CN113870606A - Traffic control method for simultaneously optimizing green wave bandwidth and stop layout of bus - Google Patents

Traffic control method for simultaneously optimizing green wave bandwidth and stop layout of bus Download PDF

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CN113870606A
CN113870606A CN202111259476.3A CN202111259476A CN113870606A CN 113870606 A CN113870606 A CN 113870606A CN 202111259476 A CN202111259476 A CN 202111259476A CN 113870606 A CN113870606 A CN 113870606A
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CN113870606B (en
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吴伟
罗小玉
李烨
柳伍生
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Changsha University of Science and Technology
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    • G—PHYSICS
    • G08—SIGNALLING
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    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
    • 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
    • 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
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • 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
    • G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
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Abstract

The invention discloses a traffic control method for simultaneously optimizing bus green wave bandwidth and station layout, which comprises the steps of firstly collecting basic bus line parameters, bus running parameters and signal timing data of each intersection on a city trunk line coordination control road, secondly respectively establishing bidirectional green wave bandwidth constraint conditions of cars and buses, establishing a relational expression of phase difference of trunk line coordination control and bus station positions, establishing a traffic control model for simultaneously optimizing bus green wave bandwidth and bus station layout, and finally planning optimal station positions and optimal phase difference of trunk line coordination control through the model. The method mainly aims at the bus line on the trunk line coordination control road, and solves the problems of the arrangement of the bus station positions and the optimization of the green wave bandwidth.

Description

Traffic control method for simultaneously optimizing green wave bandwidth and stop layout of bus
Technical Field
The invention belongs to the field of traffic control, and particularly relates to a traffic control method for simultaneously optimizing bus green wave bandwidth and station layout.
Background
Public transport is the trend of urban traffic development in the future, and good public transport infrastructure construction and traffic control method help public transport development, and the public transport trip is greatly promoted, need plan reasonable station position for the bus route to traffic control to crossing along the line is optimized, in order to satisfy people's demand to high-efficient, convenient traffic trip. At present, there is a quantitative analysis method for the position layout of bus stops, and various standard specifications only briefly describe the setting regulations of bus stops, for example, in CJJ/T15-2011 city road public transport station, yard, factory engineering design specifications, only the setting conditions of the first stop and the last stop, the proper station spacing of the midway stops, and the like are mentioned, and how to determine the position of the position layout of the bus stops is not described, and the setting of the bus stops can be more rationalized by adding the quantitative analysis method.
Therefore, the invention provides a traffic control method for simultaneously optimizing bus green wave bandwidth and bus stop layout, and the bidirectional green wave bandwidth of buses and cars is optimized when bus stop layout positions are researched. How to make an optimal stop position layout scheme for the bus lines based on the basic parameters of the bus lines and the signal timing data of each intersection, obtain the optimal phase difference of trunk line coordination control, improve the passing efficiency of the cars and the buses at the intersections, and effectively reduce the stop rate of the buses at the intersections is a problem to be solved in the patent.
The research on the bus stop setting method in the prior art is less, the method for setting bus stops at intersections is provided, but only the conditions that whether buses meet red lights at the intersections and whether passengers get on or off the bus are considered, no specific quantitative analysis is carried out, and no traffic control method for simultaneously optimizing the bus green wave bandwidth and bus stop layout is provided at present.
Disclosure of Invention
The technical problem is as follows: the traffic control model comprises a bus station position layout model, a bus station position layout model and a bus station position layout model, wherein the bus station position layout model comprises a bus station position layout model, a bus station position layout model and a bus station position layout model.
The technical scheme is as follows: in order to solve the above technical problem, the method of the present invention comprises the following steps:
step 1: collecting the number of intersections along a bus line and the distance between the intersections, the red light time length and the public signal period time length of each intersection, the average running speed of buses and cars and the stop time of the buses at a stop;
step 2: establishing a relational expression of travel time and station positions of the bus between any two adjacent intersections, respectively establishing bidirectional green wave bandwidth constraint conditions of the cars and the bus according to signal timing parameters, and establishing a relational expression of phase difference of trunk line coordination control and bus station positions;
and step 3: the optimal scheme for the distribution of bus station positions and the optimal phase difference of trunk line coordination control are obtained through optimization by taking the maximum bidirectional weighted green wave bandwidth of the cars and the buses as an objective function.
The step 1 comprises the following steps:
step 11: collecting the number of intersections on a bus line, expressing the number by n, numbering the intersections, expressing the number by i, and enabling i to belong to {1,2 …, n }; collecting the distance between each intersection in the ascending direction and each intersection in the descending direction, and respectively using li、l′iExpressed in meters; collecting red light time of each intersection in the ascending direction and the descending direction, and using r respectivelyi、r′iRepresenting, acquiring a common signal period, represented by C, wherein the units are seconds; average running speeds of the bus and the car are collected and respectively used as vbus、vcarExpressed in units of meters per second; collecting the stop time of the bus at the stop, wherein the stop time is represented by delta t and the unit is second;
the step 2 comprises the following steps:
step 21: respectively calculating the running time t of the car between two adjacent intersections i-1 and i in the uplink direction and the downlink directioni、t′iAs shown in formulas (1) and (2):
ti＝li/vcar,i∈{2,3,…,n} (1)
t′i＝l′i/vcar,i∈{2,3,…,n} (2)
step 22: in the ascending direction, a relational expression of the travel time and the station position of the bus between any two adjacent intersections i-1 and the intersection i is established, as shown in a formula (3), and in the descending direction, a relational expression of the travel time and the station position of the bus between any two adjacent intersections i-1 and the intersection i is established, as shown in a formula (4):
Ti＝li/vbus+(1-δi-1)Δt+δiΔt,i∈{2,3,…,n} (3)
T′i＝l′i/vbus+(1-δ′i-1)Δt+δ′iΔt,i∈{2,3,…,n} (4)
in the formula (3), TiThe travel time of the bus from the intersection i-1 to the intersection i in the ascending direction is represented in units of seconds and deltai-1、δiRespectively showing the arrangement conditions of the bus stations in the uplink direction at the intersection i-1 and the intersection i, and in the formula (4), T'iThe travel time of the bus from the intersection i-1 to the intersection i in the descending direction is represented in units of seconds and delta'i-1、δ′iRespectively representing the setting conditions of the bus stations in the downlink direction at an intersection i-1 and an intersection i;
step 23: the bidirectional green wave bandwidth of the car satisfies the formulas (5) to (8):
wi+b≤C-ri,i∈{1,2,…,n} (5)
w′i+b′≤C-r′i,i∈{1,2,…,n} (6)
b,b′≥α(b+b′)≥0 (7)
wi,w′i≥0,i∈{1,2,…,n} (8)
in the formula (5), w is shown in FIG. 2iRed light time interval right side to car for indicating up-going direction intersection iTime interval of green band, b represents green band width of car in up direction, w 'in formula (6)'iThe time interval from the right side of the red light time interval of the intersection i to the green wave band of the car is represented, b' represents the green wave bandwidth of the car in the descending direction, the unit is seconds, in the formula (7), alpha is a parameter, and the value range of alpha is [0,1 ]]；
Step 24: the bidirectional green wave bandwidth of the bus needs to satisfy the formulas (9) to (12):
Wi+B≤C-ri,i∈{1,2,…,n} (9)
W′i+B′≤C-r′i,i∈{1,2,…,n} (10)
B,B′≥β(B+B′)≥0 (11)
Wi,W′i≥0,i∈{1,2,…,n} (12)
in formula (9), WiRepresenting the time interval from the right side of the red light period to the green wave band of the bus at the intersection i in the uplink direction, B representing the green wave bandwidth of the bus in the uplink direction, and W 'in the formula (10)'iThe time interval from the right side of the red light time interval of the intersection i to the green wave band of the car is represented, B' represents the green wave bandwidth of the bus in the descending direction, the unit is seconds, in the formula (11), beta is a parameter, and the value range of beta is [0,1 ]]；
Step 25: the phase difference calculation of the car trunk line coordination control is shown in the formulas (13) to (16):
Figure BDA0003325122510000021
Figure BDA0003325122510000022
Figure BDA0003325122510000023
Figure BDA0003325122510000024
in the equations (13) and (14),
Figure BDA0003325122510000025
respectively showing the time difference between the red light midpoint of the left intersection i-1 of the green wave band of the car and the red light midpoint of the intersection i in the uplink and downlink directions, wherein k is shown in formula (15)iIs an integer variable, in formula (16), OiThe phase difference of the trunk line coordination control intersection i relative to the adjacent intersection i-1 is shown, and the unit is second;
step 26: the phase difference calculation of the bus trunk line coordination control is shown in formulas (17) to (20):
Figure BDA0003325122510000026
Figure BDA0003325122510000027
Figure BDA0003325122510000028
Figure BDA0003325122510000029
in the formulae (17) and (18),
Figure BDA00033251225100000210
respectively showing the time difference between the red light midpoint of a left intersection i-1 of the bus green wave band and the red light midpoint of an intersection i in the uplink and downlink directions, wherein the units are seconds, and in the formula (19), K isiIs an integer variable;
the step 3 comprises the following steps:
step 31: the maximum bidirectional weighted green wave bandwidth of the car and the bus is an objective function, as shown in a formula (21):
Maximize Btotal＝ρ(B+B′)+(1-ρ)(b+b′) (21)
in the formula (21), BtotalExpressing the two-way weighted green wave bandwidth of the cars and the buses, the unit is second, rho represents the weight coefficient occupied by the two-way green wave bandwidth of the buses, and the optimal scheme for the distribution of the bus station positions and the optimal phase difference of the trunk line coordination control are obtained through optimization by combining the formulas (1) - (20).
Has the advantages that: compared with the prior art, the invention has the following advantages:
the method can consider the optimization of the bidirectional green wave bandwidth of the car according to the data of the number of intersections along the bus line, the distance between the intersections, the red light duration of the intersections, the public signal period duration, the average running speed of the bus, the average running speed of the car, the stop time of the bus at the stop and the like, and simultaneously optimize the bus green wave bandwidth and the bus stop layout position by taking the maximum bidirectional weighted green wave bandwidth of the car and the bus as a target.
Drawings
FIG. 1 is a flow chart of the method of the present invention;
FIG. 2 is a schematic diagram of the green bandwidth between any two adjacent intersections of the method of the present invention;
FIG. 3 is a schematic view of a research lane of an embodiment of the method of the present invention;
FIG. 4 is a schematic diagram of site layout according to an embodiment of the method of the present invention;
Detailed Description
The invention will be described in further detail below with reference to the accompanying fig. 1-4 and examples, but the embodiments of the invention are not limited thereto. The embodiments of the present invention are not limited to the embodiments described above, and any other changes, modifications, substitutions, combinations, and simplifications which do not depart from the spirit and principle of the present invention should be construed as equivalents thereof, and they are included in the scope of the present invention.
Example (c): according to the step 1, the basic parameters of the bus lines and the signal timing data of each intersection on the road are collected as the input of the control model, and in the embodiment, as shown in fig. 3, a certain road is selectedThe method comprises the following steps of (1) passing 6 signalized intersections, namely n is 6, numbering the intersections, and representing by i, wherein i belongs to {1,2, …,6 }; collecting the distance l between each intersectioniI is 2,3, …,6 in meters; collecting red light time r of each intersectioniI belongs to {1,2, …,6}, the unit is second, the period C of the collected public signal is 150 seconds, and the average running speed of the public traffic and the car is collected and is respectively vbusV.11 m/scar15 meters per second, and the stop time delta t of the bus at the stop is 28 seconds. The distance between each intersection and the red light duration data are shown in table 1:
TABLE 1 intersection spacing and Red light duration data
Figure BDA0003325122510000031
According to the step 2, firstly, a relational expression of travel time and station positions of the bus between any two adjacent intersections is established according to the formulas (3) to (4), secondly, a bidirectional green wave bandwidth constraint condition of the car is established by combining the formulas (5) to (8) according to signal timing parameters, wherein in the formula (5), alpha is 0.4, then the bidirectional green wave bandwidth constraint condition of the bus is established according to the formulas (9) to (12), wherein in the formula (11), beta is 0.4, and finally, a relational expression of the phase difference of the trunk line coordination control and the bus station positions is established according to the formulas (13) to (20).
According to the step 3, with an objective function formula (21) with the maximum bidirectional weighted green wave bandwidth of cars and buses and constraint condition formulas (1) - (20), inputting the number of intersections along the bus line, the distance between each intersection, the red light duration of each intersection, the duration of a public signal period, the average driving speed of the buses and the cars and the stop time data of the buses at the stop collected in the step 1 into a traffic control model for simultaneously optimizing the green wave bandwidth of the buses and the layout of the bus stops, wherein the weight coefficient of the green wave bandwidth of the buses is rho 0.5, solving to obtain the optimal scheme for the layout of the bus stop positions and the optimal phase difference of the trunk coordination control, the solving result of the bus stop positions is shown in table 2, the layout condition of the bus stops is shown in fig. 4, and the solving result of the phase difference of the trunk coordination control is shown in table 3:
TABLE 2 bus stop position solution results
Figure BDA0003325122510000041
TABLE 3 phase difference solving results
Intersection numbering Relative phase difference O at intersection in ascending direction i
1 0
2 80.5
3 6.86667
4 73.2742
5 125.268
6 71.8318
The green bandwidth values of the cars and the buses in the two-way weighting mode are 30.9 seconds, the green bandwidth values of the cars in the uplink direction and the downlink direction are 22.2 seconds and 16.6 seconds respectively, and the green bandwidth values of the buses in the uplink direction and the downlink direction are 9.2 seconds and 13.8 seconds respectively.

Claims (4)

1. A traffic control method for simultaneously optimizing bus green wave bandwidth and stop layout is characterized by comprising the following steps:
step 1: collecting the number of intersections along a bus line and the distance between the intersections, the red light time length and the public signal period time length of each intersection, the average running speed of buses and cars and the stop time of the buses at a stop;
step 2: establishing a relational expression of travel time and station positions of the bus between any two adjacent intersections, respectively establishing bidirectional green wave bandwidth constraint conditions of the cars and the bus according to signal timing parameters, and establishing a relational expression of phase difference of trunk line coordination control and bus station positions;
and step 3: the optimal scheme for the distribution of bus station positions and the optimal phase difference of trunk line coordination control are obtained through optimization by taking the maximum bidirectional weighted green wave bandwidth of the cars and the buses as an objective function.
2. The traffic control method for simultaneously optimizing bus green wave bandwidth and stop layout according to claim 1, wherein in the step 1, the collection of bus route basic parameters comprises the following steps:
step 11: collecting the number of intersections on a bus line, expressing the number by n, numbering the intersections, expressing the number by i, and enabling i to belong to {1,2 …, n }; collecting the distance between each intersection in the ascending direction and each intersection in the descending direction, and respectively using li、l′iExpressed in meters; collecting red light time of each intersection in the ascending direction and the descending direction, and using r respectivelyi、r′iRepresenting, acquiring a common signal period, represented by C, wherein the units are seconds; average running speeds of the bus and the car are collected and respectively used as vbus、vcarExpressed in units of meters per second; the stop time of the bus at the stop is collected and is represented by delta t, and the unit is second.
3. The traffic control method for simultaneously optimizing bus green wave bandwidth and stop layout according to claim 1, wherein the step 2 comprises the following steps:
step 21: respectively calculating the running time t of the car between two adjacent intersections i-1 and i in the uplink direction and the downlink directioni、t′iAs shown in formulas (1) and (2):
ti＝li/vcar，i∈{2，3，...，n} (1)
t′i＝l′i/vcar，i∈{2，3，...，n} (2)
step 22: in the ascending direction, a relational expression of the travel time and the station position of the bus between any two adjacent intersections i-1 and the intersection i is established, as shown in a formula (3), and in the descending direction, a relational expression of the travel time and the station position of the bus between any two adjacent intersections i-1 and the intersection i is established, as shown in a formula (4):
Ti＝li/vbus+(1-δi-1)Δt+δiΔt，i∈{2，3，...，n} (3)
T′i＝l′i/vbus+(1-δ′i-1)Δt+δ′iΔt，i∈{2，3，...，n} (4)
in the formula (3), TiThe travel time of the bus from the intersection i-1 to the intersection i in the ascending direction is represented in units of seconds and deltai-1、δiRespectively showing the arrangement conditions of the bus stations in the uplink direction at the intersection i-1 and the intersection i, and in the formula (4), T'iThe travel time of the bus from the intersection i-1 to the intersection i in the descending direction is represented in units of seconds and delta'i-1、δ′iRespectively representing the setting conditions of the bus stations in the downlink direction at an intersection i-1 and an intersection i;
step 23: the bidirectional green wave bandwidth of the car satisfies the formulas (5) to (8):
wi+b≤C-ri，i∈{1，2，...，n} (5)
w′i+b′≤C-ri′，i∈{1，2，…，n} (6)
b，b′≥α(b+b′)≥0 (7)
wi，w′i≥0，i∈{1，2，...，n} (8)
in the formula (5), wiB represents the green wave band width of the car in the upstream direction, and w 'in the formula (6)'iThe time interval from the right side of the red light time interval of the intersection i to the green wave band of the car is represented, b' represents the green wave bandwidth of the car in the descending direction, the unit is seconds, in the formula (7), alpha is a parameter, and the value range of alpha is [0,1 ]]；
Step 24: the bidirectional green wave bandwidth of the bus needs to satisfy the formulas (9) to (12):
Wi+B≤C-ri，i∈{1，2，...，n} (9)
W′i+B′≤C-ri′，i∈{1，2，...，n} (10)
B，B′≥β(B+B′)≥0 (11)
Wi，W′i≥0，i∈{1，2，...，n} (12)
in formula (9), WiThe time interval from the right side of the red light time interval to the green wave band of the bus at the intersection i in the uplink direction is represented, B represents the green wave bandwidth of the bus in the uplink direction, and in the formula (10), W isi'represents the time interval from the right side of the red light period of the intersection i to the green wave band of the car, B' represents the green wave bandwidth of the bus in the descending direction, the unit is seconds, in the formula (11), beta is a parameter, and the value range of beta is [0,1 ]]；
Step 25: the phase difference calculation of the car trunk line coordination control is shown in the formulas (13) to (16):
Figure FDA0003325122500000021
Figure FDA0003325122500000022
Figure FDA0003325122500000023
Figure FDA0003325122500000024
in the equations (13) and (14),
Figure FDA0003325122500000025
respectively showing the time difference between the red light midpoint of the left intersection i-1 of the green wave band of the car and the red light midpoint of the intersection i in the uplink and downlink directions, wherein k is shown in formula (15)iIs an integer variable, in formula (16), OiThe phase difference of the trunk line coordination control intersection i relative to the adjacent intersection i-1 is shown, and the unit is second;
step 26: the phase difference calculation of the bus trunk line coordination control is shown in formulas (17) to (20):
Figure FDA0003325122500000026
Figure FDA0003325122500000027
Figure FDA0003325122500000028
Figure FDA0003325122500000029
in the formulae (17) and (18),
Figure FDA00033251225000000210
respectively showing the time difference between the red light midpoint of a left intersection i-1 of the bus green wave band and the red light midpoint of an intersection i in the uplink and downlink directions, wherein the units are seconds, and in the formula (19), K isiIs an integer variable.
4. The traffic control method for simultaneously optimizing bus green wave bandwidth and stop layout according to claim 1, wherein the step 3 comprises the following steps:
step 31: the maximum bidirectional weighted green wave bandwidth of the car and the bus is an objective function, as shown in a formula (21):
Maximize Btotal＝ρ(B+B′)+(1-ρ)(b+b′) (21)
in the formula (21), BtotalThe two-way weighting green wave bandwidth of the cars and the buses is represented in units of seconds, p represents the weight coefficient occupied by the two-way green wave bandwidth of the buses, and the optimal scheme for the distribution of the bus station positions and the optimal phase difference of the trunk line coordination control are obtained through optimization by combining the formulas (1) - (20).
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