CN113487868B - Bus dynamic speed guidance-standing station control-signal priority cooperative control method - Google Patents

Bus dynamic speed guidance-standing station control-signal priority cooperative control method Download PDF

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CN113487868B
CN113487868B CN202110772712.5A CN202110772712A CN113487868B CN 113487868 B CN113487868 B CN 113487868B CN 202110772712 A CN202110772712 A CN 202110772712A CN 113487868 B CN113487868 B CN 113487868B
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speed
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CN113487868A (en
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马万经
欧诗琪
王玲
余婧婷
刘圣月
马卓
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Tongji University
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    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
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    • G—PHYSICS
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    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
    • 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 a bus dynamic speed guidance-standing control-signal priority cooperative control method, which comprises the following steps: step S1, performing real-time bus speed guidance by adopting a bus section speed guidance algorithm; s2, establishing a bus priority demand calculation model to calculate the priority duration, the driving speed and the standing duration of the bus priority phase demand; and S3, establishing a signal priority optimization model considering buses and other social vehicles, and optimizing an intersection signal timing scheme on the premise of meeting the bus priority phase requirement. Compared with the prior art, the method has the advantages of high model robustness, real-time solving, priority effectiveness and the like, can effectively improve the non-stop passing rate of the bus, reduce the bus passing delay, ensure that the passing efficiency of social vehicles is not reduced, and provide higher-quality traffic service for the bus and the passengers of the social vehicles.

Description

Bus dynamic speed guidance-standing station control-signal priority cooperative control method
Technical Field
The invention relates to the field of mobile internet bus management and intersection signal control, in particular to a bus dynamic speed guidance-standing control-signal priority cooperative control method.
Background
In recent years, traffic gradually goes towards intellectualization and mobile interconnection, and the country highly pays attention to the development of the traffic industry. However, most of the existing methods only carry out signal parameter adjustment priority traffic control on the arrival of the bus at the intersection, or only propose bus suggested speed and signal priority control, and do not simultaneously propose optimization methods of road section speed guidance, station standing control and signal priority coordination. If speed guidance, station control and signal priority cooperative control can be simultaneously carried out on bus priority passage in a mobile internet environment, the influence on social vehicles can be further reduced, and the efficiency of a bus operation system is improved.
At present, the main control means of the bus priority strategy at the dynamic intersection comprises signal lamp green light extension, red light early breaking, phase insertion, speed guidance and standing control. But no method for simultaneously optimizing intersection signal control parameters, speed guidance and station control exists, coordination among various control means is lacked, the bus priority benefits brought by linkage of various control means are difficult to fully develop, and even the result of priority ineffectiveness is possibly caused by no coordination in practical application.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a bus dynamic speed guidance-standing control-signal priority cooperative control method.
The purpose of the invention can be realized by the following technical scheme:
a bus dynamic speed guidance-standing control-signal priority cooperative control method comprises the following steps:
step S1, performing real-time bus speed guidance on the road section according to the road section station setting condition, the real-time bus position and the downstream intersection signal lamp real-time scheme by adopting a bus road section speed guidance algorithm;
s2, establishing a bus priority demand calculation model, and calculating the priority duration, the driving speed and the stop duration of the bus priority phase demand according to the bus real-time position and the signal lamp real-time schemes of a plurality of downstream intersections when the bus enters the intersection range;
and S3, establishing a signal priority optimization model considering the public transport and other social vehicles, and optimizing an intersection signal timing scheme on the premise of meeting the public transport priority phase requirement.
The distance d from leaving the internal area of the upstream intersection to reaching the stop line of the next intersection is the specific road section c The road section and station setting condition is that whether a stop station is arranged on a road section where the bus runs or not, the real-time position of the bus is the position of the bus and a stop line of a downstream intersection at the current moment, and the downstream intersectionThe signal lamp real-time scheme specifically comprises the current periods, phase time lengths and phase differences of all downstream intersections in a subarea where the bus runs, the bus priority requirement specifically comprises the time for the bus passing phase green light of the downstream intersection where the bus runs to start early and the time for the green light to extend, the stop time length specifically means the time for the bus to stop at a stop additionally after the bus stops to complete the service of getting on and off passengers, the specific positions of all downstream intersections in the subarea where the bus runs are in the existing background signal coordination scheme, the specific positions of all intersections in the downstream of the bus running direction have the difference value between the first phase starting time in the background signal coordination scheme and the first phase starting time of the first intersection in the subarea.
The step S1 specifically includes the following steps:
step S11, obtaining the current bus speed v c And the bus priority phase state at the current moment;
step S12, calculating the maximum speed of the bus accelerated to the road section by the uniform acceleration movement
Figure BDA0003154436690000022
Time t from later uniform speed driving to parking line a And the time T of the arrival of the stop line in the cycle A Then, there are:
Figure BDA0003154436690000021
wherein d is the distance between the current position of the bus and the stop line of the downstream intersection, mod (·) is a complementation function, a m The maximum acceleration of the bus is obtained;
step S13, when the fastest arriving stop line is at the time T in the cycle A Before the green light is turned on or after the green light is finished, namely after the red light is started, the maximum speed of the bus passing through the green light is taken as the guiding speed, and if the maximum speed reaches the stop line, the stop line is at the time T in the period A In the green light period, the guiding speed is the maximum speed of the road section
Figure BDA0003154436690000023
In step S13, the maximum speed of the bus passing through the sub-road section during the green light period
Figure BDA0003154436690000024
The method for determining the guiding speed by starting to traverse the speed integer value one by one to calculate the bus passing time specifically comprises the following steps:
step S131 of initializing a target vehicle speed v try For maximum speed of road section
Figure BDA0003154436690000038
Step S132, according to the target vehicle speed v try Current bus speed v c Including the time T of the current time in the cycle C And calculating the time T of the bus reaching the stop line in the period according to the period C A ；
Step S133, when the time of the bus reaching the stop line is at the time T in the period A Later than the earliest green light starting time and earlier than the latest red light starting time, the maximum target vehicle speed v passing through the intersection just in the green light period try As the guide speed, otherwise, performing step S134;
step S134, judging the current target vehicle speed v try Whether or not less than the minimum speed of the road section
Figure BDA0003154436690000037
If yes, the bus does not reach the proper speed of the stop line in the green light period, and if not, the bus is enabled to be v try ＝v try After-1, return to step S132.
In the step S132, the step of,
when the current bus speed v c Greater than target vehicle speed v try Then, the time t for the bus to uniformly decelerate to the target speed and then to uniformly drive to the stop line is calculated a And calculating the time T of the time of the bus reaching the stop line in the period A Then, there are:
Figure BDA0003154436690000031
when the current bus speed v c Not greater than target vehicle speed v try Then, the time t for the bus to uniformly accelerate to the target speed and then to uniformly drive to the stop line is calculated a And calculating the time T of the time of the bus reaching the stop line in the period A Then, there are:
Figure BDA0003154436690000032
wherein d is the distance between the current position of the bus and the stop line of the downstream intersection, and mod (·) is a remainder function.
The step S2 specifically includes the following steps:
step S21, calculating the maximum early starting time of the green light of the bus priority phase according to the shortest green light time of other phases
Figure BDA0003154436690000033
And maximum extension time
Figure BDA0003154436690000034
Then there are:
Figure BDA0003154436690000035
Figure BDA0003154436690000036
Figure BDA0003154436690000041
wherein,
Figure BDA0003154436690000042
the shortest green time of phase j, the intersection signal control period C, q j Is the flow of the traffic stream corresponding to phase j, s is the saturated flow of the lane, e j Number of lanes, f, corresponding to phase j j Is phase j green time, L g The time is lost for the green light,
Figure BDA0003154436690000043
minimum green time of semaphore phase j x Is a bus priority phase number, f j The current green light time corresponding to the phase is J, and the J is the phase number of the last phase of the bus priority phase ring;
step S22, in order to ensure the effectiveness of bus priority, the maximum early starting time length T of the bus priority phase of the current intersection is calculated according to the earliest green light starting time and the latest green light ending time of the priority phases of all downstream intersections in the subarea p,s And a maximum extension time period T p,e Then, there are:
Figure BDA0003154436690000044
Figure BDA0003154436690000045
Figure BDA0003154436690000046
Figure BDA0003154436690000047
wherein, T G,i Is the green light starting time of the downstream intersection i, t c,i For the travel time, o, from the current intersection to the downstream intersection i i Is the absolute phase difference of a downstream intersection i, o c Is the absolute phase difference, T, at the current intersection R,i The red light starting time of the downstream intersection i is the green light ending time;
step S23, for each bus, firstly detecting whether the bus can pass under the condition of not carrying out signal priority, if so, the signal priority requirement of the bus is zero, and if not, calculating the green light early starting time required by the bus priority
Figure BDA0003154436690000048
Prolonged time
Figure BDA0003154436690000049
And a corresponding recommended vehicle speed and recommended stop time.
The step S23 specifically includes the following steps:
step S231, when the guiding speed can be calculated in step S13, the bus can pass through the current intersection under the condition of not giving signal priority, and the maximum speed v of the bus which can pass through the current intersection in the green light section is obtained b If the guiding speed cannot be calculated in step S13, determining whether the current state of the intersection is a green light and does not flicker, if so, performing step S232, and if not, performing step S233;
step S232, according to the time T of the arriving stop line in the cycle A Calculating the extended green light duration at the fastest speed
Figure BDA00031544366900000410
T G The time length of the green light prolonged at the fastest speed is judged for the moment that the bus priority phase green light starts in the period
Figure BDA00031544366900000411
Whether or not greater than the maximum extension time
Figure BDA00031544366900000412
If yes, acquiring the green light extension time required by the bus priority
Figure BDA00031544366900000413
Suggested vehicle speed
Figure BDA00031544366900000414
Suggesting a standing time h bus If not, the bus can not pass through the green light in a prolonged way without stopping the bus, and the signal priority is not carried out;
step S233, according to the time T of the arriving stop line in the cycle A Calculating the time length of the early-started green light at the fastest speed
Figure BDA0003154436690000051
T R The green light duration f of early starting at the fastest speed is judged for the moment when the red light starts in the period s,bus Whether or not it is not greater than the maximum early start time
Figure BDA0003154436690000052
If yes, acquiring the green light early starting time required by bus priority
Figure BDA0003154436690000053
Suggested vehicle speed
Figure BDA0003154436690000054
Suggesting a standing time h bus If not, the early starting time of the green light is set as the maximum early starting time length, and the running speed v of the bus reaching the stop line right after the green light starts is calculated bus,try Then, step S234 is carried out;
step S234, judgment v bus,try Whether or not less than the maximum speed of the road section
Figure BDA0003154436690000055
If not, acquiring the green light early starting time required by the bus priority
Figure BDA0003154436690000056
Suggested vehicle speed v bus ＝v bus,try Suggesting a standing time h bus If yes, the green light early starting time length is still the maximum early starting time length, and the minimum speed of the bus in the road section is calculated according to the step 13
Figure BDA0003154436690000057
At the periodic time T for the target speed to reach the stop line A Step S235 is performed;
step S235, judging the required standing time h bus,try Whether or not it is less than or equal to the maximum station time
Figure BDA0003154436690000058
If yes, acquiring the green light early starting time required by the bus priority
Figure BDA0003154436690000059
Suggested vehicle speed
Figure BDA00031544366900000510
Suggesting a standing time h bus ＝h bus,try And if so, the bus can not pass through without stopping through cooperative optimization.
In step S3, the bus priority demand calculation model aims at minimizing the delay of the social vehicles, and establishes the signal timing parameter constraint considering the bus demand and other social vehicles.
The bus priority demand calculation model has the objective function as follows:
Figure BDA00031544366900000511
Figure BDA00031544366900000512
wherein D is car In order to delay the overall delay of the social vehicle,
Figure BDA00031544366900000513
delaying the social vehicles corresponding to the entrance lane a,
Figure BDA00031544366900000514
Figure BDA00031544366900000515
are respectively an inletAverage flow of straight-going, left-turning and right-turning social vehicles on road a, w s The weather reduction factor for the vehicle saturation flow rate,
Figure BDA00031544366900000516
the number of straight, left-turn and right-turn lanes, s, of the entrance lane a t 、s l 、s r The saturated flow rates of a straight special channel, a left-turning special channel and a right-turning special channel respectively,
Figure BDA00031544366900000517
the actual red light time periods of straight going, left turning and right turning of the entrance way a are respectively,
Figure BDA00031544366900000518
) The initial red light time lengths of straight running, left turning and right turning of the entrance way a are respectively, and P is the average passenger carrying number of the social vehicles including a driver.
The constraint conditions of the bus priority demand calculation model comprise:
constraint C1: signal priority constraint of bus demand;
constraint C2: the double-ring eight-phase signal control constraint specifically comprises the following steps:
constraint C2-1: the sum of the phase 1, the phase 2, the phase 3 and the phase 4 is a fixed period duration;
constraint C2-2: the sum of phase 1 plus phase 2 is equal to the sum of phase 5 plus phase 6, and is the time length of one ring;
constraint C2-3: the sum of phase 3 plus phase 4 equals the sum of phase 7 plus phase 8, which is the time length of one ring;
constraint C3: the end times of phase 2 and phase 6 are equal;
constraint C4: considering phase duration constraint after phase early start and extension;
constraint C5: the start times of phase 1 and phase 5 are unchanged;
constraint C6: constraints of early start and extension between adjacent phases;
constraint C7: the upper and lower limits of phase early start extension;
constraint C8: the corresponding relation between the phase time and the time of the traffic light flowing to the entrance way;
constraint C9: constraint of early start time of the next phase at the current time;
constraint C10: currently during the green flash.
Compared with the prior art, the invention has the following advantages:
one, linkage of multiple control means: the invention fills the blank of the prior method, and utilizes the method based on the combination of rules and mathematical programming to cooperatively optimize the problems of bus dynamic speed guidance, station control and signal priority. Compared with the existing method, the method covers more kinds of control means, excavates greater bus priority potential and provides better service for traffic participants.
Secondly, the solving efficiency is high: the rule-based bus section speed guidance algorithm and the bus priority demand calculation model are high in solving efficiency, the signal priority optimization method is linear programming, a linear programming solver can be directly used for solving, and compared with a complex solving process of nonlinear programming, the method established by the invention is convenient and high in solving efficiency, and is beneficial to dynamic real-time calling of practical application varieties.
Thirdly, the model can be migrated: the collaborative optimization method established by the invention has mobility, and calculation modules in the collaborative optimization method can be changed, for example, the calculation of social vehicle delay can be calculated by adopting a method based on traffic waves.
Drawings
FIG. 1 is a flow chart of the present invention.
Fig. 2 is a flow chart for calculating the maximum speed of the bus passing through the green light.
Fig. 3 is a flow chart for calculating the green light early start time/extension time and the guiding vehicle speed and the standing time required by the bus priority.
Fig. 4 is a schematic diagram of dual ring eight phases.
FIG. 5 is a schematic diagram of a delay triangle.
Detailed Description
The invention is described in detail below with reference to the figures and the specific embodiments. The present embodiment is implemented on the premise of the technical scheme of the present invention, and a detailed implementation manner and a specific operation process are given, but the protection scope of the present invention is not limited to the following embodiments.
Examples
As shown in fig. 1, the present invention provides a bus dynamic speed guidance-stop control-signal priority cooperative control method, which is based on the following premises: the method comprises the following steps that a bus, a plurality of continuous intersections and a bus station are adopted, and the real-time position information of the bus can be acquired:
step S1: establishing a bus road speed guiding algorithm, and performing real-time bus speed guiding on a road section according to road section station setting conditions, bus real-time positions and downstream intersection signal lamp real-time schemes;
step S2: establishing a bus priority demand calculation model, and calculating priority time, running speed and standing time required by a bus priority phase according to the real-time positions of buses and signal lamp real-time schemes of a plurality of downstream intersections when the buses enter the range of the intersections;
step S3: and (4) establishing a signal priority optimization method considering buses and other social vehicles, and optimizing an intersection signal timing scheme on the premise of meeting the bus priority requirement calculated in the step S2.
Specifically, the method comprises the following steps:
in step S1, the link is a distance d from leaving the internal area of the upstream intersection to reaching the stop line of the next intersection c To the position of (1); the road section station setting condition is whether a stop station is arranged on a road section where the bus runs; the bus real-time position is the position of a stop line of a bus and a downstream intersection at the current moment; the real-time scheme of the signal lamps of the downstream intersections is the current period, the phase duration and the phase difference of all the downstream intersections in the sub-area where the bus runs.
All downstream intersections in the sub-area where the bus runs are all intersections in the downstream of the bus running direction in the sub-area where the bus running road section is located in the existing background signal coordination scheme; the phase difference refers to the difference between the first phase starting time in the existing background signal coordination scheme and the first phase starting time of the first intersection in the subarea.
In step S2, the bus priority requirement is the time for the bus passing phase at the downstream intersection where the bus is traveling to start the green light early and extend the green light; the stop duration is the time for the bus to additionally stop at the stop after the bus finishes the service of getting on and off passengers at the stop; the intersection range is that the distance between the bus and the intersection is less than a threshold value
Figure BDA0003154436690000071
The threshold value
Figure BDA0003154436690000072
The calculation formula is as follows for the distance traveled by the bus in one cycle at the maximum speed:
Figure BDA0003154436690000081
wherein C is the signal control period when the bus is about to arrive at the intersection,
Figure BDA0003154436690000082
the maximum speed limit of the bus driving road section is obtained.
In step S3, the other social vehicles are social vehicles passing through the intersection except for public transportation, including but not limited to cars, passenger vehicles, and freight vehicles; the intersection signal timing scheme is optimized by adjusting and optimizing the starting time and the ending time of each phase in intersection signal timing.
The following detailed description of the steps
The bus section speed guiding algorithm in the step S1 comprises the following steps:
step S1-1: inputting the current bus speed v c The bus priority phase state at the current moment (including the moment T of the current moment in the cycle) C (unit: second), the time T of the bus priority phase green light starting in the cycle G (unit: second), time T of the red light start in the cycle R (unit: second) and bus priority phase green light maximum early starting time
Figure BDA0003154436690000086
Bus priority phase green light maximum extension time
Figure BDA0003154436690000087
Period C (unit: second)), maximum advance t of bus priority phase s (unit: second) and maximum extension time t e (unit: second), maximum of road section travel
Figure BDA0003154436690000088
(unit: m/s)/minimum speed
Figure BDA0003154436690000089
(unit: m/s) and maximum acceleration a of public transport vehicle m (unit: m/s) 2 ) The distance d (unit: rice);
step S1-2: calculating the time t from the uniform acceleration of the bus to the highest speed and the uniform speed to the stop line a (unit: second), and the time T in the cycle of arrival of the stop line A (unit: sec), the calculation formula is:
Figure BDA0003154436690000083
step S1-3: if the fastest arrival stop line is at time T in the cycle A Before the green light is turned on (T) A ≤T G ) Or after the end of the green light, i.e. after the start of the red light (T) A ≥T R ) Calculating the maximum speed of the bus passing through the green light period as a guiding speed; if the fastest arrival stop line is at time T in the cycle A Fastest during green light period
Figure BDA0003154436690000084
The speed guidance is the maximum speed of the road section
Figure BDA00031544366900000810
Calculating the maximum speed of the bus passing during the green light period, and calculating the maximum speed of the bus passing through the green light period
Figure BDA0003154436690000085
The vehicle passing time is calculated to determine the guiding speed by traversing the speed integer value, and the specific calculation flow is shown in fig. 2.
The bus priority demand calculation model in the step S2 comprises the following steps:
step S2-1: and calculating the maximum value of the early start and the extension of the green light of the bus priority phase according to the shortest green light time of other phases.
The green light with the shortest phase is taken as an input parameter, and the shortest green light time is calculated according to the maximum saturation allowed under the actual flow and the phase j of the shortest green light time of the annunciator
Figure BDA0003154436690000091
The formula of (1) is as follows:
Figure BDA0003154436690000092
the calculation principle is the ratio of the actual passing traffic flow to the maximum passing traffic flow; wherein C is the cross signal control period, q j Is the flow of the traffic stream corresponding to phase j, s is the saturated flow of the lane, e j Is the number of lanes, f, corresponding to phase j j Is the phase green time, L g The time is lost for the green light,
Figure BDA0003154436690000093
the shortest green time for the semaphore phase.
The maximum green light early starting time of the bus priority phase is the sum of the current green light time lengths of all phases before the coordination phase minus the sum of the shortest green light time lengths of all phases before the coordination phase; the maximum green time delay time of the bus priority phase is the sum of the current green time lengths of all phases after the coordination phase minus the sum of the shortest green time lengths of all phases after the coordination phase, and the calculation formula is as follows:
Figure BDA0003154436690000094
Figure BDA0003154436690000095
wherein,
Figure BDA0003154436690000096
the maximum green light early starting time j of the bus priority phase x Is a bus priority phase number, f j For the current green light duration for the phase,
Figure BDA0003154436690000097
the time is prolonged for the maximum green light of the bus priority phase, and J is the phase number of the last phase of the ring where the bus priority phase is located.
Step S2-2: in order to ensure the effectiveness of bus priority, the maximum early starting time and the maximum prolonging time of the bus priority phase at the current intersection are calculated according to the earliest green light starting time and the latest green light ending time of the priority phases at all downstream intersections in the sub-area.
Earliest green light starting time of i-priority phase of downstream intersection
Figure BDA0003154436690000098
And the latest green light end time
Figure BDA0003154436690000099
The calculation formula is as follows:
Figure BDA00031544366900000910
Figure BDA00031544366900000911
wherein, T G,i Of downstream crossing iGreen light start time, t c,i Indicates the travel time, o, from the current intersection (the intersection to be reached) to the downstream intersection i i Absolute phase difference of downstream intersection i, o c Absolute phase difference, T, at the current intersection R,i And indicating the red light starting time of the downstream intersection i, namely the green light ending time. The principle is that the time corresponding to the earliest starting time and the latest ending time when the bus arrives at the green light of the downstream intersection i and leaves the intersection is calculated according to the road section forming time and the phase difference between different intersections.
The method comprises the steps of considering the earliest green light starting time and the latest green light ending time of all downstream intersections in a subregion, and calculating the maximum early starting time T of the bus priority phase of the intersection at the current intersection p,s And a maximum extension time period T p,e The following are:
Figure BDA0003154436690000101
Figure BDA0003154436690000102
step S2-3: for each bus, it is first checked whether the bus can pass without giving priority to the signal. If yes, the signal priority requirement of the bus is zero; if not, further calculating the early-on time of the green light required by the priority of the public traffic
Figure BDA0003154436690000103
And extended time
Figure BDA0003154436690000104
And corresponding guide vehicle speed and standing time. The specific computational logic is shown in fig. 3. In fig. 3, the thick line frame is the final result calculated under different conditions, including the early start of the green light of the bus, the extended duration requirement, the recommended speed, and the recommended stop time.
The signal priority optimization method considering the bus demand and other social vehicles in the step S3 comprises the following steps:
step S3-1: and establishing a target function of a signal priority optimization method considering public transport requirements and other social vehicles. The goal of the optimization model is to minimize social vehicle delays, as shown in the following equation:
minD car
wherein D is car Is a total delay for social vehicles.
Step S3-2: and establishing signal timing parameter constraint considering public transportation requirements and signal priority optimization methods of other social vehicles. According to the output of the trunk line coordination optimization model, the signal timing of each intersection is controlled by a double-ring eight-phase signal as shown in fig. 4. In fig. 4, phases 1 to 8 represent traffic flows in different directions in different inlet lanes, ring 1 includes phases 1 to 4, ring 2 includes phases 5 to 8, and ring 1 and ring 2 start and end simultaneously, and each phase includes a green duration, a yellow duration, and a full red duration for that phase. Wherein the yellow light duration and the full red duration are the emptying time. In order to ensure that the trunk signals are coordinated all the time, the optimization model finely adjusts the starting time and the ending time of each phase on the premise of not causing the change of the signal period.
The constraint includes:
constraint C1: signal priority constraints of bus demand. And according to the signal priority duration of the bus requirement calculated in the step S2-3, constraining the phase change to meet the priority requirement. For example, if the bus proposes that the priority phase needs to be started early for 5 seconds, the corresponding priority phase needs to be established for at least 5 seconds, as shown below:
Figure BDA0003154436690000111
Figure BDA0003154436690000112
wherein,
Figure BDA0003154436690000113
representing the phase of phase jDuration of early start, I a And showing the bus phase number corresponding to the entrance road a.
Constraint C2: the dual-loop eight-phase signal control should satisfy the following constraints:
constraint C2-1: the sum of phase 1, phase 2, phase 3 and phase 4 is a fixed period duration as follows:
Figure BDA0003154436690000114
constraint C2-2: the sum of phase 1 plus phase 2 is equal to the sum of phase 5 plus phase 6, which is the time length of one loop, as follows:
f 1 +f 2 ＝f 5 +f 6
constraint C2-3: the sum of phase 3 plus phase 4 equals the sum of phase 7 plus phase 8 for one loop time length as follows:
f 3 +f 4 ＝f 7 +f 8
constraint C3: phase 2 is equal to the end of phase 6, since the dual ring eight phase specifies that the end of phase 2 is equal to the end of phase 6, the extension of phase 2 is equal to the extension of phase 6, and the early start of phase 3 is equal to the early start of phase 7, as follows:
Figure BDA0003154436690000115
Figure BDA0003154436690000116
wherein,
Figure BDA0003154436690000117
the phase representing phase j is extended in duration.
Constraint C4: and considering phase duration constraint after phase early start and extension. Phase duration f of adjusted phase j j Initial phase duration equal to phase j
Figure BDA0003154436690000118
Adding the early start time of the phase, adding the extended time of the phase, subtracting the extended time of the previous phase, and subtracting the early start time of the next phase as follows:
Figure BDA0003154436690000119
Figure BDA00031544366900001110
Figure BDA00031544366900001111
Figure BDA0003154436690000121
Figure BDA0003154436690000122
constraint C5: the start times of phase 1 and phase 5 are unchanged. Since the signal period cannot be changed and the start time of the phase 1 and the phase 5 is fixed, the early start time of the phase 1 and the phase 5 should be 0, and the extension time of the phase 4 and the phase 8 should be 0, as follows:
Figure BDA0003154436690000123
Figure BDA0003154436690000124
Figure BDA0003154436690000125
Figure BDA0003154436690000126
constraint C6: early start and prolonged constraint between adjacent phases. For two adjacent phases, the delay of 6 for the previous phase cannot be implemented simultaneously with the early start of the next phase, i.e. either one is zero, as follows:
Figure BDA0003154436690000127
Figure BDA0003154436690000128
introduction of a variable of 0 to 1
Figure BDA0003154436690000129
And
Figure BDA00031544366900001210
the constraints are linearized as follows:
Figure BDA00031544366900001211
Figure BDA00031544366900001212
Figure BDA00031544366900001213
Figure BDA00031544366900001214
Figure BDA00031544366900001215
Figure BDA00031544366900001216
wherein,
Figure BDA00031544366900001217
ensure that
Figure BDA00031544366900001218
Otherwise
Figure BDA00031544366900001219
Ensure that
Figure BDA00031544366900001220
Otherwise
Figure BDA00031544366900001221
Constraint C7: the phase starts the extended upper and lower limits early. The phase duration extension and early start should be within the upper and lower limits as follows:
Figure BDA00031544366900001222
Figure BDA00031544366900001223
constraint C8: the corresponding relation between the phase time length and the time length of the traffic light flowing to the entrance channel. The duration of each phase corresponds to the duration of the traffic lights in each flow direction of each entrance lane, and since the vehicles are still emptied inside the intersection during the yellow light period, the yellow light is considered to belong to a part of the duration of the green light, as follows:
Figure BDA0003154436690000131
Figure BDA0003154436690000132
Figure BDA0003154436690000133
Figure BDA0003154436690000134
wherein,
Figure BDA0003154436690000135
indicates the actual green time duration, j, of the flow direction m of the inlet channel a a,m Indicates the phase number corresponding to the flow direction m of the inlet channel a, t ar The duration of the full red is referred to as the full red duration,
Figure BDA0003154436690000136
the initial green time period for inlet lane a to flow to m,
Figure BDA0003154436690000137
the actual red light duration when the inlet channel a flows to m,
Figure BDA0003154436690000138
the initial red light duration of the inlet passage a flowing to m.
Constraint C9: and the early starting time length of the next phase at the current time is limited. Since ring 1 and ring 2 start and end at the same time, the constraints of ring 1 and ring 2 need to be written separately. For ring 1, the current time is located at the current phase if it is
Figure BDA0003154436690000139
Before finishing
Figure BDA00031544366900001310
Second, the next phase
Figure BDA00031544366900001311
Cannot be greater than
Figure BDA00031544366900001312
Second, the full red time, the yellow time and the green flashing time are required to be reserved; for ring 2, the current time is located at the current phase if it is
Figure BDA00031544366900001313
Before finishing
Figure BDA00031544366900001314
Second, the next phase
Figure BDA00031544366900001315
Cannot be longer than
Figure BDA00031544366900001316
Second, it is also necessary to set aside the full red time, yellow time and green flashing time. As follows:
Figure BDA00031544366900001317
Figure BDA00031544366900001318
wherein t is y Time of yellow light, t b Indicating the green light flashing time.
Constraint C10: currently during the green flash. For ring 1, if the current time is in the current phase
Figure BDA00031544366900001319
If the green flash is already performed at the end of (and the phase time of the current phase is not zero), the current phase is not allowed to be extended, and the next phase is not allowed to be started early; for ring 2, if the current time is in the current phase
Figure BDA00031544366900001320
Has performed a green flash, the current phase is not allowed to be extended and the next phase is not allowed to be started early. As follows:
Figure BDA00031544366900001321
Figure BDA0003154436690000141
Figure BDA0003154436690000142
Figure BDA0003154436690000143
step S3-3: and establishing a signal priority optimization method for considering the bus demand and other social vehicles, namely social vehicle delay constraint. The social vehicle delay is the sum of the social vehicle delays of all entrance lanes at the intersection, as shown below:
Figure BDA0003154436690000144
wherein
Figure BDA0003154436690000145
And delaying social vehicles corresponding to the finger entrance a. The social vehicle delays at the approach are calculated using the delay triangles, which are shown in fig. 5. In FIG. 5, social vehicles arrive at the intersection during the red light forming a queue, with a slope of the flow q to the vehicles at the approach lane; after the green light is turned on, the queue begins to dissipate, and the speed (i.e. slope) of the dissipation is the total saturation flow rate, i.e. the number e of lanes corresponding to the dissipation multiplied by the saturation flow rate s of one lane. Thus, the delay of a social vehicle in one cycle is the time the queued vehicle is multiplied by its waiting time, i.e. the graphThe area of the middle shaded portion. Finally, the delay (shaded portion area) of a social vehicle also needs to be multiplied by the average number of passengers per social vehicle, as follows:
Figure BDA0003154436690000146
wherein,
Figure BDA0003154436690000147
mean flow rate of straight (left/right turn) social vehicles, w, of the finger entry a s The weather reduction coefficient of the saturated flow rate of the automobile,
Figure BDA0003154436690000148
number of straight (left/right turn) lanes, s, of finger entry lane a t (s l /s r ) Refers to the saturation flow rate of a straight (left/right turn) lane,
Figure BDA0003154436690000149
the actual red light duration indicating the straight-going (left/right turn) of the entrance lane a,
Figure BDA00031544366900001410
the initial red light duration for the straight-going (left/right turn) of the entrance lane a.
In conclusion, under the background of continuous development of the mobile interconnection technology, the invention can simultaneously and cooperatively apply a plurality of control means to realize the prior passage of the public transport, reduce the negative influence on social vehicles and further improve the traffic operation efficiency and the service quality.

Claims (5)

1. A bus dynamic speed guidance-stop control-signal priority cooperative control method is characterized by comprising the following steps:
step S1, a bus road speed guiding algorithm is adopted to conduct real-time bus speed guiding on a road section according to road section stop setting conditions, bus real-time positions and downstream intersection signal lamp real-time schemes, and the step S1 specifically comprises the following steps:
step S11, obtaining the current bus speed v c And the bus priority phase state at the current moment;
step S12, calculating the maximum speed of the bus accelerated to the road section by the uniform acceleration movement
Figure FDA0003643702710000011
Time t from later uniform speed driving to stop line a And the time T of the arrival of the stop line in the cycle A Then, there are:
Figure FDA0003643702710000012
T A ＝mod(T C +t a ，C)
wherein d is the distance between the current position of the bus and a stop line of a downstream intersection, mod (-) is a complementation function, a m Maximum acceleration, T, of the bus C The time of the current time in the period, C is the period;
step S13, when the fastest arriving stop line is at the time T in the cycle A Before the green light is turned on or after the green light is finished, namely after the red light is started, the maximum speed of the bus which can pass through the green light is taken as the guiding speed, and if the bus reaches the stop line at the fastest time T in the period A During the green light period, the guiding speed is the maximum speed of the road section
Figure FDA0003643702710000013
Maximum speed of bus passing through road section during green light
Figure FDA0003643702710000014
The method for determining the guiding speed by starting to traverse the speed integer value one by one to calculate the bus passing time specifically comprises the following steps:
step S131 of initializing a target vehicle speed v try For maximum speed of road section
Figure FDA0003643702710000015
Step S132, according to the target vehicle speed v try Current bus speed v c Including the time T of the current time in the cycle C And calculating the time T of the bus reaching the stop line in the period according to the period C A When the current bus speed v c Greater than target vehicle speed v try Then, the time t for the bus to uniformly decelerate to the target speed and then to uniformly drive to the stop line is calculated a And calculating the time T of the time of the bus arriving at the stop line in the period according to the time T A Then, there are:
Figure FDA0003643702710000016
T A ＝mod(T C +t a ，C)
when the current bus speed v c Not greater than target vehicle speed v try Then, the time t for the bus to uniformly accelerate to the target speed and then to uniformly drive to the stop line is calculated a And calculating the time T of the time of the bus reaching the stop line in the period A Then, there are:
Figure FDA0003643702710000021
T A ＝mod(T C +t a ，C)
wherein d is the distance between the current position of the bus and a stop line of a downstream intersection, and mod (·) is a remainder function;
step S133, when the time of the bus reaching the stop line is at the time T in the period A Later than the earliest green light starting time and earlier than the latest red light starting time, the maximum target vehicle speed v passing through the intersection just in the green light period try As the guide speed, otherwise, performing step S134;
step S134, judging the current target vehicle speed v try Whether or not less than the minimum speed of the road section
Figure FDA0003643702710000022
If yes, the bus does not have proper speed for reaching the stop line in the green light period, and if not, the bus is enabled to be v try ＝v try After-1, return to step S132;
s2, establishing a bus priority demand calculation model, and calculating the priority duration, the driving speed and the stop duration of the bus priority phase demand according to the bus real-time position and the signal lamp real-time schemes of a plurality of downstream intersections when the bus enters the intersection range, wherein the bus priority demand calculation model specifically comprises the following steps:
step S21, calculating the maximum early starting time of the green light of the bus priority phase according to the shortest green light time of other phases
Figure FDA0003643702710000023
And maximum extension time
Figure FDA0003643702710000024
Then there are:
Figure FDA0003643702710000025
Figure FDA0003643702710000026
Figure FDA0003643702710000027
wherein,
Figure FDA0003643702710000028
the shortest green time of phase j, the intersection signal control period C, q j Is the flow of the traffic stream corresponding to phase j, s is the saturated flow of the lane, e j Number of lanes, f, corresponding to phase j j Is phase j green time, L g Is a green lightThe time is lost and the time is lost,
Figure FDA0003643702710000029
minimum green time of annunciator phase j x Is a bus priority phase number, f j The current green light time corresponding to the phase is J, and the J is the phase number of the last phase of the bus priority phase ring;
step S22, in order to ensure the effectiveness of bus priority, the maximum early starting time T of the bus priority phase at the current intersection is calculated according to the earliest green light starting time and the latest green light ending time of the priority phases at all downstream intersections in the subarea p，s And a maximum extension time period T p，e Then, there are:
Figure FDA00036437027100000210
Figure FDA0003643702710000031
Figure FDA0003643702710000032
Figure FDA0003643702710000033
wherein, T G，i Is the green light starting time of the downstream intersection i, t c，i For the travel time, o, from the current intersection to the downstream intersection i i Is the absolute phase difference of a downstream intersection i, o c Is the absolute phase difference of the current intersection, T R，i The red light starting time of the downstream intersection i is the green light ending time;
step S23, for each bus, firstly detecting whether the bus can pass under the condition of not giving priority to the signal, if so, the signal priority requirement of the bus is zero, and if so, the bus signal priority requirement is zeroIf not, calculating the green light early starting time required by the bus priority
Figure FDA0003643702710000034
Prolonged time
Figure FDA0003643702710000035
And the corresponding recommended vehicle speed and the recommended station-parking time specifically comprise the following steps:
step S231, when the guiding speed can be calculated in step S13, the bus can pass through the current intersection under the condition of not giving signal priority, and the maximum speed v at which the bus can pass through the current intersection in the green light section is obtained b If the guiding speed cannot be calculated in step S13, determining whether the current state of the intersection is a green light and does not flicker, if so, performing step S232, and if not, performing step S233;
step S232, according to the time T of the arriving stop line in the cycle A Calculating the extended green duration at the fastest speed
Figure FDA0003643702710000036
T G The time length of the green light prolonged at the fastest speed is judged for the moment that the bus priority phase green light starts in the period
Figure FDA0003643702710000037
Whether or not greater than the maximum extension time
Figure FDA0003643702710000038
If yes, acquiring the green light extension time required by the bus priority
Figure FDA0003643702710000039
Suggested vehicle speed
Figure FDA00036437027100000310
Suggesting a standing time h bus If not, the result shows that the public can not be extended by the green lightPassing without stopping, and not carrying out signal priority;
step S233, according to the time T of the arriving stop line in the cycle A Calculating the green light time length f of early starting at the fastest speed s bus ＝T R -T A ，T R The green light duration f of early starting at the fastest speed is judged for the moment when the red light starts in the period s，bus Whether or not it is not greater than the maximum early start time
Figure FDA00036437027100000311
If yes, acquiring the green light early starting time required by the bus priority
Figure FDA00036437027100000312
Suggested vehicle speed
Figure FDA00036437027100000313
Suggesting a standing time h bus If not, the early starting time of the green light is set as the maximum early starting time length, and the running speed v of the bus reaching the stop line right after the green light starts is calculated bus，try Then, step S234 is carried out;
step S234, judgment v bus，try Whether or not less than the maximum speed of the road section
Figure FDA00036437027100000314
If not, acquiring the green light early starting time required by the bus priority
Figure FDA00036437027100000315
Suggested vehicle speed v bus ＝v bus，try Recommended standing time h bus If yes, the green light early starting time length is still the maximum early starting time length, and the minimum speed of the bus in the road section is calculated according to the step 13
Figure FDA00036437027100000316
At the periodic time T for the target speed to reach the stop line A Step S235 is performed;
step S235, judgmentRequired standing time h bus，try Whether or not it is less than or equal to the maximum station time
Figure FDA0003643702710000041
If yes, acquiring the green light early starting time required by the bus priority
Figure FDA0003643702710000042
Suggested vehicle speed
Figure FDA0003643702710000043
Suggesting a standing time h bus ＝h bus，try If so, the bus can not pass through the bus without stopping through cooperative optimization;
and S3, establishing a signal priority optimization model considering buses and other social vehicles, and optimizing an intersection signal timing scheme on the premise of meeting the bus priority phase requirement.
2. The bus dynamic speed guidance-stop control-signal priority cooperative control method according to claim 1, characterized in that the distance d from leaving an internal area of an upstream intersection to reaching a stop line of a next intersection is a road section c The road section station setting condition is specifically whether a stop station is arranged on the road section where the bus runs or not, the real-time position of the bus is specifically the position of a stop line at the current time of the bus and a downstream intersection, the real-time scheme of the signal lamps of the downstream intersections is the current period, the phase duration and the phase difference of all the downstream intersections in the subarea where the bus runs, the bus priority requirement is particularly the early starting of the green light and the prolonged time of the green light at the bus passing phase at the downstream intersection of the bus running, the bus at the specific position of the standing time is additionally parked at the stop after the bus is stopped at the stop to complete the service of getting on and off passengers, the specific positions of all downstream intersections in the sub-area where the bus runs are in the sub-area where the bus running road section is located in the existing background signal coordination scheme, and the specific positions of the phase difference have backgrounds at all the downstream intersections in the bus running direction.The difference between the first phase start time in the signal coordination scheme and the first phase start time at the first intersection in the sub-section.
3. The bus dynamic speed guidance-stop control-signal priority cooperative control method as claimed in claim 1, wherein in step S3, the bus priority demand calculation model aims at minimizing social vehicle delay and establishes signal timing parameter constraints considering bus demand and other social vehicles.
4. The bus dynamic speed guidance-stop control-signal priority cooperative control method as claimed in claim 3, wherein the objective function of the bus priority demand calculation model is as follows:
Figure FDA0003643702710000044
Figure FDA0003643702710000045
wherein D is car In order to delay the overall delay of the social vehicle,
Figure FDA0003643702710000046
delaying the social vehicles corresponding to the entrance lane a,
Figure FDA0003643702710000047
Figure FDA0003643702710000048
the average flow of the straight-going, left-turning and right-turning social vehicles of the entrance lane a, w s Is the weather reduction factor of the saturation flow rate of the automobile,
Figure FDA0003643702710000049
are respectively inlet passagesa number of straight, left-turn, right-turn lanes, s t 、s l 、s r The saturated flow rates of a straight special channel, a left-turning special channel and a right-turning special channel respectively,
Figure FDA00036437027100000410
the actual red light time lengths of the inlet road a for straight running, left turning and right turning are respectively,
Figure FDA0003643702710000051
the initial red light time lengths of straight going, left turning and right turning of the entrance way a are respectively, and P is the average passenger carrying number of the social vehicles including the drivers.
5. The bus dynamic speed guidance-stop control-signal priority cooperative control method as claimed in claim 2, wherein the constraint conditions of the bus priority demand calculation model include:
constraint C1: signal priority constraint of bus demand;
constraint C2: the double-ring eight-phase signal control constraint specifically comprises the following steps:
constraint C2-1: the sum of the phase 1, the phase 2, the phase 3 and the phase 4 is a fixed period duration;
constraint C2-2: the sum of phase 1 plus phase 2 is equal to the sum of phase 5 plus phase 6, and is the duration of one ring;
constraint C2-3: the sum of phase 3 plus phase 4 equals the sum of phase 7 plus phase 8, which is the duration of one loop;
constraint C3: the end times of phase 2 and phase 6 are equal;
constraint C4: considering phase duration constraint after phase early start and extension;
constraint C5: the start times of phase 1 and phase 5 are unchanged;
constraint C6: constraints of early start and extension between adjacent phases;
constraint C7: the upper and lower limits of phase early start extension;
constraint C8: the corresponding relation between the phase time length and the time length of the traffic light flowing to the entrance way;
constraint C9: constraint of early start time of the next phase at the current time;
constraint C10: currently during the green flash.
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