CN111028521B - Tramcar network green wave coordination control method and device - Google Patents

Tramcar network green wave coordination control method and device Download PDF

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CN111028521B
CN111028521B CN201911316624.3A CN201911316624A CN111028521B CN 111028521 B CN111028521 B CN 111028521B CN 201911316624 A CN201911316624 A CN 201911316624A CN 111028521 B CN111028521 B CN 111028521B
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green wave
tramcar
constraint
intersection
time
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CN111028521A (en
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王昊
姚东成
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Southeast University
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    • G08G—TRAFFIC CONTROL SYSTEMS
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Abstract

The invention discloses a coordination control method and a device for a tramcar network green wave, wherein a mixed integer linear programming model constructed by the method aims at maximizing the weighted sum of two-way green wave bandwidths of social vehicles, model constraints comprise intersection phase sequence constraints, social vehicle and tramcar green wave constraints, social vehicle tramcar interaction constraints, intersection trunk line cross constraints, network outer ring closed loop constraint conditions and the like, and the constraints are loosened through a 0-1 variable representing whether the green wave of a road section is interrupted, so that the green wave bandwidth of the tramcar is ensured to meet the traffic demand while the social vehicle green wave bandwidth is expanded as much as possible. The invention can optimize the green wave of the tramcar of the whole road network instead of a single line, and the green wave band can reflect the magnitude of the road flow demand, and can break the green wave of partial road sections under the necessary condition to reach the global optimal solution. And finally, the cooperative high-efficiency smooth operation of the tramcar and the social vehicles in the whole road network is realized.

Description

Tramcar network green wave coordination control method and device
Technical Field
The invention relates to the field of road traffic signal control in the field of intelligent traffic, in particular to a method and a device for coordinately controlling green waves of a tramcar network, which ensure the passing efficiency of social vehicles in the road network and give consideration to the passing demand of the tramcar; and the green wave bandwidth and the maximum of the whole network are pursued at the cost of not setting the green wave of part of the road sections.
Background
With the continuous improvement of the urbanization level of China and the continuous increase of the automobile holding capacity, the congestion pressure of urban traffic is higher and higher. At the same time, the demand for urban traffic tends to be hierarchical and diverse. The modern tramcar as a public transportation system between the urban rapid rail transit and the traditional public transportation mode has wide development prospect in China.
However, trams have unique driving characteristics compared to social vehicles and traditional public transport. Conventional signal control methods will adversely affect their operating efficiency and safety. Therefore, on the basis of analyzing the running characteristics of the tramcar, a corresponding intersection signal control method is needed to improve the running efficiency of the tramcar.
In the field of traffic signal control, maximizing the green wave bandwidth of a road is a common coordination control strategy, and a MAXBAND algorithm is taken as a typical strategy. The passive priority strategy is widely applied to the coordination control of the main line signals of the tramcar, and the tramcar can continuously pass through a plurality of intersections in a green wave band by coordinating the phase difference of each intersection, so that the parking times and delay are effectively reduced.
On the basis of the trunk green wave, the network green wave model introduces intersection trunk crossing constraint and network outer ring closed-loop constraint, but the range of a feasible domain is further narrowed by additionally adding constraint conditions, and sometimes even no feasible solution exists.
In summary, scholars at home and abroad have obtained certain research results in the aspect of green wave algorithm and tramcar signal priority, but still have some defects: (1) at present, the coordination control method of the tramcar traffic signals is mostly researched on the basis of MAXBAND, the latest result is only the main line green wave control of the tramcar stopping on a single-line straight line, and the consideration of the tramcar line network forming is lacked. (2) The development of a network green wave control model is not mature, and particularly, an effective method is lacked to solve the problem of over-tight constraint conditions, so that a global optimal solution is difficult to obtain.
Disclosure of Invention
The purpose of the invention is as follows: the existing tramcar green wave model can only carry out green wave optimization on a single-line tramcar, and the consideration of line network formation is lacked; the existing network green wave model often has the situation that the feasible region is narrow or even is empty, and the optimal solution is difficult to obtain. Aiming at the defects of the prior art, the invention aims to provide a tramcar network green wave coordination control method and device, wherein tramcar constraints are introduced into a network green wave model, and 0-1 integer variables are used for representing whether a road green wave is interrupted. When necessary, the model breaks the green wave of partial road sections, and relaxes related constraint conditions to obtain the maximum value of the weighted sum of the network green wave bandwidths, so that the urban streetcars and social vehicles can efficiently and smoothly run, and the parking times and delay are reduced.
The technical scheme is as follows: in order to achieve the purpose, the invention adopts the following technical scheme:
a tram network green wave coordination control method comprises the following steps:
(1) acquiring road flow information related to a network and single-point timing information of each intersection, and determining road section geometric information, vehicle information and variable upper and lower limits in the network;
(2) constructing a mixed integer linear programming model for tramcar network green wave coordination control; the mixed integer linear programming model aims at maximizing the weighted sum of bidirectional green wave bandwidths of the social vehicles, and constraint conditions of the model comprise variable upper and lower limit constraints, intersection phase sequence combination constraints, social vehicle green wave constraints, tramcar green wave constraints, social vehicle and tramcar interaction constraints, intersection trunk line crossing constraints and network outer ring closed loop constraints; the method comprises the steps that 0-1 variable representing whether a road section green wave is interrupted or not is introduced into social vehicle green wave constraint, tramcar green wave constraint, social vehicle and tramcar interaction constraint and network outer ring closed loop constraint, green wave bandwidth is forced to be 0 when the green wave is interrupted, green wave time difference constraint in the social vehicle green wave constraint and tramcar green wave constraint, constraint for avoiding green wave bands from touching red light time, bidirectional minimum bandwidth constraint, social vehicle and tramcar interaction constraint and product of integer added in the network outer ring closed loop constraint and the introduced 0-1 variable representing whether the road section green wave is interrupted or not serve as penalty items;
(3) and calculating the global optimal solution of the mixed integer linear programming model by using a branch-and-bound method to obtain an optimal control scheme, wherein the optimal control scheme comprises the optimal cycle length, the phase sequence mode of each intersection and the phase difference of each intersection.
Preferably, the road flow rate ratio is taken as a bandwidth weight in the model objective function; the mark j indicates the jth road, the mark i indicates the ith intersection in the uplink direction, and
Figure BDA0002325994020000021
at the ith intersection, which represents the upstream direction of the trunk line j, the road flow rate ratio calculation formula is:
Figure BDA0002325994020000022
Figure BDA0002325994020000023
wherein:
Figure BDA0002325994020000031
and
Figure BDA0002325994020000032
respectively indicate intersections
Figure BDA0002325994020000033
And
Figure BDA0002325994020000034
the flow rate ratio between the up and down leg; vi jAnd
Figure BDA0002325994020000035
respectively indicate intersections
Figure BDA0002325994020000036
And
Figure BDA0002325994020000037
the traffic volume between the uplink and downlink road sections; SFi jAnd
Figure BDA0002325994020000038
respectively indicate intersections
Figure BDA0002325994020000039
And
Figure BDA00023259940200000310
the up and down leg saturation flow rates.
Preferably, the objective function of the mixed integer linear programming model is expressed as:
Figure BDA00023259940200000311
wherein: d is a trunk set; n isjIs the number of intersections of trunk j, nj-1 is the number of segments of trunk j;
Figure BDA00023259940200000312
and
Figure BDA00023259940200000313
are respectively an intersection
Figure BDA00023259940200000314
And
Figure BDA00023259940200000315
and the green wave bandwidth of the upstream and downstream social vehicles is reduced.
Preferably, the social vehicle green wave constraint comprises:
green wave time difference constraint:
Figure BDA00023259940200000316
Figure BDA00023259940200000317
Figure BDA00023259940200000318
wherein:
Figure BDA00023259940200000319
and
Figure BDA00023259940200000320
respectively in the green wave system of social vehicles
Figure BDA00023259940200000321
And
Figure BDA00023259940200000322
the time difference between the time center moments of the uplink red light and the downlink red light;
Figure BDA00023259940200000323
is an intersection
Figure BDA00023259940200000324
The time difference from the time center moment of the downlink red light to the time center moment of the nearest uplink red light;
Figure BDA00023259940200000325
intersection in trunk line j in green wave system of representative social vehicle
Figure BDA00023259940200000326
And
Figure BDA00023259940200000327
integer variables of road segment phase constraints;
Figure BDA00023259940200000328
indicating intersection
Figure BDA00023259940200000329
And
Figure BDA00023259940200000330
a binary variable of 0-1 indicating whether the green wave of the road section is interrupted or not, wherein 1 indicates the interruption and 0 indicates the non-interruption; m is a positive number not less than 1000;
Figure BDA00023259940200000331
is an intersection
Figure BDA00023259940200000332
The time difference between the right side of the uplink red light time and the center line of the green wave band of the uplink social vehicle closest to the right side of the uplink red light time;
Figure BDA00023259940200000333
is an intersection
Figure BDA00023259940200000334
The time difference between the left side of the downlink red light time and the center line of the green wave band of the downlink social vehicle closest to the left side of the downlink red light time;
Figure BDA00023259940200000335
and
Figure BDA00023259940200000336
are respectively an intersection
Figure BDA00023259940200000337
And
Figure BDA00023259940200000338
travel time of the social vehicles between ascending and descending;
Figure BDA00023259940200000339
and
Figure BDA00023259940200000340
respectively indicate intersections
Figure BDA00023259940200000341
Red light time in up and down directions;
to avoid the constraint set by the time when the green wave band of the variable social vehicle touches the red light:
Figure BDA0002325994020000041
Figure BDA0002325994020000042
Figure BDA0002325994020000043
Figure BDA0002325994020000044
Figure BDA0002325994020000045
Figure BDA0002325994020000046
Figure BDA0002325994020000047
Figure BDA0002325994020000048
social vehicle minimum bandwidth constraints:
Figure BDA0002325994020000049
Figure BDA00023259940200000410
wherein: bgminRepresenting a social vehicle bandwidth minimum;
when the green wave is broken, the green bandwidth is forced to 0:
Figure BDA00023259940200000411
Figure BDA00023259940200000412
preferably, the social vehicle green wave constraint further comprises:
and (3) balancing and constraining the bandwidth of the uplink green wave and the downlink green wave:
Figure BDA00023259940200000413
social vehicle travel time constraints:
Figure BDA00023259940200000414
Figure BDA00023259940200000415
wherein: z is the reciprocal of period C;
Figure BDA00023259940200000416
and
Figure BDA00023259940200000417
respectively indicate intersections
Figure BDA00023259940200000418
And
Figure BDA00023259940200000419
length of the section between the upper and lower directions.
Preferably, the tramcar green wave constraint includes:
green wave time difference constraint:
Figure BDA00023259940200000420
Figure BDA0002325994020000051
Figure BDA0002325994020000052
wherein:
Figure BDA0002325994020000053
and
Figure BDA0002325994020000054
respectively in the green wave system of the tramcar
Figure BDA0002325994020000055
And
Figure BDA0002325994020000056
the time difference between the time center moments of the uplink red light and the downlink red light;
Figure BDA0002325994020000057
is an intersection
Figure BDA0002325994020000058
The time difference from the time center moment of the downlink red light to the time center moment of the nearest uplink red light;
Figure BDA0002325994020000059
for a tramcar green wave system, a junction in a trunk line j
Figure BDA00023259940200000510
And
Figure BDA00023259940200000511
integer variables of road segment phase constraints;
Figure BDA00023259940200000512
is an intersection
Figure BDA00023259940200000513
The time difference between the right side of the uplink red light time and the central line of the green wave band of the uplink tramcar closest to the right side of the uplink red light time;
Figure BDA00023259940200000514
is an intersection
Figure BDA00023259940200000515
The time difference between the left side of the downlink red light time and the center line of the green wave band of the downlink tramcar closest to the left side of the downlink red light time;
Figure BDA00023259940200000516
and
Figure BDA00023259940200000517
are respectively an intersection
Figure BDA00023259940200000518
And
Figure BDA00023259940200000519
travel time of the tramcar between ascending and descending;
Figure BDA00023259940200000520
and
Figure BDA00023259940200000521
respectively indicate intersections
Figure BDA00023259940200000522
Red light time in up and down directions;
the tramcar green wave band can not touch the restriction of the red light:
Figure BDA00023259940200000523
Figure BDA00023259940200000524
Figure BDA00023259940200000525
Figure BDA00023259940200000526
Figure BDA00023259940200000527
Figure BDA00023259940200000528
Figure BDA00023259940200000529
Figure BDA00023259940200000530
Figure BDA00023259940200000531
Figure BDA00023259940200000532
Figure BDA00023259940200000533
Figure BDA00023259940200000534
Figure BDA00023259940200000535
Figure BDA0002325994020000061
Figure BDA0002325994020000062
Figure BDA0002325994020000063
Figure BDA0002325994020000064
Figure BDA0002325994020000065
Figure BDA0002325994020000066
Figure BDA0002325994020000067
wherein:
Figure BDA0002325994020000068
and
Figure BDA0002325994020000069
are respectively an intersection
Figure BDA00023259940200000610
And
Figure BDA00023259940200000611
the green wave bandwidth of the tramcar is increased between the ascending and descending;
Figure BDA00023259940200000612
is an intersection
Figure BDA00023259940200000613
The tramcar emptying time of (a); v. oftminAnd vtmaxRespectively representing the lower limit and the upper limit of the running speed of the tramcar; d represents the length of the tramcar body;
Figure BDA00023259940200000614
indicating intersection
Figure BDA00023259940200000615
The width of (d);
minimum bandwidth constraint of the tramcar:
Figure BDA00023259940200000616
Figure BDA00023259940200000617
wherein: btminRepresenting the minimum value of the bandwidth of the tramcar;
when the green wave is broken, the green bandwidth is forced to 0:
Figure BDA00023259940200000618
Figure BDA00023259940200000619
preferably, the tramcar green wave constraint further comprises:
tramcar travel time constraint:
Figure BDA00023259940200000620
Figure BDA00023259940200000621
Figure BDA00023259940200000622
Figure BDA00023259940200000623
Figure BDA0002325994020000071
Figure BDA0002325994020000072
wherein:
Figure BDA0002325994020000073
and
Figure BDA0002325994020000074
respectively indicate intersections
Figure BDA0002325994020000075
And
Figure BDA0002325994020000076
the number of tramcar stops in the ascending direction and the descending direction of the middle road section;
Figure BDA0002325994020000077
and
Figure BDA0002325994020000078
respectively indicate intersections
Figure BDA0002325994020000079
And
Figure BDA00023259940200000710
length of the section between the upper and lower directions; a represents the average acceleration of the tramcar; b represents the average deceleration of the tramcar; tau isminRepresenting the lower limit of the stopping time of the tramcar;
Figure BDA00023259940200000711
and
Figure BDA00023259940200000712
are respectively an intersection
Figure BDA00023259940200000713
And
Figure BDA00023259940200000714
the running time of the tramcar between the ascending and the descending;
Figure BDA00023259940200000715
and
Figure BDA00023259940200000716
are respectively an intersection
Figure BDA00023259940200000717
And
Figure BDA00023259940200000718
the stopping time of the h stopping station of the tramcar between the ascending and the descending;
bidirectional bandwidth balance constraint of the tramcar:
Figure BDA00023259940200000719
preferably, the social vehicle and tram interaction constraint is expressed as:
Figure BDA00023259940200000720
Figure BDA00023259940200000721
wherein:
Figure BDA00023259940200000722
and
Figure BDA00023259940200000723
are respectively societyIn the green wave system of the vehicle, the intersection
Figure BDA00023259940200000724
And
Figure BDA00023259940200000725
the time difference between the time center moments of the uplink red light and the downlink red light;
Figure BDA00023259940200000726
and
Figure BDA00023259940200000727
respectively in the green wave system of the tramcar
Figure BDA00023259940200000728
And
Figure BDA00023259940200000729
the time difference between the time center moments of the uplink red light and the downlink red light; m isiAnd
Figure BDA00023259940200000730
respectively represent intersections in trunk j
Figure BDA00023259940200000731
And
Figure BDA00023259940200000732
and integer variables of uplink and downlink interactive constraints between the two.
Preferably, the network outer ring closed-loop constraint is a constraint generated by the mutual correlation of phase differences of all intersections when a road provided with green waves forms a closed loop in a network structure; the method of relaxing the constraint is to add corresponding penalty terms to the left of the constraint inequality for all roads in the closed loop
Figure BDA00023259940200000733
Based on the same inventive concept, the tram network green wave coordination control device provided by the invention comprises a memory, a processor and a computer program which is stored on the memory and can run on the processor, wherein the computer program realizes the tram network green wave coordination control method when being loaded into the processor.
Has the advantages that: the tramcar network green wave coordination control method provided by the invention can maximize the weighted sum of the green wave bandwidth of social vehicles under the condition of meeting the tramcar passing requirement. Under necessary conditions, the model allows partial road sections not to be provided with green waves, corresponding constraint conditions are relaxed, the feasible region range is expanded, the green wave bandwidth weighted sum of the social vehicles is realized as far as possible, as many social vehicles as possible directly pass through the intersection without stopping, and the global optimal effect of urban road traffic operation is achieved.
Drawings
FIG. 1 is a flow chart of a method according to an embodiment of the present invention.
FIG. 2 is a simplified diagram illustrating a network outer loop closed loop constraint according to an embodiment of the present invention.
Fig. 3 is a network topology structure diagram of a specific example of the present invention, which includes information such as intersection numbers, trunk numbers, and lengths of road segments between adjacent intersections.
Fig. 4 is a green wave space-time diagram of the tram and the social vehicle plotted according to the calculation result corresponding to the network structure shown in fig. 3.
Detailed Description
The invention is further described with reference to the following figures and specific embodiments.
The embodiment of the invention discloses a tramcar network green wave coordination control method, which mainly comprises the following steps:
and S1, acquiring the road flow information related to the network and the single-point timing information of each intersection, and determining the geometric information of the road section, the vehicle information and the upper and lower limits of the variable in the network. The method specifically comprises the following steps:
collecting road flow information: acquiring the traffic flow demand of each road by using flow acquisition equipment (including but not limited to electromagnetic induction, ultrasonic induction, video monitoring and the like), and then obtaining the flow rate ratio of each road;
determining a single-point timing scheme of each intersection in the network: calculating the key flow rate ratio of each turn according to the flow and the canalization condition of each direction of each intersection, and then obtaining the green signal ratio;
determining the values of the following input parameters of the model: the system comprises a road section length, an intersection size, upper and lower speed limits of the tramcar and the social vehicle, upper and lower cycle limits, the length of the tramcar, the acceleration and deceleration of the tramcar, the lower bandwidth limit of the tramcar and the social vehicle, the number of stop stations of the tramcar on the road section and the lower stop limit of the tramcar.
S2, constructing a mixed integer linear programming model for tramcar network green wave coordination control: wherein the objective function of the model is the weighted sum of the two-way green wave bandwidth of the maximized social vehicles; the constraint conditions include: constraint conditions of upper and lower variable limits; combining constraint conditions of phase sequences of intersections; social vehicle green wave constraints; the tramcar green wave constraint condition; social vehicles and trams are subjected to interactive constraint conditions; network intersection trunk line crossing constraint; network outer ring closed loop constraint; the method comprises the steps that 0-1 variable representing whether a road section green wave is interrupted or not is introduced into social vehicle green wave constraint, tramcar green wave constraint, social vehicle and tramcar interaction constraint and network outer ring closed loop constraint, green wave bandwidth is forced to be 0 when the green wave is interrupted, green wave time difference constraint in the social vehicle green wave constraint and tramcar green wave constraint, constraint for avoiding green wave bands from touching red light time, bidirectional minimum bandwidth constraint, social vehicle and tramcar interaction constraint and network outer ring closed loop constraint are increased by the product of an integer and the introduced 0-1 variable representing whether the road section green wave is interrupted or not are used as penalty terms;
and S3, calculating a global optimal solution of the mixed integer linear programming model for the tramcar network green wave coordination control by using a branch and bound method to obtain an optimal control scheme, wherein the optimal control scheme comprises an optimal cycle length, a phase sequence mode of each intersection and a phase difference of each intersection. And the optimized tramcar network green wave control can be realized by inputting the optimal control scheme into a signal control machine of a local traffic control bureau.
On the basis of a classic network green wave model, relevant restraint of the tramcar is introduced, and the running requirements of the tramcar and social vehicles are met; and introducing a variable 0-1 for indicating whether the green wave of the road section is interrupted or not, allowing part of the road sections not to be provided with the green wave band, and expanding the feasible region range of the model to pursue the maximum weighted sum of green wave bandwidth of the social vehicles.
Step S1 specifically includes: and after the flow of each road is obtained, calculating a road flow rate ratio according to the road traffic capacity, wherein the road flow rate ratio is used as a bandwidth weight in the model objective function. The upper mark j represents the jth road, the lower mark i represents the ith intersection in the uplink direction, and the order
Figure BDA0002325994020000091
At the ith intersection, representing the upstream direction of trunk j, the road flow rate ratio is calculated:
Figure BDA0002325994020000092
Figure BDA0002325994020000093
wherein:
Figure BDA0002325994020000094
indicating intersection
Figure BDA0002325994020000095
And
Figure BDA0002325994020000096
the flow rate ratio of the upstream (downstream) section therebetween;
Figure BDA0002325994020000097
and
Figure BDA0002325994020000098
respectively indicate intersections
Figure BDA0002325994020000099
And
Figure BDA00023259940200000910
the traffic volume between the uplink and downlink road sections;
Figure BDA00023259940200000911
indicating intersection
Figure BDA00023259940200000912
And
Figure BDA00023259940200000913
inter-up (down) leg saturation flow rate;
calculating the split ratio of each turn according to the phase setting of each intersection
Figure BDA00023259940200000914
Indicating intersection
Figure BDA00023259940200000915
Red light time in up (down) direction, unit: cycles; by using
Figure BDA00023259940200000916
Indicating intersection
Figure BDA00023259940200000917
Left turn green time in up (down) direction, unit: cycles;
the values of the following variables are set as input parameters for the model:
vtmin(vtmax) Represents the lower limit (upper limit) of the running speed of the tramcar, and the unit is m/s;
vgmin(vgmax) The lower limit (upper limit) of the running speed of the social vehicles at the intersection is represented by m/s;
Cmin(Cmax) Indicating green wave system signal periodLower limit (upper line), unit: s;
d represents the length of the tramcar body, and the unit is as follows: m;
a represents the average acceleration of the tramcar, and the unit is: m/s2；
b represents the average deceleration of the tramcar, and the unit is: m/s2；
btminRepresents the minimum value of the bandwidth of the tramcar, and the unit is as follows: cycles;
bgminrepresents the social vehicle bandwidth minimum, in units: cycles;
Figure BDA0002325994020000101
and
Figure BDA0002325994020000102
respectively indicate intersections
Figure BDA0002325994020000103
And
Figure BDA0002325994020000104
the number of tramcar stops in the ascending direction and the descending direction of the middle road section;
Figure BDA0002325994020000105
indicating intersection
Figure BDA0002325994020000106
The width of (d);
Figure BDA0002325994020000107
and
Figure BDA0002325994020000108
respectively indicate intersections
Figure BDA0002325994020000109
And
Figure BDA00023259940200001010
length of the section between the upper and lower directions;
τminrepresents the lower limit of the stop time of the tramcar, and the unit is as follows: s;
in step S2, the tramcar network green wave coordination control method is expressed as a mixed integer linear programming problem, and the maximum sum of the bidirectional green wave bandwidth weights of the social vehicles is taken as an objective function:
Figure BDA00023259940200001011
wherein:
d is a trunk set;
njis the number of intersections of trunk j, nj-1 is the number of segments of trunk j;
setting the value range of the model variable, namely an upper limit and a lower limit:
Figure BDA00023259940200001012
Figure BDA00023259940200001013
Figure BDA00023259940200001014
wherein:
z is the inverse of period C, and Cmin≤C≤Cmax；
Figure BDA00023259940200001015
Is an intersection
Figure BDA00023259940200001016
The right side (left side) of the up (down) red light time and the closest up (down) social vehicle greenTime difference of the center line of the wave band, unit: cycles;
Figure BDA00023259940200001017
is an intersection
Figure BDA00023259940200001018
Time difference between the right side (left side) of the up (down) red light time and the center line of the up (down) tram green wave band closest to the right side, unit: cycles;
Figure BDA0002325994020000111
is an intersection
Figure BDA0002325994020000112
And
Figure BDA0002325994020000113
green bandwidth of the inter-ascending (descending) social vehicle, unit: cycles;
Figure BDA0002325994020000114
is an intersection
Figure BDA0002325994020000115
And
Figure BDA0002325994020000116
green wave bandwidth of the ascending (descending) tramcar, unit: cycles;
Figure BDA0002325994020000117
is an intersection
Figure BDA0002325994020000118
A binary variable 0-1 representing the phase sequence setting, the value of which is 0 or 1;
Figure BDA0002325994020000119
is an intersection
Figure BDA00023259940200001110
The tramcar emptying time, unit: cycles;
Figure BDA00023259940200001111
is an intersection
Figure BDA00023259940200001112
And
Figure BDA00023259940200001113
travel time of the social vehicles between ascending (descending), unit: cycles;
Figure BDA00023259940200001114
is an intersection
Figure BDA00023259940200001115
And
Figure BDA00023259940200001116
travel time of the ascending (descending) tramcar, unit: cycles;
Figure BDA00023259940200001117
is an intersection
Figure BDA00023259940200001118
And
Figure BDA00023259940200001119
the unit of the running time of the ascending (descending) tramcar is as follows: cycles;
Figure BDA00023259940200001120
is an intersection
Figure BDA00023259940200001121
And
Figure BDA00023259940200001122
the stopping time of the h stopping station of the ascending (descending) tramcar between the first and the second stop stations, the unit: cycles;
Figure BDA00023259940200001123
indicating intersection
Figure BDA00023259940200001124
And
Figure BDA00023259940200001125
a binary variable of 0-1 (1: interrupted, 0: not interrupted) whether the green wave of the middle road section is interrupted or not;
inf represents positive infinity.
Adding intersection phase sequence combination constraints:
Figure BDA00023259940200001126
wherein:
Figure BDA00023259940200001127
is an intersection
Figure BDA00023259940200001128
The time difference from the time center moment of the downlink red light to the time center moment of the nearest uplink red light is positive when the time center moment of the uplink red light is positioned on the right side of the time center moment of the downlink red light, and negative otherwise;
the following social vehicle green wave constraints were added:
green wave time difference constraint:
Figure BDA00023259940200001129
Figure BDA00023259940200001130
Figure BDA00023259940200001131
wherein:
Figure BDA0002325994020000121
and
Figure BDA0002325994020000122
respectively in the green wave system of social vehicles
Figure BDA0002325994020000123
And
Figure BDA0002325994020000124
the red light time is selected according to the time difference between the time center moments of the uplink red light and the time center moments of the downlink red light, and the red light time is met by the left side (right side) of the green wave band of the same uplink (downlink) social vehicle
Figure BDA0002325994020000125
First up (down) red light time of and
Figure BDA0002325994020000126
first up (down) red light time, unit: cycles;
Figure BDA0002325994020000127
intersection in trunk line j in green wave system of representative social vehicle
Figure BDA0002325994020000128
And
Figure BDA0002325994020000129
inter-road phase constraintAn integer variable of (a);
in order to avoid the time when the green wave band of the variable social vehicle touches the red light, the following constraints are set:
Figure BDA00023259940200001210
Figure BDA00023259940200001211
Figure BDA00023259940200001212
Figure BDA00023259940200001213
Figure BDA00023259940200001214
Figure BDA00023259940200001215
Figure BDA00023259940200001216
Figure BDA00023259940200001217
the minimum bandwidth constraint of the social vehicles, the bidirectional bandwidth of the social vehicles should not be less than the minimum bandwidth requirement:
Figure BDA00023259940200001218
Figure BDA00023259940200001219
when the green wave is interrupted, the width of the green wave band is forced to be 0
Figure BDA00023259940200001220
Figure BDA00023259940200001221
In order to ensure that the green wave bandwidth of the uplink and downlink social vehicles can reflect the traffic demands of the social vehicles in two directions to a certain extent, the uplink and downlink green wave bandwidth balance constraint is added:
Figure BDA00023259940200001222
social vehicle travel time constraints:
Figure BDA00023259940200001223
Figure BDA00023259940200001224
the following tram green wave constraints were added:
green wave time difference constraint:
Figure BDA0002325994020000131
Figure BDA0002325994020000132
Figure BDA0002325994020000133
wherein:
Figure BDA0002325994020000134
and
Figure BDA0002325994020000135
respectively in the green wave system of the tramcar
Figure BDA0002325994020000136
And
Figure BDA0002325994020000137
the red light time is selected according to the time difference between the time center moments of the uplink red light and the time center moment of the downlink red light, and the red light time is met by the left side (right side) of the green wave band of the same uplink (downlink) tramcar
Figure BDA0002325994020000138
First up (down) red light time of and
Figure BDA0002325994020000139
first up (down) red light time, unit: cycles;
Figure BDA00023259940200001310
for a tramcar green wave system, a junction in a trunk line j
Figure BDA00023259940200001311
And
Figure BDA00023259940200001312
integer variables of road segment phase constraints;
the tramcar can conflict with the left-turn traffic flow in the direction, so that the green wave band of the tramcar can not touch the red light on the upper line nor the red light on the lower line. In addition, a certain emptying time is reserved for the tramcar, so the following constraints are set:
Figure BDA00023259940200001313
Figure BDA00023259940200001314
Figure BDA00023259940200001315
Figure BDA00023259940200001316
Figure BDA00023259940200001317
Figure BDA00023259940200001318
Figure BDA00023259940200001319
Figure BDA00023259940200001320
Figure BDA00023259940200001321
Figure BDA0002325994020000141
Figure BDA0002325994020000142
Figure BDA0002325994020000143
Figure BDA0002325994020000144
Figure BDA0002325994020000145
Figure BDA0002325994020000146
Figure BDA0002325994020000147
Figure BDA0002325994020000148
Figure BDA0002325994020000149
Figure BDA00023259940200001410
Figure BDA00023259940200001411
the tramcar travel time is the sum of the travel time and the station stop time:
Figure BDA00023259940200001412
Figure BDA00023259940200001413
time of flight
Figure BDA00023259940200001414
The following constraints can be satisfied:
Figure BDA00023259940200001415
Figure BDA00023259940200001416
Figure BDA00023259940200001417
Figure BDA00023259940200001418
the tram stop time lower limit needs satisfy the passenger demand of going up and down:
Figure BDA00023259940200001419
Figure BDA00023259940200001420
the bidirectional bandwidth balance constraint of the tramcar is characterized in that in order to ensure that the service levels of the tramcar in the uplink direction and the tramcar in the downlink direction are the same, the uplink bandwidth and the downlink bandwidth are also the same:
Figure BDA0002325994020000151
the minimum bandwidth constraint of the tramcar, the bidirectional bandwidth of the tramcar should not be less than the lowest bandwidth requirement:
Figure BDA0002325994020000152
Figure BDA0002325994020000153
when the green wave is broken, the green bandwidth is forced to 0:
Figure BDA0002325994020000154
Figure BDA0002325994020000155
social vehicle and tram interaction constraint is added,
Figure BDA0002325994020000156
and
Figure BDA0002325994020000157
the time value of the phase difference is an integral multiple relation of the period, namely:
Figure BDA0002325994020000158
Figure BDA0002325994020000159
wherein:
miand
Figure BDA00023259940200001510
respectively represent intersections in trunk j
Figure BDA00023259940200001511
And
Figure BDA00023259940200001512
and integer variables of uplink and downlink interactive constraints between the two.
Adding network intersection constraints:
Figure BDA00023259940200001513
wherein:
if there are two crossed main lines, the numbers are alpha and beta, and the crossing point is the ith direction of the main line alphaαEach signal control intersection
Figure BDA00023259940200001514
Is the i-th direction of the main line betaβEach signal control intersection
Figure BDA00023259940200001515
Then
Figure BDA00023259940200001516
And
Figure BDA00023259940200001517
respectively indicate intersections
Figure BDA00023259940200001518
Left turn green time in up and down direction;
Figure BDA00023259940200001519
and
Figure BDA00023259940200001520
respectively indicate intersections
Figure BDA00023259940200001521
Left turn green time in up and down direction;
Figure BDA00023259940200001522
is an intersection
Figure BDA00023259940200001523
A binary variable 0-1 representing the phase sequence setting, the value of which is 0 or 1;
Figure BDA00023259940200001524
is an intersection
Figure BDA00023259940200001525
A binary variable 0-1 representing the phase sequence setting, the value of which is 0 or 1;
Figure BDA0002325994020000161
is a crossing
Figure BDA0002325994020000162
The time center of the ascending red light arrives at the intersection
Figure BDA0002325994020000163
Time difference of the time center moment of the up red light. When crossing
Figure BDA0002325994020000164
The time center of the ascending red light is positioned at the intersection
Figure BDA0002325994020000165
When the time center of the ascending red light is right, the value is positive, otherwise, the value is negative;
adding network outer ring closed-loop constraint, namely when a road provided with green waves forms a closed loop in a network structure, the constraint generated by the mutual correlation of the phase differences of all intersections needs to be constructed respectively aiming at a specific network structure, and the method for relaxing the constraint is that for all roads in the closed loop, corresponding punishment items are added on the left side of a constraint inequality. For the network structure shown in fig. 2, the closed loop constraint at the outer ring of the network is as follows:
Figure BDA0002325994020000166
wherein:
m1,2,3,4the integer variables corresponding to the outer-loop constraints composed of the main lines 1,2,3 and 4 in fig. 2. For an outer ring closed loop consisting of the main lines α,.,. beta, a similar relaxed constraint can be constructed as described above. Integer variable m in network outer ring closed loop constraints1,2,3,4Will be composed ofα，...，βAnd (4) substitution.
Based on the same inventive concept, the tram network green wave coordination control device provided by the embodiment of the invention comprises a memory, a processor and a computer program which is stored on the memory and can run on the processor, and the computer program realizes the tram network green wave coordination control method when being loaded to the processor.
The following describes the scheme of the embodiment of the present invention in detail with reference to the specific scenario shown in fig. 3. In this scenario, the physical conditions of the road network, and the traffic information of the intersection approach and road segment are all known. The first road network has 8 intersections, and each intersection has 4 entrance roads. Fig. 3 shows only the key roads in the road network, for a total of 9, and the other roads are not shown. The flow rate of each road is 1000pcu/h, and the traffic capacity is 2000 pcu/h. The proportion of left turn and straight going of each inlet passage is 1: 4.
according to the traffic flow demand of each road, the flow rate ratio of each road is obtained, and the flow rate ratio is shown in a table 1;
TABLE 1 Main road traffic, traffic capacity and flow rate ratio of road network
Figure BDA0002325994020000167
Figure BDA0002325994020000171
Calculating the key flow rate ratio of each turn according to the flow and the canalization condition of each direction of each intersection, and then obtaining the green signal ratio; the steering flow of the intersection entrance road is shown in a table 2; the proportion of the left turn green light in the trunk direction and the proportion of the straight red light in the trunk direction at the intersection obtained by the method are shown in a table 3.
TABLE 2 intersection node entry lane steering flow
Figure BDA0002325994020000172
TABLE 3 proportion of the cycle of the left turn green light and the straight red light at the intersection
Figure BDA0002325994020000173
Figure BDA0002325994020000181
Determining the values of the following input parameters of the model: the system comprises a road section length, an intersection size, upper and lower speed limits of the tramcar and the social vehicle, upper and lower cycle limits, the length of the tramcar, the acceleration and deceleration of the tramcar, the lower bandwidth limit of the tramcar and the social vehicle, the number of stop stations of the tramcar on the road section and the lower stop limit of the tramcar.
The length of each road segment from fig. 2 is 500 meters except for the length of the h-b road segment of 1000 meters. The width of each intersection is 30 m; the upper limit and the lower limit of the speed of the social vehicle are both 16.7m/s, and the upper limit and the lower limit of the speed of the tramcar are both 10.75 m/s; the upper limit of the period is 150s, and the lower limit is 90 s; the length of the tramcar is 15m, and the acceleration and deceleration of the tramcar are both 3m/s2(ii) a The lower limit of the bandwidth of the tramcar is 0.05cycles, and the lower limit of the bandwidth of the social vehicle is 0.15 cycles; the number of tramcar stop stations on each road is 1; the lower limit of the stopping time of the tramcar is 5 s.
And constructing the mixed integer linear programming model for the tramcar network green wave coordination control according to the information, and calculating the global optimal solution of the mixed integer linear programming model for the tramcar network green wave coordination control by using a branch-and-bound method. And the finally obtained target function global maximum value is 3 cycles.
Table 4 shows the signal control scheme for each intersection in the model output result. The phase difference between adjacent intersections and the green bandwidth optimization results are shown in table 5.
TABLE 4 signalization scheme at each intersection
Figure BDA0002325994020000182
TABLE 5 phase difference and Green Bandwidth between Adjacent intersections
Figure BDA0002325994020000191
As can be seen from table 5, when the sum of the green bandwidth weights of the social vehicles is maximized, only 5 roads are provided with green bands, and 4 roads are not provided with green bands. The space-time diagram is plotted according to the solution of the model, as shown in fig. 4.
Intersections and green wave bands of the main lines {1,2,3,4,5} in the upward (downward) direction are drawn in this order from bottom to top (top to bottom). The red light time of the up (down) straight phase at each intersection is indicated by the horizontal solid line (dashed line). The intersection non-trunk direction phase duration is indicated by a bold solid line. Different intersections are marked with different colors. The social vehicle green wave is indicated by a light oblique line, and the tramcar green wave is indicated by a dark oblique line.

Claims (10)

1. A tram network green wave coordination control method is characterized by comprising the following steps:
(1) acquiring road flow information related to a network and single-point timing information of each intersection, and determining road section geometric information, vehicle information and variable upper and lower limits in the network;
(2) constructing a mixed integer linear programming model for tramcar network green wave coordination control; the mixed integer linear programming model aims at maximizing the weighted sum of bidirectional green wave bandwidths of the social vehicles, and constraint conditions of the model comprise variable upper and lower limit constraints, intersection phase sequence combination constraints, social vehicle green wave constraints, tramcar green wave constraints, social vehicle and tramcar interaction constraints, intersection trunk line crossing constraints and network outer ring closed loop constraints; the method comprises the following steps of introducing 0-1 variable representing whether a road section green wave is interrupted or not into social vehicle green wave constraint, tramcar green wave constraint, social vehicle and tramcar interaction constraint and network outer ring closed loop constraint, forcing the green wave bandwidth to be 0 when the green wave is interrupted, green wave time difference constraint in the social vehicle green wave constraint and tramcar green wave constraint, constraint for avoiding the green wave band from touching a red light, bidirectional minimum bandwidth constraint, social vehicle uplink and downlink green wave bandwidth balance constraint, social vehicle travel time constraint, tramcar travel time constraint, social vehicle and tramcar interaction constraint and product of an integer added in the network outer ring closed loop constraint and the introduced 0-1 variable representing whether the road section green wave is interrupted or not as a penalty item;
(3) and calculating the global optimal solution of the mixed integer linear programming model by using a branch-and-bound method to obtain an optimal control scheme, wherein the optimal control scheme comprises the optimal cycle length, the phase sequence mode of each intersection and the phase difference of each intersection.
2. The method for green wave coordination control of the tram network according to claim 1, characterized in that the road flow rate ratio is used as the bandwidth weight in the model objective function; the mark j indicates the jth road, the mark i indicates the ith intersection in the uplink direction, and
Figure FDA0002776255900000011
at the ith intersection, which represents the upstream direction of the trunk line j, the road flow rate ratio calculation formula is:
Figure FDA0002776255900000012
Figure FDA0002776255900000013
wherein:
Figure FDA0002776255900000014
and
Figure FDA0002776255900000015
respectively indicate intersections
Figure FDA0002776255900000016
And
Figure FDA0002776255900000017
the flow rate ratio between the up and down leg;
Figure FDA0002776255900000018
and
Figure FDA0002776255900000019
respectively indicate intersections
Figure FDA00027762559000000110
And
Figure FDA00027762559000000111
the traffic volume between the uplink and downlink road sections;
Figure FDA00027762559000000112
and
Figure FDA00027762559000000113
respectively indicate intersections
Figure FDA00027762559000000114
And
Figure FDA00027762559000000115
the up and down leg saturation flow rates.
3. The tram network green wave coordination control method according to claim 2,
the objective function of the mixed integer linear programming model is represented as:
Figure FDA0002776255900000021
wherein: d is a trunk set; n isjIs the number of intersections of trunk j, nj-1 is the number of segments of trunk j;
Figure FDA0002776255900000022
and
Figure FDA0002776255900000023
are respectively an intersection
Figure FDA0002776255900000024
And
Figure FDA0002776255900000025
and the green wave bandwidth of the upstream and downstream social vehicles is reduced.
4. The tram network green wave coordination control method according to claim 3, wherein the social vehicle green wave constraint comprises:
green wave time difference constraint:
Figure FDA0002776255900000026
Figure FDA0002776255900000027
Figure FDA0002776255900000028
Figure FDA0002776255900000029
Figure FDA00027762559000000210
Figure FDA00027762559000000211
wherein:
Figure FDA00027762559000000212
and
Figure FDA00027762559000000213
respectively in the green wave system of social vehicles
Figure FDA00027762559000000214
And
Figure FDA00027762559000000215
the time difference between the time center moments of the uplink red light and the downlink red light;
Figure FDA00027762559000000216
is an intersection
Figure FDA00027762559000000217
The time difference from the time center moment of the downlink red light to the time center moment of the nearest uplink red light;
Figure FDA00027762559000000218
representative social vehicle green wave system, main line j intersectionFork mouth
Figure FDA00027762559000000219
And
Figure FDA00027762559000000220
integer variables of road segment phase constraints;
Figure FDA00027762559000000221
indicating intersection
Figure FDA00027762559000000222
And
Figure FDA00027762559000000223
a binary variable of 0-1 indicating whether the green wave of the road section is interrupted or not, wherein 1 indicates the interruption and 0 indicates the non-interruption; m is a positive number not less than 1000;
Figure FDA00027762559000000224
is an intersection
Figure FDA00027762559000000225
The time difference between the right side of the uplink red light time and the center line of the green wave band of the uplink social vehicle closest to the right side of the uplink red light time;
Figure FDA00027762559000000226
is an intersection
Figure FDA00027762559000000227
The time difference between the left side of the downlink red light time and the center line of the green wave band of the downlink social vehicle closest to the left side of the downlink red light time;
Figure FDA00027762559000000228
and
Figure FDA00027762559000000229
are respectively an intersection
Figure FDA00027762559000000230
And
Figure FDA00027762559000000231
travel time of the social vehicles between ascending and descending;
Figure FDA00027762559000000232
and
Figure FDA00027762559000000233
respectively indicate intersections
Figure FDA00027762559000000234
Red light time in up and down directions;
to avoid the constraint set by the time when the green wave band of the variable social vehicle touches the red light:
Figure FDA00027762559000000235
Figure FDA00027762559000000236
Figure FDA00027762559000000237
Figure FDA0002776255900000031
Figure FDA0002776255900000032
Figure FDA0002776255900000033
Figure FDA0002776255900000034
Figure FDA0002776255900000035
social vehicle minimum bandwidth constraints:
Figure FDA0002776255900000036
Figure FDA0002776255900000037
wherein: bgminRepresenting a social vehicle bandwidth minimum;
when the green wave is broken, the green bandwidth is forced to 0:
Figure FDA0002776255900000038
Figure FDA0002776255900000039
5. the tram network green wave coordination control method according to claim 3, wherein the social vehicle green wave constraint further comprises:
and (3) balancing and constraining the bandwidth of the uplink green wave and the downlink green wave:
Figure FDA00027762559000000310
social vehicle travel time constraints:
Figure FDA00027762559000000311
Figure FDA00027762559000000312
wherein: z is the reciprocal of period C;
Figure FDA00027762559000000313
and
Figure FDA00027762559000000314
respectively indicate intersections
Figure FDA00027762559000000315
And
Figure FDA00027762559000000316
length of the section between the upper and lower directions.
6. The tram network green wave coordination control method according to claim 3, wherein the tram green wave constraint comprises:
green wave time difference constraint:
Figure FDA00027762559000000317
Figure FDA00027762559000000318
Figure FDA00027762559000000319
Figure FDA0002776255900000041
Figure FDA0002776255900000042
Figure FDA0002776255900000043
wherein:
Figure FDA0002776255900000044
and
Figure FDA0002776255900000045
respectively in the green wave system of the tramcar
Figure FDA0002776255900000046
And
Figure FDA0002776255900000047
the time difference between the time center moments of the uplink red light and the downlink red light;
Figure FDA0002776255900000048
is an intersection
Figure FDA0002776255900000049
The time difference from the time center moment of the downlink red light to the time center moment of the nearest uplink red light;
Figure FDA00027762559000000410
in the green wave system of a typical tram, in the trunk line jCrossing point
Figure FDA00027762559000000411
And
Figure FDA00027762559000000412
integer variables of road segment phase constraints;
Figure FDA00027762559000000413
indicating intersection
Figure FDA00027762559000000414
And
Figure FDA00027762559000000415
a binary variable of 0-1 indicating whether the green wave of the road section is interrupted or not, wherein 1 indicates the interruption and 0 indicates the non-interruption; m is a positive number not less than 1000;
Figure FDA00027762559000000416
is an intersection
Figure FDA00027762559000000417
The time difference between the right side of the uplink red light time and the central line of the green wave band of the uplink tramcar closest to the right side of the uplink red light time;
Figure FDA00027762559000000418
is an intersection
Figure FDA00027762559000000419
The time difference between the left side of the downlink red light time and the center line of the green wave band of the downlink tramcar closest to the left side of the downlink red light time;
Figure FDA00027762559000000420
and
Figure FDA00027762559000000421
are respectively an intersection
Figure FDA00027762559000000422
And
Figure FDA00027762559000000423
travel time of the tramcar between ascending and descending;
Figure FDA00027762559000000424
and
Figure FDA00027762559000000425
respectively indicate intersections
Figure FDA00027762559000000426
Red light time in up and down directions;
the tramcar green wave band can not touch the restriction of the red light:
Figure FDA00027762559000000427
Figure FDA00027762559000000428
Figure FDA00027762559000000429
Figure FDA00027762559000000430
Figure FDA00027762559000000431
Figure FDA00027762559000000432
Figure FDA00027762559000000433
Figure FDA00027762559000000434
Figure FDA00027762559000000435
Figure FDA00027762559000000436
Figure FDA00027762559000000438
Figure FDA00027762559000000437
Figure FDA0002776255900000051
Figure FDA0002776255900000052
Figure FDA0002776255900000053
Figure FDA0002776255900000054
Figure FDA0002776255900000055
Figure FDA0002776255900000056
Figure FDA0002776255900000057
Figure FDA0002776255900000058
wherein:
Figure FDA0002776255900000059
and
Figure FDA00027762559000000510
are respectively an intersection
Figure FDA00027762559000000511
And
Figure FDA00027762559000000512
the green wave bandwidth of the tramcar is increased between the ascending and descending;
Figure FDA00027762559000000513
is an intersection
Figure FDA00027762559000000514
The tramcar emptying time of (a); z is the reciprocal of period C; v. oftminAnd vtmaxIndividual watchShowing the lower limit and the upper limit of the running speed of the tramcar; d represents the length of the tramcar body;
Figure FDA00027762559000000515
indicating intersection
Figure FDA00027762559000000516
The width of (d);
minimum bandwidth constraint of the tramcar:
Figure FDA00027762559000000517
Figure FDA00027762559000000518
wherein: btminRepresenting the minimum value of the bandwidth of the tramcar;
when the green wave is broken, the green bandwidth is forced to 0:
Figure FDA00027762559000000519
Figure FDA00027762559000000520
7. the tram network green wave coordination control method according to claim 3, wherein the tram green wave constraint further comprises:
tramcar travel time constraint:
Figure FDA00027762559000000521
Figure FDA00027762559000000522
Figure FDA0002776255900000061
Figure FDA0002776255900000062
Figure FDA0002776255900000063
Figure FDA0002776255900000064
wherein:
Figure FDA0002776255900000065
and
Figure FDA0002776255900000066
respectively indicate intersections
Figure FDA0002776255900000067
And
Figure FDA0002776255900000068
the number of tramcar stops in the ascending direction and the descending direction of the middle road section;
Figure FDA0002776255900000069
and
Figure FDA00027762559000000610
respectively indicate intersections
Figure FDA00027762559000000611
And
Figure FDA00027762559000000612
length of the section between the upper and lower directions; a represents the average acceleration of the tramcar; b represents the average deceleration of the tramcar; tau isminRepresenting the lower limit of the stopping time of the tramcar;
Figure FDA00027762559000000613
and
Figure FDA00027762559000000614
are respectively an intersection
Figure FDA00027762559000000615
And
Figure FDA00027762559000000616
the running time of the tramcar between the ascending and the descending;
Figure FDA00027762559000000617
and
Figure FDA00027762559000000618
are respectively an intersection
Figure FDA00027762559000000619
And
Figure FDA00027762559000000620
the stopping time of the h stopping station of the tramcar between the ascending and the descending;
bidirectional bandwidth balance constraint of the tramcar:
Figure FDA00027762559000000621
8. the tram network green wave coordination control method according to claim 3, wherein the social vehicle and tram interaction constraint is expressed as:
Figure FDA00027762559000000622
Figure FDA00027762559000000623
Figure FDA00027762559000000624
Figure FDA00027762559000000625
wherein:
Figure FDA00027762559000000626
and
Figure FDA00027762559000000627
respectively in the green wave system of social vehicles
Figure FDA00027762559000000628
And
Figure FDA00027762559000000629
the time difference between the time center moments of the uplink red light and the downlink red light;
Figure FDA00027762559000000630
and
Figure FDA00027762559000000631
are respectivelyIn the tramcar green wave system, the crossing
Figure FDA00027762559000000632
And
Figure FDA00027762559000000633
the time difference between the time center moments of the uplink red light and the downlink red light; m isiAnd
Figure FDA00027762559000000634
respectively represent intersections in trunk j
Figure FDA00027762559000000635
And
Figure FDA00027762559000000636
integer variable of uplink and downlink interactive constraint;
Figure FDA00027762559000000637
indicating intersection
Figure FDA00027762559000000638
And
Figure FDA00027762559000000639
a binary variable of 0-1 indicating whether the green wave of the road section is interrupted or not, wherein 1 indicates the interruption and 0 indicates the non-interruption; m is a positive number not less than 1000.
9. The tram network green wave coordination control method according to claim 3,
the network outer ring closed-loop constraint is the constraint generated by the mutual correlation of the phase differences of all intersections when a road provided with green waves forms a closed loop in a network structure; the method of relaxing the constraint is to add corresponding penalty terms to the left of the constraint inequality for all roads in the closed loop
Figure FDA0002776255900000071
Wherein
Figure FDA0002776255900000072
Indicating intersection
Figure FDA0002776255900000073
And
Figure FDA0002776255900000074
a binary variable of 0-1 indicating whether the green wave of the road section is interrupted or not, wherein 1 indicates the interruption and 0 indicates the non-interruption; m is a positive number not less than 1000.
10. A tram network green wave coordination control device, comprising a memory, a processor and a computer program stored on the memory and operable on the processor, characterized in that the computer program, when loaded into the processor, implements a tram network green wave coordination control method according to any one of claims 1-9.
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