CN113299081A - Green wave cooperative control optimization method for social vehicles and tramcars - Google Patents

Green wave cooperative control optimization method for social vehicles and tramcars Download PDF

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CN113299081A
CN113299081A CN202110480088.1A CN202110480088A CN113299081A CN 113299081 A CN113299081 A CN 113299081A CN 202110480088 A CN202110480088 A CN 202110480088A CN 113299081 A CN113299081 A CN 113299081A
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tram
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CN113299081B (en
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王昊
谢凝
彭显玥
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Southeast University
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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
    • 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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

The invention relates to the field of urban public transport systems and signal control, in particular to a green wave cooperative control optimization method for social vehicles and tramcars. The optimization method aims at reducing the secondary parking of the tramcar and optimizes the layout position of the tramcar stations; the method is characterized in that the green wave bandwidth weighted by the bidirectional tide coefficient of the social vehicle trunk line is obtained to the maximum extent; constructing a social vehicle trunk line green wave signal control optimization model by taking the social vehicle running condition and the tramcar green wave passing constraint as constraint conditions; and establishing a vehicle-road cooperative mechanism according to the signal control scheme of the main line intersection, and calculating the stop time of the tramcar station. And establishing a vehicle-road cooperative mechanism based on the optimized main line intersection signal control scheme, and calculating the stop time of the tramcar station. The method has the advantages that the signal scheme of coordinating the main line intersection by the station layout positions is utilized, green wave control of vehicles in the main line society is achieved, secondary parking of the tramcar at the intersection is avoided, and the running efficiency of ground traffic and the accurate point rate of tramcar running are guaranteed.

Description

Green wave cooperative control optimization method for social vehicles and tramcars
Technical Field
The invention relates to the field of urban public transport systems and signal control, in particular to a green wave cooperative control optimization method for social vehicles and tramcars.
Background
As a light rail transit system, the tramcar has more remarkable priority compared with the conventional public transit. However, the tracks of the tramcar are mostly laid on the ground, cross conflicts are generated between the tramcar and other road traffic flows and pedestrians at a plane intersection, and the traffic organization is more complicated.
At present, the tramcar is controlled by adopting a priority signal control method, and the phase of an intersection is adjusted for the tramcar through induction control, so that the continuous passing of the tramcar at the intersection is realized. The Shenyang tram 5 line adopts an absolute priority control mode at a part of intersections; the method comprises the following steps that the Shanghai Zhang river tramcar realizes non-stop traffic of the tramcar at an intersection in a mode of observing by a driver and manually adjusting stop time of a stop; the Suzhou tram No. 2 line and Huaian tram adopt a graphical method to set the green wave. At present, much attention is paid to the establishment of a priority control rule of the tramcar, so that social vehicles are influenced as little as possible in the priority process of the tramcar, but the adoption of the method can generate great influence on other social vehicles, particularly ground traffic jam can be caused in a peak time period, the priority of the tramcar is difficult to be completely realized in reality, and the punctuality rate of the tramcar operation is difficult to guarantee.
In order to reduce the interference to ground traffic, scholars at home and abroad research and optimize the tramcar operation time without adopting a priority control strategy. The method considers the influence of signal cycle duration of different intersections, and optimizes the operation time of the bidirectional tramcar by adjusting the departure time, the running speed of a road section and the stop and stop time of the bidirectional tramcar of each shift. These methods often require strong assumptions to be specified and it is difficult to guarantee the punctuality of the tram operation.
Therefore, it is a necessary problem for urban traffic development to improve the traffic efficiency of both social vehicles and trams.
Disclosure of Invention
The purpose of the invention is as follows: in order to overcome the defects of the prior art, the invention provides a social vehicle and a tramcar green wave cooperative control optimization method, which ensures that the tramcar continuously passes through an intersection and simultaneously performs green wave control on the social vehicle, and improves the punctuality rate of tramcar operation and the operation efficiency of ground traffic.
The invention adopts the following technical scheme:
the invention relates to a green wave cooperative control optimization method for social vehicles and tramcars, which comprises the following steps:
(1) acquiring social vehicle running speed parameters, tramcar running time parameters, geometric parameters and tramcar trunk traffic parameters;
the social vehicle running speed parameters comprise: maximum travel speed, minimum travel speed of the social vehicle;
the tram runtime and geometric parameters include: the maximum running speed and the minimum running speed of the tramcar, the length of the tramcar, the minimum stop time and the maximum stop time of the tramcar at each station;
the trunk traffic parameters include: the distance between adjacent intersections of the trunk line, the geometric dimension of the intersections and the traffic flow of the trunk line ascending and descending;
(2) optimizing the layout position of the tramcar station with the aim of reducing the secondary parking of the tramcar; the tramcar trunk stations are uniformly distributed on one side of the intersection, namely the tramcar trunk stations are uniformly distributed on the upstream or the downstream of the intersection and are not more than 50m away from the intersection;
(3) calculating the social vehicle tide coefficient of a tramcar trunk line; the method is characterized in that the green wave bandwidth weighted by the bidirectional tide coefficient of the social vehicle trunk line is obtained to the maximum extent;
constructing a social vehicle trunk line green wave signal control optimization model by taking social vehicle running condition constraint and tramcar green wave passing constraint as constraint conditions;
(4) solving an optimization model taking the green wave bandwidth weighted by the maximum social vehicle trunk line bidirectional tide coefficient as a target, and determining the phase difference of the tramcar trunk line intersection through the target optimization model;
(5) and (4) establishing a vehicle-road cooperative mechanism according to the phase difference of the tramcar main line intersection obtained in the step (4) and the main line intersection signal control scheme, and calculating to obtain the stop time of the tramcar station.
The invention discloses a social vehicle and tram green wave cooperative control optimization method, wherein the method for optimizing the layout position of tram stations in the step (2) comprises the following steps:
when the station is located within 50m of the upstream of the intersection in the advancing direction of the tramcar, the downlink tramcar can wait for the signal lamp passing phase at the station without stopping for the second time, and the requirement of the downlink tramcar for passing does not need to be considered when the intersection signal phase is optimized.
The invention discloses a green wave cooperative control optimization method for social vehicles and tramcars, which comprises the following steps of (3):
determining the tidal coefficient of each road section according to the traffic flow of the ascending and descending roads (the ascending and descending roads are used for describing the running direction of the tramcar in the field), and weighting the tidal coefficient of each road section according to the important coefficient of the road section to obtain the main line tidal coefficient;
Figure BDA0003048864440000021
Figure BDA0003048864440000022
wherein k isiThe tide coefficient of a road section between the ith intersection and the (i + 1) th intersection is obtained; vi,
Figure BDA0003048864440000031
The traffic of the social vehicles going upwards and downwards on the road section between the ith intersection and the (i + 1) th intersection is measured; alpha is alphaiThe important coefficient of the road section from the ith intersection to the (i + 1) th intersection is obtained; k is the mains tidal coefficient.
According to the green wave cooperative control optimization method for the social vehicles and the tramcars, in the step (3), a phase difference of a trunk intersection and travel time of the social vehicles and the tramcars are used as optimization objects; the goal of the optimization model is represented as:
Figure BDA0003048864440000032
wherein, in the formula (b),
Figure BDA0003048864440000033
the green wave bandwidths are respectively in the uplink direction and the downlink direction.
The social vehicle and tram green wave cooperative control optimization method of the invention, the social vehicle driving condition constraint in the step (3) comprises: the method comprises the following steps of (1) uplink and downlink bandwidth constraint, social vehicle green wave system basic constraint and social vehicle running time constraint;
the tramcar green wave passing constraint comprises: the method comprises the following steps of tramcar green wave system foundation constraint, tramcar crossing time constraint and tramcar travel time constraint.
The invention relates to a green wave cooperative control optimization method for social vehicles and tramcars, wherein the uplink and downlink bandwidth constraints comprise the following steps:
Figure BDA0003048864440000034
the social vehicle green wave system fundamental constraints include:
Figure BDA0003048864440000035
Figure BDA0003048864440000036
Figure BDA0003048864440000037
Figure BDA0003048864440000038
wherein, wiThe method comprises the following steps that (1) the green light time of the front side of a green wave band of a social vehicle in the green light ascending time of the ith intersection is obtained;
wi+1in the time of green light on the front side of the green wave band of the social vehicle in the time of green light on the i +1 th intersection;
Figure BDA0003048864440000039
the method comprises the following steps that (1) the green light time of the rear side of a green wave band of a social vehicle in the green light descending time of the ith intersection is obtained;
Figure BDA00030488644400000310
in the time of descending green lights at the i +1 th intersection, the green light time at the rear side of the green wave band of the social vehicle is set;
githe time of green light in the trunk direction of the ith intersection is set;
θithe phase difference of the ith intersection is obtained;
θi+1the phase difference of the (i + 1) th intersection is obtained;
rithe time is the red light time of the trunk direction of the ith intersection;
ri+1the time is the red light time of the trunk direction of the (i + 1) th intersection;
ti,*a，the method comprises the following steps of (1) obtaining the up-going travel time of the social vehicle between the i-th intersection and the i + 1-th intersection;
Figure BDA0003048864440000041
the descending travel time of the social vehicles between the i-th intersection and the i + 1-th intersection is obtained;
τithe time for emptying the vehicles queued up at the ith intersection is calculated;
τi+1emptying time of the vehicles queued up at the (i + 1) th intersection;
Figure BDA0003048864440000042
the time for emptying the vehicles in the downstream queue at the ith intersection is calculated;
c is an intersection signal period;
miis an integer representing the difference of the cycle number of the adjacent ith intersection;
Figure BDA0003048864440000043
an integer representing the number of cycles of the difference between adjacent ith intersections in the descending direction;
the social vehicle travel time constraints include:
Figure BDA0003048864440000044
wherein, ti,car,minMinimum travel time, t, for social vehicles between the i-th to i + 1-th intersectionsi,car,maxThe maximum travel time of the social vehicle between the i-th intersection and the i + 1-th intersection is obtained;
the tramcar green wave system foundation constraint comprises:
Figure BDA0003048864440000045
wherein, wi,tramThe green time of the front side of the green wave band of the tramcar in the green time of the ith intersection is set; t is ti,tramThe ascending travel time of the tramcar between the i-th intersection and the i + 1-th intersection is obtained; m isi,tramIs an integer representing the difference of the adjacent intersections by the number of cycles;
the tram passes through crossing time constraint includes:
Figure BDA0003048864440000046
wherein, gtram，i，minThe minimum time for the tramcar to pass through the ith intersection is obtained.
Tram travel time constraints include:
Figure BDA0003048864440000047
wherein, ti，tram，minThe minimum travel time, t, of the tramcar between the i-th to the i + 1-th intersectioni，tram,maxAnd the maximum travel time of the tramcar between the i-th intersection and the i + 1-th intersection is obtained.
The invention discloses a social vehicle and tram green wave cooperative control optimization method, wherein the tram station stop time calculation method in the step (5) comprises the following steps: establishing a vehicle path cooperative mechanism according to a trunk intersection signal control scheme;
establishing a vehicle-road cooperation mechanism: when the downlink tramcar reaches a station which is located in 50m upstream of the intersection in the advancing direction of the tramcar, if the intersection signal phase does not allow the tramcar to pass through the intersection, the downlink tramcar prolongs the stop time in the station until a green light in the passing direction of the tramcar is turned on;
the condition that the intersection signal phase does not allow the tramcar to pass through the intersection comprises the following steps: the residual green light duration of the tramcar passing phase is less than the minimum time of the tramcar passing through the intersection;
the down tramcar prolongs the stop time in the platform to be the stop time of the station point, and the stop time of the station point is mutually restricted through the phase difference.
Has the advantages that:
the invention provides a social vehicle and tram green wave cooperative control optimization method, which comprises the steps of obtaining a social vehicle running speed parameter, a tram running time parameter, a geometric parameter and a tram trunk line traffic parameter; optimizing the layout position of the tramcar station with the aim of reducing the secondary parking of the tramcar; and calculating the tramcar trunk line tidal coefficient, and solving the phase difference of the tramcar trunk line intersection by adjusting the phase difference of each intersection of the trunk lines and the green wave bandwidth weighted by the social vehicle trunk line bidirectional tidal coefficient maximized in the running time of the social vehicle and the tramcar.
And establishing a vehicle-road cooperative mechanism based on the optimized main line intersection signal control scheme, and calculating the stop time of the tramcar station. The method utilizes a scheme of coordinating signal of the main line intersection by the station layout position to realize green wave control of vehicles in the main line society, avoid secondary parking of the tramcar at the intersection and guarantee the operation efficiency of ground traffic and the accurate point rate of tramcar operation.
Drawings
FIG. 1 is a flow chart of a method according to an embodiment of the present invention.
FIG. 2 is a road social vehicle and tram green wave plot illustrating an example of an embodiment of the present invention;
in the figure, t is time and x is position.
Detailed Description
The present invention will be described in detail with reference to the accompanying drawings and specific embodiments, which are implemented on the premise of the technical solution of the present invention, and give detailed embodiments and specific operation procedures, but the scope of the present invention is not limited to the following embodiments.
As shown in fig. 1, in the method for the cooperative control and optimization of the social vehicle and the tramcar green wave disclosed in the embodiment of the present invention, first, a social vehicle running speed parameter, a tramcar running time parameter, a geometric parameter, and a tramcar trunk line traffic parameter are obtained, and a tramcar trunk line tide coefficient is calculated; then optimizing the layout position of the tramcar station with the aim of reducing the secondary parking of the tramcar; and then, the phase difference of the intersection of the tramcar trunk line is solved by adjusting the phase difference of each intersection of the trunk line and the green wave bandwidth weighted by the bidirectional tide coefficient of the social vehicle trunk line maximized in the running time of the social vehicle and the tramcar. And establishing a vehicle-road cooperative mechanism based on the optimized main line intersection signal control scheme, and calculating the stop time of the tramcar station. The method utilizes a scheme of coordinating signal of the main line intersection by the station layout position to realize green wave control of vehicles in the main line society, avoid secondary parking of the tramcar at the intersection and guarantee the operation efficiency of ground traffic and the accurate point rate of tramcar operation.
The embodiment of the invention discloses a green wave control optimization method for social vehicles and tramcars, which specifically comprises the following steps:
step 1, obtaining social vehicle running speed parameters, tramcar running time parameters, geometric parameters and tramcar trunk line traffic parameters, and calculating the tramcar trunk line tide coefficient.
The social vehicle running speed parameter to be obtained by investigation comprises the maximum running speed v of the social vehiclei，car，maxAnd a minimum running speed vi,car,min(ii) a Tram run time and geometric parameters including maximum tram speed vi,tram,maxMinimum driving speed vi,tram，minLength L of tramcar and minimum stop time t of tramcar at each stationj，tram,minAnd a maximum stop time tj,tram,max(ii) a The main traffic parameters include distance L between adjacent intersections of the main linesiIntersection geometry and main line up-down traffic flow Vi,
Figure BDA0003048864440000061
And 2, optimizing the layout position of the tramcar station with the aim of reducing the secondary parking of the tramcar. The tramcar trunk stations are uniformly distributed on one side of the intersection, namely the tramcar trunk stations are uniformly distributed on the upstream or the downstream of the intersection and are not more than 50m away from the intersection. In the embodiment, the stations are uniformly arranged at the upstream of the intersection as an example, and the stations are uniformly arranged at the downstream and are symmetrical to the stations. Under the arrangement condition, the downlink tramcar can wait for the signal lamp passing phase at the station without stopping for the second time, and the passing requirement of the downlink tramcar does not need to be considered when the intersection signal phase is optimized. And 5, calculating the stop time of the station of the downlink tramcar.
And 3, calculating the tramcar trunk line tidal coefficient, constructing an optimization model taking the green wave bandwidth weighted by the maximum social vehicle trunk line bidirectional tidal coefficient as a target, and adjusting the phase difference of each intersection of the trunk line and the running time of the social vehicle and the tramcar to realize the maximization of the green wave bandwidth weighted by the social vehicle trunk line bidirectional tidal coefficient.
And determining the tide coefficient of each road section according to the uplink and downlink traffic flow of each road section, and weighting the tide coefficient of each road section according to the important coefficient of the road section to obtain the main line tide coefficient.
Figure BDA0003048864440000062
Figure BDA0003048864440000063
Wherein k isiThe tide coefficient of a road section between the ith intersection and the (i + 1) th intersection is obtained; vi,
Figure BDA0003048864440000064
The traffic of the social vehicles going upwards and downwards on the road section between the ith intersection and the (i + 1) th intersection is measured; alpha is alphaiThe important coefficient of the road section from the ith intersection to the (i + 1) th intersection is obtained; k is the mains tidal coefficient.
The constraints of the optimization model comprise social vehicle running condition constraints and tramcar green wave passing constraints, wherein the social vehicle running condition constraints comprise uplink and downlink bandwidth constraints, social vehicle green wave system basic constraints and social vehicle running time constraints; the tramcar green wave passing constraint comprises tramcar green wave system foundation constraint, tramcar passing intersection time constraint and tramcar travel time constraint.
Specifically, the green bandwidth weighted by the social vehicle trunk bi-directional tide coefficient is expressed as:
Figure BDA0003048864440000071
wherein, in the formula (b),
Figure BDA0003048864440000072
green bandwidth in the upstream and downstream directions, respectively.
The constraint describing the uplink and downlink bandwidths of the social vehicles requires that the bandwidth in the direction with larger traffic flow is larger, which is expressed as:
Figure BDA0003048864440000073
describing basic constraints of a social vehicle green wave system to constrain the phase time relationship between a green wave position in green light time and between adjacent intersections, and expressing that:
Figure BDA0003048864440000074
Figure BDA0003048864440000075
Figure BDA0003048864440000076
Figure BDA0003048864440000077
wherein, wi,
Figure BDA0003048864440000078
In the green light time of the upstream and downstream of the ith intersection, the green light time of the front side and the rear side of the green wave band of the social vehicle; giThe time of green light in the trunk direction of the ith intersection is set; thetaiThe phase difference of the ith intersection is obtained; r isi,
Figure BDA0003048864440000079
The time is the red light time of the trunk direction of the ith intersection; t is ti,car,
Figure BDA00030488644400000710
The method comprises the steps that the ascending and descending travel time of the social vehicles between the i-th intersection and the i + 1-th intersection is obtained; tau isi,
Figure BDA00030488644400000711
The vehicle emptying time for the upstream and downstream queuing of the ith intersection is calculated; c is an intersection signal period; m isiIs an integer representing the number of cycles that adjacent intersections differ.
Describing the social vehicle travel time constraint requires that the travel speed of the social vehicle on the road segment does not exceed a limited maximum speed and is not less than a prescribed minimum speed, thus creating a constraint on the formal time of the social vehicle on the road segment, expressed as:
Figure BDA00030488644400000712
wherein, ti,car,minMinimum travel time, t, for social vehicles between the i-th to i + 1-th intersectionsi,car,maxThe maximum travel time of the social vehicle between the i-th to i + 1-th intersections.
Describing the fundamental constraint of the tramcar green wave system as the time relation between the running time and the phase difference of the ascending tramcar between adjacent intersections, and expressing the time relation as follows:
Figure BDA00030488644400000713
wherein, wi,tramThe green time of the front side of the green wave band of the tramcar in the green time of the ith intersection is set; t is ti,tramThe ascending travel time of the tramcar between the i-th intersection and the i + 1-th intersection is obtained; m isi,tramIs an integer representing the number of cycles that adjacent intersections differ.
The constraint describing the time of the tramcar passing through the intersection requires that the residual green time when the tramcar reaches the intersection must meet the time limit of the tramcar passing through the intersection, and is expressed as follows:
Figure BDA0003048864440000081
wherein, gtram,i,minThe minimum time for the tramcar to pass through the ith intersection is obtained.
Describing the tram travel time constraint limits the tram travel time and stop time between crossings, expressed as:
Figure BDA0003048864440000082
wherein, ti,tram,minThe minimum travel time, t, of the tramcar between the i-th to the i + 1-th intersectioni,tram,maxAnd the maximum travel time of the tramcar between the i-th intersection and the i + 1-th intersection is obtained.
And 4, solving an optimization model taking the green wave bandwidth weighted by the maximum bidirectional tide coefficient of the social vehicle trunk line as a target, and determining the phase difference of the tramcar trunk line intersection and the travel time of each road section of the social vehicle and the tramcar.
And 5, establishing a vehicle-road cooperative mechanism according to the signal control scheme of the main line intersection, and calculating the stop time of the tramcar station. And establishing a vehicle-road cooperative mechanism based on the optimized main line intersection signal control scheme, and when the downstream tramcar reaches a station which is located within 50m of the upstream of the intersection in the advancing direction of the tramcar, if the intersection signal phase does not allow the tramcar to pass through the intersection, prolonging the stop time of the downstream tramcar in the station until the tramcar passes through a green light in the passing direction and turning on the downstream tramcar. The condition that the intersection signal phase does not allow the tramcar to pass through the intersection comprises that the duration of the residual green light of the tramcar passing phase which is the red light and the tramcar passing phase is less than the minimum time of the tramcar passing through the intersection.
The optimization model is a mixed integer linear programming model and can be solved by using an intlinprog function in matlab.
Based on the same inventive concept, the invention provides a social vehicle and tramcar green wave control optimization device, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the computer program realizes the social vehicle and tramcar green wave control optimization method when being loaded into the processor.
The method of the embodiment of the present invention is further described with reference to a specific example:
(1) design road segment overview
The design road section traffic parameters, social vehicle and tram operating time parameters are shown in table 1 below. The tidal coefficient of the designed road section is 0.7, the inter-vehicle distance of the tramcar is 1050 seconds, and the signal period of the intersection is 105 seconds.
TABLE 1 design road section traffic parameters, social vehicle and tram running time parameters
Figure BDA0003048864440000091
(2) Tramcar station laying position
Tramcar platforms are uniformly distributed in 50m upstream of the intersection in the advancing direction of the tramcar, the platforms are arranged in a way of in-road arrangement, and the tramcars going up and down share the same platform.
(3) Tramcar trunk tide coefficient calculation
TABLE 2 Tide coefficient calculation
Figure BDA0003048864440000092
Note: in the above table, the first and second sheets,
Figure BDA0003048864440000093
(4) tram trunk signal control scheme determination
And when the tidal coefficient is 0.7, the phase difference of each intersection is adjusted, the social vehicles and the uplink tram travel time are adjusted, and the uplink bandwidth and the downlink bandwidth are respectively 37 seconds and 27 seconds.
TABLE 3 optimization results (unit: s)
Figure BDA0003048864440000094
Figure BDA0003048864440000101
(5) Calculation of station stop time of downlink tramcar
According to the trunk signal control scheme, when the downstream tramcar meets the impassable phase at the intersection, the stop time is prolonged, so that secondary stop at the intersection is avoided, the traffic condition at the intersection is observed, and the stop time of the downstream tramcar is obtained as follows.
TABLE 4 Down tram run time (unit: s)
Figure BDA0003048864440000102
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (7)

1.一种社会车辆及有轨电车绿波协同控制优化方法，其特征在于，包括以下步骤：1. a social vehicle and tramway green wave coordinated control optimization method, is characterized in that, comprises the following steps: (1)获取社会车辆行驶速度参数、有轨电车运行时间参数、几何参数和有轨电车干线交通参数；(1) Obtain the speed parameters of social vehicles, the running time parameters of trams, the geometric parameters and the traffic parameters of the main line of trams; 所述的社会车辆行驶速度参数包括：社会车辆的最大行驶速度、最小行驶速度；The social vehicle driving speed parameters include: the maximum driving speed and the minimum driving speed of the social vehicle; 所述有轨电车运行时间和几何参数包括：有轨电车的最大行驶速度、最小行驶速度、有轨电车车长、有轨电车在各个站点的最小停站时间、最大停站时间；The running time and geometric parameters of the tram include: the maximum running speed of the tram, the minimum running speed, the length of the tram, the minimum stop time and the maximum stop time of the tram at each station; 所述干线交通参数包括：干线相邻交叉口之间距离、交叉口几何尺寸、干线上下行交通流量；The traffic parameters of the arterial line include: distance between adjacent intersections of the arterial line, geometric dimensions of the intersection, and downlink traffic flow on the arterial line; (2)以减少有轨电车二次停车为目标，优化有轨电车站点布设位置；所述有轨电车干线站点均布设在交叉口一侧，即均布设在交叉口上游或下游，且距离交叉口不超过50m；(2) With the goal of reducing the secondary parking of trams, the location of tram stops is optimized; the tram lines are all located on one side of the intersection, that is, upstream or downstream of the intersection, and the distance from the intersection The mouth does not exceed 50m; (3)通过计算有轨电车干线的社会车辆潮汐系数；以最大化得到社会车辆干线双向潮汐系数加权的绿波带宽为目标；(3) By calculating the social vehicle tidal coefficient of the tram trunk line; the goal is to maximize the green wave bandwidth weighted by the two-way tidal coefficient of the social vehicle trunk line; 以社会车辆行驶条件约束、有轨电车绿波通过约束为约束条件，构建社会车辆干线绿波信号控制优化模型；Based on the constraints of social vehicle driving conditions and the green wave passing constraints of trams, an optimization model for green wave signal control of social vehicle trunk lines is constructed; (4)求解以最大化社会车辆干线双向潮汐系数加权的绿波带宽为目标的优化模型，通过目标优化模型确定有轨电车干线交叉口的相位差；(4) Solve the optimization model aiming at maximizing the green wave bandwidth weighted by the two-way tidal coefficient of the social vehicle trunk line, and determine the phase difference of the intersection of the tram trunk line through the objective optimization model; (5)根据步骤(4)中获得的有轨电车干线交叉口的相位差及干线交叉口信号控制方案建立车路协同机制，计算得到有轨电车站点停靠时间。(5) Establish a vehicle-road coordination mechanism according to the phase difference of the intersection of the main line of the tram and the signal control scheme of the intersection of the main line obtained in step (4), and calculate the stop time of the tram station. 2.根据权利要求1所述的社会车辆及有轨电车绿波协同控制优化方法，其特征在于，所述步骤(2)中优化有轨电车站点布设位置方法为：2. social vehicle and tram green wave coordinated control optimization method according to claim 1, is characterized in that, in described step (2), the method for optimizing tram station layout position is: 当站点位于有轨电车行进方向交叉口上游50m内时，下行有轨电车可以在站点等待信号灯通行相位，而不需要二次停车，则在进行交叉口信号相位优化时不需要考虑下行有轨电车通行要求。When the station is located within 50m upstream of the intersection in the direction of the tram, the downward tram can wait for the signal light passing phase at the station without the need for secondary parking, and the downward tram does not need to be considered when optimizing the signal phase of the intersection. access requirements. 3.根据权利要求1所述的社会车辆及有轨电车绿波协同控制优化方法，其特征在于，所述步骤(3)中有轨电车干线潮汐系数计算方法为：3. social vehicle and tram green wave coordinated control optimization method according to claim 1, is characterized in that, in described step (3), the tidal coefficient calculation method of tram trunk line is: 根据每个路段上行、下行的车流量确定各个路段的潮汐系数，根据路段的重要系数对各个路段的潮汐系数进行加权，得到干线潮汐系数；Determine the tidal coefficient of each road section according to the upward and downward traffic flow of each road section, and weight the tidal coefficient of each road section according to the important coefficient of the road section to obtain the main line tidal coefficient;
Figure FDA0003048864430000021
Figure FDA0003048864430000021
Figure FDA0003048864430000022
Figure FDA0003048864430000022
 其中，ki为第i个交叉口至第i+1个交叉口之间路段的潮汐系数；Vi，
Figure FDA0003048864430000023
为第i个交叉口至第i+1个交叉口之间路段上行、下行社会车辆的流量；αi为第i个交叉口至第i+1个交叉口之间路段的重要系数；k为干线潮汐系数。Among them, k i is the tidal coefficient of the road section between the i-th intersection to the i+1-th intersection; V i ,
Figure FDA0003048864430000023
is the traffic flow of up and down social vehicles on the road section between the i-th intersection to the i+1-th intersection; α i is the important coefficient of the road section between the i-th intersection to the i+1-th intersection; k is the Mainline tidal coefficient. 4.根据权利要求1所述的社会车辆及有轨电车绿波协同控制优化方法，其特征在于，所述步骤(3)中以干线交叉口相位差、社会车辆及有轨电车行程时间为优化对象；优化模型的目标表示为：4. The social vehicle and tram green wave coordinated control optimization method according to claim 1, is characterized in that, in described step (3), take the phase difference of trunk line intersection, social vehicle and tram travel time as optimization object; the objective of the optimization model is expressed as:
Figure FDA0003048864430000024
Figure FDA0003048864430000024
 其中，b，
Figure FDA0003048864430000025
分别为上行方向与下行方向绿波带宽。where b,
Figure FDA0003048864430000025
are the green wave bandwidths in the upstream and downstream directions, respectively. 5.根据权利要求4所述的社会车辆及有轨电车绿波协同控制优化方法，其特征在于，所述步骤(3)中社会车辆行驶条件约束包含：上下行带宽约束，社会车辆绿波系统基础约束，社会车辆行驶时间约束；5. The social vehicle and tram green wave coordinated control optimization method according to claim 4, wherein the social vehicle driving condition constraints in the step (3) comprise: uplink and downlink bandwidth constraints, social vehicle green wave system Basic constraints, social vehicle travel time constraints; 有轨电车绿波通过约束包含：有轨电车绿波系统基础约束，有轨电车通过交叉口时间约束，有轨电车旅行时间约束。The tram green wave passing constraints include: tram green wave system basic constraints, tram passing time constraints, and tram travel time constraints. 6.根据权利要求5所述的社会车辆及有轨电车绿波协同控制优化方法，其特征在于，所述上下行带宽约束包括：6. The green-wave coordinated control optimization method for social vehicles and trams according to claim 5, wherein the uplink and downlink bandwidth constraints comprise:
Figure FDA0003048864430000026
Figure FDA0003048864430000026
 社会车辆绿波系统基础约束包括：The basic constraints of the social vehicle green wave system include:
Figure FDA0003048864430000027
Figure FDA0003048864430000027
Figure FDA0003048864430000028
Figure FDA0003048864430000028
Figure FDA0003048864430000029
Figure FDA0003048864430000029
Figure FDA00030488644300000210
Figure FDA00030488644300000210
 其中，wi为第i个交叉口上行绿灯时间内，社会车辆绿波带前侧的绿灯时间；Among them, w i is the green light time on the front side of the green wave band of the social vehicle within the upward green light time of the i-th intersection; wi+1为第i+1个交叉口上行绿灯时间内，社会车辆绿波带前侧的绿灯时间；w i+1 is the green light time on the front side of the green wave band of the social vehicle within the upward green light time of the i+1th intersection;
Figure FDA00030488644300000211
为第i个交叉口下行绿灯时间内，社会车辆绿波带后侧的绿灯时间；
Figure FDA00030488644300000211
is the green light time on the rear side of the green wave band of the social vehicle within the downlink green light time of the i-th intersection;
Figure FDA00030488644300000212
为第i+1个交叉口下行绿灯时间内，社会车辆绿波带后侧的绿灯时间；
Figure FDA00030488644300000212
is the green light time on the rear side of the green wave band of the social vehicle within the downlink green light time of the i+1 intersection; gi为第i个交叉口干线方向绿灯时间；g i is the green light time of the i-th intersection trunk line direction; θi为第i个交叉口的相位差；θ i is the phase difference of the i-th intersection; θi+1为第i+1个交叉口的相位差；θ i+1 is the phase difference of the i+1th intersection; ri为第i个交叉口干线方向红灯时间；r i is the red light time in the direction of the trunk line of the i-th intersection; ri+1为第i+1个交叉口干线方向红灯时间；r i+1 is the red light time in the direction of the trunk line of the i+1 intersection; ti，car，为社会车辆在第i至i+1个交叉口之间的上行行程时间；t i, car , is the up-travel time of the social vehicle between the i to i+1 intersection;
Figure FDA0003048864430000031
为社会车辆在第i至i+1个交叉口之间的下行行程时间；
Figure FDA0003048864430000031
is the down travel time of the social vehicle between the i to i+1 intersection; τi，为第i个交叉口上行排队车辆清空时间；τ i , the clearing time for the upward queued vehicles at the i-th intersection; τi+1为第i+1个交叉口上行排队车辆清空时间；τ i+1 is the clearing time of the upward queued vehicles at the i+1th intersection;
Figure FDA0003048864430000032
为第i个交叉口下行排队车辆清空时间；
Figure FDA0003048864430000032
Clearing time for down-queuing vehicles at the i-th intersection; C为交叉口信号周期；C is the intersection signal period; mi为表示相邻第i个交叉口相差周期数的整数；m i is an integer representing the number of periods of difference between adjacent i-th intersections;
Figure FDA0003048864430000033
表示下行方向相邻第i个交叉口相差周期数的整数；
Figure FDA0003048864430000033
Integer representing the number of periods of difference between adjacent i-th intersections in the downstream direction; 社会车辆行驶时间约束包括：Social vehicle travel time constraints include: ti，car，min≤ti，car，
Figure FDA0003048864430000034
t i,car,min ≤t i,car ,
Figure FDA0003048864430000034
 其中，ti，car，min为社会车辆在第i至i+1个交叉口之间的最小行程时间，ti，car，max为社会车辆在第i至i+1个交叉口之间的最大行程时间；Among them, t i, car, min is the minimum travel time of the social vehicle between the i to i+1 intersection, t i, car, max is the social vehicle between the i to i+1 intersection. maximum travel time; 所述有轨电车绿波系统基础约束包括：The basic constraints of the tram green wave system include:
Figure FDA0003048864430000035
Figure FDA0003048864430000035
 其中，wi，tram为第i个交叉口绿灯时间内，有轨电车绿波带前侧的绿灯时间；Among them, w i, tram is the green light time of the green light time of the i-th intersection in front of the green wave band of the tram; wi+1，tram为第i+1个交叉口绿灯时间内，有轨电车绿波带前侧的绿灯时间；w i+1, tram is the green light time on the front side of the green wave band of the tram within the green light time of the i+1th intersection; ti，tram为有轨电车在第i至i+1个交叉口之间的上行行程时间；mi，tram为表示相邻交叉口相差周期数的整数；t i, tram is the upward travel time of the tram between the i to i+1 intersection; m i, tram is an integer representing the number of cycles between adjacent intersections; 有轨电车通过交叉口时间约束包括：Tram crossing time constraints include:
Figure FDA0003048864430000036
Figure FDA0003048864430000036
 其中，gtram，i，min为有轨电车通过第i个交叉口的最小时间。Among them, g tram, i, min is the minimum time for the tram to pass through the i-th intersection. 有轨电车旅行时间约束包括：Tram travel time constraints include:
Figure FDA0003048864430000041
Figure FDA0003048864430000041
 其中，ti，tram，min为有轨电车在第i至i+1个交叉口之间的最小行程时间，ti，tram，max为有轨电车在第i至i+1个交叉口之间的最大行程时间。Among them, t i, tram, min is the minimum travel time of the tram between the i to i+1 intersection, t i, tram, max is the time between the i to i+1 intersection of the tram maximum travel time in between. 7.根据权利要求1所述的社会车辆及有轨电车绿波协同控制优化方法，其特征在于：所述步骤(5)中有轨电车站点停靠时间计算方法为：根据干线交叉口信号控制方案建立车路协同机制；7. The green wave coordinated control optimization method for social vehicles and trams according to claim 1, characterized in that: in the step (5), the method for calculating the stopping time of tram stops is: according to the signal control scheme of the main line intersection. Establish a vehicle-road coordination mechanism; 建立车路协同机制：当下行有轨电车到达位于有轨电车行进方向交叉口上游50m内的站点时，若交叉口信号相位不允许有轨电车通过交叉口，则下行有轨电车在站台内延长停站时间至有轨电车通行方向绿灯启亮；Establish a vehicle-road coordination mechanism: When the downlink tram arrives at a station located within 50m upstream of the intersection in the direction of the tram, if the signal phase of the intersection does not allow the tram to pass through the intersection, the downlink tram will be extended in the platform. From the stop time to the green light for the direction of the tram; 所述的交叉口信号相位不允许有轨电车通过交叉口的情况包括：有轨电车通行相位为红灯和有轨电车通行相位的剩余绿灯时长小于有轨电车通过交叉口的最小时间；The situation that the signal phase of the intersection does not allow the tram to pass through the intersection includes: the traffic phase of the tram is the red light and the remaining green light duration of the traffic phase of the tram is less than the minimum time for the tram to pass through the intersection; 所述的下行有轨电车在站台内延长停站时间为车站点停靠时间，该车站点停靠时间通过相位差相互制约。The extended stop time of the downward tram in the platform is the stop time of the station, and the stop times of the stations are mutually restricted by the phase difference.
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