CN111540225A - Multi-objective optimization-based bus running interval speed optimization control method and system - Google Patents
Multi-objective optimization-based bus running interval speed optimization control method and system Download PDFInfo
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Abstract
The invention discloses a multi-objective optimization-based bus running interval speed optimization control method and a system, wherein the method comprises the following steps: acquiring real-time position, speed information, downstream station position and intersection position information of a vehicle; with the bus running punctuality as the most important target, solving an optimal solution set meeting the bus running punctuality based on the acquired information; and (3) solving the optimal speed of bus operation on the basis of the optimal solution set by taking the fuel economy of bus operation as a secondary important target to guide the operation of the bus. The method divides the bus running target into two levels of punctuality and fuel economy according to importance, judges the speed-time-position characteristics in the bus running by using a bus arrival punctuality region judgment model, and obtains a bus running region speed optimization suggestion through a multi-objective optimization model.
Description
Technical Field
The invention relates to the technical field of urban bus optimized operation, in particular to a multi-objective optimization-based bus operation interval speed optimized control method and system.
Background
The statements in this section merely provide background information related to the present disclosure and may not necessarily constitute prior art.
Public transport is generally known as an urban transportation travel mode with large transportation volume and high convenience, but the ground public transport operation is influenced by a plurality of factors, so that the overall operation efficiency, reliability and comfort are difficult to conform to the high-quality public transport service requirement, and the operation and management problems which need to be solved exist. The improvement of the bus operation level has significant meaning for improving the urban traffic safety, the smooth level and increasing the bus attraction. However, the road traffic system is a complex system composed of human-vehicle-road-environment and other factors, and a bus driver needs to recognize and process complex urban road environment information in the driving process, so that errors in recognition, processing and operation are easy to occur. Therefore, it is necessary to provide necessary driving assistance and operation control to secure the bus operation service.
The public transportation scheduling can relieve or avoid the condition that the public transportation vehicles arrive at the station in succession or in large intervals by means of adjusting the departure interval, the standing time, the stopping time and the like of the public transportation, and can be divided into scheduling methods based on a time schedule and a head time distance. As early as the 70's of the last century, the prior art has built a standing station control model with the goal of minimizing the average waiting time for occupants. Subsequently, much research has been devoted to developing or improving the method of controlling the station. Such as: the prior art finds a parking control setting with the best effect according to real-time vehicle position information, and proves that the influence of the real-time information on the implementation effect depends on the selection of a control algorithm. In the prior art, a nonlinear integer programming model is established, a scheduling algorithm is designed by taking the minimum total cost of operators and passengers as a target, and simulation proves that the bus route with excessively small or large running time variance is not suitable for station-skipping control. In the prior art, an optimal standing station delay time model is provided based on schedule scheduling, and analysis shows that delay time is increased to enable delay time distribution to be converged. The prior art provides a self-adaptive station-parking control method based on real-time headway information, and compared with the traditional method based on a timetable, the self-adaptive station-parking control method reduces station parking time and delay.
In the aspect of comprehensive control of various control strategies, the prior art provides an integrated optimization method for vehicle speed and departure time under the idea of a one-road one-line straight-running type public transportation mode, so that the parking times and delay can be effectively reduced, and reasonable vehicle intervals are ensured. The traditional station control may cause too large inter-vehicle distance and cannot compensate, and a coordination control strategy is designed based on bus self-adaptive cruise in the prior art, so that the time distance between the vehicle heads can be balanced and the average vehicle speed can be improved. In the prior art, the relation among the bus speed, the station time and the signal timing is established through an analytical model, and a comprehensive control algorithm is established by taking the minimized intersection vehicle delay and the number of bus stops as targets.
The existing research results provide a large number of models and theoretical foundations for the design and evaluation of the dynamic operation control of the public transport. However, the inventor finds that the existing research mostly takes the bus efficiency as an optimization index, and the influence of the energy consumption of the bus is less considered. In addition, the current operation control method mostly aims at improving single type operation indexes, and the public transport operation efficiency and the fuel economy are improved by adjusting control variables such as the running speed and the like in a less consideration.
Disclosure of Invention
In view of the above, the invention provides a multi-objective optimization-based bus running interval speed optimization control method and system, which deeply excavates the dynamic relation between vehicles and running indexes in the bus running process, provides a multi-objective optimization-based bus running control method for giving consideration to the running efficiency and the fuel economy in bus running control, realizes and evaluates the control method by using simulation, and provides a new idea and a theoretical basis for urban bus running management.
In some embodiments, the following technical scheme is adopted:
the bus running interval speed optimization control method based on multi-objective optimization comprises the following steps:
acquiring real-time position, speed information, downstream station position and intersection position information of a vehicle;
with the bus running punctuality as the most important target, solving an optimal solution set meeting the bus running punctuality based on the acquired information;
and (3) solving the optimal speed of bus operation on the basis of the optimal solution set by taking the fuel economy of bus operation as a secondary important target to guide the operation of the bus.
In other embodiments, the following technical solutions are adopted:
a public transport operation interval speed optimization control system based on multi-objective optimization comprises:
the device is used for acquiring the real-time position, speed information, the position of a downstream station and intersection position information of the vehicle;
the device is used for solving an optimal solution set meeting the bus running punctuality based on the acquired information by taking the bus running punctuality as the most important target;
and the device is used for solving the optimal speed of bus operation on the basis of the optimal solution set by taking the fuel economy of bus operation as a secondary important target and guiding the operation of the bus.
In other embodiments, the following technical solutions are adopted:
a terminal device comprising a processor and a computer-readable storage medium, the processor being configured to implement instructions; the computer-readable storage medium is used for storing a plurality of instructions, and the instructions are suitable for being loaded by the processor and executing the bus running interval speed optimization control method based on the multi-objective optimization.
In other embodiments, the following technical solutions are adopted:
a computer readable storage medium, wherein a plurality of instructions are stored, and the instructions are suitable for being loaded by a processor of a terminal device and executing the bus running interval speed optimization control method based on multi-objective optimization.
Compared with the prior art, the invention has the beneficial effects that:
the method divides the bus running target into two levels of punctuality and fuel economy according to importance, judges the speed-time-position characteristics in the bus running by using a bus arrival punctuality region judgment model, and obtains a bus running region speed optimization suggestion through a multi-objective optimization model.
The invention deeply excavates the dynamic relation between the vehicle and the operation index in the public transportation operation process, provides a public transportation operation control method based on multi-objective optimization for taking the operation efficiency and the fuel economy into account in the public transportation operation control, realizes and evaluates the control method by using simulation, and provides a new thought and theoretical basis for urban public transportation operation management.
Drawings
FIGS. 1(a) - (b) are schematic diagrams of bus running time-distance, respectively, in an embodiment of the present invention;
FIG. 2 is a schematic representation of the relationship between operating time and speed of a bus in an embodiment of the present invention;
FIG. 3 is a graph of measured vehicle travel time versus distance in an embodiment of the present invention;
FIG. 4 illustrates simulation optimization control and actual operating speed in an embodiment of the present invention;
fig. 5(a) - (c) show the effect of the speed control strategy in different scenes.
Detailed Description
It should be noted that the following detailed description is exemplary and is intended to provide further explanation of the disclosure. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.
The embodiments and features of the embodiments of the present invention may be combined with each other without conflict.
Example one
In one or more embodiments, the method for optimizing and controlling the speed of the bus running interval based on multi-objective optimization comprises the following processes:
(1) acquiring real-time position, speed information, downstream station position and intersection position information of a vehicle;
(2) respectively taking the bus running punctuality as the most important target and the bus running fuel economy as the next important target, and establishing a bus arrival punctuality area judgment model and a fuel economy optimization model;
(3) solving a bus arrival punctuality area judgment model to obtain an optimal solution set meeting the bus operation punctuality;
(4) and on the basis of the optimal solution set, solving a fuel economy optimization model to obtain the optimal speed of bus operation and guide the operation of the bus.
The method divides the bus running target into the punctuality and the fuel economy, sets the punctuality target as the most important target, sets the fuel economy as the next most important target, solves the optimal solution set aiming at the most important target (namely the punctuality), and then solves the optimal solution for the next most important target (namely the fuel economy) on the basis of the optimal solution set.
The specific implementation procedure is as follows: firstly, according to real-time position data and current time acquired by a vehicle-mounted unit equipped on a bus, determining whether the current bus can arrive at a station on time or not by combining a bus arrival punctuality area judgment model: if the bus speed is located in the punctuality area, optimizing the bus running speed according to the fuel economy on the basis of preferentially meeting the punctuality requirement to obtain an optimal bus running suggested speed value; if the bus stop is located in the early or late area, the bus stop is optimized through fuel economy on the basis of preferentially ensuring the minimum arrival deviation time, and the bus running suggested speed is obtained.
The method comprises the following specific steps:
step 1: acquiring real-time position and speed information of a vehicle, matching the real-time position and speed information with bus stops and intersection positions along a line, and determining the position information of a downstream stop and the intersection;
step 2: determining that the current bus is located in a punctuality area, an early-time area or a late-time area according to the current time and the real-time position of the bus and by combining a bus arrival punctuality area judgment model;
and step 3: and determining the suggested running speed of the current bus interval according to the punctuality speed control and the fuel economy optimization model.
The bus arrival punctuality area judgment model specifically comprises the following steps:
suppose that the current time tcThe bus is at position LcThe section is limited by the current vehicle position and the vehicle speed (i.e., the maximum allowable traveling speed v)maxAnd minimum allowable traveling speed vmin) The current position L can be obtainedcAnd judging whether the current vehicle can arrive at the station on time or not in the time interval of arriving at the station on time.
If it can be at tsArrival at site LsIf yes, it is located in the punctual area; if it arrives at site LsMust be earlier than tsIt is located in the early spot area; if it arrives at site LsAt a time later than tsIt is located in the late zone.
I.e. the upper limit of the punctual interval is tubThe lower limit of the interval is tlbIf t isc∈[tlb,tub]The vehicle can be on time; if tc∈(-∞,tlb) Vehicle must be early; if tc∈(tub, + ∞), the vehicle must be late.
It should be noted that t issThe value of the distance can be selected according to a bus schedule, and can also be selected by combining the arrival time of a front bus and the ideal head interval; this embodiment defines tsFor time of day, it may also be defined as a quasi-point-to-station time zone in other applications.
FIGS. 1(a) - (b) are schematic diagrams of transit vehicle travel time-distance. If the current position LcAnd site LsWithout crossing therebetween, or by the maximum permitted travel speed vmaxAnd minimum allowable traveling speed vminWhen the determined punctuation interval is limited within the green time of the intersection from top to bottom, the punctuation area [ t ] at the current positionlb,tub]As shown in fig. 1 (a).
If the current position LcAnd site LsWith an intersection between them and a minimum allowable travel speed vminThe lower limit of the determined punctual mark is positioned in the red light time of the intersection or is determined by the maximum allowable driving speed vmaxDetermined lower limit of accurate point at red light of intersectionTime of day, punctual region of current location [ tlb,tub]The following correction should be made on the punctual zone determined by the vehicle travel speed limit (see fig. 1 (b)).
(1) Assuming that the lower limit of the intersection punctual area is that the bus arrives in the ith period, the punctual lower limit of the current position can be obtained as follows:
in the formula, tg,iFor the on-time of the green lamp of the i-th cycle, tr,iTurning on time of the red light in the ith period; t is tg,i+1The green light on time of the (i + 1) th period; l isintIs the position of the intersection.
(2) Assuming that the upper limit of the intersection punctual area is that the bus arrives in the jth period, the punctual upper limit of the current position can be obtained as follows:
in the formula, tg,jGreen light on time, t, of j-th cycler,jThe red light on time of the j period is set; t is tg,j+1The green light on time of the j +1 th period.
The bus fuel economy optimization model specifically comprises the following steps:
starting from the actual operation of the bus, the fuel economy model of the bus operation is established by taking the fuel consumption control of the bus operation as a target. The model realizes the minimum fuel consumption of the bus operation, and the objective function is as follows:
therein, FCpIn order to realize the p-stage vehicle oil consumption,
ERqis the instantaneous fuel consumption rate, ER of the busq＝ER0×NERq＝1.69NERq；ERqIs VSP intervalThe average oil consumption rate of the unit at q in mL/s; ER0The average oil consumption rate of the VSP interval unit at zero time is the average oil consumption rate of the VSP interval unit for the ER bus0＝1.69mL/s；NERqFor the normalized fuel consumption rate of the VSP interval unit at q, the calculation formula is as follows:
the existing research combines the actual parameters and running environment of the Chinese bus to establish a bus specific power calculation formula[20]：
VSP＝1.1av+0.09199v+0.000168v3(5)
VSP is the specific power of the motor vehicle, and the unit kW/t is the VSP; a is the acceleration of the motor vehicle in m/s2(ii) a And v is the running speed of the motor vehicle and has the unit of m/s.
In the running process of the bus, the running speed of the bus running at a constant speed needs to meet the following constraint conditions:
vmin≤vi≤vmax(6)
based on the bus arrival punctuality region judgment model and the bus fuel economy optimization model, the operation speed of the bus is optimized, and the method specifically comprises the following steps:
suppose that the bus is driven by the current location LcPassing intersection LintTo a bus stop LsIn the running process of the bus, the speed change of the bus meets the uniform acceleration linear motion process, and the fixed acceleration/deceleration is applied in the acceleration/deceleration process. The speed curve of the bus is different with the difference of the target speed, and the motion process of the bus is explained by one speed curve.
The initial speed of the vehicle at the current position is v0Meridian t1Time variation (acceleration or deceleration) to v1At constant speed t2After a time t3Time is decelerated to v2And 0, arriving at the intersection. Then the vehicle stops at the intersection for waiting t4After time, the green light passes through the intersection. Vehicle speed v 20 warp t5Accelerate to v3. Followed byPosterior menstruation t6After the uniform motion of time, the speed is reduced to reach the bus stop, and finally the speed is v4＝0。
A schematic diagram of vehicle operating speed, time and passing distance is shown in fig. 2. The running distance of the bus in the running process can be obtained by an even acceleration/deceleration formula, and the running distance is obtained by the intersection LintAnd the current position LcDistance and bus stop LsIntersection LintThe distance between the two is restricted, the running time is determined by the signal lamp timing and the time t of the alignment pointsAnd (4) constraining, and substituting the relation of speed-time-distance into a fuel economy optimization model in the next part to obtain the optimal speed.
According to the judgment of the bus arrival punctuality area, the control scheme for determining the running speed of the bus in the interval is as follows:
(1) if the current vehicle is located in the quasi-time zone, on the basis of ensuring the vehicle arrives at the station on time, the unknown variable v is optimized by optimizing an objective function, namely a fuel economy model1,v3；
(2) If the current vehicle is located in the early-point area, the vehicle should firstly adopt the minimum allowable speed to run as much as possible so as to ensure the punctual performance of the bus.
If the minimum allowable speed v is usedminV. the operation can reach the intersection within the green time1、v3All take the minimum value vminIs what is needed
If the vehicle is at the minimum allowable speed vminV is to arrive at the intersection within the red light time3Taking the minimum value vminDetermining v by optimizing a fuel economy model1Is what is needed
By passing
Optimization of v1And v is3＝vmin。
(3) If the current vehicle is located in a late spot area, the vehicle should firstly adopt the maximum allowable speed to operate as much as possible so as to reduce delay time and ensure the punctuality performance of the bus.
If at the maximum allowable speed vmaxV. the operation can reach the intersection within the green time1、v3All can take maximum values to ensure minimum delay time, i.e. if
If the vehicle is at the maximum allowable speed vmaxV is to arrive at the intersection within the red light time3Taking the maximum value, and determining v through the objective function with minimum interval oil consumption1Is what is needed
By passing
Optimization of v1And v is3＝vmax。
In order to verify the effectiveness of the control model strategy provided in this embodiment, a line BRT1 in dennan city is selected as an experimental object in this embodiment. The BRT1 line has a bus junction from the West to the West of the Jinan station and a full-luck overpass from the east. The running state of the BRT1 line vehicle is investigated by adopting a vehicle following investigation method, and the positions of the whole line station and the intersection are collected by using handheld GPS positioning equipment and video equipment. Determining instantaneous transit of bus by combining data change record of vehicle instrument panelThe line speed. Through manual investigation, the signal timing of the intersection is determined, and the stop and the intersection parking time are determined by combining with vehicle collecting data. In order to reduce the interference of other social vehicles on the operation of the public transport vehicles, the survey is carried out in a peak-balancing time period, and the records are as follows (15): 00-17: and (5) obtaining 7200 groups of second-level speed data of the vehicles in the running state of the bus in the period of 00, and calculating the instantaneous acceleration of the vehicles according to the instantaneous speed of the vehicles. Analysis of the data revealed that eighty-five percent deceleration was-0.95 m/s2Eighty-five percent acceleration of 0.73m/s2The maximum speed is 12.5m/s, and the minimum speed is 5.5 m/s. And determining parameter values in the model according to the acquired data.
A BRT1 line is selected to be a road section from a shadowless mountain road station to a shadowless east road station, the intersection of the road section and the shadowless mountain road is a signal intersection, the signal period is 150s, each period comprises a green light 63s, a yellow light 3s and a red light 84s, and no bus priority signal is set. The yellow sentry road station at the starting point of line BRT1 is set to be at position 0m, the shadowless mountain road station is set to be 1843m, and the shadowless east road station is set to be 2273 m. Figure 3 shows a time-distance diagram for one of the buses. Fig. 4 shows that the vehicle starts from the shadowless mountain road station at the time of 15:08:07 and arrives at the shadowless east road station at the time of 15:09:27, and the speed curve suggested by the optimized control strategy provided by the embodiment is consistent with the actual speed curve, so that the control strategy is proved to be effective and reasonable, and the operation punctuality and the fuel economy of the bus can be ensured. In addition, various scenes are created through changing parameter values in a simulation experiment, second-level speed suggested values are given according to an optimization control strategy, and the effect of the control strategy is further shown.
Fig. 5(a) is a control scenario in which only the station position is changed. Under the actual condition, the position of a downstream bus station is located at 2273 m; the simulation experiment selects a station position change interval of 1963m to 2473m and a change step length of 10 m.
Fig. 5(b) is a control scenario in which only the current time is changed. Under the actual condition, the current time is 15:08: 07; the simulation experiment selects the current time change interval to be 15:04:47 to 15:11:27, and the change step length is 10 s.
Fig. 5(c) is a control scenario in which only the current position is changed. In actual conditions, the current vehicle position is at 1843 m; in the simulation experiment, the current vehicle position change interval is 1643m to 1913m, and the change step length is 10 m.
The result proves that the control strategy provided by the embodiment can give reliable speed suggestions in different scenes of various parameter combinations.
Example two
In one or more embodiments, a multi-objective optimization-based bus running interval speed optimization control system is disclosed, which comprises:
the device is used for acquiring the real-time position, speed information, the position of a downstream station and intersection position information of the vehicle;
the device is used for establishing a bus arrival punctuality area judgment model and a fuel economy optimization model by respectively taking bus operation punctuality as a most important target and taking bus operation fuel economy as a secondary important target;
the device is used for solving the bus arrival punctuality area judgment model to obtain an optimal solution set meeting the bus operation punctuality;
and the device is used for solving the fuel economy optimization model on the basis of the optimal solution set to obtain the optimal speed of bus operation and guide the operation of the bus.
It should be noted that the specific working process or implementation manner of the apparatus is implemented by using the method in the first embodiment, and is not described again.
EXAMPLE III
In one or more embodiments, a terminal device is disclosed, which includes a server, where the server includes a memory, a processor, and a computer program stored in the memory and capable of running on the processor, and the processor executes the computer program to implement the method for controlling speed optimization of a bus running interval based on multi-objective optimization in the first embodiment. For brevity, no further description is provided herein.
It should be understood that in this embodiment, the processor may be a central processing unit CPU, and the processor may also be other general purpose processors, digital signal processors DSP, application specific integrated circuits ASIC, off-the-shelf programmable gate arrays FPGA or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, and so on. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory may include both read-only memory and random access memory, and may provide instructions and data to the processor, and a portion of the memory may also include non-volatile random access memory. For example, the memory may also store device type information.
In implementation, the steps of the above method may be performed by integrated logic circuits of hardware in a processor or instructions in the form of software.
The multi-objective optimization-based bus running interval speed optimization control method in the first embodiment can be directly implemented by a hardware processor, or implemented by combining hardware and software modules in the processor. The software modules may be located in ram, flash, rom, prom, or eprom, registers, among other storage media as is well known in the art. The storage medium is located in a memory, and a processor reads information in the memory and completes the steps of the method in combination with hardware of the processor. To avoid repetition, it is not described in detail here.
Those of ordinary skill in the art will appreciate that the various illustrative elements, i.e., algorithm steps, described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
Although the embodiments of the present invention have been described with reference to the accompanying drawings, it is not intended to limit the scope of the present invention, and it should be understood by those skilled in the art that various modifications and variations can be made without inventive efforts by those skilled in the art based on the technical solution of the present invention.
Claims (10)
1. The method for optimizing and controlling the speed of the bus running interval based on multi-objective optimization is characterized by comprising the following steps of:
acquiring real-time position, speed information, downstream station position and intersection position information of a vehicle;
with the bus running punctuality as the most important target, solving an optimal solution set meeting the bus running punctuality based on the acquired information;
and (3) solving the optimal speed of bus operation on the basis of the optimal solution set by taking the fuel economy of bus operation as a secondary important target to guide the operation of the bus.
2. The multi-objective optimization-based bus running interval speed optimization control method according to claim 1, wherein a bus arrival punctuality area judgment model is established with a bus running punctuality as a most important target, and the bus arrival punctuality area judgment model comprises:
suppose that the current time tcThe bus is at position LcObtaining the current position L from the current vehicle position and the vehicle speed limit intervalcThe method comprises the steps of judging whether a current vehicle can arrive at a station on time or not in an on-time interval of the station on time;
if the current arrival time of the vehicle is in the punctual time interval, the current arrival time of the vehicle is in a punctual area; if the arrival time of the current vehicle is earlier than the punctual time interval, the current vehicle is located in an early point area; and if the arrival time of the current vehicle is later than the punctual time interval, the current vehicle is positioned in a late area.
3. The multi-objective optimization-based bus running interval speed optimization control method according to claim 2, wherein if the current position L iscAnd site LsThe intersection exists between the two, and when the lower limit of the quasi-point determined by the minimum allowable driving speed is positioned in the red light time of the intersection, or the lower limit of the quasi-point determined by the maximum allowable driving speed is positioned in the red light time of the intersection, the quasi-point lower limit is aligned with the on-time zone of the current positionAnd correcting.
4. The multi-objective optimization-based bus running interval speed optimization control method according to claim 3, wherein the method for correcting the on-time interval of the current position comprises the following steps:
assuming that the lower limit of the intersection punctual area is that the bus arrives in the ith period, and solving the punctual time lower limit of the current position as follows:
wherein, tg,iFor the on-time of the green lamp of the i-th cycle, tr,iTurning on time of the red light in the ith period; t is tg,i+1The green light on time of the (i + 1) th period; l isintIs the position of the intersection.
5. The multi-objective optimization-based bus running interval speed optimization control method according to claim 3, wherein the method for correcting the on-time interval of the current position comprises the following steps:
assuming that the upper limit of the intersection punctual area is that the bus arrives in the jth period, and solving the punctual time upper limit of the current position as follows:
wherein, tg,jGreen light on time, t, of j-th cycler,jThe red light on time of the j period is set; t is tg,j+1The green light on time of the j +1 th period.
6. The multi-objective optimization-based bus running interval speed optimization control method according to claim 1, characterized in that a fuel economy optimization model is established with bus running fuel economy as a secondary important objective, and the fuel economy optimization model comprises:
with the control of the bus operation oil consumption as a target, a bus operation fuel economy model is established, the minimum bus operation oil consumption is realized, and the target function is as follows:
therein, FCpIn order to realize the p-stage vehicle oil consumption,
ERqthe instantaneous oil consumption rate of the bus.
7. The method for controlling the speed optimization of the bus running interval based on the multi-objective optimization as claimed in claim 1, wherein an optimal solution set meeting the punctuality of bus running is solved; the method specifically comprises the following steps:
suppose v1The constant speed running speed of the vehicle before the vehicle reaches the intersection; v. of3The speed is the constant speed after the vehicle leaves the intersection;
if the current vehicle is located in the quasi-time zone, on the basis of ensuring the vehicles arrive at the station on time, the running speed of the bus in the current zone is optimized by solving a fuel economy model;
v if the current vehicle is located in the early spot zone and is running at the minimum allowable speed and arrives at the intersection within the green time, v1、v3All take the minimum allowable speed;
if the current vehicle is located in the early spot area and is running at the minimum allowable speed and arrives at the intersection within the red light time, v3V is determined by solving a fuel economy model with the minimum allowable speed1；
If the current vehicle is located in the late zone and is running at the maximum allowable speed and arrives at the intersection within the green time, v1、v3All take the maximum allowable speed;
if the current vehicle is located in the early spot area and is running at the maximum allowable speed and arrives at the intersection within the red light time, v3Taking the maximum allowable speed, and solving the fuel economy modelType determination of v1。
8. The utility model provides a public transit interval speed optimal control system based on multi-objective optimization which characterized in that includes:
the device is used for acquiring the real-time position, speed information, the position of a downstream station and intersection position information of the vehicle;
the device is used for solving an optimal solution set meeting the bus running punctuality based on the acquired information by taking the bus running punctuality as the most important target;
and the device is used for solving the optimal speed of bus operation on the basis of the optimal solution set by taking the fuel economy of bus operation as a secondary important target and guiding the operation of the bus.
9. A terminal device comprising a processor and a computer-readable storage medium, the processor being configured to implement instructions; the computer-readable storage medium is used for storing a plurality of instructions, wherein the instructions are suitable for being loaded by a processor and executing the multi-objective optimization-based bus running interval speed optimization control method according to any one of claims 1-7.
10. A computer-readable storage medium having stored thereon a plurality of instructions, wherein the instructions are adapted to be loaded by a processor of a terminal device and to execute the method for multi-objective optimization-based bus operating interval speed optimization control according to any one of claims 1-7.
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