CN112991783B - Bus priority control method and device based on real-time position of internet public transport - Google Patents
Bus priority control method and device based on real-time position of internet public transport Download PDFInfo
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- CN112991783B CN112991783B CN202110164393.XA CN202110164393A CN112991783B CN 112991783 B CN112991783 B CN 112991783B CN 202110164393 A CN202110164393 A CN 202110164393A CN 112991783 B CN112991783 B CN 112991783B
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/081—Plural intersections under common control
- G08G1/082—Controlling the time between beginning of the same phase of a cycle at adjacent intersections
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/065—Traffic control systems for road vehicles by counting the vehicles in a section of the road or in a parking area, i.e. comparing incoming count with outgoing count
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/095—Traffic lights
Abstract
The invention discloses a bus priority control method and device based on real-time positions of internet buses, the method comprises the steps of obtaining a priority request of a bus entering an RSU receiving range, calculating the priority direction of the bus according to the bus information of the bus and the number of the buses in a preprocessing range at the current moment, determining whether the phase of the bus priority request at the current moment is a green light or not when the priority direction of the bus is determined to be the highest priority, if so, carrying out green light extension operation on the phase of the bus priority request, and otherwise, carrying out red light early-off operation on the phase of the bus priority request. The priority request with high demand is determined by combining the bus information of the bus and the number of the vehicles which are located in the preprocessing range and request priority at the current moment, so that the problem that the priority cannot be selected when a plurality of vehicles on the cross route arrive at the intersection at the same time in the prior art is solved, and the bus priority control efficiency is improved.
Description
Technical Field
The invention relates to the technical field of intelligent internet connection, in particular to a public transport priority control method and device based on real-time positions of internet buses.
Background
The method comprises the steps of realizing bus priority in the prior art, realizing bus intersection detection based on fixed point detection, Radio Frequency Identification (RFID) short-range communication and Global Positioning System (GPS), and then carrying out priority according to the arrival sequence of buses, wherein when a plurality of cross-line vehicles arrive at an intersection at the same time, priority cannot be selected, and the priority effect is equal to no priority.
Disclosure of Invention
The embodiment of the invention provides a bus priority control method and device based on real-time positions of internet buses, which can increase priority requests with high demands and improve the efficiency of bus priority control.
In a first aspect, an embodiment of the present invention provides a bus priority control method based on real-time locations of internet buses, including:
acquiring a priority request of a bus entering a receiving range of an RSU (Road Side Unit), wherein the priority request comprises the bus information of the bus;
calculating the priority direction of the public transport vehicle according to the vehicle information of the public transport vehicle and the number of vehicles in a preprocessing range at the current moment;
and when the priority direction of the bus is determined to be the highest priority, determining whether the phase of the bus priority request at the current moment is a green light, if so, performing green light extension operation on the phase of the bus priority request, and otherwise, performing red light early-break operation on the phase of the bus priority request.
According to the technical scheme, the priority request with high demand is determined by combining the bus information of the bus and the number of the vehicles which are located in the preprocessing range and request priority at the current moment, so that the problem that the priority cannot be selected when a plurality of cross route vehicles arrive at the intersection at the same time in the prior art is solved, and the bus priority control efficiency is improved.
Optionally, the performing of the green light extension operation on the phase of the bus priority request includes:
determining whether the bus is configured with an extension time, if so, extending the green time of the phase of the priority request of the bus according to the extension time;
otherwise, determining the arrival time of the bus reaching the intersection stop line; determining the difference value between the arrival time of the bus and the green light remaining time of the phase of the priority request as the green light extension time of the bus;
and prolonging the green light time of the phase of the bus priority request according to the green light prolonging time of the bus.
Optionally, the method further includes:
if the green light extension time is less than 0, determining not to extend the green light time of the phase of the bus priority request, and deleting the bus priority request;
if the arrival time of the bus is longer than the residual extensible time of the phase of the bus priority request, determining not to extend the green time of the phase of the bus priority request, and reserving the bus priority request; the remaining extendable time is the difference between the maximum extendable time and the extended time; the maximum extensible time is the sum of compressible times of other phases of the intersection;
and if the sum of the arrival time of the bus and the current green time of the phase of the bus priority request is greater than the maximum green time of the phase of the bus priority request, determining not to prolong the green time of the phase of the bus priority request.
Optionally, before performing the green light extension operation on the phase of the bus priority request, the method further includes:
and if the continuous preset time of the speed of the vehicle driven away from the outlet of the phase of the bus priority request is less than the preset speed, determining that the outlet of the phase of the bus priority request overflows, and not responding to the bus priority request.
Optionally, the performing the red light early-off operation on the phase of the bus priority request includes:
when the phase of the bus priority request is determined to allow the red light to be early broken, determining the arrival time of the bus to the stop line of the intersection;
if the arrival time of the bus is less than or equal to the difference value between the green light turn-on time of the phase of the bus priority request, the current running time of the red light and the maximum compressible time, carrying out red light early-breaking on the phase of the bus priority request according to the maximum compressible time; the maximum compressible time is the sum of compressible times of all phases from the phases of other priority requests or the phase of coordination to the phase before the phase of the priority request of the bus;
if the arrival time of the bus is greater than the difference value between the green light turn-on time of the phase of the bus priority request and the current running time of the red light and the maximum compressible time and is less than the difference value between the green light turn-on time of the phase of the bus priority request and the current running time of the red light, determining the early-off time of the red light according to the green light turn-on time of the phase of the bus priority request, the current running time of the red light and the arrival time of the bus, and carrying out early-off of the red light on the phase of the bus priority request according to the early-off time of the red light;
and if the arrival time of the bus is more than or equal to the difference value between the green light turn-on time and the red light current running time of the phase of the bus priority request, not responding to the bus priority request.
Optionally, the determining the arrival time of the bus to the intersection stop line includes:
acquiring the distance between the bus and a stop line of the intersection at the current moment and the speed of the bus at the current moment;
and determining the arrival time of the bus to the stop line of the intersection according to the distance between the current moment and the stop line of the intersection and the speed of the bus at the current moment.
Optionally, after the red light early-off operation is performed on the phase of the bus priority request, the method further includes:
and compensating the phase corresponding to the phase of the compression time in the next period according to the compressible time of the phase of the compression time in the current period.
Optionally, the compressible time of each phase is determined according to the following steps:
periodically collecting the average lane time occupancy and the average steering flow of the driving direction corresponding to each phase;
determining whether the average lane time occupancy of the driving direction corresponding to each phase in two continuous periods is greater than an occupancy threshold value or not and whether the average steering flow is greater than a flow threshold value or not;
if so, determining that the traffic state of the driving direction corresponding to each phase is a congestion state, and not compressing the phase of the congestion state by green time;
otherwise, determining the compressible time of each phase according to the current green light remaining time, queuing emptying time, average saturation and average time occupancy of each phase;
wherein the queuing empty time is determined according to the lane saturation flow rate and the number of queued vehicles.
Optionally, the vehicle information of the public transport vehicle includes the priority, the late time and the full load rate of the route to which the vehicle belongs, and the real-time position, the speed and the driving direction of the public transport vehicle;
the method for calculating the priority direction of the public transport vehicle according to the vehicle information of the public transport vehicle and the number of vehicles in the preprocessing range at the current moment comprises the following steps:
determining the priority of the vehicle according to the priority, the late time and the full load rate of the line to which the vehicle belongs;
and determining the priority direction of the bus according to the number of the vehicles in the preprocessing range and the vehicle priority of each vehicle.
In a second aspect, an embodiment of the present invention provides a bus priority control device based on real-time locations of internet buses, including:
the system comprises an acquisition unit, a receiving unit and a processing unit, wherein the acquisition unit is used for acquiring a priority request of a bus entering an RSU receiving range, and the priority request comprises the bus information of the bus;
the processing unit is used for calculating the priority direction of the public transport vehicle according to the vehicle information of the public transport vehicle and the number of vehicles in the preprocessing range at the current moment; and when the priority direction of the bus is determined to be the highest priority, determining whether the phase of the bus priority request at the current moment is a green light, if so, performing green light extension operation on the phase of the bus priority request, and otherwise, performing red light early-break operation on the phase of the bus priority request.
Optionally, the processing unit is specifically configured to:
determining whether the bus is configured with an extension time, if so, extending the green time of the phase of the priority request of the bus according to the extension time;
otherwise, determining the arrival time of the bus reaching the intersection stop line; determining the difference value between the arrival time of the bus and the green light remaining time of the phase of the priority request as the green light extension time of the bus;
and prolonging the green light time of the phase of the bus priority request according to the green light prolonging time of the bus.
Optionally, the processing unit is further configured to:
if the green light extension time is less than 0, determining not to extend the green light time of the phase of the bus priority request, and deleting the bus priority request;
if the arrival time of the bus is longer than the residual extensible time of the phase of the bus priority request, determining not to extend the green time of the phase of the bus priority request, and reserving the bus priority request; the remaining extendable time is the difference between the maximum extendable time and the extended time; the maximum extensible time is the sum of compressible times of other phases of the intersection;
and if the sum of the arrival time of the bus and the current green time of the phase of the bus priority request is greater than the maximum green time of the phase of the bus priority request, determining not to prolong the green time of the phase of the bus priority request.
Optionally, the processing unit is further configured to:
before the green light prolonging operation is carried out on the phase of the bus priority request, if the speed of the vehicle driven away from the exit of the phase of the bus priority request is continuously less than the preset speed, the exit of the phase of the bus priority request is determined to overflow, and the priority request of the bus is not responded.
Optionally, the processing unit is specifically configured to:
when the phase of the bus priority request is determined to allow the red light to be early broken, determining the arrival time of the bus to the stop line of the intersection;
if the arrival time of the bus is less than or equal to the difference value between the green light turn-on time of the phase of the bus priority request, the current running time of the red light and the maximum compressible time, carrying out red light early-breaking on the phase of the bus priority request according to the maximum compressible time; the maximum compressible time is the sum of compressible times of all phases from the phases of other priority requests or the phase of coordination to the phase before the phase of the priority request of the bus;
if the arrival time of the bus is greater than the difference value between the green light turn-on time of the phase of the bus priority request and the current running time of the red light and the maximum compressible time and is less than the difference value between the green light turn-on time of the phase of the bus priority request and the current running time of the red light, determining the early-off time of the red light according to the green light turn-on time of the phase of the bus priority request, the current running time of the red light and the arrival time of the bus, and carrying out early-off of the red light on the phase of the bus priority request according to the early-off time of the red light;
and if the arrival time of the bus is more than or equal to the difference value between the green light turn-on time and the red light current running time of the phase of the bus priority request, not responding to the bus priority request.
Optionally, the processing unit is specifically configured to:
acquiring the distance between the bus and a stop line of the intersection at the current moment and the speed of the bus at the current moment;
and determining the arrival time of the bus to the stop line of the intersection according to the distance between the current moment and the stop line of the intersection and the speed of the bus at the current moment.
Optionally, the processing unit is further configured to:
and after the red light early-off operation is carried out on the phase of the bus priority request, compensating the phase corresponding to the phase of the compression time in the next period according to the compressible time of the phase of the compression time in the current period.
Optionally, the processing unit is specifically configured to:
determining the compressible time of each phase according to the following steps:
periodically collecting the average lane time occupancy and the average steering flow of the driving direction corresponding to each phase;
determining whether the average lane time occupancy of the driving direction corresponding to each phase in two continuous periods is greater than an occupancy threshold value or not and whether the average steering flow is greater than a flow threshold value or not;
if so, determining that the traffic state of the driving direction corresponding to each phase is a congestion state, and not compressing the phase of the congestion state by green time;
otherwise, determining the compressible time of each phase according to the current green light remaining time, queuing emptying time, average saturation and average time occupancy of each phase;
wherein the queuing empty time is determined according to the lane saturation flow rate and the number of queued vehicles.
Optionally, the vehicle information of the public transport vehicle includes the priority, the late time and the full load rate of the route to which the vehicle belongs, and the real-time position, the speed and the driving direction of the public transport vehicle;
the processing unit is specifically configured to:
determining the priority of the vehicle according to the priority, the late time and the full load rate of the line to which the vehicle belongs;
and determining the priority direction of the bus according to the number of the vehicles in the preprocessing range and the vehicle priority of each vehicle.
In a third aspect, an embodiment of the present invention further provides a computing device, including:
a memory for storing program instructions;
and the processor is used for calling the program instruction stored in the memory and executing the bus priority control method based on the real-time position of the internet bus according to the obtained program.
In a fourth aspect, an embodiment of the present invention further provides a computer-readable non-volatile storage medium, which includes computer-readable instructions, and when the computer reads and executes the computer-readable instructions, the computer is enabled to execute the bus priority control method based on the internet public transport real-time location.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic diagram of a system architecture according to an embodiment of the present invention;
fig. 2 is a schematic flow chart of a bus priority control method based on the real-time position of the internet public transport provided by the embodiment of the invention;
fig. 3 is a schematic diagram of intersection device communication according to an embodiment of the present invention;
fig. 4 is a schematic diagram of an RSU receiving range according to an embodiment of the present invention;
FIG. 5 is a schematic diagram illustrating an extended operation of a green light according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of a phase according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of a phase according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of a phase according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of a phase according to an embodiment of the present invention;
FIG. 10 is a schematic diagram of phase compensation according to an embodiment of the present invention;
fig. 11 is a schematic structural diagram of a bus priority control device based on the real-time position of the internet public transport provided by the embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention clearer, the present invention will be described in further detail with reference to the accompanying drawings, and it is apparent that the described embodiments are only a part of the embodiments of the present invention, not all of the embodiments. 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 system architecture provided in an embodiment of the present invention. As shown in fig. 1, the system architecture may include a vehicle-mounted terminal 100, an RSU200, and a traffic signal 300.
The vehicle-mounted terminal 100 is located on a bus, and when the bus enters the receiving range of the RSU200 at the traffic intersection, a priority request is sent to the signal 300. The RSU200 reception range may be set empirically.
The RSU200 is a device installed on the road side to communicate with the in-vehicle terminal 100, and can transmit a priority request transmitted from the in-vehicle terminal 100 to the traffic signal 300.
The signal machine 300 is a signal control device of a traffic intersection, and can control a traffic signal lamp according to a control strategy. The traffic signal 300 and the RSU200 may be connected by a wire, and configured to receive the priority request transmitted by the RSU200, and may send a priority result to the RSU200 to feed back to the vehicle-mounted terminal 100.
It should be noted that the structure shown in fig. 1 is only an example, and the embodiment of the present invention is not limited thereto.
Based on the above description, fig. 2 shows in detail a flow of a bus priority control method based on an internet public transport real-time position according to an embodiment of the present invention, where the flow may be executed by a bus priority control device based on the internet public transport real-time position.
As shown in fig. 2, the process specifically includes:
In the embodiment of the present invention, as shown in fig. 3, after the vehicle-mounted terminal of the public transportation vehicle enters the RSU receiving range, the vehicle-mounted terminal establishes communication with the traffic signal through the RSU, and then an OBU (On board Unit) of the vehicle-mounted terminal sends a priority request to the traffic signal through the RSU, where the priority request includes the vehicle information of the public transportation vehicle. The vehicle information may include vehicle location (e.g., GPS information), full rate, late time, vehicle speed, direction of travel, lane of presence, etc. of the mass-transit vehicle. The reception range may be set empirically.
The OBU and the RSU can communicate through LTE-V (Long Term Evolution-Vehicle communication)).
After the signaler determines the priority result according to the vehicle information, the priority result can be sent to the OBU of the vehicle-mounted terminal through the RSU, and then the OBU is sent to an HMI (Human machine interface) on the bus in a wireless mode.
And 202, calculating the priority direction of the bus according to the bus information of the bus and the number of the buses within the preprocessing range at the current moment.
After receiving the priority request, the priority direction of the bus can be determined according to the bus information of the bus, and specifically, the priority of the bus can be determined according to the priority, the late time and the full load rate of the line to which the bus belongs. And then determining the priority direction of the bus according to the number of the vehicles in the preprocessing range and the vehicle priority of each vehicle. The preprocessing range can be set empirically.
In the embodiment of the present invention, the RSU is provided with a receiving range, a preprocessing range and a priority response range, which may be specifically as shown in fig. 4, wherein the receiving range may be located between the bus stop and the stop line.
In the specific implementation process, when the priority direction of the bus is calculated, the priority of the bus needs to be calculated firstly, specifically: vehicle priority (P)c): the priority, the late time and the full load rate of the line to which the bus belongs are determined. See formula (1):
wherein the line priority (P)l): the line grade of the bus ranges from 0 to 1. And when the value cannot be obtained, assigning 0.
Late time (T)d): the difference between the time of arrival of the bus and the expected time of arrival. And when the value cannot be obtained, assigning 0.
Desired travel time (T)i): the difference between the expected arrival time of the bus and the departure time of the bus. And if the value is not 0, the value is assigned to 1 when the value cannot be obtained.
Full Rate calculation (R)f): and calculating the full load rate according to the received passenger carrying quantity and the core carrying quantity of the buses. The full load rate is the number of passengers/core load.
Then, the priority direction is determined according to the vehicle priority, specifically, the priority direction is as follows: the priority and the number of vehicles in the range of the prejudged area are determined. See formula (2):
in the formula, Pp,iPriority being in direction i, Pc,i,jIs the priority of the vehicle j in the direction i, and n is the number of vehicles of the bus.
The priority direction of the bus can be calculated through the method.
When the phase of the bus priority request is a green light, the phase of the bus priority request needs to be subjected to green light extension operation, whether the bus is configured with extension time or not is determined at first, and if yes, the green light time of the phase of the bus priority request is extended according to the extension time. Otherwise, determining the arrival time of the bus reaching the intersection stop line; and determining the difference value of the arrival time of the bus and the green light residual time of the phase of the priority request as the green light extension time of the bus. And finally, prolonging the green light time of the phase of the priority request of the bus according to the green light prolonging time of the bus.
It also includes the following conditions:
and if the green light extension time is less than 0, determining not to extend the green light time of the phase of the bus priority request, and deleting the bus priority request. The condition mark does not need to prolong the green light, and the priority request of the bus can be deleted.
If the arrival time of the bus is longer than the residual extensible time of the phase of the bus priority request, determining not to extend the green time of the phase of the bus priority request, and reserving the bus priority request. The remaining extendable time is the difference between the maximum extendable time and the extended time. The maximum time capable of being prolonged is the sum of compressible time of other phases of the intersection. This indicates that the extension time is insufficient and the extension of the green time is not required, but the priority request of the bus can be retained.
And if the sum of the arrival time of the bus and the current green time of the phase of the bus priority request is greater than the maximum green time of the phase of the bus priority request, determining not to prolong the green time of the phase of the bus priority request. This situation indicates that there is insufficient time to extend, and the priority request of the bus can be retained without extending the green time.
In addition, before the green light prolonging operation is carried out, whether the exit of the intersection sends overflow needs to be judged, if the speed of the vehicle driven away from the exit of the phase of the bus priority request is continuously less than the preset speed, the exit of the phase of the bus priority request is determined to overflow, and the bus priority request is not responded.
The bus phase green light extension time needs to meet the requirements of other phase critical green lights (green light time-compressible time). Before the bus phase green light is prolonged, the green light time which can be compressed by other phases at the intersection needs to be calculated, namely the prolonged green light time. The green time that can be extended at the intersection is determined by the compression time value that can be provided by each ring compression phase.
And in the RSU receiving range, an OBU unit triggers a priority request, and the bus arrival time is determined according to the distance between the triggering position point and the stop line and the current speed.
The bus arrival time has three calculation modes, and is selected according to the configuration: if the extended time is configured, the configured time is preferentially adopted, if the trigger distance is configured, the arrival time is calculated by adopting the configured distance and the speed, and if the trigger distance is not configured, the arrival time is automatically calculated by adopting the default distance and the vehicle speed.
And after the initial green light time is green after the bus priority phase is released, prolonging the green light, wherein the green light prolonging time is the bus arrival time-green light remaining time, if the green light prolonging time is less than 0, the bus application is deleted without prolonging.
If the bus arrival time is longer than the residual extendable time, the time is insufficient, the extension is not needed, and the bus application is reserved.
If the sum of the current phase green time and the bus arrival time is greater than the phase maximum green time, the sufficient time is not prolonged, the time does not need to be prolonged, and the bus application is reserved.
The remaining extendable time is the maximum extendable time-extended time.
In addition, a continuous green light extended exit overflow check is also required:
an exit overflow check is required before a green light extension can be performed by priority determination.
And when overflow in the period is judged: when the vehicle is judged to be driven away from the intersection (the received vehicle distance is less than 0) and the speed is less than 5km/h for 3 continuous seconds, the exit is considered to overflow, and the corresponding green light prolonging request in the entrance direction does not respond.
In the specific implementation process, the green light extending operation shown in fig. 5 specifically includes:
And when the phase of the priority request of the bus is determined to be the green light, sending a green light extension request.
And judging the priority direction of each current bus, judging whether a higher priority request exists, if not, responding to the green light prolonging request, otherwise, not responding to the green light prolonging request.
The request for prolonging the green light of the bus is not responded.
And judging whether the exit direction of the intersection where the bus is located overflows or not, if so, not responding to the green light extension request, and if not, carrying out the next step.
And judging whether the current bus is configured with the trigger distance, if so, acquiring the trigger distance, and if not, adopting a default distance as the trigger distance.
And acquiring the configured default distance as the trigger distance.
And acquiring the triggering distance of the priority request configured by the bus.
And judging whether the delay time is configured or not, if so, directly acquiring the delay time, and otherwise, calculating.
In step 509, the OBU is used to upload vehicle position and velocity calculations.
The delay time of the bus is calculated from the vehicle position and speed. The vehicle location may be the location of the triggering distance or the current location uploaded by the OBU.
When the phase of the bus priority request is not green light, the red light early-off operation can be carried out on the phase of the bus priority request. Specifically, when the phase of the bus priority request is determined to allow the red light to be early cut off, the arrival time of the bus to the stop line of the intersection is determined;
if the arrival time of the bus is less than or equal to the difference value between the green light turn-on time of the phase of the bus priority request, the current running time of the red light and the maximum compressible time, carrying out red light early-breaking on the phase of the bus priority request according to the maximum compressible time; the maximum compressible time is the sum of the compressible times of all phases from the other priority request phases or the coordination phase to the phase preceding the priority request phase of the bus.
And if the arrival time of the bus is greater than the difference value between the green light turn-on time and the red light current operation time of the phase of the bus priority request and the maximum compressible time and is less than the difference value between the green light turn-on time and the red light current operation time of the phase of the bus priority request, determining the red light early-off time according to the green light turn-on time, the red light current operation time and the arrival time of the bus of the phase of the bus priority request, and carrying out red light early-off on the phase of the bus priority request according to the red light early-off time.
And if the arrival time of the bus is more than or equal to the difference value between the green light turn-on time and the current running time of the red light of the phase of the bus priority request, the bus priority request is not responded.
The arrival time of the bus can be determined according to the following steps: and acquiring the distance between the bus at the current moment and a stop line of the intersection and the speed of the bus at the current moment. And determining the arrival time of the bus to the stop line of the intersection according to the distance between the current time and the stop line of the intersection and the speed of the bus at the current time.
After the red light early-off operation is performed on the phase of the priority request of the bus, the phase corresponding to the phase of the middle compression time in the next period needs to be compensated according to the compressible time of the phase of the compression time in the current period.
For example, early red light off is achieved by compressing the priority phase or coordinating all phase times of the phase (including) to the previous phase of the priority phase. Compressible time per phase is noted
Judging whether the current phase allows the red light to be early broken: the phase of early red light off is allowed to be the phase following the most recent coordinated phase of the preamble of the priority phase to the priority phase. As shown in fig. 6, the P2 and P3 phases may lead to early red light failure.
If the delay time is not configured, calculating the time t of arriving at the intersection according to the priority request of the public transport vehicle, the current position and the current speedfastSpecifically, the formula (3) is shown.
Where L is the distance between the vehicle and the stop line and V is the vehicle speed.
Calculating relevant parameters of early red light breaking:
1) calculating the maximum time remaining compressible for the current time as in equation (4):
2) record the currentPhase run time Tg。
3) Calculating the lighting time T of the bus phase in the original schemeG male。
Determining whether the red light is early broken or not and the early broken time of the red light, and determining a rule:
a) if:
(Red light to stop line), early breakage of red light, maximum compressible time sum
I.e. maximum compression. The phase compression time corresponding to the current red light early-off execution time is as follows: min (g)0-g,g0-gci) The other phase compression times are: g0-gci. As shown in fig. 7.
b) If:
(compression on demand, preventing over-compression leading to preferential phase green light empty), red light early-break, maximum compression time sum TG male-Tg-tfast. The compression time of each phase is distributed with the red light early-off time in equal proportion according to the compression time; the compression time of the last phase is corrected to tfast-remaining phase compression time. As shown in fig. 8.
c) If: t isG male-Tg≤tfastWhen the bus reaches the stop line, the priority phase is in the green light state, and the bus application is deleted without responding to early break of the red light. As shown in fig. 9.
And (4) a time compensation mechanism after the early red light break.
After the red light is early broken, the priority phase time is not lengthened, and the next period of the compressed phase is compensated.
In response to the early red light break, the total compression time of the compression phase (i.e., the total early red light break time) is calculated, and the compressed phase is compensated for in the next cycle (i.e., the next cycle tentative scheme is generated) without lengthening the priority phase. As shown in fig. 10.
It should be noted that the compressible time can be calculated according to the following steps:
periodically collecting the average lane time occupancy and the average steering flow of the driving direction corresponding to each phase; determining whether the average lane time occupancy of the driving direction corresponding to each phase of two continuous periods is greater than an occupancy threshold and whether the average steering flow is greater than a flow threshold; if so, determining that the traffic state of the driving direction corresponding to each phase is a congestion state, and not compressing the phase of the congestion state by green time; otherwise, determining the compressible time of each phase according to the current green light remaining time, queuing emptying time, average saturation and average time occupancy of each phase; wherein the queuing clearance time is determined according to the lane saturation flow rate and the number of queued vehicles.
For example, when a bus priority request is made, the green time of the rest phases needs to be compressed, so as to avoid congestion or congestion aggravation caused by over-compression; when compressing the phase, the traffic state of the corresponding direction of the phase needs to be judged in advance.
If the traffic state meets the threshold, compression is not allowed; otherwise, it is compressible, and the maximum compression time is equal to the remaining green time minus the critical green time (the minimum green time of the bus). The threshold may be set empirically.
The traffic state calculation method comprises the following steps:
because the traditional detection range is limited, static vehicles (such as parking waiting time) can not be detected, and the acquisition of the time occupancy rate can cause great deviation and jump; thus, the time occupancy only collects the time that a flowing vehicle passes the detector. Generally, acquiring the occupation time 10 seconds after the green light is turned on, wherein the continuous acquisition time is the green light time; the time occupancy is then the ratio of the press occupancy time to the duration of the green light.
And judging logic:
judging the granularity: the judgment is performed once per cycle.
When the flow and the time occupancy satisfy the following conditions at the same time, the traffic state is considered to be changed, and congestion occurs:
the average lane time occupancy is an average time occupancy of the turning lane.
The average steering flow is the average of the flows of the steering lanes.
SiThe default is 1600 for the actually collected lane saturation flow rate.
When the two continuous periods meet the conditions, the traffic state in the direction is considered as traffic jam, and compression is not allowed. Namely: when a public transport vehicle preferentially requests to compress the phase, whether the first two periods of the current phase meet the judgment condition needs to be judged, and if yes, the phase is not compressed;
and if the condition is not met, the compression can be carried out, and the compression time is determined according to the current phase time occupancy and the saturation. Compression time, as in equation (5):
in the formula, gtFor the current remaining time of green light, glcIn order to queue up the empty time,
in order to be the average degree of saturation,
mean time occupancy. Wherein the queuing empty time, as in equation (6):
s is the lane saturation flow rate and N is the number of vehicles in line.
According to the embodiment of the invention, when a bus approaches an intersection, information such as a priority passing request and a vehicle state of the intersection is sent to a signal machine through an OBU (on board unit) and an RSU (road side unit) device, the signal machine comprehensively calculates priority levels and priority time according to real-time position, speed, driving direction and lane of the bus by combining the bus late situation, passenger carrying rate, line level, bus fleet data and traffic road conditions in all directions of the intersection, and performs bus priority control through red light cutoff, green light extension and direct measures, so that the aims of increasing the priority request with high demand, reducing the priority request with low demand and eliminating the invalid priority request are fulfilled.
The traditional bus is prior, the priority is carried out according to the sequence of arrival of the buses, and when a plurality of vehicles on the cross routes arrive at the intersection at the same time, the priority cannot be selected. The invention comprehensively determines the priority level by considering the factors such as the bus late condition, the passenger carrying rate, the line level, the bus fleet, the traffic road condition and the like when multiple lines arrive at the intersection at the same time on the regional level, and solves the problem that the current single person arrives first and then has priority.
When multiple lines of buses arrive at an intersection at the same time, priority on demand is realized and invalid priority is eliminated according to the bus information such as the late condition, the passenger carrying rate, the line grade and the like; the priority position and the priority time are dynamically adjusted in real time according to the position of the internet public transport to realize accurate priority; the priority time is calculated in real time according to the traffic road conditions of all directions at the intersection, and the influence on social vehicles and surrounding intersections is reduced.
In the embodiment of the invention, a priority request of a bus entering an RSU receiving range is obtained, the priority request comprises the bus information of the bus, the priority direction of the bus is calculated according to the bus information of the bus and the number of the buses in the preprocessing range at the current time, when the priority direction of the bus is determined to be the highest priority, whether the phase of the bus priority request at the current time is a green light or not is determined, if yes, the green light extension operation is carried out on the phase of the bus priority request, and if not, the red light early-off operation is carried out on the phase of the bus priority request. The priority request with high demand is determined by combining the bus information of the bus and the number of the vehicles which are located in the preprocessing range and request priority at the current moment, so that the problem that the priority cannot be selected when a plurality of vehicles on the cross route arrive at the intersection at the same time in the prior art is solved, and the bus priority control efficiency is improved.
Based on the same technical concept, fig. 11 exemplarily shows a structure of a bus priority control device based on an internet public transport real-time position according to an embodiment of the present invention, and the device can execute a bus priority control process based on the internet public transport real-time position.
As shown in fig. 11, the apparatus specifically includes:
an obtaining unit 1101, configured to obtain a priority request of a bus entering a roadside communication unit RSU receiving range, where the priority request includes vehicle information of the bus;
the processing unit 1102 is configured to calculate a priority direction of the bus according to the bus information of the bus and the number of buses within a preprocessing range at the current time; and when the priority direction of the bus is determined to be the highest priority, determining whether the phase of the bus priority request at the current moment is a green light, if so, performing green light extension operation on the phase of the bus priority request, and otherwise, performing red light early-break operation on the phase of the bus priority request.
Optionally, the processing unit 1102 is specifically configured to:
determining whether the bus is configured with an extension time, if so, extending the green time of the phase of the priority request of the bus according to the extension time;
otherwise, determining the arrival time of the bus reaching the intersection stop line; determining the difference value between the arrival time of the bus and the green light remaining time of the phase of the priority request as the green light extension time of the bus;
and prolonging the green light time of the phase of the bus priority request according to the green light prolonging time of the bus.
Optionally, the processing unit 1102 is further configured to:
if the green light extension time is less than 0, determining not to extend the green light time of the phase of the bus priority request, and deleting the bus priority request;
if the arrival time of the bus is longer than the residual extensible time of the phase of the bus priority request, determining not to extend the green time of the phase of the bus priority request, and reserving the bus priority request; the remaining extendable time is the difference between the maximum extendable time and the extended time; the maximum extensible time is the sum of compressible times of other phases of the intersection;
and if the sum of the arrival time of the bus and the current green time of the phase of the bus priority request is greater than the maximum green time of the phase of the bus priority request, determining not to prolong the green time of the phase of the bus priority request.
Optionally, the processing unit 1102 is further configured to:
before the green light prolonging operation is carried out on the phase of the bus priority request, if the speed of the vehicle driven away from the exit of the phase of the bus priority request is continuously less than the preset speed, the exit of the phase of the bus priority request is determined to overflow, and the priority request of the bus is not responded.
Optionally, the processing unit 1102 is specifically configured to:
when the phase of the bus priority request is determined to allow the red light to be early broken, determining the arrival time of the bus to the stop line of the intersection;
if the arrival time of the bus is less than or equal to the difference value between the green light turn-on time of the phase of the bus priority request, the current running time of the red light and the maximum compressible time, carrying out red light early-breaking on the phase of the bus priority request according to the maximum compressible time; the maximum compressible time is the sum of compressible times of all phases from the phases of other priority requests or the phase of coordination to the phase before the phase of the priority request of the bus;
if the arrival time of the bus is greater than the difference value between the green light turn-on time of the phase of the bus priority request and the current running time of the red light and the maximum compressible time and is less than the difference value between the green light turn-on time of the phase of the bus priority request and the current running time of the red light, determining the early-off time of the red light according to the green light turn-on time of the phase of the bus priority request, the current running time of the red light and the arrival time of the bus, and carrying out early-off of the red light on the phase of the bus priority request according to the early-off time of the red light;
and if the arrival time of the bus is more than or equal to the difference value between the green light turn-on time and the red light current running time of the phase of the bus priority request, not responding to the bus priority request.
Optionally, the processing unit 1102 is specifically configured to:
acquiring the distance between the bus and a stop line of the intersection at the current moment and the speed of the bus at the current moment;
and determining the arrival time of the bus to the stop line of the intersection according to the distance between the current moment and the stop line of the intersection and the speed of the bus at the current moment.
Optionally, the processing unit 1102 is further configured to:
and after the red light early-off operation is carried out on the phase of the bus priority request, compensating the phase corresponding to the phase of the compression time in the next period according to the compressible time of the phase of the compression time in the current period.
Optionally, the processing unit 1102 is specifically configured to:
determining the compressible time of each phase according to the following steps:
periodically collecting the average lane time occupancy and the average steering flow of the driving direction corresponding to each phase;
determining whether the average lane time occupancy of the driving direction corresponding to each phase in two continuous periods is greater than an occupancy threshold value or not and whether the average steering flow is greater than a flow threshold value or not;
if so, determining that the traffic state of the driving direction corresponding to each phase is a congestion state, and not compressing the phase of the congestion state by green time;
otherwise, determining the compressible time of each phase according to the current green light remaining time, queuing emptying time, average saturation and average time occupancy of each phase;
wherein the queuing empty time is determined according to the lane saturation flow rate and the number of queued vehicles.
Optionally, the vehicle information of the public transport vehicle includes the priority, the late time and the full load rate of the route to which the vehicle belongs, and the real-time position, the speed and the driving direction of the public transport vehicle;
the processing unit 1102 is specifically configured to:
determining the priority of the vehicle according to the priority, the late time and the full load rate of the line to which the vehicle belongs;
and determining the priority direction of the bus according to the number of the vehicles in the preprocessing range and the vehicle priority of each vehicle.
Based on the same technical concept, an embodiment of the present invention further provides a computing device, including:
a memory for storing program instructions;
and the processor is used for calling the program instruction stored in the memory and executing the bus priority control method based on the real-time position of the internet bus according to the obtained program.
Based on the same technical concept, the embodiment of the invention also provides a computer-readable non-volatile storage medium, which comprises computer-readable instructions, and when the computer reads and executes the computer-readable instructions, the computer is enabled to execute the bus priority control method based on the real-time position of the internet buses.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the invention.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.
Claims (9)
1. A public transport priority control method based on real-time positions of internet buses is characterized by comprising the following steps:
acquiring a priority request of a bus entering a receiving range of a road side communication unit (RSU), wherein the priority request comprises the bus information of the bus; the bus information of the bus comprises the priority, the late time and the full load rate of the bus line, and the real-time position, the speed and the driving direction of the bus;
determining the priority of the bus according to the priority, the late time and the full load rate of the line to which the bus belongs;
determining the priority direction of the bus according to the number of vehicles in the preprocessing range and the vehicle priority of each vehicle;
when the priority direction of the bus is determined to be the highest priority, determining whether the phase of the bus priority request at the current moment is a green light, if so, performing green light extension operation on the phase of the bus priority request, and otherwise, performing red light early-break operation on the phase of the bus priority request;
the priority of the bus is determined by the following formula 1:
the P isc,iIndicating a priority of the bus; the P isl,iIndicating a line priority; the T isd,iIndicating a late time; the T isiIndicating a desired travel time; the R isf,iIndicating a full load rate;
the priority direction of the bus is determined by the following formula 2:
the P isp,iIndicating the priority of the bus as direction i, Pc,i,jAnd indicating the priority of the bus j in the direction i, wherein n is the number of the buses.
2. The method of claim 1, wherein said performing a green light extension operation on the phase of the bus priority request comprises:
determining whether the bus is configured with an extension time, if so, extending the green time of the phase of the priority request of the bus according to the extension time;
otherwise, determining the arrival time of the bus reaching the intersection stop line; determining the difference value between the arrival time of the bus and the green light remaining time of the phase of the priority request as the green light extension time of the bus;
and prolonging the green light time of the phase of the bus priority request according to the green light prolonging time of the bus.
3. The method of claim 2, wherein the method further comprises:
if the green light extension time is less than 0, determining not to extend the green light time of the phase of the bus priority request, and deleting the bus priority request;
if the arrival time of the bus is longer than the residual extensible time of the phase of the bus priority request, determining not to extend the green time of the phase of the bus priority request, and reserving the bus priority request; the remaining extendable time is the difference between the maximum extendable time and the extended time; the maximum extensible time is the sum of compressible times of other phases of the intersection;
and if the sum of the arrival time of the bus and the current green time of the phase of the bus priority request is greater than the maximum green time of the phase of the bus priority request, determining not to prolong the green time of the phase of the bus priority request.
4. The method as set forth in claim 1, wherein prior to the green light extension operation for the phase of the bus priority request, further comprising:
and if the continuous preset time of the speed of the vehicle driven away from the outlet of the phase of the bus priority request is less than the preset speed, determining that the outlet of the phase of the bus priority request overflows, and not responding to the bus priority request.
5. The method as claimed in claim 1, wherein said red light early-off operation for the phase of the bus priority request comprises:
when the phase of the bus priority request is determined to allow the red light to be early broken, determining the arrival time of the bus to the stop line of the intersection;
if the arrival time of the bus is less than or equal to the difference value between the green light turn-on time of the phase of the bus priority request, the current running time of the red light and the maximum compressible time, carrying out red light early-breaking on the phase of the bus priority request according to the maximum compressible time; the maximum compressible time is the sum of compressible times of all phases from the phases of other priority requests or the phase of coordination to the phase before the phase of the priority request of the bus;
if the arrival time of the bus is greater than the difference value between the green light turn-on time of the phase of the bus priority request and the current running time of the red light and the maximum compressible time and is less than the difference value between the green light turn-on time of the phase of the bus priority request and the current running time of the red light, determining the early-off time of the red light according to the green light turn-on time of the phase of the bus priority request, the current running time of the red light and the arrival time of the bus, and carrying out early-off of the red light on the phase of the bus priority request according to the early-off time of the red light;
and if the arrival time of the bus is more than or equal to the difference value between the green light turn-on time and the red light current running time of the phase of the bus priority request, not responding to the bus priority request.
6. The method of claim 2 or 5, wherein said determining an arrival time of said mass-transit vehicle at an intersection stop-line comprises:
acquiring the distance between the bus and a stop line of the intersection at the current moment and the speed of the bus at the current moment;
and determining the arrival time of the bus to the stop line of the intersection according to the distance between the current moment and the stop line of the intersection and the speed of the bus at the current moment.
7. A method according to claim 3 or 5, wherein the compressible time of each phase is determined according to the following steps:
periodically collecting the average lane time occupancy and the average steering flow of the driving direction corresponding to each phase;
determining whether the average lane time occupancy of the driving direction corresponding to each phase in two continuous periods is greater than an occupancy threshold value or not and whether the average steering flow is greater than a flow threshold value or not;
if so, determining that the traffic state of the driving direction corresponding to each phase is a congestion state, and not compressing the phase of the congestion state by green time;
otherwise, determining the compressible time of each phase according to the current green light remaining time, queuing emptying time, average saturation and average time occupancy of each phase;
wherein the queuing empty time is determined according to the lane saturation flow rate and the number of queued vehicles.
8. A computing device, comprising:
a memory for storing program instructions;
a processor for calling program instructions stored in said memory to perform the method of any of claims 1 to 7 in accordance with the obtained program.
9. A computer-readable non-transitory storage medium including computer-readable instructions which, when read and executed by a computer, cause the computer to perform the method of any one of claims 1 to 7.
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| CN113706897B (en) * | 2021-09-30 | 2022-07-22 | 安徽工业大学 | Bus priority dynamic feedback control method based on V2X |
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