CN112652177B - Bus pre-signal priority control method and system based on space-time characteristics - Google Patents

Bus pre-signal priority control method and system based on space-time characteristics Download PDF

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CN112652177B
CN112652177B CN202011497661.1A CN202011497661A CN112652177B CN 112652177 B CN112652177 B CN 112652177B CN 202011497661 A CN202011497661 A CN 202011497661A CN 112652177 B CN112652177 B CN 112652177B
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CN112652177A (en
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焦朋朋
刘侃
张羽佳
白紫秀
黄琼
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Beijing University of Civil Engineering and Architecture
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Beijing University of Civil Engineering and Architecture
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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
    • 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

Abstract

The invention provides a time-space characteristic-based bus pre-signal priority control method and a time-space characteristic-based bus pre-signal priority control system, wherein the method comprises the following steps: performing pre-signal coordination control optimization from the whole intersection; adjusting the turn-on time sequence of a green light of a main signal according to a bus flow fluctuation theory, selecting the traffic capacity of each entrance lane and various vehicle delays as optimization targets, and determining an optimal control model of the main pre-signal; and solving the main pre-signal optimal control model based on a preset numerical solution, and determining an optimal control scheme through the queuing length. According to the invention, the pre-signal control model is optimized, the running state of the intersection is combined, and the time and space characteristics are considered to research the bus priority signal model under the pre-signal condition, so that the optimal control scheme is realized.

Description

Bus pre-signal priority control method and system based on space-time characteristics
Technical Field
The invention relates to the technical field of traffic signal control, in particular to a bus pre-signal priority control method and system based on space-time characteristics.
Background
The research on bus priority is relatively extensive at home and abroad, and particularly, the theoretical research on the bus priority in the aspects of space and time lays a solid foundation for the proposal of bus pre-signals. The bus pre-signal research starts late, the pre-signal setting has the characteristic of giving consideration to the time-space characteristics of intersections, although certain achievements are achieved, the bus pre-signal setting has the defects, and the main summary is as follows:
the method mainly focuses on the design of the traffic organization of the entrance way, and most researches take a single entrance way as a research object and lack of consideration on the whole intersection; the distribution of the attribute of an entrance lane (a bus lane or a car lane) and the distribution of the function (a left-turn function or a straight function) lack design refinement, and different lane attribute and lane function combinations lack analysis on different effects in signal timing; the signal lamp has less consideration to the fluctuation change of the bus fleet.
Secondly, the research on the time characteristics of the pre-signals mainly focuses on the coordination control of the main pre-signals, and the detailed parts of the research need to be strengthened. The length of the pre-signal period needs to be considered to be consistent with the phase time of the main signal of the corresponding entrance direction, at present, few researches on the determination of the phase time of the main signal of the corresponding entrance direction exist, and the phase time of the main signal also needs to be fully considered to the traffic of each entrance lane of the intersection.
And thirdly, the optimal timing scheme reaches balance between the timing of the main signal and the pre-signal, the main signal and the pre-signal are restricted with each other, and a win-win timing scheme is obtained by continuously searching, so that the existing research is lack of determination of a balance point of the coordinated timing scheme. Most researches adopt a single target to establish a model, and do not consider the optimization effect of the model under double targets or multiple targets.
Therefore, there is a need for a method and a system for controlling priority of a bus pre-signal based on space-time characteristics to solve the above problems.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides a bus pre-signal priority control method and system based on space-time characteristics.
The invention provides a time-space characteristic-based bus pre-signal priority control method, which comprises the following steps:
performing pre-signal coordination control optimization from the whole intersection;
adjusting the turn-on time sequence of a green light of a main signal according to a bus flow fluctuation theory, selecting the traffic capacity of each entrance lane and various vehicle delays as optimization targets, and determining an optimal control model of the main pre-signal;
and solving the main pre-signal optimal control model based on a preset numerical solution, and determining an optimal control scheme through the queuing length.
The invention also provides a bus pre-signal priority control system based on the space-time characteristics, which comprises the following components:
the model building module is used for carrying out pre-signal coordination control optimization from the whole intersection;
the parameter determining module is used for adjusting the turn-on time sequence of the green light of the main signal according to the bus flow fluctuation theory, selecting the traffic capacity of each entrance way and various vehicle delays as optimization targets, and determining the optimal control model of the main pre-signal;
and the model solving module is used for solving the main pre-signal optimal control model based on a preset numerical solution and determining an optimal control scheme through the queuing length.
The invention also provides an electronic device, which comprises a memory, a processor and a computer program which is stored on the memory and can be run on the processor, wherein when the processor executes the program, the steps of the bus pre-signal priority control method based on the space-time characteristics are realized.
The present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when being executed by a processor, implements the steps of the bus pre-signal priority control method based on spatio-temporal characteristics as described in any one of the above.
According to the bus pre-signal priority control method and system based on the space-time characteristics, the pre-signal control model is optimized, the running state of an intersection is combined, the time and space characteristics are considered, the bus priority signal model under the pre-signal condition is researched, and the optimal control scheme is realized.
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In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a flow chart of a bus pre-signal priority control method based on space-time characteristics according to the present invention;
FIG. 2 is a schematic phase diagram of the subject and primary direction pre-signal control provided by the present invention;
FIG. 3 is a schematic diagram of a pre-signal basis provided by the present invention;
FIG. 4 is a schematic diagram of a pre-signal operational model provided by the present invention;
FIG. 5 is a timing diagram illustrating the main pre-signal turn-on provided by the present invention;
FIG. 6 is a time-space trajectory diagram for bus operation according to the present invention;
FIG. 7 is a diagram of queue dissipation spatio-temporal states provided by the present invention;
FIG. 8 is a schematic diagram of a design flow of pre-signal bus priority control provided by the present invention;
FIG. 9 is a schematic diagram of the solution logic provided by the present invention;
FIG. 10 is a flow chart of an optimal timing scheme algorithm provided by the present invention;
FIG. 11 is a schematic structural diagram of a bus pre-signal priority control system based on space-time characteristics according to the present invention;
fig. 12 is a schematic structural diagram of an electronic device provided in the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a schematic flow chart of a time-space characteristic-based bus advance signal priority control method provided by the present invention, and as shown in fig. 1, the present invention provides a time-space characteristic-based bus advance signal priority control method, which includes:
101, performing pre-signal coordination control optimization from a whole intersection;
step 102, adjusting a green light turn-on time sequence of a main signal according to a bus flow fluctuation theory, selecting the traffic capacity of each entrance lane and various vehicle delays as optimization targets, and determining an optimal control model of the main pre-signal, so that the traffic capacity of each entrance lane at the whole intersection is maximum, and the delays of cars and buses are minimum;
and 103, solving the main preset signal optimal control model based on a preset numerical solution, and determining an optimal control scheme according to the queuing length.
In the invention, the bus pre-signal priority control model belongs to an intersection signal control model, optimization control of intersection signals is mainly carried out through constraint of relevant parameters, the model not only needs to solve to obtain a signal period and traffic light time, but also needs to solve to obtain coordination control parameters such as main and pre-signal phase difference and the like, and the purpose of bus priority is achieved. The model optimizes the existing signal timing of the intersection, the current timing scheme of the main signal is used as an initial control scheme, the main signal timing parameters of the intersection are optimized according to the pre-signal control optimization model, pre-signal time resources are distributed, the queuing length of the waiting area is used as a discrimination condition, the main signal timing is readjusted, and the optimal signal control timing scheme is determined.
The bus pre-signal priority control method based on the space-time characteristic optimizes a pre-signal control model, combines the running state of an intersection, considers the time and space characteristics to research the bus priority signal model under the pre-signal condition, and realizes the optimal control scheme.
On the basis of the above embodiment, the performing pre-signal coordination control optimization from the intersection includes:
establishing a queuing model of vehicle arrival characteristics;
the time characteristic of the pre-signalized intersection is analyzed through the main pre-signalized coordination relation, the space characteristic of the pre-signalized intersection is analyzed through the bus queuing aggregation dissipation process, and a bus queuing length model in the waiting area in a unit signal period is established according to the difference of the mixed arrival rates of the vehicles in the period time.
FIG. 2 is a schematic phase diagram of the pre-signal control of the study object and the main direction provided by the present invention, and FIG. 3 is a basic phase diagram of the pre-signal control provided by the present inventionIt is intended that, as shown in fig. 2 and 3, the object of study is first determined to be a single-point intersection where two roads intersect, assuming that no vehicles in line overflow for each phase. Q1、Q2、Q3、Q4The number of receivable vehicles in the major direction (west entrance direction and east entrance direction) and the minor direction (north entrance direction and south entrance direction) respectively,
Figure BDA0002842651480000051
for the single lane flow in one period, the flow constraint in each direction is obtained as follows:
Figure BDA0002842651480000052
wherein Q isjFlow constraints for each direction; j is the inlet direction, j is 1,2,3 and 4 respectively represent the number of vehicles which can be accommodated in the west inlet, the east inlet, the north inlet and the south inlet; i is an entrance lane; t is the vehicle type;
Figure BDA0002842651480000053
the number of vehicles on different lanes of each approach for different vehicle types.
Furthermore, pre-signal control is only carried out in the main direction, the main signal of the intersection is in two phases, and the operation of the intersection is restrained in terms of time. Specifically, the main signal is controlled in two phases, namely green light time and red light time, G, R represents the green light time and the red light time of the main signal, and the lost time is LlThe period is denoted by T, and the main signal period can be expressed as:
G+R+Ll＝T； (2)
meanwhile, the green time of the main signal meets the limit of the minimum green time and the maximum green time of the intersection:
Gmin＜G＜Gmax； (3)
wherein G isminMinimum green duration for the primary signal; gmaxThe maximum green time of the main signal.
Pre-signal control is carried out in the main direction of the intersection, and when the red pre-signal light is turned on, the social vehicles wait in a queue after the stop line of the pre-signal; when the pre-signal green light is turned on, the social vehicle passes through. For pre-signal period compositions including green and red light times, this can be expressed as:
g+r＝t； (4)
wherein g is the green time of the pre-signal; r is the red light time of the pre-signal; t is the pre-signal period duration.
After the pre-signal is set in the main direction to control the social vehicles, the buses and the social vehicles drive into the entrance lane waiting area and the intersection in an alternating pulse mode, and the coordination control between the main signal and the pre-signal is crucial to the priority of the buses passing through the intersection and the improvement of the operation efficiency of the intersection, so that the main signal and the pre-signal keep the same period:
g+r＝G+R+Ll＝T； (5)
fig. 4 is a schematic diagram of an operation model of the pre-signal provided by the present invention, and fig. 5 is a timing diagram of the turn-on of the main pre-signal provided by the present invention, as shown in fig. 4 and fig. 5, the sum of the turn-on durations of the red light and the green light of the main pre-signal is consistent with the common period of the main pre-signal and the pre-signal. In the whole period, the space of the vehicles at the entrance of the preset signal is regularly changed, and the process mainly comprises vehicle queuing, vehicle dissipation and vehicle following. Fig. 6 is a space-time trajectory diagram for bus running provided by the invention, and fig. 7 is a space-time state diagram for queue dissipation provided by the invention, and as shown in fig. 6 and 7, a bus has a first priority at an urban intersection. The turn-on time of the red light of the pre-signal is related to the length of the waiting area and the running speed of the car, and can be expressed as:
Figure BDA0002842651480000061
wherein s is the length of the waiting area, vcThe car running speed; t is t1The red light is turned on for a pre-signal.
And establishing a continuity equation of the traffic flow, and describing the vehicle congestion-dissipation process. Vehicle density propagates in the form of traffic waves, which can be expressed as:
Figure BDA0002842651480000071
wherein W is the propagation speed of traffic flow waves in the fleet; q. q.s1Is the downstream traffic flow, namely the traffic flow in front of the wave surface; q. q.s2The flow rate of the upstream traffic flow, namely the traffic flow behind the wave surface; k is a radical of1Is the downstream traffic flow, namely the traffic flow in front of the wave surface; k is a radical of2Is the upstream traffic flow, namely the traffic flow behind the wave surface. Referring to fig. 6 and 7, the aggregate wave velocity generated by the bus can be expressed as:
Figure BDA0002842651480000072
wherein the content of the first and second substances,
Figure BDA0002842651480000073
the aggregate wave velocity of the public transport vehicle; n isbThe number of the bus lanes before the pre-signal is obtained; n is the number of bus lanes before the main signal; mu.sbThe arrival rate of the single-lane bus after the pre-signal stop line; k is a radical ofjIs the blocking density.
When the main signal green light is turned on, the queued buses start dissipating to generate an evanescent wave in the same direction as the driving direction of the buses, the wave speed is a negative value at the moment, and the wave speed of the evanescent wave generated by the buses can be expressed as:
Figure BDA0002842651480000074
wherein the content of the first and second substances,
Figure BDA0002842651480000075
the wave velocity of the bus is the wave velocity of the bus; mu.sjThe saturated flow rate of the single-lane bus behind the main signal stop line; k is a radical ofsDensity is started for the bus.
Fig. 8 is a schematic flow chart of a pre-signal bus priority control design provided by the present invention, fig. 9 is a schematic flow chart of a solving logic provided by the present invention, fig. 10 is a schematic flow chart of an optimal timing scheme algorithm provided by the present invention, and as shown in fig. 8, fig. 9 and fig. 10, a pre-lighting strategy is adopted for a main signal green light to ensure that a car needs to reach the tail of a fleet after an evanescent wave and an aggregate wave meet:
Figure BDA0002842651480000081
wherein, t2The green light is turned on for the main signal in advance.
Assuming that the arrival rates of the import cars are the same and constant, mu is usedcIt is shown that the bus arrival rate in the main direction (i.e. east-west direction) is assumed to be the same and constant, and is measured in mubAnd (4) showing. The length of the pre-signal waiting area is mainly determined by the maximum number of single-lane buses in the waiting area during the red light period of the main signal:
s＝μj·R(lp+lb)+lc； (11)
wherein s is the length of the to-be-rowed area; mu.sjThe arrival rate of the single-lane bus is set after the pre-signal is set for the bus lane when the pre-signal is not set; lpThe parking distance of the bus is obtained; lbIs the bus body length; lcThe safe distance for changing the bus lane is related to the design speed of the urban road.
Therefore, the queuing length of the bus in the waiting area should satisfy:
L＜s； (12)
and L is the queuing length of the bus behind the main signal stop line in the period.
According to the main pre-signal coordination control scheme, after the pre-signal green light is turned on, the bus is started to enter the waiting area, and the remaining area of the bus is filled up, so that the requirement that the waiting area can accommodate the largest vehicle is met:
(r-R)·S·n≤R·μc； (13)
wherein S is the lane saturation flow rate of the non-bus lane; and n is the number of lanes of the non-bus lane behind the pre-signal stop line.
In order to ensure the normal running of the intersection after the pre-signal is set, the phenomenon of vehicle overflow or overload does not occur, so that the number of arriving vehicles in one signal period is not more than the number of passing vehicles in the green light time of the main signal:
T·μk≤G·Sk·N； (14)
wherein: mu.skThe average arrival rate of the buses and cars in each import direction; skAverage saturation flow rate for each entrance lane at the intersection; and N is the number of lanes behind the stop line of the main signal.
On the basis of the embodiment, according to the bus flow fluctuation theory, the lighting time sequence of the green light of the main signal is adjusted, the traffic capacity of each entrance way and the delay of various vehicles are selected as optimization targets, and the optimal control model of the main pre-signal is determined, which comprises the following steps:
a bus priority pre-signal control strategy is established based on a single intersection, and a signal control optimization model is established, so that the traffic capacity of each entrance lane at the whole intersection is maximum, and the delay of cars and buses is minimum;
and performing constraint based on intersection running conditions and main pre-signal coordination control conditions, determining phase difference according to the arrival characteristics and traffic flow wave dissipation characteristics of the cars, and determining model parameters.
In the invention, constraint parameters are determined, the stable running of the whole intersection is considered, and the red light time in the main direction is longer than the minimum green light time in the secondary direction:
Figure BDA0002842651480000091
wherein l is a street crossing distance; v. ofpTaking 4.51km/h as the speed of the pedestrian crossing the street; g'minMinimum green time for the secondary direction; rminMinimum red time for primary direction primary signal; and R is the red light time of the main direction main signal.
The maximum green time is:
Figure BDA0002842651480000092
after the pre-signal red light is turned on, the cars are queued behind the pre-signal stop line, not discussed. At this time, the bus takes vbThe speed of the moving line enters a waiting area, reaches a stopping line and is queued, and the speed is formed as
Figure BDA0002842651480000093
The bus cluster waves propagate backward. When the green light of the main signal is turned on, the bus starts to drive away from the intersection, and the speed of the bus group is
Figure BDA0002842651480000094
The bus evanescent wave propagates backwards. When two traffic flow waves meet, the queuing length of the buses in the waiting area reaches the maximum, and the maximum queuing length is as follows:
Figure BDA0002842651480000095
wherein L isbLength of queue for bus; t is tbThe meeting time of the aggregation wave and the dissipation wave of the bus is shown.
Further, when the bus drives in the waiting area for a time not greater than the time interval between the turning-on time of the green light of the pre-signal and the time when the last bus reaches the stop line of the pre-signal, the following steps are carried out:
s/vb≤Δr； (18)
wherein v isbThe bus running speed; and delta r is the time interval between the turning-on time of the green light of the pre-signal and the time when the last bus reaches the stop line of the pre-signal.
At this time, the time when the last bus arrives at the end of the queue can be expressed as:
Figure BDA0002842651480000101
on the contrary, when the running time of the bus in the waiting area is greater than the time interval between the turning-on time of the green light of the pre-signal and the time when the last bus reaches the stop line of the pre-signal, the time when the last bus reaches the tail of the queue is represented as follows:
Figure BDA0002842651480000102
and then according to the arrival situation of the last bus, confirm the meeting time of the aggregate wave and the wave of dispersing of the bus, when the last bus arrives before two lines of traffic flow wave meet, the moment that the length of lining up reaches the maximum value is:
Figure BDA0002842651480000103
when the last bus arrives after the two traffic flow waves meet, the time when the queue length reaches the maximum value is expressed as:
Figure BDA0002842651480000104
further, the evaluation index is analyzed and analyzed. The model plans that the main direction is the east-west direction, the secondary direction is the north-south direction, the main direction entrance lane and the secondary direction entrance lane respectively have the same geometric spatial characteristics, such as the number of the entrance lanes, the lane width and the like, and the traffic capacity of each entrance lane is as follows:
Figure BDA0002842651480000111
k＝{E,W,S,N}； (24)
wherein k is { E, W, S, N } which respectively represents four inlet directions of east, west, south and north of the intersection; c. CkThe traffic capacity in each inlet direction; skIs the saturated traffic flow rate for each inlet direction; gkEffective green time for each import direction, and green time for the main direction being the same gE＝gWThe green time of the secondary direction is the same as gS＝gN。
The saturated traffic flow rate of each entrance lane is related to the number of lanes of each entrance lane, the geometric characteristics of lanes at the intersection and the vehicle composition:
Figure BDA0002842651480000112
when d is equal to T, the lane is a straight function lane, and when d is equal to L, the lane is a left-turn function lane; skdThe saturated flow rate of each lane of each inlet channel;
Figure BDA0002842651480000113
the flow rate is substantially saturated for the approach lane, and when the lane is a straight lane,
Figure BDA0002842651480000114
when the lane is a left-turn lane,
Figure BDA0002842651480000115
Nkdthe number of lanes in each turning direction of each entrance lane and the number of lanes in each turning direction of the main direction are the same NET＝NWT、NEL＝NWLThe number of each turning lane in the minor direction is the same as NST＝NNT、NSL＝NNL(ii) a u is a correction coefficient type; f. ofkduThe saturation flow rate correction factor.
Based on the saturated flow rate of the intersection approach, the lane width correction and the bus proportion correction are considered, the lane widths of the main direction and the secondary direction are the same, and the correction coefficient of the lane width of each approach is as follows:
Figure BDA0002842651480000116
wherein w is the lane width.
The correction coefficient of the bus proportion of each entrance way is as follows:
Figure BDA0002842651480000117
wherein, Pkd2The bus proportion of each turning lane in each import direction; ekd2For the conversion coefficient of the bus, the conversion coefficient of each direction is EEd2＝EWd2＝ESd2＝E Nd22. Combining the equations (23) to (27), the traffic capacity in each inlet direction is:
Figure BDA0002842651480000121
Figure BDA0002842651480000122
Figure BDA0002842651480000123
Figure BDA0002842651480000124
thus, the capacity of the entire intersection can be expressed as:
C＝cE+cW+cS+cN； (32)
according to the assumption that the effective green light time in the east-west direction is the same, and the effective green light time in the north-south direction is the same, g is takenE＝gW＝g1And gS＝gN＝g2Therefore, the intersection capacity expression is:
Figure BDA0002842651480000125
simplifying the above formula, the traffic capacity maximization expression of the pre-signalized intersection can be determined as follows:
Figure BDA0002842651480000126
the intersection delay after the pre-signal is set consists of two parts, namely vehicle delay in the primary direction and vehicle delay in the secondary direction.
Assuming that the average arrival rate and the leaving rate of the vehicles are respectively mu and gamma, after the green light is turned on for a certain time in the secondary direction, the arriving vehicles directly pass through the intersection within the residual green light time without vehicle delay, and the time period can be represented by combining the average arrival rate and the leaving rate of the vehicles:
Figure BDA0002842651480000131
wherein R' is the secondary direction red light time.
In a two-phase signal timing, the secondary direction red light is approximately equal to the primary direction green light time, i.e., R' ═ G, and the secondary direction vehicle delay can be expressed as:
Figure BDA0002842651480000132
the delay in the main direction lane direction is divided into two parts, namely vehicle delay on a bus-only lane and vehicle delay on a non-bus-only lane.
The number of the lanes of the bus-only lane is j, and the lane delay of the bus-only lane is as follows:
Figure BDA0002842651480000133
wherein d isbjDelaying a bus lane j; gamma raybThe bus departure rate; mu.sjThe vehicle arrival rate of the bus lane j.
The delay of the non-public transport lane is as follows:
Figure BDA0002842651480000134
wherein i is the number of lanes of the non-public transport lane; mu.siThe average arrival rate of the vehicles on the non-public transport lane i; gamma rayidThe average vehicle driving rate of the non-public transport lane i is shown as d-T, L, wherein d represents a straight lane and a left-turn lane in the non-public transport lane respectively; sigmaiIs the lane change factor.
Combining equations (36) through (38), the expression for vehicle delay at the intersection is:
Figure BDA0002842651480000135
the above formula is simplified, and the intersection delay minimization expression is:
Figure BDA0002842651480000141
on the basis of the above embodiment, the solving of the main pre-signal optimal control model based on a preset numerical solution, and determining an optimal control scheme by a queuing length includes:
determining basic signal parameters in the main pre-signal optimal control model based on a Webster optimization solution algorithm, and converting a dual-target model into a single-target planning model;
and taking the queuing length as the optimal judgment, carrying out repeated iteration solution, and outputting the duration of each phase of the main signal, the duration of the pre-signal, the turn-on time of the red light of the pre-signal and the turn-on time of the green light of the main signal as the optimal main pre-signal control parameter.
On the basis of the foregoing embodiment, the solving the main pre-signal optimal control model and determining an optimal control scheme according to the queuing length specifically includes:
determining the saturated flow of each lane;
calculating the flow coefficient of each lane, and determining a critical lane;
distributing green light time of each phase, and calculating effective green light time of a period;
and obtaining a main pre-signal timing scheme.
The bus pre-signal control model adopts an improved Webster method as a theoretical basis to carry out optimization solution and calculate a pre-signal intersection signal timing scheme, and the specific calculation method is as follows:
1. determining the saturation flow of each lane
The saturated flow rate of each lane is calculated according to the formula (25), and the saturated flow rate of the main direction straight lane is:
Figure BDA0002842651480000142
Figure BDA0002842651480000143
the main direction left lane saturation flow rate is:
Figure BDA0002842651480000151
Figure BDA0002842651480000152
the secondary direction straight-through lane saturation flow rate is:
Figure BDA0002842651480000153
Figure BDA0002842651480000154
the secondary direction left turn lane saturation flow rate is:
Figure BDA0002842651480000155
Figure BDA0002842651480000156
2. calculating the flow coefficient of each lane and determining the critical lane
The average vehicle arrival rate of the secondary road is composed of a straight vehicle arrival rate and a left-turn vehicle arrival rate, and the vehicle arrival rate of the secondary direction of the pre-signalized intersection is set to be constant:
Figure BDA0002842651480000157
wherein, mucLAnd mucTRespectively, a left-turn car arrival rate and a right-turn car arrival rate.
The arrival rates of the vehicles in the main direction of the non-public transport lane and the public transport lane are respectively as follows:
Figure BDA0002842651480000158
Figure BDA0002842651480000161
wherein, muiThe arrival rate of the vehicles on the non-public transport lane, i is the number of the non-public transport lane, muiLAnd muiTVehicle arrival rates of a left-turn lane and a straight lane in the non-public transport lane are respectively set; mu.sjThe bus arrival rate is the bus arrival rate of the bus lane, and j is the bus lane number; l issIs the current queuing length;
Figure BDA0002842651480000162
a vehicle conversion factor; sigmaiReducing the coefficient for changing the track; t issIs the current cycle length.
3. Assigning green time to each phase
The optimal signal cycle duration is taken as the signal cycle length, the green light time is distributed to each phase by the weight of the critical lane flow ratio, and the green light time is expressed by the following formula:
Figure BDA0002842651480000163
wherein T is the optimal signal period length; l islFor periodic loss of time, in LlN (l + AR) is calculated, n is the number of phases, l is the loss time taken for 3s, and AR is the total red time taken for 2 s.
The effective green time in the signal period is as follows:
Ge＝T-Ll； (53)
effective green time g for each phaseiComprises the following steps:
Figure BDA0002842651480000164
4. period of effective green light
A signal control model of double targets is established for the intersection with the pre-signal, firstly, signal priority control is carried out on the bus, secondly, delay of the intersection car and the bus is reduced, thirdly, the traffic capacity of the intersection is improved, and the operation efficiency of the intersection vehicle is guaranteed. For convenient solution, the multi-target model is converted into a single-target model, and the conversion is simplified as follows:
Figure BDA0002842651480000171
when i is 1, the set k is a subset z thereof, i.e., k is z is E and k is z is W; when i is 2, the set k takes its subset d, i.e., k is S and k is N.
In conjunction with equation (40) and equation (55), the pre-signal control based bus priority model may be expressed as:
Figure BDA0002842651480000172
at the moment, the problem of solving the optimal value for linear programming is solved based on a pre-signal control bus priority model, wherein the objective function is that the independent variable is GeThe dependent variable is a function of Z. After the timing scheme of the main signal of the pre-signalized intersection is obtained through MATLAB calculation, the pre-signalized timing scheme is solved by combining formulas (41) to (56), and pre-signalized timing g and r and a main pre-signal coordination control parameter t can be obtained1、t2And calculates the queue length L at this timebAs the determination condition of the optimal timing scheme, if LbLess than the initial queue length L0Is prepared by mixing LbAs initial variable, re-inputting as model until LbThe main pre-signal timing scheme algorithm obtained at this time has the following steps:
step1, input initial variable L0、T0The current main signal timing parameter is used as an initial value to be input into T0＝TStatus quo，R0＝RStatus quo，L0The maximum queuing length is that the concentration wave and the dissipation wave of the bus meet when the green light of the pre-signal is turned on, and the formula (17) is combined,
Figure BDA0002842651480000181
step2, calculating the vehicle arrival rate of each lane, combining the formula (49) to the formula (51), knowing the vehicle arrival rate mu of the left turn and the straight lane of the non-pre-signal entrance lanecd. Vehicle arrival rate mu of non-public transport lane left turn and straight lane at pre-signal entrance laneidAnd arrival rate mu of vehicles on straight lane of bus lanej。
Step3, calculating the flow ratio y of the non-pre-signal entrance lanefdiAnd the ratio y of the flow of the pre-signal inlet lane to the flow of the pre-signal inlet lanezdi、yzTj。
Step4, flow ratio Y of each phase critical laneiAnd the sum of the maximum flow rate ratio Ymax。
Step5, signal loss time Ll。
Step6, substituting into the planning model minZ (G)e) Calculating a main signal timing parameterR、G、T。
Step7, calculating the pre-signal timing and coordination parameters, r, g, t1、t2、s。
Step8, calculate Lb＝LhAnd calculating according to two conditions of the arrival condition of the bus and the meeting state of the traffic flow waves.
Step 9: judgment of Lh＜s,Lh＜Lh-1If all the input commands are satisfied, returning to the initial input command L0＝LhReiterate until LhAnd stopping calculation and outputting the optimal timing scheme of the main pre-signal coordination control when the reduction is not reduced.
Fig. 11 is a schematic structural diagram of a bus pre-signal priority control system based on a spatio-temporal characteristic, as shown in fig. 11, the present invention provides a bus pre-signal priority control system based on a spatio-temporal characteristic, which includes a model establishing module 1101, a parameter determining module 1102 and a model solving module 1103, wherein the model establishing module 1101 is used for performing pre-signal coordination control optimization from a full intersection; the parameter determining module 1102 is used for adjusting the turn-on time sequence of the green light of the main signal according to the bus flow fluctuation theory, selecting the traffic capacity of each entrance lane and various vehicle delays as optimization targets, and determining the optimal control model of the main pre-signal; the model solving module 1103 is configured to solve the main pre-signal optimal control model based on a preset numerical solution, and determine an optimal control scheme according to the queuing length.
The bus pre-signal priority control system based on the space-time characteristic optimizes the pre-signal control model, combines the running state of the intersection, and considers the time and space characteristics to research the bus priority signal model under the pre-signal condition, thereby realizing the optimal control scheme.
The system provided by the embodiment of the present invention is used for executing the above method embodiments, and for details of the process and the details, reference is made to the above embodiments, which are not described herein again.
Fig. 12 is a schematic structural diagram of an electronic device provided in the present invention, and as shown in fig. 12, the electronic device may include: a processor (processor)1201, a communication interface (communication interface)1202, a memory (memory)1203 and a communication bus 1204, wherein the processor 1201, the communication interface 1202 and the memory 1203 are communicated with each other through the communication bus 1204. The processor 1201 can call logic instructions in the memory 1203 to execute a bus advance signal priority control method based on spatiotemporal characteristics, the method comprising: a bus pre-signal priority control method based on space-time characteristics is characterized by comprising the following steps: performing pre-signal coordination control optimization from the whole intersection; adjusting the turn-on time sequence of a green light of a main signal according to a bus flow fluctuation theory, selecting the traffic capacity of each entrance lane and various vehicle delays as optimization targets, and determining an optimal control model of the main pre-signal; and solving the main pre-signal optimal control model based on a preset numerical solution, and determining an optimal control scheme through the queuing length.
In addition, the logic instructions in the memory 1203 may be implemented in the form of software functional units and stored in a computer readable storage medium when the logic instructions are sold or used as independent products. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-only memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.
In another aspect, the present invention also provides a computer program product comprising a computer program stored on a non-transitory computer readable storage medium, the computer program comprising program instructions, which when executed by a computer, enable the computer to execute a bus pre-signal priority control method based on spatio-temporal characteristics, the method comprising: a bus pre-signal priority control method based on space-time characteristics is characterized by comprising the following steps: performing pre-signal coordination control optimization from the whole intersection; adjusting the turn-on time sequence of a green light of a main signal according to a bus flow fluctuation theory, selecting the traffic capacity of each entrance lane and various vehicle delays as optimization targets, and determining an optimal control model of the main pre-signal; and solving the main pre-signal optimal control model based on a preset numerical solution, and determining an optimal control scheme through the queuing length.
In yet another aspect, the present invention further provides a non-transitory computer-readable storage medium, on which a computer program is stored, the computer program being implemented by a processor to perform the bus pre-signal priority control method based on spatio-temporal characteristics provided in the above embodiments, the method including: a bus pre-signal priority control method based on space-time characteristics is characterized by comprising the following steps: performing pre-signal coordination control optimization from the whole intersection; adjusting the turn-on time sequence of a green light of a main signal according to a bus flow fluctuation theory, selecting the traffic capacity of each entrance lane and various vehicle delays as optimization targets, and determining an optimal control model of the main pre-signal; and solving the main pre-signal optimal control model based on a preset numerical solution, and determining an optimal control scheme through the queuing length.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims (8)

1. A bus pre-signal priority control method based on space-time characteristics is characterized by comprising the following steps:
performing pre-signal coordination control optimization from the whole intersection;
adjusting the turn-on time sequence of a green light of a main signal according to a bus flow fluctuation theory, selecting the traffic capacity of each entrance lane and various vehicle delays as optimization targets, and determining an optimal control model of the main pre-signal;
solving the main pre-signal optimal control model based on a preset numerical solution, and determining an optimal control scheme through the queuing length;
the pre-signal coordination control optimization from the whole intersection comprises the following steps:
establishing a queuing model of vehicle arrival characteristics;
analyzing the time characteristic of the pre-signalized intersection through a main pre-signal coordination relation, analyzing the spatial characteristic of the pre-signalized intersection through a bus queuing aggregation dissipation process, and establishing a bus queuing length model of a waiting area in a unit signal period according to the difference of the mixed arrival rates of the vehicles in the period time;
according to the bus flow fluctuation theory, the main signal green light turning-on time sequence is adjusted, the traffic capacity of each entrance way and various vehicle delays are selected as optimization targets, and the optimal control model of the main pre-signal is determined, and the method comprises the following steps:
a bus priority pre-signal control strategy is established based on a single intersection, and a pre-signal control optimization model is established, so that the traffic capacity of each entrance lane at the whole intersection is maximum, and the delay of cars and buses is minimum;
and performing constraint based on intersection running conditions and main pre-signal coordination control conditions, determining phase difference according to the arrival characteristics and traffic flow wave dissipation characteristics of the cars, and determining model parameters.
2. The bus pre-signal priority control method based on the spatio-temporal characteristics as claimed in claim 1, wherein the step of solving the main pre-signal optimal control model based on a preset numerical solution to determine an optimal control scheme according to the queuing length comprises the steps of:
determining basic signal parameters in the main pre-signal optimal control model based on a Webster optimization solution algorithm, and converting a dual-target model into a single-target planning model;
and taking the queuing length as the optimal judgment, carrying out repeated iteration solution, and outputting the duration of each phase of the main signal, the duration of the pre-signal, the turn-on time of the red light of the pre-signal and the turn-on time of the green light of the main signal as the optimal main pre-signal control parameter.
3. The bus pre-signal priority control method based on the space-time characteristic as claimed in claim 1, wherein the pre-signal coordination control optimization from the intersection comprises:
and performing pre-signal coordination control optimization based on the main pre-signal phase difference, the queuing length between the main pre-signals, the traffic capacity of the to-be-traveled area and the traffic capacity of the intersection.
4. The method for controlling priority of bus pre-signal based on space-time characteristics as claimed in claim 3, wherein the method further comprises: the phase difference of key parameters of coordination control between the main pre-signals is obtained by model constraint, and the arrival rate of the bus and the arrival rate of the car are determined by a detector or historical data.
5. The bus pre-signal priority control method based on the spatio-temporal characteristics as claimed in claim 2, wherein the solving of the main pre-signal optimal control model and the determination of the optimal control scheme through the queuing length specifically comprises:
determining the saturated flow of each lane;
calculating the flow coefficient of each lane, and determining a critical lane;
distributing green light time of each phase, and calculating effective green light time of a period;
and obtaining a main pre-signal timing scheme.
6. A bus pre-signal priority control system based on space-time characteristics is characterized by comprising:
the model building module is used for carrying out pre-signal coordination control optimization from the whole intersection;
the model building module is further configured to:
establishing a queuing model of vehicle arrival characteristics;
analyzing the time characteristic of the pre-signalized intersection through a main pre-signal coordination relation, analyzing the spatial characteristic of the pre-signalized intersection through a bus queuing aggregation dissipation process, and establishing a bus queuing length model of a waiting area in a unit signal period according to the difference of the mixed arrival rates of the vehicles in the period time;
the parameter determining module is used for adjusting the turn-on time sequence of the green light of the main signal according to the bus flow fluctuation theory, selecting the traffic capacity of each entrance way and various vehicle delays as optimization targets, and determining the optimal control model of the main pre-signal;
the parameter determination module is further configured to:
a bus priority pre-signal control strategy is established based on a single intersection, and a pre-signal control optimization model is established, so that the traffic capacity of each entrance lane at the whole intersection is maximum, and the delay of cars and buses is minimum;
performing constraint based on intersection running conditions and main pre-signal coordination control conditions, determining phase difference according to car arrival characteristics and traffic flow wave dissipation characteristics, and determining model parameters;
and the model solving module is used for solving the main pre-signal optimal control model based on a preset numerical solution and determining an optimal control scheme through the queuing length.
7. An electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the bus advance signal priority control method based on spatiotemporal characteristics as claimed in any one of claims 1 to 5 when executing the computer program.
8. A non-transitory computer readable storage medium having a computer program stored thereon, wherein the computer program when executed by a processor implements the steps of the bus pre-signal priority control method based on spatio-temporal characteristics according to any one of claims 1 to 5.
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