CN111462477A - Method for realizing anti-congestion control of tramcar based on road traffic state - Google Patents
Method for realizing anti-congestion control of tramcar based on road traffic state Download PDFInfo
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- CN111462477A CN111462477A CN201910059571.5A CN201910059571A CN111462477A CN 111462477 A CN111462477 A CN 111462477A CN 201910059571 A CN201910059571 A CN 201910059571A CN 111462477 A CN111462477 A CN 111462477A
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
- G08G1/0133—Traffic data processing for classifying traffic situation
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
Abstract
The invention relates to a method for realizing anti-congestion control of a tramcar based on a road traffic state, which comprises the following steps of (1) judging the congestion condition of each bottleneck road section when a plurality of bottleneck road sections are simultaneously congested, and taking the bottleneck road section with the maximum congestion level as a control target; (2) judging whether the bottleneck road section is congested or not, if so, continuing the step (3); otherwise, calculating and storing a fine tuning signal timing scheme; (3) and calculating the regulating scheme of the congestion condition of the bottleneck road section. By adopting the method, the number of vehicles which are converged into the congested road section at the upstream and downstream intersections is automatically adjusted, and the queuing length of the vehicles at the key intersections is effectively reduced; automatically generating an optimal signal timing adjustment scheme by adopting a method based on the combination of intersection flow data and a fixed mode; the anti-congestion control method is used for the tramcar in key areas, the tramcar is given priority right of passage on the premise of overall coordination, the accurate point of the tramcar is guaranteed as much as possible, and traffic congestion during peak periods is effectively relieved.
Description
Technical Field
The invention relates to the field of traffic signal control, in particular to the field of intelligent traffic signal control of urban tramcars, and specifically relates to a method for realizing anti-congestion control of tramcars based on road traffic states.
Background
In 2018, the tramcar T1 and T2 lines in Shanghai Songjiang district are constructed and basically formed, and different from the rail traffic of subways, light rails and the like, the operation organization of the modern tramcar is influenced by signals of road intersections, and design indexes such as phase, period, delay and the like of traffic signals of the intersections directly influence the operation quality of the tramcar. The tramcar operation timetable in European countries is coordinated with the signal lamps at the intersections, and the signal priority is more guaranteed than that of buses. In germany, a tramcar signal lamp is separately arranged in a tramcar circuit dense area, is separated from a crossing vehicle signal lamp, and is coordinated with two systems, so that the signal priority of the tramcar is ensured. At present, the domestic research on tramcar signal control is less.
The Songjiang tramcar line passes through the urban core area, and the tramcar line intersected with the urban main road is easy to cause traffic jam in the early and late peak periods of the travel of social vehicles. Under the background, the tramcar anti-congestion priority control is performed on key areas (old cities and key business areas) and the like, the tramcar priority right of passage is given on the premise of overall coordination, the accurate point of the tramcar is guaranteed as much as possible, and traffic congestion during a peak period is relieved.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide the method for realizing the anti-congestion control of the tramcar based on the road traffic state, which has high overall coordination efficiency and high accuracy and meets the accuracy.
In order to achieve the above object, the method for realizing the anti-congestion control of the tramcar based on the road traffic state of the invention comprises the following steps:
the method for realizing the anti-congestion control of the tramcar based on the road traffic state is mainly characterized by comprising the following steps of:
(1) judging the congestion condition of each bottleneck road section when a plurality of bottleneck road sections are congested simultaneously, and taking the bottleneck road section with the maximum congestion level as a control target;
(2) judging whether the bottleneck road section is congested or not, if so, continuing the step (3); otherwise, calculating and storing a fine tuning signal timing scheme;
(3) and calculating the regulating scheme of the congestion condition of the bottleneck road section.
Preferably, the step (1) specifically comprises the following steps:
(1.1) judging whether the bottleneck road section corresponding to the upstream intersection is larger than 1, if so, continuing the step (1.2); otherwise, continuing the step (2);
(1.2) judging whether the congestion levels of all bottleneck road sections are the same, if so, not performing signal timing adjustment, and exiting the step; otherwise, the bottleneck road section with the highest congestion level is taken as the anti-congestion control target, and the adjusting phase of the bottleneck road section is determined.
Preferably, the step (2) specifically comprises the following steps:
(2.1) judging whether the bottleneck road section is congested or not, if so, continuing the step (2.4); otherwise, continuing the step (2.2);
(2.2) judging whether the default scheme is being executed, if so, exiting the step; otherwise, continuing (2.3);
(2.3) judging whether the running time of the current scheme is greater than a fixed threshold, if so, calculating and storing a fine-tuning signal timing scheme, and exiting the step; otherwise, exiting the step;
(2.4) judging whether the last running scheme is the default scheme, if so, adjusting the phase of the bottleneck road section, and continuing to the step (3); otherwise, the last fine adjustment scheme is recovered, and the step is exited.
Preferably, the fixed threshold in step (2.3) is variable and preset by the system.
Preferably, the calculating the fine tuning signal timing scheme in step (2.3) specifically includes the following steps:
(2.3.1) judging whether the green light time of each phase of the current operation scheme is smaller than the green light time of each phase of the default scheme, if so, reducing the green light time; otherwise, further judging whether the green light time of each phase of the current operation scheme is greater than the green light time of each phase of the default scheme, and if so, increasing the green light time; otherwise, no adjustment is made.
Preferably, the step (2.3.1) of reducing the green time specifically includes the following steps:
(2.3.1.1) calculating each phase reduction time:
cx＝max(ax，bx-Δt)；
where Δ t is the fine tuning time, phase x is the phase required to reduce the green time, anGreen time of phase for default scheme, bnGreen time for the current scheme phase, cnThe green time of each phase after fine adjustment;
(2.3.1.2) calculating the total reduction time T of each phase0。
Preferably, the increasing the green time in the step (2.3.1) includes:
the remaining phase increase time is calculated according to the following formula:
cy＝mix(ay，[T0/m]+by)；
where phase y is the phase requiring an increase in green time, m is the number of phases requiring a reduction, anGreen time of phase for default scheme, bnGreen time for the current scheme phase, cnThe green time of each phase after fine adjustment.
Preferably, the step (3) specifically includes the following steps:
(3.1) judging whether the flow data of each phase at the upstream intersection is normal or not, if so, reading the flow of each phase at the upstream intersection, and continuing the step (3.2); otherwise, adjusting the scheme according to a default mode, and continuing the step (3.3);
(3.2) judging whether the target phase number is equal to the total number of the scheme phases, if so, selecting the phase with the maximum flow as the target phase; otherwise, continuing the step (3.4) and continuing the step (3.5);
(3.3) judging whether the target phase number is equal to the total number of the scheme phases or not, and if so, selecting the straight phase as the target phase; otherwise, continuing the step (3.4) and continuing the step (3.6);
(3.4) calculating the maximum reduction time of the target phase, the maximum increase time of the rest phases and the total adjustment time;
(3.5) calculating the time of each target phase reduction and the time of other phase increases according to the flow, and exiting the step;
and (3.6) calculating the green light time of the equal proportion reduction target phase and the green light time of the addition other phases, and exiting the step.
Preferably, the step (3.4) of calculating the maximum reduction time of the target phase includes:
the target phase maximum reduction time is calculated according to the following formula:
maximum reduction time T1Current green time-minimum green time.
Preferably, the step (3.4) of calculating the maximum increase time of the remaining phases includes:
the remaining phase maximum increase times are calculated according to the following formula:
maximum increase time T2Maximum green time-current green time.
Preferably, the calculating of the total adjustment time in the step (3.4) specifically includes the following steps:
(3.4.1) summation calculation of maximum reduction Total time T1_allAnd maximum increase total time T2_all；
(3.4.2) calculating an adjusted maximum total time:
Tad_max＝mix(T1_all，T2_all)；
(3.4.3) judging and adjusting the total time Tad_maxWhether it is greater than preset minimum regulation time Tad_mixAnd if so, calculating the adjusting time:
Tad× T [ (current congestion level/congestion level of bottleneck road segment)ad_max]。
Preferably, the step (3.5) specifically includes the following steps:
(3.5.1) calculating the adjustable time of each target phase:
Tad' -current green time-minimum green time;
(3.5.2) calculating each target phase reduction adjustment time according to each phase flow ratio:
adjustment time T of target phase Nad-NMix (target phase N current green time-minimum green time,
(3.5.3) calculating target phase adjustment times, summing and updating the total adjustment time Tad；
(3.5.4) calculating an adjustable time for each of the remaining phases:
(3.5.5) calculating the rest phase increase adjusting time according to the flow proportion of each phase:
adjustment time of the remaining phases M
(maximum green time-target phase N current green time,
(3.5.6) the step is exited.
Preferably, the step (3.6) specifically includes the following steps:
(3.6.1) calculating the adjustable time of each target phase:
Tad' -current green time-minimum green time;
(3.6.2) reducing the green time of the target phase in equal proportion:
adjustment time T of target phase Nad-NMix (target phase)N current green time-minimum green time,
(3.6.3) calculating target phase adjustment times, summing and updating the total adjustment time Tad；
(3.6.4) calculating an adjustable time for each of the remaining phases:
(3.6.5) increasing the adjustment time of the remaining phases in equal proportion:
adjustment time of the remaining phases M
(maximum green time-target phase N current green time,
)；
(3.6.6) the step is exited.
By adopting the method for realizing the anti-congestion control of the tramcar based on the road traffic state, the number of vehicles converging into the congested road section at the upstream and downstream intersections is automatically adjusted according to the traffic situation of the bottleneck road section of the key intersection, and the queuing length of the vehicles at the key intersection is effectively reduced; automatically generating an optimal signal timing adjustment scheme by adopting a method based on the combination of intersection flow data and a fixed mode; the tramcar anti-congestion control method is used for carrying out tramcar anti-congestion control on key areas (old cities and key business areas), giving priority to the tramcar on the premise of overall coordination, ensuring the accurate point of the tramcar as much as possible and effectively relieving traffic congestion in the peak period.
Drawings
Fig. 1 is a flowchart of a method for realizing tramcar anti-congestion control based on a road traffic state according to the invention.
Fig. 2 is a flowchart of a fine-tuning scheme of the method for realizing tramcar anti-congestion control based on the road traffic state.
Detailed Description
In order to more clearly describe the technical contents of the present invention, the following further description is given in conjunction with specific embodiments.
The invention discloses a method for realizing anti-congestion control of a tramcar based on a road traffic state, which comprises the following steps:
(1) judging the congestion condition of each bottleneck road section when a plurality of bottleneck road sections are congested simultaneously, and taking the bottleneck road section with the maximum congestion level as a control target;
(1.1) judging whether the bottleneck road section corresponding to the upstream intersection is larger than 1, if so, continuing the step (1.2); otherwise, continuing the step (2);
(1.2) judging whether the congestion levels of all bottleneck road sections are the same, if so, not performing signal timing adjustment, and exiting the step; otherwise, taking the bottleneck road section with the highest congestion level as an anti-congestion control target, and determining the adjustment phase of the bottleneck road section;
(2) judging whether the bottleneck road section is congested or not, if so, continuing the step (3); otherwise, calculating and storing a fine tuning signal timing scheme;
(2.1) judging whether the bottleneck road section is congested or not, if so, continuing the step (2.4); otherwise, continuing the step (2.2);
(2.2) judging whether the default scheme is being executed, if so, exiting the step; otherwise, continuing (2.3);
(2.3) judging whether the running time of the current scheme is greater than a fixed threshold, if so, calculating and storing a fine-tuning signal timing scheme, and exiting the step; otherwise, exiting the step;
(2.3.1) judging whether the green light time of each phase of the current operation scheme is smaller than the green light time of each phase of the default scheme, if so, reducing the green light time; otherwise, further judging whether the green light time of each phase of the current operation scheme is greater than the green light time of each phase of the default scheme, and if so, increasing the green light time; otherwise, no adjustment is made;
(2.3.1.1) calculating each phase reduction time:
cx＝max(ax，bx-Δt)；
where Δ t is the fine tuning time, phase x is the phase required to reduce the green time, anGreen time of phase for default scheme, bnGreen time for the current scheme phase, cnThe green time of each phase after fine adjustment;
(2.3.1.2) calculating the total reduction time T of each phase0；
(2.4) judging whether the last running scheme is the default scheme, if so, adjusting the phase of the bottleneck road section, and continuing to the step (3); otherwise, restoring the last fine adjustment scheme and exiting the step;
(3) calculating an adjusting scheme of the congestion condition of the bottleneck road section;
(3.1) judging whether the flow data of each phase at the upstream intersection is normal or not, if so, reading the flow of each phase at the upstream intersection, and continuing the step (3.2); otherwise, adjusting the scheme according to a default mode, and continuing the step (3.3);
(3.2) judging whether the target phase number is equal to the total number of the scheme phases, if so, selecting the phase with the maximum flow as the target phase; otherwise, continuing the step (3.4) and continuing the step (3.5);
(3.3) judging whether the target phase number is equal to the total number of the scheme phases or not, and if so, selecting the straight phase as the target phase; otherwise, continuing the step (3.4) and continuing the step (3.6);
(3.4) calculating the maximum reduction time of the target phase, the maximum increase time of the rest phases and the total adjustment time;
(3.4.1) summation calculation of maximum reduction Total time T1_allAnd maximum increase total time T2_all；
(3.4.2) calculating an adjusted maximum total time:
Tad_max＝mix(T1_all，T2_all)；
(3.4.3) judging and adjusting the total time Tad_maxWhether it is greater than preset minimum regulation time Tad_mixAnd if so, calculating the adjusting time:
Tad× T [ (current congestion level/congestion level of bottleneck road segment)ad_max]；
(3.5) calculating the time of each target phase reduction and the time of other phase increases according to the flow, and exiting the step;
(3.5.1) calculating the adjustable time of each target phase:
Tad' -current green time-minimum green time;
(3.5.2) calculating each target phase reduction adjustment time according to each phase flow ratio:
adjustment time T of target phase Nad-NMix (target phase N current green time-minimum green time,
(3.5.3) calculating target phase adjustment times, summing and updating the total adjustment time Tad；
(3.5.4) calculating an adjustable time for each of the remaining phases:
(3.5.5) calculating the rest phase increase adjusting time according to the flow proportion of each phase:
adjustment time of the remaining phases M
(maximum green time-target phase N current green time,
(3.5.6) exiting step;
(3.6) calculating the green light time of the equal proportion reduction target phase and the green light time of the addition other phases, and exiting the step;
(3.6.1) calculating the adjustable time of each target phase:
Tad' -current green time-minimum green time;
(3.6.2) reducing the green time of the target phase in equal proportion:
adjustment time T of target phase Nad-NMix (target phase N current green time-minimum green time,
(3.6.3) calculating target phase adjustment times, summing and updating the total adjustment time Tad；
(3.6.4) calculating an adjustable time for each of the remaining phases:
(3.6.5) increasing the adjustment time of the remaining phases in equal proportion:
adjustment time of the remaining phases M
(maximum green time-target phase N current green time,
) (ii) a (3.6.6) the step is exited.
Preferably, the fixed threshold in step (2.3) is variable and preset by the system.
Preferably, the increasing the green time in the step (2.3.1) includes:
the remaining phase increase time is calculated according to the following formula:
cy＝mix(ay，[T0/m]+by)；
where phase y is the phase requiring an increase in green time, m is the number of phases requiring a reduction, anGreen time of phase for default scheme, bnGreen time for the current scheme phase, cnThe green time of each phase after fine adjustment.
Preferably, the step (3.4) of calculating the maximum reduction time of the target phase includes:
the target phase maximum reduction time is calculated according to the following formula:
maximum reduction time T1Current green time-minimum green time.
Preferably, the step (3.4) of calculating the maximum increase time of the remaining phases includes:
the remaining phase maximum increase times are calculated according to the following formula:
maximum increase time T2Maximum green time-current green time.
In the specific implementation mode of the invention, the anti-congestion control algorithm of the tramcar mainly aims to grade the congestion condition of the inlet road of the bottleneck road section after giving priority to the tramcar, such as unblocked, basically unblocked, light congestion, moderate congestion and severe congestion. And controlling vehicles driven into the upstream intersection in the conflict phase direction through the grading result, adjusting a timing scheme of the upstream intersection, reducing the passing requirement on the tramcar intersection, and relieving the congestion condition of the bottleneck road section.
First, noun explanation
And (3) key intersections: the crossing that tram passed through.
An upstream intersection: the tramcar passes through an upstream intersection adjacent to the key intersection, and the signal of the intersection is adjusted to reduce the congestion condition of the key intersection.
Bottleneck section: and the road section is positioned between the key intersection and the upstream intersection and becomes a traffic bottleneck due to the tram passing.
Second, anti-congestion control algorithm
The specific process of the tramcar anti-congestion control. The detailed steps are as follows:
step 1: because one upstream intersection can correspond to a plurality of bottleneck road sections, when the bottleneck road sections are congested simultaneously, the congestion condition of the bottleneck road sections with higher congestion levels should be relieved preferentially.
If the congestion levels of the bottleneck road sections are the same, no adjustment is performed.
Therefore, step 1 first detects whether the bottleneck road section corresponding to the upstream intersection is greater than 1. If not, entering step 3; if the value is larger than 1, the step 2 is entered.
Step 2: and comparing the congestion levels of the bottleneck road sections, if the congestion levels are the same, adjusting the signal timing, and ending the process. And if the two road sections are not the same, taking the bottleneck road section with the maximum congestion level as a control target, and determining the signal phase (called as the adjustment phase) of the upstream intersection associated with the bottleneck road section. And (4) entering the step 3 after the completion.
And step 3: and judging whether the bottleneck road section is congested or not. When the bottleneck road section is congested, entering a step 4; when the congestion level is no congestion, judging whether a default scheme is executed, and if the default scheme is executed, ending the process; otherwise, judging whether the running time of the current scheme is greater than a fixed threshold value T (namely the interval time of scheme adjustment, and the value of T can be customized), and if so, calculating a fine-tuning signal timing scheme; otherwise, the process is ended.
Calculating a fine tuning scheme:
assume a default scheme with each phase having a green time of (a)1,a2,a3,……,an) The green time of each phase in the current scheme is (b)1,b2,b3,……,bn). The green time of each phase after fine adjustment is (c)1,c2,c3,……,cn)。
(1) Subtracting the green light time of each phase of the current operation scheme from the green light time of each phase of the default scheme correspondingly:
a1-b1,a2-b2,a3-b3,……,an-bn
increasing the green time for the phase position with the calculation result larger than 0; when the light intensity is less than 0, the green light time is reduced; no adjustment is made equal to 0.
(2) Calculating each phase reduction time: if the phase x is a phase for which the green time needs to be reduced, the time after reduction is:
cx＝max(ax,bxΔ t), Δ t being the fine-tuning time (adjustable)
(3) Calculating the total reduction time T of each phase0。
(4) Calculating the remaining phase increase time: if the phase y is the phase that needs to increase the green time, and there are m phases to be decreased in total, the increased time is:
cy＝mix(ay,[T0/m]+by)
and 4, step 4: judging whether the last running scheme is a default scheme or not, and if not, recovering the last running scheme (fine tuning scheme); and otherwise, determining the target phase of the bottleneck road section associated with the upstream intersection, entering the next step, and calculating the adjusting scheme.
And 5: and judging whether the acquisition of the flow data of each phase at the upstream intersection is normal or not. If not, directly entering step 8; if the target phase number is smaller than the total number of the scheme phases, the phase with the largest flow is selected as the target phase, and the process is not carried out on the condition that the target phase number is smaller than the total number of the scheme phases, and the step 6 is carried out;
step 6:
(1) calculating the maximum reduction time of each target phase:
maximum reduction time T1Current green time-minimum green time.
The total time T is reduced to the maximum after summation1_all
(2) Calculate the remaining phase maximum increase time:
maximum increase time T2Maximum green time-current green time.
The maximum total time T is increased after summation2_all
(3) Calculating the maximum total time of adjustment:
Tad_max＝mix(T1_all,T2_all)
(4) judging and adjusting total time TadWhether max is greater than the minimum adjustment time TadMix (configurable). If the minimum adjusting time is less than the minimum adjusting time, the adjustment is not performed;otherwise, calculating the adjustment time:
Tad(current congestion level/congestion level of bottleneck road segment) Tad_max)]
And 7: the time for each target phase to be reduced and the time for each other phase to be increased are calculated from the flow rates.
(1) Calculating the adjustable time of each target phase: t isad' current green time-minimum green time, sorting according to the value of the adjustable time from large to small, wherein the adjustable time of the target phase 1 is shortest, and … is the longest adjustable time of the target phase N.
(2) Calculating each target phase reduction adjustment time according to each phase flow proportion:
adjustment time T of target phase 1ad-1Mix (target phase 1 current green time-minimum green time, [ (target phase 1 flow/target phase total flow) × Tad])；
Adjustment time T of target phase 2ad-2Mix (target phase 2 current green time-minimum green time, [ (target phase 2 flow/target phase total flow) × Tad])；
……
Adjustment time T of last target phase Nad-NMix (target phase N current green time-minimum green time,
)
(3) according to the last step, calculating the phase adjusting time of each target, summing and updating the total adjusting time Tad。
(4) Calculating the adjustable time for each of the remaining phases:
sorting according to the adjustable time values from large to small, wherein the adjustable time of the rest phases 1 is shortest, … is obtained, and the adjustable time of the rest phases M is longest.
(5) And calculating the rest phase increase adjusting time according to the flow proportion of each phase:
adjustment time of the remaining phases 1
(maximum green time-remaining phase 1 current green time, [ (remaining phase 1 flow/remaining phase total flow) × Tad])；
Adjustment time of the remaining phase 2
(maximum green time-remaining phase 2 current green time, [ (remaining phase 2 flow/remaining phase total flow) × Tad])；
……
Adjustment time of last remaining phase M
(maximum green time-target phase N current green time,
)；
(6) entering a step 11;
and 8: and adjusting according to a fixed adjusting mode. When the target phase number is equal to the total number of the scheme phases, taking the straight-line phase as a target phase; otherwise, the treatment is not carried out; reducing the green time for the target phase, and increasing the green time for other phases; entering a step 9;
and step 9:
(1) calculating the maximum reduction time of each target phase:
maximum reduction time T1Current green time-minimum green time.
The total time T is reduced to the maximum after summation1_all
(2) Calculate the remaining phase maximum increase time:
maximum increase timeT2Maximum green time-current green time.
The maximum total time T is increased after summation2_all
(3) Calculating the maximum total time of adjustment:
Tad_max＝mix(T1_all,T2_all)
(4) judging and adjusting total time TadWhether max is greater than the minimum adjustment time TadMix (configurable). If the minimum adjusting time is less than the minimum adjusting time, the adjustment is not performed; otherwise, calculating the adjustment time:
Tad(current congestion level/congestion level of bottleneck road segment) Tad_max)]
Step 10: and reducing the green time of the target phase and increasing the green time of other phases in an equal proportion.
(1) Calculating the adjustable time of each target phase: t isad' current green time-minimum green time, sorting according to the value of the adjustable time from large to small, wherein the adjustable time of the target phase 1 is shortest, and … is the longest adjustable time of the target phase N.
(2) The green time of the target phase is reduced proportionally.
Adjustment time T of target phase 1ad-1Mix (target phase 1 current green time-minimum green time, [ (1/mesh phase number) × Tad])；
Adjustment time T of target phase 2ad-2Mix (target phase 2 current green time-minimum green time, [ (1/mesh phase number) × Tad])；
……
Adjustment time T of last target phase Nad-NMix (target phase N current green time-minimum green time,
)
(3) according to the last step, calculating the phase adjustment time of each target, summing and calculatingNewly adjusted total time Tad。
(4) Calculating the adjustable time for each of the remaining phases:
sorting according to the adjustable time values from large to small, wherein the adjustable time of the rest phases 1 is shortest, … is obtained, and the adjustable time of the rest phases M is longest.
(5) The adjustment times for the remaining phases are increased in equal proportion, and the remaining phase increase green time is calculated as follows:
adjustment time of the remaining phases 1
(maximum green time-remaining phase 1 current green time, [ (1/remaining number of phases) × Tad])；
Adjustment time of the remaining phase 2
(maximum green time-remaining phase 2 current green time, [ (1/remaining number of phases) × Tad])；
……
Adjustment time of last remaining phase M
(maximum green time-target phase N current green time,
)
step 11: the routine is ended.
By adopting the method for realizing the anti-congestion control of the tramcar based on the road traffic state, the number of vehicles converging into the congested road section at the upstream and downstream intersections is automatically adjusted according to the traffic situation of the bottleneck road section of the key intersection, and the queuing length of the vehicles at the key intersection is effectively reduced; automatically generating an optimal signal timing adjustment scheme by adopting a method based on the combination of intersection flow data and a fixed mode; the tramcar anti-congestion control method is used for carrying out tramcar anti-congestion control on key areas (old cities and key business areas), giving priority to the tramcar on the premise of overall coordination, ensuring the accurate point of the tramcar as much as possible and effectively relieving traffic congestion in the peak period.
In this specification, the invention has been described with reference to specific embodiments thereof. It will, however, be evident that various modifications and changes may be made thereto without departing from the broader spirit and scope of the invention. The specification and drawings are, accordingly, to be regarded in an illustrative rather than a restrictive sense.
Claims (13)
1. A method for realizing anti-congestion control of a tramcar based on a road traffic state is characterized by comprising the following steps:
(1) judging the congestion condition of each bottleneck road section when a plurality of bottleneck road sections are congested simultaneously, and taking the bottleneck road section with the maximum congestion level as a control target;
(2) judging whether the bottleneck road section is congested or not, if so, continuing the step (3); otherwise, calculating and storing a fine tuning signal timing scheme;
(3) and calculating the regulating scheme of the congestion condition of the bottleneck road section.
2. The method for realizing tram anti-congestion control based on the road traffic state as claimed in claim 1, wherein the step (1) specifically comprises the following steps:
(1.1) judging whether the bottleneck road section corresponding to the upstream intersection is larger than 1, if so, continuing the step (1.2); otherwise, continuing the step (2);
(1.2) judging whether the congestion levels of all bottleneck road sections are the same, if so, not performing signal timing adjustment, and exiting the step; otherwise, the bottleneck road section with the highest congestion level is taken as the anti-congestion control target, and the adjusting phase of the bottleneck road section is determined.
3. The method for realizing tram anti-congestion control based on the road traffic state as claimed in claim 1, wherein the step (2) specifically comprises the following steps:
(2.1) judging whether the bottleneck road section is congested or not, if so, continuing the step (2.4); otherwise, continuing the step (2.2);
(2.2) judging whether the default scheme is being executed, if so, exiting the step; otherwise, continuing (2.3);
(2.3) judging whether the running time of the current scheme is greater than a fixed threshold, if so, calculating and storing a fine-tuning signal timing scheme, and exiting the step; otherwise, exiting the step;
(2.4) judging whether the last running scheme is the default scheme, if so, adjusting the phase of the bottleneck road section, and continuing to the step (3); otherwise, the last fine adjustment scheme is recovered, and the step is exited.
4. The method for realizing tram anti-congestion control based on road traffic state as claimed in claim 3, wherein the fixed threshold value in the step (2.3) is variable and preset by the system.
5. The method for realizing tram anti-congestion control based on road traffic state as claimed in claim 3, wherein the calculating fine tuning signal timing scheme in the step (2.3) specifically comprises the following steps:
(2.3.1) judging whether the green light time of each phase of the current operation scheme is smaller than the green light time of each phase of the default scheme, if so, reducing the green light time; otherwise, further judging whether the green light time of each phase of the current operation scheme is greater than the green light time of each phase of the default scheme, and if so, increasing the green light time; otherwise, no adjustment is made.
6. The method for realizing tram anti-congestion control based on road traffic state as claimed in claim 5, wherein the step (2.3.1) of cutting off green time specifically comprises the following steps:
(2.3.1.1) calculating each phase reduction time:
cx＝max(ax，bx-Δt)；
where Δ t is the fine tuning time, phase x is the phase required to reduce the green time, anGreen time of phase for default scheme, bnGreen time for the current scheme phase, cnThe green time of each phase after fine adjustment;
(2.3.1.2) calculating the total reduction time T of each phase0。
7. The method for realizing tram anti-congestion control based on road traffic status as claimed in claim 5, wherein the step (2.3.1) of increasing the green time is specifically as follows:
the remaining phase increase time is calculated according to the following formula:
cy＝mix(ay，[T0/m]+by)；
where phase y is the phase requiring an increase in green time, m is the number of phases requiring a reduction, anGreen time of phase for default scheme, bnGreen time for the current scheme phase, cnThe green time of each phase after fine adjustment.
8. The method for realizing tram anti-congestion control based on the road traffic state as claimed in claim 1, wherein the step (3) specifically comprises the following steps:
(3.1) judging whether the flow data of each phase at the upstream intersection is normal or not, if so, reading the flow of each phase at the upstream intersection, and continuing the step (3.2); otherwise, adjusting the scheme according to a default mode, and continuing the step (3.3);
(3.2) judging whether the target phase number is equal to the total number of the scheme phases, if so, selecting the phase with the maximum flow as the target phase; otherwise, continuing the step (3.4) and continuing the step (3.5);
(3.3) judging whether the target phase number is equal to the total number of the scheme phases or not, and if so, selecting the straight phase as the target phase; otherwise, continuing the step (3.4) and continuing the step (3.6);
(3.4) calculating the maximum reduction time of the target phase, the maximum increase time of the rest phases and the total adjustment time;
(3.5) calculating the time of each target phase reduction and the time of other phase increases according to the flow, and exiting the step;
and (3.6) calculating the green light time of the equal proportion reduction target phase and the green light time of the addition other phases, and exiting the step.
9. The method for realizing tram anti-congestion control based on road traffic status as claimed in claim 8, wherein the step (3.4) is to calculate the maximum cut-off time of the target phase, specifically:
the target phase maximum reduction time is calculated according to the following formula:
maximum reduction time T1Current green time-minimum green time.
10. The method for realizing tram anti-congestion control based on road traffic status as claimed in claim 8, wherein the step (3.4) calculates the maximum remaining phase increase time, specifically:
the remaining phase maximum increase times are calculated according to the following formula:
maximum increase time T2Maximum green time-current green time.
11. The method for realizing tram anti-congestion control based on road traffic state as claimed in claim 8, wherein the step (3.4) of calculating and adjusting the total time specifically comprises the following steps:
(3.4.1) summation calculation of maximum reduction Total time T1_allAnd maximum increase total time T2_all；
(3.4.2) calculating an adjusted maximum total time:
Tad_max＝mix(T1_all，T2_all)；
(3.4.3) judging and adjusting the total time Tad_maxWhether it is greater than preset minimum regulation time Tad_mixAnd if so, calculating the adjusting time:
Tad× T [ (current congestion level/congestion level of bottleneck road segment)ad_max]。
12. The method for realizing tram anti-congestion control based on road traffic state as claimed in claim 8, wherein the step (3.5) comprises the following steps:
(3.5.1) calculating the adjustable time of each target phase:
Tad' -current green time-minimum green time;
(3.5.2) calculating each target phase reduction adjustment time according to each phase flow ratio:
(3.5.3) calculating target phase adjustment times, summing and updating the total adjustment time Tad；
(3.5.4) calculating an adjustable time for each of the remaining phases:
(3.5.5) calculating the rest phase increase adjusting time according to the flow proportion of each phase:
(3.5.6) the step is exited.
13. The method for realizing tram anti-congestion control based on road traffic state as claimed in claim 8, wherein the step (3.6) comprises the following steps:
(3.6.1) calculating the adjustable time of each target phase:
Tad' -current green time-minimum green time;
(3.6.2) reducing the green time of the target phase in equal proportion:
(3.6.3) calculating target phase adjustment times, summing and updating the total adjustment time Tad；
(3.6.4) calculating an adjustable time for each of the remaining phases:
(3.6.5) increasing the adjustment time of the remaining phases in equal proportion:
(3.6.6) the step is exited.
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