Figure FDA0002976557530000039
S63: if the conflict is the second conflict: the speed of the current new tramcar is adjusted to make the time of the new tramcar reaching the intersection equal to
Figure FDA00029765575300000310
If it is not
Figure FDA00029765575300000311
If yes, advance the end time of the red phase in the previous signal cycle by the amount of advance
Figure FDA00029765575300000312
If not, no signal adjustment is needed;
s64: if the conflict is the third conflict: the speed of the opposite tramcar is adjusted to make the arrival time of the tramcar at the intersection equal to
Figure FDA00029765575300000313
If it is not
Figure FDA00029765575300000314
If yes, providing a signal to the opposite tramcar with priority, namely advancing the end time of the red phase in the current cycle by the advance
Figure FDA00029765575300000315
If not, no signal adjustment is needed;
s65: if the conflict is the fourth conflict: the speed of the opposite tramcar is adjusted to make the arrival time of the tramcar at the intersection equal to
Figure FDA0002976557530000041
S66: if (t)r,b+Δtr,b+σ)>tr,eIf yes, providing the opposite tramcar with a signal priority, namely delaying the starting time of the red phase in the next signal cycle, and the advance is
Figure FDA0002976557530000042
If not, no signal adjustment is needed.
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