CN112053580A - Intersection bus signal priority control optimization method - Google Patents
Intersection bus signal priority control optimization method Download PDFInfo
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- CN112053580A CN112053580A CN202010929202.XA CN202010929202A CN112053580A CN 112053580 A CN112053580 A CN 112053580A CN 202010929202 A CN202010929202 A CN 202010929202A CN 112053580 A CN112053580 A CN 112053580A
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Abstract
The invention discloses an intersection bus signal priority control optimization method, which evaluates the priority level of a bus signal priority request by selecting the weighted sum of passenger delay on a bus, passenger waiting delay at a downstream station and per-person delay of other social vehicles, and solves the problem of conflict of multiple bus signal priority requests at an intersection by comparing the priority levels of multiple bus signal priority requests. The invention comprises the following steps: judging whether the bus can pass through the intersection smoothly or not, judging whether the bus runs according to a schedule or not, determining a bus signal priority strategy and generating a priority request, judging whether a priority request conflict exists or not, formulating a priority request conflict solution method and updating a signal timing scheme. The method is simple in design and easy to calculate; after the conflict of the priority requests of the bus signals is solved, the priority implementation effect of the bus signals is greatly improved, the bus punctuality rate and the service level are improved, more travelers are attracted to select bus traveling, the use of private cars is reduced, and the problem of urban traffic congestion is favorably solved.
Description
Technical Field
The invention belongs to the field of traffic management and control, relates to urban bus operation management and intersection signal control technology, and discloses an intersection bus signal priority control optimization method.
Background
The bus signal is preferentially controlled by the signal to enable the bus to pass through the intersection rapidly in time, so that the running efficiency and reliability of the bus are effectively improved, and the bus signal is increasingly emphasized by the academic world and the industry in recent years. In the 5 th year 2019, twelve departments and units such as the central propaganda department are combined by the transportation department to make a green travel action plan (2019 and 2022), and the proposal is to give priority to actively pushing bus signals and comprehensively promote the construction of a bus intelligent system. With the implementation of priority of bus signals, the probability that a plurality of buses simultaneously apply for signal priority at the intersection is increased, which will generate conflict. If the problem of signal priority request conflict cannot be effectively solved, the implementation effect of bus signal priority is greatly reduced. Therefore, the research on the solution of the problem of the priority request conflict of the bus signals is necessary and critical.
At present, some experts and scholars propose various solutions, but the solutions all evaluate a bus signal priority request from the perspective of buses, and neglect the influence of other social vehicles in the same phase of the bus applying for the signal priority. In reality, the number of other social vehicles is much larger than that of public transport vehicles, and the running state of the social vehicles determines the efficiency of the whole system to a great extent. If these vehicles are not considered when evaluating the priority request of the bus signal, the existing method cannot be well adapted to the actual situation, and the control effect is greatly influenced. In view of this, bus factors and other social vehicle factors are comprehensively considered, the bus signal priority request priority level evaluation method is researched, the problem of priority request conflict is effectively solved, the bus signal priority implementation effect is guaranteed, further optimization of the bus signal priority control method is achieved, and the method has important practical significance and research value.
Disclosure of Invention
The technical problem is as follows: the method solves the technical problems that the running states of the public transport vehicles and other social vehicles and the arrival conditions of passengers at downstream stations are comprehensively considered to determine the priority level of the priority request of the public transport signals, and the priority right of passage is given to the public transport vehicle with the highest priority level, so that the problem of priority conflict of multiple signals is effectively solved, the implementation effect of priority of the public transport signals is improved, the negative influence on other social vehicles is ensured to be minimum, and the running state and the service level of the whole intersection are ensured.
The technical scheme is as follows: in order to achieve the purpose, the invention adopts the technical scheme that:
step 10) according to the time t when the bus j corresponding to the phase i reaches the stop linei,jAnd green start s of phase iiAnd an end time eiJudging whether the bus can smoothly pass through the intersection or not, if so, enabling the bus to normally run without any treatment; otherwise, go to step 20);
step 20) according to the time t when the bus j reaches the stop linei,jDeparture interval n between the bus and the bus set timetable or the busi,jJudging the running state of the bus; if the bus arrives at the stop line later than the set time schedule, the bus applies for the signal first, and the step 30) is carried out; if the bus arrives early, a stop-lag strategy is adopted, namely the bus needs to stay at a downstream station for a period of time more until the time reaches a set schedule, and then the bus starts;
step 30) according to the time t when the bus j reaches the stop linei,jAnd green start s of phase iiAnd an end time eiDetermining a signal priority strategy, wherein the bus signal priority strategy refers to a red light early-off and green light prolonging strategy, generating a bus signal priority request, and entering step 40);
step 40) generating time u according to the bus signal priority requesti,jJudging whether the problem of conflict of the bus signal priority requests exists according to the execution conditions of the received bus signal priority requests in the priority strategy and the signal controller, if the conflict does not exist, directly receiving the bus signal priority requests by the signal controller, and entering the step 60); otherwise, entering step 50), and providing a method for solving the conflict of the bus signal priority request;
step 50) selecting the delay of passengers on the bus aiming at the problem of the conflict of the priority request of the bus signal
Downstream station passenger waiting delay wiPersonal delay with other social vehiclesi CMeasuring the priority level of the bus signal priority request by using the three indexes, and finally receiving the bus signal priority request with the highest priority level by using the signal control machine, thereby solving the problem of priority request conflict and entering the step 60);
step 60) the signal controller gives priority right of passage to the bus with the highest priority level of the priority request, updates signal timing according to the received bus signal priority request and determines a new timing scheme; judging whether the current phase green light is finished or not, and if so, executing a new timing scheme; otherwise, returning to step 10, and repeating the steps until the current phase green light is finished.
Has the advantages that: compared with the prior art, the invention has the following advantages:
(1) the bus signal priority requests are sequenced according to the priority levels, the priority right of passage is given to the bus with the highest priority level, the problem of conflict of the bus signal priority requests can be effectively solved, the priority right of passage is given to the bus with higher demand, the implementation effect of bus signal priority is improved, the punctuation rate and the service level of the bus are improved, and more travelers can be attracted to select the bus as a transportation means.
(2) The invention gives consideration to the rights and interests of public transport vehicles and other social vehicles, and takes the negative influence degree of the priority control of the public transport signals on other social vehicles as one of the factors for measuring the priority level of the priority request of the public transport signals, so that the obtained public transport signal priority method is more comprehensive and comprehensive, the priority implementation effect of the public transport signals is ensured, and simultaneously, the influence on other social vehicles is as small as possible, so that the running state of the whole intersection can be optimal.
(3) The priority level of the priority request of the public traffic signal is measured from the perspective of travelers, namely the priority level is measured by respectively selecting the delay of passengers on the bus, the delay of passengers waiting at a downstream station and the delay of all other social vehicles as indexes, on one hand, the advantage of large capacity of the bus is highlighted, and under the same condition, the more passengers, the greater the total delay and the higher the corresponding priority level; on the other hand, the right of passengers inside and outside the vehicle is taken into consideration, the passengers are more comprehensively served, and the satisfaction degree of the passengers is improved.
(4) The invention ensures that the signal timing scheme of the intersection is orderly implemented by solving the conflict of the priority requests of the bus signals, thereby ensuring the traffic efficiency of the whole intersection.
Drawings
FIG. 1 is a flow chart of the method of the present invention.
Fig. 2 is a schematic diagram of a bus signal priority strategy.
Detailed Description
The following further describes embodiments of the method of the present invention with reference to the accompanying drawings.
Fig. 1 shows a general flow chart of an intersection bus signal priority control optimization method. The process of the present invention is further illustrated with reference to FIG. 1.
Step 10) according to the time t when the bus j corresponding to the phase i reaches the stop linei,jAnd green start s of phase iiAnd an end time eiJudging whether the bus can smoothly pass through the intersection or not, if so, enabling the bus to normally run without any treatment; otherwise, go to step 20);
the step 10) specifically comprises the following steps:
step 101) according to an Automatic positioning system (AVL) installed in the bus, the actual time t of the bus reaching the stop line can be dynamically predictedi,j；
Step 102) if si<ti,j<eiIf so, the bus j can smoothly pass through the intersection without any processing on the system; otherwise, the bus j cannot smoothly pass through the intersection.
Step 20) according to the time t when the bus j reaches the stop linei,jDeparture interval n between the bus and the bus set timetable or the busi,jAnd judging the transportation of the public transport vehicleA line state; if the bus arrives at the stop line later than the set time schedule, the bus applies for the signal first, and the step 30) is carried out; if the bus arrives early, a stop-lag strategy is adopted, namely the bus needs to stay at a downstream station for a period of time more until the time reaches a set schedule, and then the bus starts;
the step 20) specifically comprises the following steps:
for the operation mode of departure according to the operation schedule, the time T of the bus j theoretically reaching the stop line is obtained according to the operation schedule of the busi,jComparing t with the predicted actual time to stop linei,j(ii) a If t isi,j>Ti,jIf the bus arrives at the stop line later than the running schedule, the bus signal is applied for priority; if t isi,j<Ti,jIf the bus arrives at the stop line earlier than the running schedule, the stop-staying strategy is adopted, so that the bus which arrives earlier arrives at the downstream stop station for more stop Ti,j-ti,jThen, starting from a downstream station, so that the bus runs according to the running schedule as much as possible;
for according to departure interval ni,jThe operation mode of departure and the arrival time t of the previous trip on the same linei,j-1Making a comparison if ti,j-ti,j-1>ni,jIf so, the bus is delayed, and the bus signal priority application is required; if t isi,j-ti,j-1<ni,jIf the bus stops at the stop line, and the bus stops at the stop line for a plurality of times ni,j-ti,j-ti,j-1And then starting from a downstream station, so that the bus runs according to the running schedule as much as possible.
Step 30) according to the time t when the bus j reaches the stop linei,jAnd green start s of phase iiAnd an end time eiDetermining a signal priority strategy, wherein the bus signal priority strategy refers to a red light early-off and green light prolonging strategy, and generating a bus signal priority request as shown in fig. 2, and entering step 40);
step 30) comprises the following steps:
if t isi,j<siThe signal priority strategy applied by the bus is that the red light is early broken; if t isi,j>eiAnd the signal priority strategy applied by the bus is green light extension.
Step 40) generating time u according to the bus signal priority requesti,jJudging whether the problem of conflict of the bus signal priority requests exists according to the execution conditions of the received bus signal priority requests in the priority strategy and the signal controller, if the conflict does not exist, directly receiving the bus signal priority requests by the signal controller, and entering the step 60); otherwise, entering step 50), and providing a method for solving the conflict of the bus signal priority request;
step 40) comprises the following steps:
step 401) judging whether the received bus signal priority request exists in the signal controller at present, if not, the priority request conflict does not exist; otherwise, go to step 402);
step 402) judging whether the priority strategy of the newly generated bus signal priority request is consistent with the priority strategy of the existing bus signal priority request, if so, no priority request conflict exists; otherwise, go to step 403);
step 403) judging the generation time u of the newly generated bus signal priority requesti,jPriority strategy execution starting time alpha corresponding to prior bus signal priority requestiAnd an end time betaiIf u isi,j<αiIf so, a priority request conflict exists; if α isi<ui,j<βiIf the priority request conflicts exist, but considering that the execution of a bus signal priority strategy in a certain phase will cause the delay of vehicles in other phases to be increased and the frequent execution of bus signals will cause the execution of a signal timing scheme to be disordered and further increase the signal loss time, it is stipulated that the bus signal priority is executed once in each period, and at the moment, the existing bus signal priority request is already executed, so that a newly generated signal priority request is not executed any more, namely, no priority request existsA conflict; otherwise, there is no priority request conflict.
Step 50) selecting the delay of passengers on the bus aiming at the problem of the conflict of the priority request of the bus signal
Downstream station passenger waiting delay wiPersonal delay with other social vehiclesi CMeasuring the priority level of the bus signal priority request by using the three indexes, and finally receiving the bus signal priority request with the highest priority level by using the signal control machine, thereby solving the problem of priority request conflict and entering the step 60);
step 50) comprises the following steps:
step 501) obtaining the delay of passengers on the bus according to the running states of the bus and other social vehicles and the arrival conditions of passengers at downstream stations
Downstream station passenger waiting delay wiPersonal delay with other social vehiclesi CThe corresponding expressions are shown below.
Or
Wherein，
And oi CRespectively representing the passenger capacity of the bus j in the phase i, the number of passengers waiting at a downstream station and the average passenger capacity of other social vehicles;
and
respectively representing the actual headway and the theoretical headway of the bus j in the phase i (the headway when the bus runs according to the running schedule or the fixed departure interval); c represents the signal period duration; lambda [ alpha ]iA green ratio representing phase i; x is the number ofiRepresenting the traffic flow saturation of the intersection entrance lane corresponding to the phase i; q. q.si lRepresenting the vehicle queue length of the intersection entrance lane corresponding to the phase i in the last signal period;
step 502) establishing a priority level p of a bus signal priority requestiThe calculation is evaluated as shown below:
wherein, a1、a2And a3Are all weight coefficients, and a1+a2+a3＝1。
Step 60) the signal controller gives priority right of passage to the bus with the highest priority level of the priority request, updates signal timing according to the received bus signal priority request and determines a new timing scheme; judging whether the current phase green light is finished or not, and if so, executing a new timing scheme; otherwise, returning to step 10, and repeating the steps until the current phase green light is finished.
Step 60) comprises the following steps:
if the priority request of the bus signal is a green light extension strategy, the ending time of the green light of the phase i where the bus j is positioned is changed into：ei’＝ei+ti,j-Ti,j(for bus operation mode where departure is scheduled) or ei’＝ei+ti,j-ti,j-1-ni,(for a bus operation mode where departure occurs at departure intervals);
if the bus signal priority request is a red light early-off strategy, the green light end time of the phase i where the bus j is located is changed into: si’＝si-(ti,j-Ti,j) (for bus operation mode of departure according to running schedule) ori’＝si-(ti,j-ti,j-1-ni,) (for a bus operation mode where the departure is at departure intervals).
Claims (7)
1. A priority control optimization method for bus signals at an intersection is characterized by comprising the following steps: the method comprises the following steps:
step 10) according to the time t when the bus j corresponding to the phase i reaches the stop linei,jAnd green start s of phase iiAnd an end time eiJudging whether the bus can smoothly pass through the intersection or not, if so, enabling the bus to normally run without any treatment; otherwise, go to step 20);
step 20) according to the time t when the bus j reaches the stop linei,jDeparture interval n between the bus and the bus set timetable or the busi,jJudging the running state of the bus; if the bus arrives at the stop line later than the set time schedule, the bus applies for the signal first, and the step 30) is carried out; if the bus arrives early, a stop-lag strategy is adopted, namely the bus needs to stay at a downstream station for a period of time more until the time reaches a set schedule, and then the bus starts;
step 30) according to the time t when the bus j reaches the stop linei,jAnd green start s of phase iiAnd an end time eiDetermining a signal priority strategy, wherein the bus signal priority strategy refers to a red light early-off and green light prolonging strategy, generating a bus signal priority request, and entering step 40);
step 40) generating time u according to the bus signal priority requesti,jJudging whether the problem of conflict of the bus signal priority requests exists according to the execution conditions of the received bus signal priority requests in the priority strategy and the signal controller, if the conflict does not exist, directly receiving the bus signal priority requests by the signal controller, and entering the step 60); otherwise, entering step 50), and providing a method for solving the conflict of the bus signal priority request;
step 50) selecting the passenger delay d on the bus aiming at the problem of the conflict of the priority request of the bus signali,j BWaiting delay w for passengers at downstream stationiPersonal delay with other social vehiclesi CMeasuring the priority level of the bus signal priority request by using the three indexes, and finally receiving the bus signal priority request with the highest priority level by using the signal control machine, thereby solving the problem of priority request conflict and entering the step 60);
step 60) the signal controller gives priority right of passage to the bus with the highest priority level of the priority request, updates signal timing according to the received bus signal priority request and determines a new timing scheme; judging whether the current phase green light is finished or not, and if so, executing a new timing scheme; otherwise, returning to step 10, and repeating the steps until the current phase green light is finished.
2. The intersection bus signal priority control optimization method according to claim 1, wherein the specific process of the step 10) is as follows:
step 101) according to an Automatic positioning system (AVL) installed in the bus, the actual time t of the bus reaching the stop line can be dynamically predictedi,j；
Step 102) if si<ti,j<eiIf so, the bus j can smoothly pass through the intersection without any processing on the system; otherwise, the bus j cannot smoothly pass through the intersection.
3. The intersection bus signal priority control optimization method according to claim 1, wherein the specific process of the step 20) is as follows:
for the operation mode of departure according to the operation schedule, the time T of the bus j theoretically reaching the stop line is obtained according to the operation schedule of the busi,jComparing t with the predicted actual time to stop linei,j(ii) a If t isi,j>Ti,jIf the bus arrives at the stop line later than the running schedule, the bus signal is applied for priority; if t isi,j<Ti,jIf the bus arrives at the stop line earlier than the running schedule, the stop-staying strategy is adopted, so that the bus which arrives earlier arrives at the downstream stop station for more stop Ti,j-ti,jThen, starting from a downstream station, so that the bus runs according to the running schedule as much as possible;
for according to departure interval ni,jThe operation mode of departure and the arrival time t of the previous trip on the same linei,j-1Making a comparison if ti,j-ti,j-1>ni,jIf so, the bus is delayed, and the bus signal priority application is required; if t isi,j-ti,j-1<ni,jIf the bus stops at the stop line, and the bus stops at the stop line for a plurality of times ti,j-ti,j-1-ni,jAnd then starting from a downstream station, so that the bus runs according to the running schedule as much as possible.
4. The intersection bus signal priority control optimization method according to claim 1, wherein the specific process of the step 30) is as follows:
if t isi,j<siThe signal priority strategy applied by the bus is that the red light is early broken; if t isi,j>eiAnd the signal priority strategy applied by the bus is green light extension.
5. The intersection bus signal priority control optimization method according to claim 1, wherein the specific process of the step 40) is as follows:
step 401) judging whether the received bus signal priority request exists in the signal controller at present, if not, the priority request conflict does not exist; otherwise, go to step 402);
step 402) judging whether the priority strategy of the newly generated bus signal priority request is consistent with the priority strategy of the existing bus signal priority request, if so, no priority request conflict exists; otherwise, go to step 403);
step 403) judging the generation time u of the newly generated bus signal priority requesti,jPriority strategy execution starting time alpha corresponding to prior bus signal priority requestiAnd an end time betaiIf u isi,j<αiIf so, a priority request conflict exists; if α isi<ui,j<βiIf the priority request conflicts exist, but considering that the execution of a bus signal priority strategy in a certain phase will cause the delay increase of vehicles in other phases and the frequent execution of bus signals will cause the execution of a signal timing scheme to be disordered and further increase the signal loss time, the priority of the bus signals is only executed once in each period, and at the moment, the existing bus signal priority request is already executed, so that the newly generated signal priority request is not executed any more, namely, the priority request conflicts do not exist; otherwise, there is no priority request conflict.
6. The intersection bus signal priority control optimization method according to claim 1, wherein the specific process of the step 50) is as follows:
step 501) obtaining the passenger delay d of the bus according to the running states of the bus and other social vehicles and the arrival conditions of passengers at downstream stationsi,j BWaiting delay w for passengers at downstream stationiPersonal delay with other social vehiclesi CThe corresponding expressions are shown below.
Or
Wherein o isi,j B、oi,j SAnd oi CRespectively representing the passenger capacity of the bus j in the phase i, the number of passengers waiting at a downstream station and the average passenger capacity of other social vehicles; h isi,j AAnd hi,j SRespectively representing the actual headway and the theoretical headway of the bus j in the phase i (the headway when the bus runs according to the running schedule or the fixed departure interval); c represents the signal period duration; lambda [ alpha ]iA green ratio representing phase i; x is the number ofiRepresenting the traffic flow saturation of the intersection entrance lane corresponding to the phase i; q. q.si lRepresenting the vehicle queue length of the intersection entrance lane corresponding to the phase i in the last signal period;
step 502) establishing a priority level p of a bus signal priority requestiThe calculation is evaluated as shown below:
wherein, a1、a2And a3Are all weight coefficients, and a1+a2+a3＝1。
7. The intersection bus signal priority control optimization method according to claim 1, wherein the specific process of the step 60) is as follows:
if the priority request of the bus signal is a green light extension strategy, the green light end time of the phase i where the bus j is located is changed into: e.g. of the typei’＝ei+ti,j-Ti,j(for bus operation mode where departure is scheduled) or ei’＝ei+ti,j-ti,j-1-ni,(for a bus operation mode where departure occurs at departure intervals);
if the bus signal priority request is a red light early-off strategy, the green light end time of the phase i where the bus j is located is changed into: si’＝si-(ti,j-Ti,j) (for bus operation mode of departure according to running schedule) ori’＝si-(ti,j-ti,j-1-ni,) (for a bus operation mode where the departure is at departure intervals).
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