CN113393680A - Adaptive control method and device for sub-region coordination - Google Patents

Adaptive control method and device for sub-region coordination Download PDF

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CN113393680A
CN113393680A CN202110940054.6A CN202110940054A CN113393680A CN 113393680 A CN113393680 A CN 113393680A CN 202110940054 A CN202110940054 A CN 202110940054A CN 113393680 A CN113393680 A CN 113393680A
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intersection
constraint
green
coordination
time
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CN113393680B (en
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周勇
邹莉
陈振武
王宇
罗佳晨
刘星
杨肇琛
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Shenzhen Urban Transport Planning Center Co Ltd
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Shenzhen Urban Transport Planning Center Co Ltd
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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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing

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Abstract

The invention provides a self-adaptive control method and a device for sub-region coordination, wherein the method comprises the following steps: acquiring real-time traffic state data and coordinated control signal timing data of each intersection of a calibration subarea; solving by combining the signal timing data and a pre-established mixed integer linear programming model to obtain a green band position; generating green wave guarantee constraints of each intersection according to the green wave band position and the signal timing data; generating single-point constraint conditions of each intersection according to the real-time traffic state data, respectively determining the traffic state of each intersection according to the real-time traffic state data, and generating an optimization target of each intersection according to the traffic state; optimizing according to the green wave guarantee constraint, the single-point constraint condition and the optimization target of each intersection, and determining the control scheme of each intersection. The technical scheme of the invention can dynamically adjust the control scheme of each intersection according to the change of the traffic volume while carrying out coordination control on each intersection.

Description

Adaptive control method and device for sub-region coordination
Technical Field
The invention relates to the technical field of traffic signal control, in particular to a sub-region coordination self-adaptive control method and device.
Background
With the rapid increase of automobile holding capacity, when signal control is performed on hundreds of intersections in an urban road network, the road network is often divided into a plurality of mutually independent areas, each area comprises one or a plurality of adjacent intersections, and the area is a sub-area in traffic control.
The sub-area coordination control refers to the coordination control of linking the traffic signals of each intersection in the sub-area, can improve the traffic efficiency of a road network, and is an effective method for solving regional traffic jam. However, in the existing sub-area coordination control, the signal control scheme of each intersection is fixed, the applicability is poor, and when the traffic flow in the road network changes, the traffic guidance effect of the control scheme of each intersection is reduced.
Disclosure of Invention
The invention solves the problem of how to improve the traffic guidance effect of the sub-area coordination control.
In order to solve the above problems, the present invention provides a sub-region coordination adaptive control method and apparatus.
In a first aspect, the present invention provides a sub-region coordination adaptive control method, including:
acquiring real-time traffic state data and coordinated control signal timing data of each intersection of a calibration subarea;
solving by combining the signal timing data and a pre-established mixed integer linear programming model to obtain a green wave band position, wherein the mixed integer linear programming model is used for optimizing green wave bands of each intersection in the calibration sub-area during coordination control;
generating a green wave guarantee constraint of each intersection according to the green wave band position and the signal timing data; generating single-point constraint conditions of the intersections according to the real-time traffic state data, respectively determining the traffic states of the intersections according to the real-time traffic state data, and generating optimization targets of the intersections according to the traffic states;
optimizing according to the green wave guarantee constraint, the single-point constraint condition and the optimization target of each intersection, and determining a control scheme of each intersection.
Optionally, the mixed integer linear programming model takes the minimum number of times that the green wave band is interrupted, the maximum bandwidth of the green wave band, and the minimum offset of the central line of the green wave band after being interrupted as optimization objectives.
Optionally, the signal timing data includes a coordinated control period duration and a coordinated control phase difference, and the constraint conditions of the mixed integer linear programming model include a period duration constraint, a phase difference constraint, a green band position constraint, a travel time constraint, a green band segmented correlation variable constraint, a green band and actual traffic flow operation consistency constraint, a required bandwidth constraint under a supersaturation condition, and a constraint that a phase structure of the same intersection in a coordinated control phase is the same, where the period duration constraint includes that the period duration of each intersection is equal to the coordinated control period duration, and the phase difference constraint includes that the phase difference between every two adjacent intersections is equal to the coordinated control phase difference.
Optionally, the green band location comprises a start time and an end time of a green band, the green band assurance constraints comprising:
for any intersection, the green light starting time of a coordination phase stage is less than or equal to the starting time of the green wave band, wherein the coordination phase stage is a phase stage facing each traffic flow when each intersection is subjected to coordination control;
a green light end time of the phase coordination phase is greater than or equal to an end time of the green band;
the period duration of the intersection is kept unchanged.
Optionally, the real-time traffic status data includes a green light duration, and the single point constraint condition includes:
for any intersection, on the basis of the preset basic green light time length, the allowable adjustment amount of the green light time length is within a preset range.
Optionally, the single point constraints further include a phase sequence constraint, a maximum minimum green constraint, an anti-overflow constraint, and a pedestrian red light constraint.
Optionally, the determining the traffic state of each intersection according to the real-time traffic state data, and generating the optimization objective of each intersection according to the traffic state includes:
for any intersection, comparing the real-time traffic state data with a corresponding preset threshold value;
judging the traffic state of the intersection according to the comparison result;
and searching an optimization target of the intersection in a preset corresponding relation according to the traffic state, wherein the corresponding relation comprises the traffic state and the optimization target which are in one-to-one correspondence, and the optimization target comprises minimum delay time and maximum throughput.
Optionally, the optimization objective further comprises that the adjustment amount of the green light duration is minimum.
Optionally, the determining the control scheme of each intersection includes:
and optimizing the optimization target by taking the green light time of each phase of the intersection as a variable under the constraints of the green wave guarantee constraint and the single point constraint condition for any intersection to obtain a control scheme of the intersection.
In a second aspect, the present invention provides a sub-region coordination adaptive control apparatus, including:
the acquisition module is used for acquiring real-time traffic state data and coordinated control signal timing data of each intersection of the calibration subarea;
the analysis module is used for solving by combining the signal timing data and a pre-established mixed integer linear programming model to obtain a green wave band position, wherein the mixed integer linear programming model is used for optimizing a green wave band in the coordinated control of each intersection in the calibration subarea;
the processing module is used for generating green wave guarantee constraints of each intersection according to the green wave band position and the signal timing data; generating single-point constraint conditions of the intersections according to the real-time traffic state data, respectively determining the traffic states of the intersections according to the real-time traffic state data, and generating optimization targets of the intersections according to the traffic states;
and the optimization module is used for optimizing according to the green wave guarantee constraint, the single-point constraint condition and the optimization target of each intersection and determining the control scheme of each intersection.
In a third aspect, the present invention provides a sub-region coordination adaptive control apparatus, comprising a memory and a processor;
the memory for storing a computer program;
the processor is configured to implement the sub-area coordination adaptive control method as described above when executing the computer program.
The beneficial effects of the sub-area coordination self-adaptive control method and the device are as follows: and solving according to the acquired signal timing data during the coordinated control of each intersection in the sub-area and a pre-established mixed integer linear programming model to obtain the green wave band position during the coordinated control of each intersection, wherein the mixed integer linear programming model comprises the constraint conditions of the coordinated control of each intersection, such as the constraint of the green wave band position and the like. The green wave guarantee constraint is generated according to the green wave band position and the signal timing data, and can be used for limiting the current green wave band not to be damaged when the control scheme of each intersection is optimized, so that the influence on the coordination control among the intersections is reduced. The single-point constraint conditions and the traffic states of all the intersections are generated according to the real-time traffic data, the optimization targets are generated according to the traffic states, the best optimization target can be automatically selected according to the real-time traffic states of the intersections, and the optimization effect of the control scheme obtained through optimization is improved. Under the conditions of green wave guarantee constraint and single-point constraint, optimization is carried out according to an optimization target, the control scheme of the intersection can be dynamically adjusted according to real-time change of traffic flow under the condition that the current green wave band is not damaged, and the applicability of sub-area coordination control is improved.
Drawings
Fig. 1 is a schematic flow chart of a sub-zone coordination adaptive control method according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of the green band of an embodiment of the present invention;
fig. 3 is a schematic structural diagram of a sub-zone coordination adaptive control apparatus according to another embodiment of the present invention.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in detail below.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein.
It should be noted that the period duration indicates that the intersection signal lamp changes, and the time required for the signal to run for one cycle is equal to the sum of the green light time, the yellow light time and the red light time.
The split ratio refers to the ratio of the effective green time to the cycle duration within a signal cycle.
The phase difference is the difference between the start times of green light or red light of two adjacent intersections in the same phase for two signalized intersections.
The sub-area coordination control refers to coordination control of traffic signals of all intersections in the sub-area, so that the vehicles can keep stable running speed, the vehicles can continuously pass through all the intersections in the sub-area in a compactly-arranged fleet form without stopping, the use efficiency of roads is improved, and the number of vehicles staying in front of a stop line of the intersections can be reduced.
The control scheme of each intersection in the existing sub-area coordination control is fixed, the traffic flow in a road network changes in real time, and when the traffic state in the sub-area changes, the capacity of the existing sub-area coordination control method for solving regional traffic jam is reduced. At this time, if the control scheme of the intersection with the congestion is adjusted, the coordinated control among the intersections in the whole sub-area is affected, and new traffic congestion may be caused.
As shown in fig. 1, to address the above situation, an embodiment of the present invention provides a sub-region coordination adaptive control method, including:
and step S110, acquiring real-time traffic state data and coordinated control signal timing data of each intersection of the calibration subarea.
Specifically, the calibration subarea refers to a coordination subarea for performing coordination control on traffic signals of all intersections, the real-time traffic state data comprises traffic flow, vehicle queue length of each flow direction and the like, and the signal timing data for coordination control comprises cycle duration, split green ratio, phase difference and the like of each intersection when the coordination control is performed on each intersection. Real-time on-line traffic simulation can be performed on the calibration subarea, and then real-time traffic data and signal timing data are inquired in a simulation database obtained by simulation.
And step S120, solving by combining the signal timing data and a pre-established mixed integer linear programming model to obtain the position of a green wave band, wherein the mixed integer linear programming model is used for optimizing the green wave band in the coordinated control of each intersection in the calibration subarea.
Specifically, the signal timing data of each intersection is substituted into the mixed integer linear programming model, the green wave band position is optimized, the model can be solved by adopting a genetic algorithm and the like, the green wave band position is obtained, and the mixed integer linear programming model is specifically used for optimizing the green wave band of each intersection in each coordination path in the calibration subarea.
Step S130, generating a green wave guarantee constraint of each intersection according to the green wave band position and the signal timing data; and generating single-point constraint conditions of the intersections according to the real-time traffic state data, respectively determining the traffic states of the intersections according to the real-time traffic state data, and generating optimization targets of the intersections according to the traffic states.
Specifically, the green wave guarantee constraint is used for limiting the optimization of the intersection control scheme to the extent that coordinated green wave bands of each intersection cannot be influenced, and ensuring smooth traffic in the sub-area. On the basis, single-point constraint conditions and optimization targets of all intersections are generated according to real-time traffic data, the single-point constraint conditions are used for constraining the adjustment range of the signal timing scheme of all the intersections, and the optimization targets are determined according to real-time traffic states, so that the sub-area coordination control adapts to random fluctuation of traffic flow.
And S140, optimizing according to the green wave guarantee constraint, the single-point constraint condition and the optimization target of each intersection, and determining a control scheme of each intersection.
Specifically, the control scheme comprises the green light duration of each intersection, optimization is carried out according to the optimization target under the conditions of green wave guarantee constraint and single point constraint, and the control scheme of each intersection is dynamically adjusted according to the real-time change condition of traffic data under the condition that the green wave band in the coordinated control of each intersection in a subarea is not damaged as much as possible, so that the random fluctuation of the traffic flow is adapted.
In this embodiment, the green wave band position of each intersection during coordinated control is obtained by solving according to the obtained signal timing data of each intersection during coordinated control in the sub-area and a pre-established mixed integer linear programming model, where the mixed integer linear programming model includes constraint conditions of each intersection during coordinated control, such as constraint of the green wave band position. The green wave guarantee constraint is generated according to the green wave band position and the signal timing data, and can be used for limiting the current green wave band not to be damaged when the control scheme of each intersection is optimized, so that the influence on the coordination control among the intersections is reduced. The single-point constraint conditions and the traffic states of all the intersections are generated according to the real-time traffic data, the optimization targets are generated according to the traffic states, the best optimization target can be automatically selected according to the real-time traffic states of the intersections, and the optimization effect of the control scheme obtained through optimization is improved. Under the conditions of green wave guarantee constraint and single-point constraint, optimization is carried out according to an optimization target, the control scheme of the intersection can be dynamically adjusted according to real-time change of traffic flow under the condition that the current green wave band is not damaged, and the applicability of sub-area coordination control is improved.
Optionally, the mixed integer linear programming model takes the minimum number of times that the green wave band is interrupted, the maximum bandwidth of the green wave band, and the minimum offset of the central line of the green wave band after being interrupted as optimization objectives.
Specifically, the mixed integer linear programming model is a model for performing coordination optimization on traffic signals of each intersection in a sub-area, and an objective function of the mixed integer linear programming model is as follows:
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，
wherein the content of the first and second substances,
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in order to input the variables of the device,
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are decision variables.
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In order to achieve a multi-objective weight,
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，
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is far greater than, i.e. the fingers are
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Far greater than
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，
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Far greater than
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，
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A finger coordination unit for coordinating the finger-based finger,
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the serial number of the intersection in the finger path,
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finger coordination unit
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To middle
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Target traffic flow (pcu/h) of coordinated directions of the intersections;
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finger coordination unit
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To middle
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Correction factor for fleet dispersion of downstream road sections of individual junctions, which is equal to
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T is the average travel time(s) of the vehicle on the road section,
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before coordinationC is the period;
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finger coordination unit
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To middle
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Whether the green band at each intersection is broken,
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finger coordination unit
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To middle
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The width of a green wave band of a car on a downstream road section of each intersection;
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finger coordination unit
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To middle
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The distance of the green zone centerline offset at each intersection.
In the optional embodiment, the optimization target is used for optimizing, so that the stopping time of the vehicle at each intersection can be reduced, the time for waiting for the red light is minimum when the vehicle reaches each intersection, particularly, the vehicle on a trunk can smoothly run, and the traffic operation efficiency is improved.
Optionally, the signal timing data includes a coordinated control period duration and a coordinated control phase difference, and the constraint conditions of the mixed integer linear programming model include a period duration constraint, a phase difference constraint, a green band position constraint, a travel time constraint, a green band segmented correlation variable constraint, a green band and actual traffic flow operation consistency constraint, a required bandwidth constraint under a supersaturation condition, and a constraint that a phase structure of the same intersection in a coordinated control phase is the same, where the period duration constraint includes that the period duration of each intersection is equal to the coordinated control period duration, and the phase difference constraint includes that the phase difference between every two adjacent intersections is equal to the coordinated control phase difference.
Specifically, the green band position constraints include:
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wherein the content of the first and second substances,
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finger coordination unit
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To middle
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The width of a green wave band of a car on a downstream road section of each intersection;
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finger coordination unit
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To middle
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The difference value of the green wave band central line and the green light starting time of each intersection;
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finger coordination unit
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To middle
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At the first of each intersection
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The phase time of the individual phases is,
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then, the intersection
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By the use of
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Phase structure scheme, coordination unit
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Are sub-areas of coordinated control.
And further comprising mutual constraint between every two adjacent intersections:
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wherein the content of the first and second substances,
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finger coordination unit
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To middle
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The absolute phase difference of each intersection is measured according to the cycle starting time,
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finger coordination unit
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To middle
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Phase of each intersection
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The difference between the green light start time and the cycle start time,
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finger coordination unit
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To middle
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The difference value of the green wave band central line and the green light starting time of each intersection;
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finger coordination unit
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To middle
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The travel time of each intersection;
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finger coordination unit
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To middle
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The distance by which the center line of the green band at each intersection is offset,
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finger coordination unit
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To middle
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The absolute phase difference of each intersection is calculated,
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finger coordination unit
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To middle
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Phase of each intersection
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The difference between the green light start time and the cycle start time,
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finger coordination unit
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To middle
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The difference value between the green wave band central line of each intersection and the green light starting time,
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is an integer variable.
The traffic signal coordination optimization model also comprises a travel time constraint:
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wherein the content of the first and second substances,
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finger coordination unit
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To middle
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The intersection reaches the first
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The distance between each of the intersections is equal to the distance between the intersections,
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finger coordination unit
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To middle
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The car green wave band design speed of the downstream road section of each intersection,
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refers to the reciprocal of the common period.
Green segment dependent variable constraint:
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wherein the content of the first and second substances,
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finger coordination unit
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To middle
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Whether the green band at each intersection is broken,
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finger coordination unit
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To middle
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Whether the green band at each intersection is broken,
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positive with big finger sizeThe constant number is a constant number,
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finger coordination unit
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To middle
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The distance by which the center line of the green band at each intersection is offset,
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finger coordination unit
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To middle
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The green wave band width of the cars on the downstream road section of each intersection,
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finger coordination unit
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To middle
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The width of the green wave band of the car at the downstream road section of each intersection.
Green band and actual traffic flow operational consistency constraints:
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wherein the content of the first and second substances,
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finger coordination unit
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To middle
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The difference value between the green wave band central line of each intersection and the green light starting time,
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finger coordination unit
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To middle
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The green wave band width of the cars on the downstream road section of each intersection,
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finger coordination unit
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To middle
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Whether the green band at each intersection is broken,
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finger coordination unit
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To middle
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At the first of each intersection
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The phase time of the individual phases is,
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then coordination unit
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To middle
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Every intersection adopts
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The phase structure scheme is adopted, and the phase structure scheme,
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finger coordination unit
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To middle
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The distance by which the center line of the green band at each intersection is offset,
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coordination unit
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To middle
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The difference between the green wave band central line of each intersection and the green light starting time. This constraint may result in a model with no solution.
The bandwidth is required to be restricted, under the supersaturation condition, the bandwidth cannot meet the requirement and is not suitable for green wave coordination, and in order to ensure that the model has a solution, the restriction is carried out under the supersaturation condition
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The green signal-to-noise ratio is taken,
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，
wherein the content of the first and second substances,
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finger coordination unit
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To middle
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The width of a green wave band of a car on a downstream road section of each intersection;
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coordination unit
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To middle
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Green wave band required bandwidth of downstream road section of intersection
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Wherein, in the step (A),
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is the saturation flow rate.
The constraint that the phase difference of each intersection in the coordination sub-period scheme in the coordination period is consistent is as follows:
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wherein the content of the first and second substances,
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representing intersections as decision variables
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The absolute phase difference of (a), in terms of the cycle start time,
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indicating intersection
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In that
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The absolute phase difference of the sub-periods is coordinated,
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indicating intersection
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In that
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Coordinating absolute phase differences of the subintervals.
The constraint that the same intersection has the same phase structure in the coordination period means that the same intersection uses the same phase structure in the coordination period, and the constraint is represented as follows:
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wherein the content of the first and second substances,
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indicating intersection
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It is coordinated at t1 whether the sub-period adopts the mth phase structure,
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indicating intersection
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At t2, it is coordinated whether the mth phase structure is selected or not in the sub-period
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Indicates that the m-th phase structure is selected when
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And indicates that the mth phase structure is selected.
Optionally, the green band location comprises a start time and an end time of a green band, the green band assurance constraints comprising:
for any intersection, the green light starting time of a coordination phase stage is less than or equal to the starting time of the green wave band, wherein the coordination phase stage is a phase stage facing each traffic flow when each intersection is subjected to coordination control;
a green light end time of the phase coordination phase is greater than or equal to an end time of the green band;
the period duration of the intersection is kept unchanged.
Specifically, as shown in fig. 2, taking an intersection with four phase stages as an example, assuming that the coordinated phase stage is the 3 rd phase stage, the time period before the coordinated phase stage is [0, p1+ p2+ w-0.5b ], where p1 is the first phase stage duration, p2 is the 2 nd phase stage duration, w is the duration from the start time of the green light to the center line of the green band, and b is the bandwidth of the green band. The phase is coordinated with a subsequent phase bit [ p1+ p2+ w +0.5b, cycle ], where cycle is the cycle duration.
In the optional embodiment, according to the current coordination control scheme of each intersection, the cycle duration and the phase difference of each intersection in the coordination control are kept unchanged, and the time of the phase coordination phase stage is constrained, so that the green wave band of the coordination control of each intersection cannot be damaged by the self-adaptive optimization of the intersection control scheme, and the smooth traffic in the sub-area is further ensured.
Optionally, the real-time traffic status data includes a green light duration, and the single point constraint condition includes:
for any intersection, on the basis of the preset basic green light time length, the allowable adjustment amount of the green light time length is within a preset range.
Specifically, the preset range may be preferably ± 30%, and the adjustment amount of the green light duration is constrained within the preset range, so as to ensure that the switching of the periodic-level signal scheme is continuously and smoothly transited in time as much as possible.
Optionally, the single point constraints further include a phase sequence constraint, a maximum minimum green constraint, an anti-overflow constraint, and a pedestrian red light constraint.
Specifically, the phase-sequence constraint includes ensuring that the phase-phase sequence at the intersection is unchanged, the maximum and minimum green constraints include a maximum green time and a minimum green time, the anti-overflow constraint includes that the length of an entrance lane at the intersection is greater than the length of a vehicle queue, and the pedestrian red light constraint includes a pedestrian red light time range. For any intersection, a signal timing scheme and the like of the intersection are restrained, congestion is reduced, and traffic efficiency is improved.
Optionally, the determining the traffic state of each intersection according to the real-time traffic state data, and generating the optimization objective of each intersection according to the traffic state includes:
for any intersection, comparing the real-time traffic state data with a corresponding preset threshold value;
judging the traffic state of the intersection according to the comparison result;
and searching an optimization target of the intersection in a preset corresponding relation according to the traffic state, wherein the corresponding relation comprises the traffic state and the optimization target which are in one-to-one correspondence, and the optimization target comprises minimum delay time and maximum throughput.
Specifically, the real-time traffic state data comprises saturation of each flow direction of the intersection and a speed index of an intersection entrance lane, the preset threshold comprises a saturation threshold and a speed threshold, the preset threshold can be determined according to a traffic state unblocked standard and a congestion standard, and the optimization target comprises minimum delay and maximum throughput.
For an intersection, when the saturation of any flow direction of the intersection is smaller than a saturation threshold and the speed index of any entrance lane is smaller than a speed threshold, the traffic state of the intersection is low in saturation, an empty condition exists, and the optimal target corresponding to the traffic state can be determined to be the minimum delay in the corresponding relation.
When the saturation of any flow direction of the intersection is smaller than the saturation threshold value and the speed index of the entrance lane is larger than or equal to the speed threshold value, the intersection is indicated to be low in saturation degree, partial flow is blocked from flowing out, the optimization target corresponding to the traffic state can be determined to be the minimum delay in the corresponding relation, and the control strategy comprises current limiting constraint and anti-overflow constraint.
When the 25 quantile of each flow direction saturation of the intersection is larger than or equal to the saturation threshold value and the speed index of any entrance way is smaller than the speed threshold value, the traffic state of the intersection is indicated as multi-flow direction high saturation, the entrance ways are unobstructed, and the optimal target corresponding to the traffic state can be determined to be the maximum throughput in the corresponding relation. The 25 quantiles of the saturation of each flow direction are 25 quantiles of the saturation of each flow direction, which are arranged from small to large.
When the 25 quantile of each flow direction saturation of the intersection is larger than or equal to the saturation threshold value and the speed index of the entrance lane is larger than or equal to the speed threshold value, the intersection is indicated that the traffic state is multi-flow direction high saturation and entrance lane congestion exists, the optimal target corresponding to the traffic state can be determined to be the maximum throughput in the corresponding relation, and the control strategy comprises current limiting constraint and anti-overflow constraint.
When the saturation of the flow direction is larger than the saturation threshold, the 25 quantile of each flow direction saturation is smaller than the saturation threshold, and the speed index of any entrance lane is smaller than the speed threshold, the traffic state of the intersection is represented as saturation unbalance, the optimization target corresponding to the traffic state can be determined to be the minimum delay in the corresponding relation, and the control strategy comprises saturation balancing.
When the saturation of the flow direction is larger than the saturation threshold, the 25 quantile of each flow direction saturation is smaller than the saturation threshold, and the speed index of the entrance lane is smaller than the speed threshold, the traffic state of the cross bank is represented as saturation unbalance or outflow obstruction, the optimization target corresponding to the traffic state can be determined to be the minimum delay in the corresponding relation, and the control strategy is current-limiting constraint and anti-overflow constraint.
In the optional embodiment, the corresponding optimization target is automatically selected according to different traffic states, the signal timing scheme of each intersection can be adaptively optimized according to actual road conditions and traffic flow changes, random fluctuation of the traffic flow is adapted, adaptive control of each intersection in the subarea is realized, the minimum delay time is selected as the optimization target according to specific traffic states, or the maximum throughput is selected as the optimization target according to actual traffic conditions, the applicability of coordinated control of the subareas is improved, the traffic guidance effect of the control scheme of the optimized intersection in various traffic states is improved, and the vehicle traffic rate of the intersection in different traffic states is effectively improved.
Optionally, the optimization objective further comprises that the adjustment amount of the green light duration is minimum.
Specifically, the primary optimization goal is to minimize the delay or the maximum pass, and on the basis of the secondary goal, the adjustment amount of the green duration is minimized, so that the adjustment of the green duration is minimized.
Optionally, the determining the control scheme of each intersection includes:
and optimizing the optimization target by taking the green light time of each phase of the intersection as a variable under the constraints of the green wave guarantee constraint and the single point constraint condition for any intersection to obtain a control scheme of the intersection.
Specifically, the control scheme of the intersection comprises signal timing data such as the cycle time length, the phase sequence, the green light time length of each phase and the phase difference between the adjacent intersections of the intersection.
As shown in fig. 3, another sub-region coordination adaptive control apparatus according to another embodiment of the present invention includes:
the acquisition module is used for acquiring real-time traffic state data and coordinated control signal timing data of each intersection of the calibration subarea;
the analysis module is used for solving a pre-established mixed integer linear programming model according to the signal timing data to obtain a green wave band position, wherein the mixed integer linear programming model is used for optimizing green wave bands during coordination control of all intersections in the calibration subarea;
the processing module is used for generating green wave guarantee constraints of each intersection according to the green wave band position and the signal timing data; generating single-point constraint conditions of the intersections according to the real-time traffic state data, respectively determining the traffic states of the intersections according to the real-time traffic state data, and generating optimization targets of the intersections according to the traffic states;
and the optimization module is used for optimizing according to the green wave guarantee constraint, the single-point constraint condition and the optimization target of each intersection and determining the control scheme of each intersection.
Another embodiment of the present invention provides a sub-region coordination adaptive control apparatus, which includes a memory and a processor; the memory for storing a computer program; the processor is configured to implement the sub-area coordination adaptive control method as described above when executing the computer program.
A further embodiment of the present invention provides a computer-readable storage medium having stored thereon a computer program, which, when executed by a processor, implements the sub-zone coordination adaptive control method as described above.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by a computer program, which can be stored in a computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. The storage medium may be a magnetic disk, an optical disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), or the like. In this application, the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment of the present invention. In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
Although the present disclosure has been described above, the scope of the present disclosure is not limited thereto. Various changes and modifications may be effected therein by one of ordinary skill in the pertinent art without departing from the spirit and scope of the present disclosure, and these changes and modifications are intended to be within the scope of the present disclosure.

Claims (10)

1. A method for adaptive control of sub-zone coordination, comprising:
acquiring real-time traffic state data and coordinated control signal timing data of each intersection of a calibration subarea;
solving by combining the signal timing data and a pre-established mixed integer linear programming model to obtain a green wave band position, wherein the mixed integer linear programming model is used for optimizing green wave bands of each intersection in the calibration sub-area during coordination control;
generating a green wave guarantee constraint of each intersection according to the green wave band position and the signal timing data; generating single-point constraint conditions of the intersections according to the real-time traffic state data, respectively determining the traffic states of the intersections according to the real-time traffic state data, and generating optimization targets of the intersections according to the traffic states;
optimizing according to the green wave guarantee constraint, the single-point constraint condition and the optimization target of each intersection, and determining a control scheme of each intersection.
2. The sub-zone coordinated adaptive control method according to claim 1, wherein the mixed integer linear programming model is optimized with a minimum number of times that the green zone is interrupted, a maximum bandwidth of the green zone, and a minimum offset of a center line of the green zone after the interruption.
3. The sub-regional coordination self-adaptive control method according to claim 2, wherein the signal timing data comprises coordination control period duration and coordination control phase difference, and the constraint conditions of the mixed integer linear programming model comprise period duration constraint, phase difference constraint, green wave zone position constraint, travel time constraint, green wave segmented related variable constraint, green wave zone and actual traffic flow operation consistency constraint, required bandwidth constraint under the supersaturation condition and constraint that the phase structures of the same intersection in a coordination control phase are the same, wherein the period duration constraint comprises that the period duration of each intersection is equal to the coordination control period duration, and the phase difference constraint comprises that the phase difference between every two adjacent intersections is equal to the coordination control phase difference.
4. The sub-zone coordinated adaptive control method according to claim 1, wherein the green band position includes a start time and an end time of a green band, and the green band guarantee constraint includes:
for any intersection, the green light starting time of a coordination phase stage is less than or equal to the starting time of the green wave band, wherein the coordination phase stage is a phase stage facing each traffic flow when each intersection is subjected to coordination control;
a green light end time of the phase coordination phase is greater than or equal to an end time of the green band;
the period duration of the intersection is kept unchanged.
5. The sub-zone coordinated adaptive control method according to any one of claims 1 to 4, wherein the real-time traffic status data comprises a green light time period, and the single point constraint condition comprises:
for any intersection, on the basis of the preset basic green light time length, the allowable adjustment amount of the green light time length is within a preset range.
6. The sub-zone coordinated adaptive control method according to claim 5, wherein the single point constraint conditions further comprise a phase-sequence constraint, a maximum-minimum-green constraint, an anti-overflow constraint and a pedestrian-red-light constraint.
7. The sub-area coordination adaptive control method according to any one of claims 1 to 4, wherein the determining the traffic state of each intersection according to the real-time traffic state data and the generating the optimization goal of each intersection according to the traffic state respectively comprises:
for any intersection, comparing the real-time traffic state data with a corresponding preset threshold value;
judging the traffic state of the intersection according to the comparison result;
and searching an optimization target of the intersection in a preset corresponding relation according to the traffic state, wherein the corresponding relation comprises the traffic state and the optimization target which are in one-to-one correspondence, and the optimization target comprises minimum delay time and maximum throughput.
8. The sub-zone coordinated adaptive control method according to any one of claims 1 to 4, wherein the determining the control scheme for each intersection comprises:
and optimizing the optimization target by taking the green light time of each phase of the intersection as a variable under the constraints of the green wave guarantee constraint and the single point constraint condition for any intersection to obtain a control scheme of the intersection.
9. A sub-region coordinated adaptive control apparatus, comprising:
the acquisition module is used for acquiring real-time traffic state data and coordinated control signal timing data of each intersection of the calibration subarea;
the analysis module is used for solving by combining the signal timing data and a pre-established mixed integer linear programming model to obtain a green wave band position, wherein the mixed integer linear programming model is used for optimizing a green wave band in the coordinated control of each intersection in the calibration subarea;
the processing module is used for generating green wave guarantee constraints of each intersection according to the green wave band position and the signal timing data; generating single-point constraint conditions of the intersections according to the real-time traffic state data, respectively determining the traffic states of the intersections according to the real-time traffic state data, and generating optimization targets of the intersections according to the traffic states;
and the optimization module is used for optimizing according to the green wave guarantee constraint, the single-point constraint condition and the optimization target of each intersection and determining the control scheme of each intersection.
10. A sub-region coordination adaptive control apparatus, comprising a memory and a processor;
the memory for storing a computer program;
the processor, when executing the computer program, is configured to implement the sub-zone coordination adaptive control method according to any one of claims 1 to 8.
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