CN115311868A - Bus priority-based trunk line coordination control method and device - Google Patents
Bus priority-based trunk line coordination control method and device Download PDFInfo
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- G08G1/00—Traffic control systems for road vehicles
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- G08G1/015—Detecting movement of traffic to be counted or controlled with provision for distinguishing between two or more types of vehicles, e.g. between motor-cars and cycles
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- G—PHYSICS
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Abstract
The invention provides a trunk line coordination control method and a trunk line coordination control device based on bus priority, wherein the method comprises the following steps: acquiring the traffic flow of social vehicles, the average passenger carrying number of the social vehicles, the traffic flow of buses and the average passenger carrying number of the buses in a traffic trunk; determining the bandwidth weight of the social vehicles according to the traffic flow of the social vehicles and the average number of passengers carrying the social vehicles, and determining the bandwidth weight of the buses according to the traffic flow of the buses and the average number of passengers carrying the buses; determining the green wave bandwidth of the social vehicles and the green wave bandwidth of the public transport vehicles, and constructing a trunk line coordination control model by taking more passengers as targets in the green wave band; determining a release mode of each intersection in a traffic trunk line, the offset of the midpoint of the red light of the social vehicles and the offset of the midpoint of the red light of the public transport vehicles according to a trunk line coordination control model; and determining the bus priority passing strategy of each intersection according to the release mode of the intersection, and determining the corresponding strategy adjustment time. The invention can reduce delay of people and improve traffic efficiency.
Description
Technical Field
The invention relates to the technical field of intelligent traffic systems, in particular to a trunk line coordination control method and device based on bus priority.
Background
The number of intersections is increased rapidly due to the fact that the density of urban road networks is increased continuously, so that the number of intersections of urban main roads is increased, and the distance between intersections is reduced. Therefore, the green wave coordination control of the trunk road is a necessary result.
The main line coordination signal control model mainly comprises a MAXBAND model and a MULTIBAND model, and the two models change the phase difference and the passing mode of each intersection under the condition that the signal timing of each intersection is fixed, so that the effect of enabling social vehicles to continuously pass in the green light time is achieved. Under the control strategy, the bus is forced to share a green wave band with the social vehicles, and in the actual situation, the speed of the bus is greatly different from that of the social vehicles, and the bus needs to stop, so that the bus is difficult to pass through the intersection in the green light time. The bus priority strategy only considers the optimization of a single-point intersection, and a road section needing to be optimized is a main road, so that the priority strategy needs to be implemented on each intersection, and the bus priority control strategy is frequently used in urban main lines with higher saturation and more buses, so that the normal traffic of social vehicles is easily influenced, and even congestion is easily caused.
Therefore, a trunk line coordination control method and device based on bus priority are urgently needed to be provided, and the trunk line coordination control method and device are used for combining a coordination signal control model with a bus priority strategy, guaranteeing the green wave bandwidth of social vehicles and giving the public vehicles a larger green wave bandwidth, and therefore the purpose of reducing per-capita delay is achieved.
Disclosure of Invention
In view of the above, it is necessary to provide a trunk line coordination control method and device based on bus priority, so as to solve the technical problem that the average delay of social vehicles and the average delay of public transportation vehicles cannot be simultaneously reduced due to the fact that the transportation trunk line is coordinated only through a single coordination signal control model or a bus priority strategy, thereby reducing the delay of per capita in the prior art.
On one hand, the invention provides a trunk line coordination control method based on bus priority, which comprises the following steps:
acquiring the traffic flow of social vehicles, the average passenger carrying number of the social vehicles, the traffic flow of buses and the average passenger carrying number of the buses in a traffic trunk;
determining social vehicle bandwidth weight according to the social vehicle traffic flow and the average passenger carrying number of the social vehicles, and determining bus bandwidth weight according to the bus flow and the average passenger carrying number of the bus;
determining a social vehicle green wave bandwidth and a bus green wave bandwidth, and constructing a trunk line coordination control model based on the social vehicle green wave bandwidth, the bus green wave bandwidth, the social vehicle bandwidth weight and the bus bandwidth weight by taking more passengers in the green wave band as a target;
determining a passing mode of each intersection in the main traffic line, and social vehicle red light midpoint offset and bus vehicle red light midpoint offset of adjacent intersections according to the main line coordination control model;
and determining a bus priority passing strategy of each intersection according to the release mode of the intersection, and determining strategy adjustment time corresponding to the bus priority passing strategy.
In some possible implementations, the trunk coordination control model includes an objective function that is:
in the formula, maximize B is the sum of the maximum green wave bandwidths; n is the number of coordination control intersections in the traffic trunk; i is an intersection number; a is i The bandwidth weight of the uplink social vehicle at the ith intersection is calculated;
the bandwidth weight of the downlink social vehicle at the ith intersection; a is i b The bandwidth weight of the uplink public transport vehicle at the ith intersection is obtained;
the bandwidth weight of the downlink bus at the ith intersection is calculated; b i The green wave bandwidth of the uplink social vehicles at the ith intersection is set;
the green wave bandwidth of the descending social vehicles at the ith intersection; b i b The green wave bandwidth of the uplink public transport vehicles at the ith intersection;
the green wave bandwidth of the downlink buses at the ith intersection; q. q.s i The traffic flow of the ascending social vehicle at the ith intersection is;
the traffic flow of the descending social vehicles at the ith intersection is; q. q of i b The traffic flow of the ascending buses at the ith intersection;
the traffic flow of the downlink bus at the ith intersection is; lambda [ alpha ] i Go upward for the ith intersectionAverage passenger capacity of social vehicles;
the average passenger capacity of the descending social vehicles at the ith intersection is obtained; lambda [ alpha ] i b The average passenger capacity of the ascending buses at the ith intersection;
and the average passenger capacity of the descending buses at the ith intersection.
In some possible implementations, the trunk coordination control model includes constraints, the constraints include green bandwidth constraints, and the green bandwidth constraints are:
b i ＝b i ′+b i ″
w i <k i p (1-r i )
wherein, the first and the second end of the pipe are connected with each other,
in the formula, k i The ratio of vehicles queued for up-and-down;
the number of the vehicles queued for the ith intersection is counted;
queuing the number of the vehicles at the ith intersection; b is a mixture of i ' is the first sub-green bandwidth of the upstream social vehicles at the ith intersection; b i "is the second sub-green bandwidth of the upstream social vehicles at the ith intersection; w is a i The time interval between the bandwidth separation line of the upstream social vehicle at the ith intersection and the red light terminal point on the left side is set; r is i The time of the ascending red light at the ith intersection is set; k is a radical of i p The ratio of the bandwidth dividing line to the green light starting point to the green light time is calculated;
the time interval between the bandwidth separation line of the descending social vehicle at the ith intersection and the right red light terminal point is set;
the time of the descending red light of the ith intersection is taken as the time of the descending red light of the ith intersection; b imin Is the minimum green bandwidth; k is a radical of r The proportion of the vehicles which at least need to pass in the green light time to all the vehicles is determined; s. the i T The upstream straight saturation flow rate for the ith intersection; n is i T The number of the ascending straight lanes at the ith intersection is the number of the ascending straight lanes at the ith intersection; t is t 0 Lost time for startup; q i-1 L The number of vehicles merging into the uplink direction for the left turn at the i-1 st intersection; q i-1 R The number of vehicles merging into the uplink direction for the right turn at the i-1 st intersection;
the number of vehicles merging into the descending direction for the left turn at the (i + 1) th intersection;
the number of vehicles merging into the downlink direction for the right turn at the (i + 1) th intersection;
the number of the vehicles going straight downwards at the ith intersection is; and C is a green wave common period.
In some possible implementation manners, the constraint condition further includes a bus constraint condition, where the bus constraint condition is:
in the formula, D i The distance between the current detection position of the bus and the stop line of the ith intersection is calculated; f. of i b The maximum running speed of the bus is set;
the minimum running speed of the bus is set;
the driving time of the bus from the ith intersection to the (i + 1) th intersection is set;
delay time for bus stop; k is a radical of i Counting the number of bus stations in the uplink direction between the ith intersection and the (i + 1) th intersection; b i b ' is the first sub-green bandwidth of the ascending public transport vehicle at the ith intersection; b i b "is the second sub-green wave bandwidth of the ascending buses at the ith intersection;
the first sub-green wave bandwidth of the downlink public transport vehicles at the ith intersection;
the first sub-green wave bandwidth of the downlink public transport vehicles at the ith intersection; w is a i b The time interval between the center line of the green wave band on the bus at the ith intersection and the red light end point on the left side is set;
the time interval between the center line of a downlink green wave band of the bus at the ith intersection and the starting point of a red light on the right side is set; w is a i+1 b The time interval between the center line of the ascending green wave band of the bus at the (i + 1) th intersection and the red light terminal point on the left side is set;
the time interval between the center line of a downlink green wave band of the bus at the (i + 1) th intersection and the starting point of a red light on the right side is set; r is i+1 The time of the ascending red light at the i +1 th intersection is used;
the time of the descending red light of the (i + 1) th intersection is set; t is t i G Green light time which can be increased for the ascending straight-going phase of the ith intersection;
green light time which can be increased for the descending straight-going phase of the ith intersection; t is t i+1 G Green light time which can be increased for the ascending straight-going phase of the (i + 1) th intersection;
green light time which can be increased for the descending straight-going phase of the (i + 1) th intersection; tau is i+1 Queuing and emptying time for the uplink vehicles at the (i + 1) th intersection;
queuing the empty time for the descending vehicles at the ith intersection; s. the i+1 T The upstream straight saturation flow rate for the (i + 1) th intersection; n is i+1 T The number of the ascending straight lanes at the ith intersection is the number of the ascending straight lanes at the ith intersection;
the number of the vehicles queued for the ascending at the (i + 1) th intersection is counted; q i L Merging left turn into the upper line for the ith intersectionNumber of vehicles in direction; q i R The number of vehicles merging into the uplink direction for the right turn at the ith intersection; q i+1 T The number of the upward straight vehicles at the (i + 1) th intersection is;
the driving time from the i +1 th intersection to the ith intersection is taken as the bus; delta i Is a first release variable;
is a second release variable; l is i The time for turning left to green at the ascending of the ith intersection;
the time for turning to green at the left of the i-th intersection; l is i b Carrying out the upward left-turning green light time after the priority control strategy is implemented for the ith intersection;
carrying out downlink left-turning green light time after a priority control strategy is implemented for the ith intersection; m is i b Is an integral multiple of the green wave common period; t is t i The travel time for the social vehicle to travel from the ith intersection to the (i + 1) th intersection is determined.
In some possible implementations, the green time that the upward straight-going phase of the ith intersection can be increased is:
in the formula (I), the compound is shown in the specification,
the shortest green time of a down left-turn vehicle at the ith intersection；
The initial green time of a descending left-turn vehicle at the ith intersection;
the number of vehicles merging into the descending direction for the left turn at the ith intersection; s i+1 L The down left turn saturation flow rate for the i +1 th intersection; n is a radical of an alkyl radical i+1 L The number of left-turn lanes of the ith intersection is the number of left-turn lanes of the ith intersection;
and the average passenger capacity of the downward left-turning vehicles at the ith intersection.
In some possible implementation manners, the passing manners of the intersection include a first passing manner, a second passing manner, a third passing manner, and a fourth passing manner;
the first release mode is as follows: firstly, the ascending straight-going direction and the ascending left-turning direction are released, when the green light time in the ascending straight-going direction reaches the preset time, the ascending left-turning direction is closed and the descending straight-going direction is released, and when the green light time in the ascending straight-going direction is finished, the descending left-turning direction is released;
the second release mode is as follows: firstly releasing the downward straight-going direction and the downward left-turning direction, closing the downward left-turning direction and releasing the upward straight-going direction when the green time of the downward straight-going direction reaches the preset time, and releasing the upward left-turning direction when the green time of the downward straight-going direction is finished;
the third release mode is as follows: firstly, the ascending left turning direction and the descending left turning direction are released, when the green light time in the ascending left turning direction reaches the preset time, the descending left turning direction is closed, the ascending straight direction is released, and when the green light time in the ascending left turning direction is finished, the descending straight direction is released; or, the uplink left-turning direction and the downlink left-turning direction are released first, when the green time of the downlink left-turning direction reaches the preset time, the uplink left-turning direction is closed and the downlink straight direction is released, and when the green time of the downlink left-turning direction is finished, the uplink straight direction is released;
the fourth release mode is as follows: firstly, the uplink straight-going direction and the downlink straight-going direction are released, when the green light time in the uplink straight-going direction reaches the preset time, the downlink straight-going direction is closed, the uplink left-turning direction is released, and when the green light time in the uplink straight-going direction is finished, the downlink left-turning direction is released; or, the uplink straight-going direction and the downlink straight-going direction are released first, when the green time of the downlink straight-going direction reaches the preset time, the uplink straight-going direction is closed, the downlink left-turning direction is released, and when the green time of the downlink straight-going direction is finished, the uplink left-turning direction is released.
In some possible implementation manners, when the release manner of the intersection is a first release manner, the first release variable is 0, and the second release variable is 1; when the release mode of the intersection is a second release mode, the first release variable is 1, and the second release variable is 0; when the releasing mode of the intersection is a third releasing mode, the first releasing variable is 0, and the second releasing variable is 0; and when the releasing mode of the intersection is a fourth releasing mode, the first releasing variable is 1, and the second releasing variable is 1.
In some possible implementation manners, the bus priority passing policy includes a red light early-break policy and a green light extension policy; the method comprises the following steps of determining a bus priority passing strategy of each intersection according to a release mode of the intersection, specifically:
when the bus meets a first preset condition, a bus priority passing strategy is not executed;
when the bus meets a second preset condition, the bus priority passing strategy is a red light early-breaking strategy;
when the public transport vehicle meets a third preset condition, the public transport priority passing strategy is a green light prolonging strategy;
wherein the first preset condition is as follows:
the second preset condition is as follows:
the third preset condition is as follows:
in the formula, G i A green light phase; r i The red phase.
In some possible implementation manners, the determining the policy adjustment time corresponding to the bus priority passing policy specifically includes:
when the bus priority passing strategy is a red light early-break strategy, and the second preset condition is delta i ＝0，
And then, the strategy adjusting time of the red light early-breaking strategy is as follows:
when the bus priority passing strategy is a red light early-break strategy, and the second preset condition is delta i ＝0，
Then, the strategy adjustment time of the red light early-breaking strategy is the green light time which can be increased by the ascending straight-going phase of the ith intersection;
when the bus priority passing strategy is a green light extension strategy, the strategy adjustment time of the green light extension strategy is as follows:
in the formula (I), the compound is shown in the specification,
adjusting time for the strategy of the red light early-breaking strategy; min () is a minimum function; tau is i Queuing and emptying time for the uplink vehicle at the ith intersection;
prolonging the strategy adjustment time of the strategy for the green light of the bus; r 0 The time interval between the current detection time of the bus and the red light starting point is set; g 0 The time interval between the current detection time of the bus and the starting point of the green light.
On the other hand, the invention also provides a trunk line coordination control device based on bus priority, which comprises:
the data acquisition unit is used for acquiring the traffic flow of social vehicles, the average passenger carrying number of the social vehicles, the traffic flow of buses and the average passenger carrying number of the buses in the traffic trunk;
the bandwidth weight determining unit is used for determining the social vehicle bandwidth weight according to the social vehicle traffic and the average passenger carrying number of the social vehicle, and determining the bus bandwidth weight according to the bus traffic and the average passenger carrying number of the bus;
the model building unit is used for determining the green wave bandwidth of the social vehicles and the green wave bandwidth of the buses, and building a trunk coordination control model based on the green wave bandwidth of the social vehicles, the green wave bandwidth of the buses, the bandwidth weight of the social vehicles and the bandwidth weight of the buses by taking more passengers in the green wave band as a target;
the model solving unit is used for determining the passing mode of each intersection in the traffic trunk line, the social vehicle red light midpoint offset and the bus vehicle red light midpoint offset of adjacent intersections according to the trunk line coordination control model;
and the bus priority passing strategy determining unit is used for determining the bus priority passing strategies of all the intersections according to the releasing modes of the intersections and determining the strategy adjusting time corresponding to the bus priority passing strategies.
The beneficial effects of adopting the above embodiment are: the invention provides a trunk line coordination control method based on bus priority, which is characterized in that a trunk line coordination control model is constructed based on a social vehicle green wave bandwidth, a bus green wave bandwidth, a social vehicle bandwidth weight and a bus bandwidth weight by setting a social vehicle bandwidth weight determined according to a social vehicle traffic flow and the average number of passengers carrying passengers of the social vehicle, determining a bus bandwidth weight according to the bus traffic flow and the average number of the passengers carrying passengers of the bus, and aiming at passing more passengers in a green wave band. Compared with the traditional trunk line coordination model in which the ratio of the traffic flow and the road saturation flow rate is taken as the green wave bandwidth weight, the method determines the green wave bandwidth weight according to the average passenger carrying number, and considers the passenger carrying quantity difference of the public transport vehicles and the social transport vehicles, so that the public transport vehicles can be provided with larger green wave bandwidth while the green wave bandwidth of the social transport vehicles is ensured, the delay of the average passenger is reduced, and the traffic efficiency is improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic flow chart of an embodiment of a trunk line coordination control method based on bus priority provided by the invention;
FIG. 2 is a schematic structural diagram of an embodiment of a release mode of an intersection provided by the invention;
fig. 3 is a schematic structural diagram of an embodiment of a trunk line coordination control device based on bus priority provided by the invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this disclosure illustrate operations implemented according to some embodiments of the present invention. It should be understood that the operations of the flow diagrams may be performed out of order, and that steps without logical context may be performed in reverse order or concurrently. In addition, one skilled in the art, under the direction of the present disclosure, may add one or more other operations to the flowchart, or may remove one or more operations from the flowchart.
Some of the block diagrams shown in the figures are functional entities and do not necessarily correspond to physically or logically separate entities. These functional entities may be implemented in the form of software, or in one or more hardware modules or integrated circuits, or in different networks and/or processor systems and/or microcontroller systems.
Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the invention. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.
The embodiment of the invention provides a trunk line coordination control method and device based on bus priority, which are respectively explained below.
Fig. 1 is a schematic flow chart of an embodiment of a trunk line coordination control method based on bus priority provided by the present invention, and as shown in fig. 1, the trunk line coordination control method based on bus priority includes:
s101, obtaining social vehicle traffic flow, the average number of passengers carried by social vehicles, bus traffic flow and the average number of passengers carried by buses in a traffic trunk;
s102, determining the bandwidth weight of the social vehicles according to the traffic flow of the social vehicles and the average passenger carrying number of the social vehicles, and determining the bandwidth weight of the buses according to the traffic flow of the buses and the average passenger carrying number of the buses;
s103, determining a green wave bandwidth of the social vehicle and a green wave bandwidth of the public transport vehicle, and constructing a trunk line coordination control model based on the green wave bandwidth of the social vehicle, the green wave bandwidth of the public transport vehicle, the bandwidth weight of the social vehicle and the bandwidth weight of the public transport vehicle by taking more passengers passing in the green wave band as a target;
s104, determining a passing mode of each intersection in a traffic trunk line, and social vehicle red light midpoint offset and bus vehicle red light midpoint offset of adjacent intersections according to a trunk line coordination control model;
and S105, determining a bus priority passing strategy of each intersection according to the releasing mode of the intersection, and determining strategy adjusting time corresponding to the bus priority passing strategy.
Compared with the prior art, the trunk coordination control method based on bus priority provided by the embodiment of the invention determines the social bus bandwidth weight according to the social bus traffic and the average number of passengers carrying the social bus, determines the bus bandwidth weight according to the bus traffic and the average number of passengers carrying the bus, and constructs a trunk coordination control model based on the social bus green wave bandwidth, the social bus bandwidth weight and the bus bandwidth weight by taking more passengers passing in a green wave band as a target. Compared with the traditional trunk line coordination model in which the ratio of the traffic flow and the road saturation flow rate is used as the green wave bandwidth weight, the embodiment of the invention determines the green wave bandwidth weight by the average passenger carrying number, and considers the passenger carrying capacity difference of the public transport vehicles and the social transport vehicles, so that the public transport vehicles can be endowed with larger green wave bandwidth while the green wave bandwidth of the social transport vehicles is ensured, and the technical effects of reducing the per-person delay and improving the traffic efficiency are realized.
In some embodiments of the invention, the trunk coordination control model comprises an objective function, the objective function being:
in the formula, maximize B is the sum of the maximum green wave bandwidths; n is the number of coordination control intersections in the main traffic line; i is an intersection number; a is a i The bandwidth weight of the uplink social vehicle at the ith intersection is calculated;
the bandwidth weight of the downlink social vehicle at the ith intersection; a is a i b The bandwidth weight of the uplink public transport vehicle at the ith intersection is obtained;
the bandwidth weight of the downlink bus at the ith intersection is calculated; b is a mixture of i The green wave bandwidth of the upstream social vehicle at the ith intersection;
the green wave bandwidth of the descending social vehicles at the ith intersection; b i b The green wave bandwidth of the uplink public transport vehicles at the ith intersection;
the green wave bandwidth of the downlink buses at the ith intersection; q. q.s i The traffic flow of the ascending social vehicle at the ith intersection is;
the traffic flow of the descending social vehicles at the ith intersection is; q. q.s i b Is an ascending public transport vehicle at the ith intersectionThe vehicle flow rate of (c);
the traffic flow of the downlink bus at the ith intersection is; lambda [ alpha ] i The average passenger capacity of the upward social vehicles at the ith intersection is obtained;
the average passenger capacity of the descending social vehicles at the ith intersection is obtained; lambda i b The average passenger capacity of the ascending buses at the ith intersection;
the average passenger capacity of the descending buses at the ith intersection.
In some embodiments of the invention, the trunk coordination control model includes constraints, the constraints include green bandwidth constraints, and the green bandwidth constraints are:
by the green wave bandwidth constraint condition, the traffic flow has certain tide in the peak time of the morning and evening, and the bandwidth in the direction with larger traffic flow is prevented from being far smaller than the bandwidth in the other direction.
b i ＝b i ′+b i ″
By the green wave bandwidth constraint condition, the bandwidths on the left side and the right side of the bandwidth separation line can be in a proper range.
w i <k i p (1-r i )
By the green wave bandwidth constraint condition, the bandwidth separation line is positioned in the early and middle period of the green light time, so that the green light time is utilized to a greater extent, the vehicle is prevented from stopping to wait for the green light of the next period, and the delay is reduced.
Through the green wave bandwidth constraint condition, the difference of weight factors caused by the difference of the flow of different road sections can be avoided, so that the situation that the bandwidth corresponding to the road section with smaller flow is possibly greatly compressed or even zero bandwidth is avoided, the green wave bandwidth which is too small is prevented, and the vehicles which can pass through a certain proportion in the green light time are ensured.
Wherein, the first and the second end of the pipe are connected with each other,
in the formula, k i The ratio of vehicles queued for the uplink and downlink;
the number of the vehicles queued for the ith intersection is counted;
queuing the number of the descending vehicles at the ith intersection; b i ' is the first sub-green bandwidth of the upstream social vehicles at the ith intersection; b i "is the second sub-green bandwidth of the upstream social vehicles at the ith intersection; w is a i The bandwidth dividing line and the left side of the upstream social vehicle at the ith intersectionTime interval of the side red light end point; r is i The time of the ascending red light at the ith intersection is taken as the time of the ascending red light at the ith intersection; k is a radical of i p The ratio of the bandwidth dividing line to the green light starting point to the green light time;
the time interval between the bandwidth separation line of the descending social vehicles at the ith intersection and the right red light end point is set;
the time of the descending red light of the ith intersection is taken as the time of the descending red light of the ith intersection; b imin Is the minimum green bandwidth; k is a radical of r The proportion of the vehicles which at least need to pass in the green light time to all the vehicles is determined; s i T The upstream straight saturation flow rate for the ith intersection; n is i T The number of the upward straight lanes at the ith intersection is; t is t 0 Time lost for startup; q i-1 L The number of vehicles converging into the uplink direction for the left turn at the i-1 st intersection; q i-1 R The number of vehicles merging into the uplink direction for the right turn at the i-1 st intersection; q i T The number of the vehicles going straight upwards at the ith intersection is;
the number of vehicles merging into the descending direction for the left turn at the (i + 1) th intersection;
the number of vehicles converging into the downlink direction for the right turn at the (i + 1) th intersection;
the number of the vehicles going straight downwards at the ith intersection is; and C is a green wave common period.
Since the travel time of the bus between the intersections includes the stop time, the travel time constraint of the bus is different from that of the social vehicle, and therefore, in some embodiments of the present invention, the constraint condition further includes a bus constraint condition, and the bus constraint condition is:
in the formula, D i The distance between the current detection position of the bus and the stop line of the ith intersection is calculated; f. of i b Is the largest of the public transport vehiclesA running speed;
the minimum running speed of the bus is set;
the driving time of the bus from the ith intersection to the (i + 1) th intersection is set;
delay time for bus stop; k is a radical of i Counting the number of bus stations in the uplink direction between the ith intersection and the (i + 1) th intersection; b i b ' is the first sub-green bandwidth of the ascending public transport vehicle at the ith intersection; b is a mixture of i b "is the second sub-green bandwidth of the ascending public transport vehicles at the ith intersection;
the first sub-green wave bandwidth of the downlink buses at the ith intersection;
the first sub-green wave bandwidth of the downlink public transport vehicles at the ith intersection; w is a i b The time interval between the center line of the ascending green wave band of the bus at the ith intersection and the red light end point on the left side is set;
the time interval between the center line of the downlink green wave band of the bus at the ith intersection and the starting point of the red light on the right side is set; w is a i+1 b The time interval between the center line of the uplink green wave band of the bus at the (i + 1) th intersection and the red light end point on the left side is set;
the time interval between the center line of the downlink green wave band of the bus at the (i + 1) th intersection and the starting point of the red light on the right side is set; r is i+1 The time of the ascending red light at the i +1 th intersection is used;
the time of the descending red light of the (i + 1) th intersection is taken as the time of the descending red light; t is t i G Green light time which can be increased for the ascending straight-going phase of the ith intersection;
green light time which can be increased for the descending straight-going phase of the ith intersection; t is t i+1 G Green light time which can be increased for the ascending straight-going phase of the (i + 1) th intersection;
green light time which can be increased for the descending straight-going phase of the (i + 1) th intersection; tau is i+1 Queuing and emptying time for the ascending vehicles at the (i + 1) th intersection;
queuing the empty time for the descending vehicles at the ith intersection; s i+1 T The upstream straight saturation flow rate of the (i + 1) th intersection; n is i+1 T The number of the ascending straight lanes at the ith intersection is the number of the ascending straight lanes at the ith intersection;
the number of the vehicles queued for the up line at the (i + 1) th intersection is counted; q i L The number of vehicles merging into the uplink direction for the left turn at the ith intersection; q i R The number of vehicles merging into the uplink direction for the right turn at the ith intersection; q i+1 T The number of the upward straight vehicles at the (i + 1) th intersection is;
the driving time from the i +1 th intersection to the ith intersection is taken as the bus; delta i Is a first release variable;
is a second release variable; l is i The time of turning green light to the left in the upward direction of the ith intersection;
the time of turning green at the left of the i-th intersection; l is a radical of an alcohol i b Carrying out the upward left-turning green light time after the priority control strategy is implemented for the ith intersection;
carrying out downlink left-turning green light time after a priority control strategy is implemented for the ith intersection; m is i b Is an integral multiple of the green wave common period; t is t i The travel time for the social vehicle to travel from the ith intersection to the (i + 1) th intersection is determined.
It should be understood that: all variables representing the duration cannot take negative values.
The green time of the bus turning to the left vehicle is compressed after the bus priority passing strategy is implemented. The green time of the compressed left turn phase is required to ensure that the vehicles do not queue for the second time, that is, the left turn vehicles queued during the red light period should be emptied within the green time, therefore, in some embodiments of the present invention, the green time that the upstream straight phase of the ith intersection can be increased is:
in the formula (I), the compound is shown in the specification,
the shortest green time of a descending left-turn vehicle at the ith intersection;
the initial green time of a descending left-turn vehicle at the ith intersection;
the number of vehicles merging into the descending direction for the left turn at the ith intersection; s. the i+1 L The down left turn saturation flow rate for the i +1 th intersection; n is i+1 L The number of left-turn lanes of the ith intersection is the number of left-turn lanes of the ith intersection;
and the average passenger capacity of the descending left-turning vehicle at the ith intersection.
In some embodiments of the present invention, as shown in fig. 2, the release modes of the intersection include a first release mode, a second release mode, a third release mode, and a fourth release mode;
the first release mode is as follows: firstly, the ascending straight-going direction and the ascending left-turning direction are released, when the green light time in the ascending straight-going direction reaches the preset time, the ascending left-turning direction is closed and the descending straight-going direction is released, and when the green light time in the ascending straight-going direction is finished, the descending left-turning direction is released;
the second release mode is as follows: firstly releasing the downward straight-going direction and the downward left-turning direction, closing the downward left-turning direction and releasing the upward straight-going direction when the green time of the downward straight-going direction reaches the preset time, and releasing the upward left-turning direction when the green time of the downward straight-going direction is finished;
the third release mode is as follows: firstly, the ascending left turning direction and the descending left turning direction are released, when the green light time in the ascending left turning direction reaches the preset time, the descending left turning direction is closed, the ascending straight direction is released, and when the green light time in the ascending left turning direction is finished, the descending straight direction is released; or, the uplink left-turn direction and the downlink left-turn direction are released, when the green light time of the downlink left-turn direction reaches the preset time, the uplink left-turn direction is closed and the downlink straight direction is released, and when the green light time of the downlink left-turn direction is finished, the uplink straight direction is released;
the fourth release mode is as follows: firstly, the uplink straight-going direction and the downlink straight-going direction are released, when the green light time in the uplink straight-going direction reaches the preset time, the downlink straight-going direction is closed, the uplink left-turning direction is released, and when the green light time in the uplink straight-going direction is finished, the downlink left-turning direction is released; or, the ascending straight-going direction and the descending straight-going direction are released first, when the green light time of the descending straight-going direction reaches the preset time, the ascending straight-going direction is closed and the descending left-turning direction is released, and when the green light time of the descending straight-going direction is finished, the ascending left-turning direction is released.
It should be noted that: the preset time can be adjusted according to actual conditions, and in a specific embodiment, the preset time can be a time point as shown in fig. 2, where L in fig. 2 represents a green light time in an upward left-turn direction, and G represents a green light time in an upward straight direction;
indicating the green time in the down left turn direction,
indicating the green time in the down-going straight direction.
In some embodiments of the present invention, when the release manner of the intersection is the first release manner, the first release variable is 0, and the second release variable is 1; when the releasing mode of the intersection is the second releasing mode, the first releasing variable is 1, and the second releasing variable is 0; when the releasing mode of the intersection is the third releasing mode, the first releasing variable is 0, and the second releasing variable is 0; and when the release mode of the intersection is the fourth release mode, the first release variable is 1, and the second release variable is 1.
In some embodiments of the invention, the bus priority traffic policy comprises a red light early-break policy and a green light extension policy; determining a bus priority passing strategy of each intersection according to the passing mode of the intersection in the step S104, specifically:
when the public transport vehicle meets a first preset condition, a public transport priority passing strategy is not executed;
when the public transport vehicle meets a second preset condition, the public transport priority traffic strategy is a red light early-break strategy;
when the public transport vehicle meets a third preset condition, the public transport priority passing strategy is a green light extension strategy;
wherein the first preset condition is as follows:
the second preset condition is as follows:
the third preset condition is as follows:
in the formula, G i A green light phase; r i The red phase.
In some embodiments of the present invention, the determining the policy adjustment time corresponding to the bus priority passing policy in step S104 specifically includes:
when the bus priority passing strategy is a red light early-breaking strategy, and the second preset condition is delta i ＝0，
Then, the strategy adjustment time of the red light early-breaking strategy is as follows:
when the bus priority passing strategy is a red light early-break strategy, and the second preset condition is
The strategy adjustment time of the red light early-breaking strategy is the secondThe green light time which can be increased by the ascending straight-going phase of the i intersections;
when the bus priority passing strategy is a green light extension strategy, the strategy adjustment time of the green light extension strategy is as follows:
in the formula (I), the compound is shown in the specification,
adjusting time for the strategy of the red light early-breaking strategy; min () is a minimum function; tau is i Queuing and clearing time for the ascending vehicle at the ith intersection;
prolonging the strategy adjusting time of the strategy for the green light of the bus; r 0 The time interval between the current detection time of the bus and the red light starting point is set; g 0 The time interval between the current detection time of the bus and the starting point of the green light.
In order to verify the effectiveness of the embodiment of the invention, four continuous crossroads of the friendship major road in Wuhan city are selected for simulation verification, the west is determined to be an ascending road, the east is determined to be a descending road, the number of straight lanes is two, one lane is arranged for left turning and one lane is arranged for right turning, and the other entrance roads are arranged in the left straight lane and the right straight lane. Distances among intersections are 370 meters, 350 meters and 500 meters respectively, bus stops are distributed as shown in figure 3, and traffic flow of social vehicles at each entrance lane and traffic flow of buses are shown in tables 1 and 2 respectively.
TABLE 1 traffic flow of social vehicles at each intersection
TABLE 2 traffic flow of buses at each intersection
The saturated flow rate of a lane is 1800 vehicles/hour, the average number of passengers carried by social vehicles is 2, the average number of passengers carried by buses is 30, and the average loss time of bus stop is 20s. The speed limit of the social vehicles on the main road is 60km/h, so that the speed of the social vehicles is set within a range of 10-16 m/s, the speed of the public transport vehicles is set within a range of 8-12.5 m/s, and the speed variation range of adjacent road sections is set within 2 m/s.
Then, the data is brought into the traditional multi BAND and AM-BAND models and the trunk coordination control model provided by the embodiment of the present invention to be solved, and the bandwidth solving result is shown in table 3:
TABLE 3 different model Bandwidth solution results
From table 3 it can be seen that: the bandwidth of the trunk line coordination control model provided by the embodiment of the invention is superior to that of the traditional MULTIBAD and AM-BAND models, and the green wave bandwidth of the public transport vehicles is increased on the premise of ensuring that the green wave bandwidth of the social transport vehicles is not changed.
Further, verification proves that under the same bus departure frequency, compared with the MULTIBAND model, the method and the device have different degrees of optimization on each index, wherein the average delay of social vehicles is reduced by 9.32%, the parking times are reduced by 7.12%, the average delay of buses is reduced by 6.95%, and the average queuing length and the average delay time of people are respectively reduced by 7.74% and 8.67%; compared with the AM-BAND model, the social vehicle index difference is not large, but the delay of the bus is reduced by 15.75%, the parking times are reduced by 4.26%, and the per-capita delay is reduced by 5.76%.
In order to better implement the trunk line coordination control method based on bus priority in the embodiment of the present invention, on the basis of the trunk line coordination control method based on bus priority, correspondingly, the embodiment of the present invention further provides a trunk line coordination control device based on bus priority, as shown in fig. 3, the trunk line coordination control device 300 based on bus priority includes:
the data acquisition unit 301 is used for acquiring the traffic flow of social vehicles, the average passenger carrying number of the social vehicles, the traffic flow of buses and the average passenger carrying number of the buses in the traffic trunk;
the bandwidth weight determining unit 302 is used for determining the bandwidth weight of the social vehicles according to the traffic flow of the social vehicles and the average passenger carrying number of the social vehicles, and determining the bandwidth weight of the buses according to the traffic flow of the buses and the average passenger carrying number of the buses;
the model building unit 303 is used for determining a social vehicle green wave bandwidth and a bus green wave bandwidth, and building a trunk coordination control model based on the social vehicle green wave bandwidth, the bus green wave bandwidth, the social vehicle bandwidth weight and the bus bandwidth weight by taking more passengers passing through a green wave band as a target;
the model solving unit 304 is used for determining the passing mode of each intersection in the main traffic line, the social vehicle red light midpoint offset and the bus vehicle red light midpoint offset of adjacent intersections according to the main line coordination control model;
the bus priority passing policy determining unit 305 is configured to determine a bus priority passing policy at each intersection according to a release mode of the intersection, and determine policy adjustment time corresponding to the bus priority passing policy.
The trunk line coordination control device 300 based on bus priority provided in the foregoing embodiment may implement the technical solutions described in the foregoing trunk line coordination control method based on bus priority, and the specific implementation principles of the modules or units may refer to the corresponding contents in the foregoing trunk line coordination control method based on bus priority, which are not described herein again.
Those skilled in the art will appreciate that all or part of the flow of the method implementing the above embodiments may be implemented by instructing relevant hardware (such as a processor, a controller, etc.) by a computer program, and the computer program may be stored in a computer readable storage medium. The computer readable storage medium is a magnetic disk, an optical disk, a read-only memory or a random access memory.
The method and the device for controlling the trunk line coordination based on the bus priority are described in detail, specific examples are applied in the method to explain the principle and the implementation mode of the invention, and the description of the embodiments is only used for helping to understand the method and the core idea of the invention; meanwhile, for those skilled in the art, according to the idea of the present invention, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present invention.
Claims (10)
1. A trunk line coordination control method based on bus priority is characterized by comprising the following steps:
acquiring the traffic flow of social vehicles, the average passenger carrying number of the social vehicles, the traffic flow of buses and the average passenger carrying number of the buses in a traffic trunk;
determining social vehicle bandwidth weight according to the social vehicle traffic flow and the average passenger carrying number of the social vehicles, and determining bus bandwidth weight according to the bus flow and the average passenger carrying number of the bus;
determining a social vehicle green wave bandwidth and a bus green wave bandwidth, and constructing a trunk coordination control model based on the social vehicle green wave bandwidth, the bus green wave bandwidth, the social vehicle bandwidth weight and the bus bandwidth weight by taking more passengers passing in a green wave band as a target;
determining a release mode of each intersection in the main traffic line, and the offset of the social vehicle red light midpoint and the offset of the bus red light midpoint of adjacent intersections according to the main line coordination control model;
and determining a bus priority passing strategy of each intersection according to the release mode of the intersection, and determining strategy adjustment time corresponding to the bus priority passing strategy.
2. The bus priority-based trunk line coordination control method according to claim 1, wherein the trunk line coordination control model comprises an objective function, and the objective function is:
in the formula, maximize B is the sum of the maximum green wave bandwidths; n is the number of coordination control intersections in the traffic trunk; i is the serial number of the intersection; a is i The bandwidth weight of the uplink social vehicle at the ith intersection is obtained;
the bandwidth weight of the downlink social vehicle at the ith intersection; a is a i b The bandwidth weight of the uplink public transport vehicle at the ith intersection is obtained;
the bandwidth weight of the downlink bus at the ith intersection is calculated; b i The green wave bandwidth of the upstream social vehicle at the ith intersection;
the green wave bandwidth of the descending social vehicles at the ith intersection; b i b The green wave bandwidth of the ascending bus at the ith intersection;
the green wave bandwidth of the downlink buses at the ith intersection; q. q of i The traffic flow of the ascending social vehicles at the ith intersection is determined;
the traffic flow of the descending social vehicles at the ith intersection is; q. q.s i b The traffic flow of the ascending bus at the ith intersection is determined;
the traffic flow of the downlink bus at the ith intersection is; lambda [ alpha ] i The average passenger capacity of the upward social vehicles at the ith intersection is obtained;
the average passenger capacity of the descending social vehicles at the ith intersection is obtained; lambda [ alpha ] i b The average passenger capacity of the ascending buses at the ith intersection;
the average passenger capacity of the descending buses at the ith intersection.
3. The bus priority-based trunk line coordination control method according to claim 2, wherein the trunk line coordination control model comprises constraint conditions, the constraint conditions comprise green wave bandwidth constraint conditions, and the green wave bandwidth constraint conditions are as follows:
b i ＝b i ′+b i ″
w i <k i p (1-r i )
wherein, the first and the second end of the pipe are connected with each other,
in the formula, k i The ratio of vehicles queued for the uplink and downlink;
the number of the vehicles queued for the ascending at the ith intersection is counted;
queuing the number of the vehicles at the ith intersection; b is a mixture of i ' is the first sub-green bandwidth of the upstream social vehicles at the ith intersection; b is a mixture of i "is the second sub-green bandwidth of the ascending social vehicle at the ith intersection; w is a i The time interval between the bandwidth separation line of the upstream social vehicle at the ith intersection and the red light terminal at the left side is set; r is i The time of the ascending red light at the ith intersection is taken as the time of the ascending red light at the ith intersection; k is a radical of i p The ratio of the bandwidth dividing line to the green light starting point to the green light time is calculated;
the time interval between the bandwidth separation line of the descending social vehicle at the ith intersection and the right red light terminal point is set;
the time of the descending red light at the ith intersection is set; b imin Is the minimum green bandwidth; k is a radical of formula r The proportion of the vehicles which at least need to pass in the green light time to all the vehicles is calculated; s. the i T The upstream straight saturation flow rate for the ith intersection; n is a radical of an alkyl radical i T The number of the ascending straight lanes at the ith intersection is the number of the ascending straight lanes at the ith intersection; t is t 0 Time lost for startup; q i-1 L The number of vehicles merging into the uplink direction for the left turn at the i-1 st intersection; q i-1 R The number of vehicles merging into the uplink direction for the right turn at the i-1 st intersection; q i T The number of the vehicles going straight upwards at the ith intersection is;
the number of vehicles merging into the descending direction for the left turn at the (i + 1) th intersection;
the number of vehicles merging into the downlink direction for the right turn at the (i + 1) th intersection;
the number of the vehicles going straight downwards at the ith intersection is; and C is a green wave common period.
4. The bus priority-based trunk line coordination control method according to claim 3, wherein the constraint conditions further include bus constraint conditions, and the bus constraint conditions are as follows:
in the formula, D i The distance between the current detection position of the bus and the stop line of the ith intersection is calculated; f. of i b The maximum driving speed of the bus is obtained;
the minimum driving speed of the bus;
the driving time of the bus from the ith intersection to the (i + 1) th intersection is set;
delay time for bus stop; k is a radical of formula i The ith intersection and the (i + 1) thCounting the number of bus stations in the uplink direction between the intersections; b i b ' is the first sub-green bandwidth of the ascending public transport vehicle at the ith intersection; b i b″ The bandwidth of the second sub-green wave of the uplink public transport vehicle at the ith intersection;
the first sub-green wave bandwidth of the downlink public transport vehicles at the ith intersection;
the first sub-green wave bandwidth of the downlink public transport vehicles at the ith intersection; w is a i b The time interval between the center line of the green wave band on the bus at the ith intersection and the red light end point on the left side is set;
the time interval between the center line of the downlink green wave band of the bus at the ith intersection and the starting point of the red light on the right side is set; w is a i+1 b The time interval between the center line of the uplink green wave band of the bus at the (i + 1) th intersection and the red light end point on the left side is set;
the time interval between the center line of a downlink green wave band of the bus at the (i + 1) th intersection and the starting point of a red light on the right side is set; r is a radical of hydrogen i+1 The time of the ascending red light at the (i + 1) th intersection is used;
the time of the descending red light of the (i + 1) th intersection is taken as the time of the descending red light; t is t i G Green light time which can be increased for the ascending straight-going phase of the ith intersection;
green light time which can be increased for the descending straight-going phase of the ith intersection; t is t i+1 G Green light capable of increasing up-going straight-going phase for i +1 th intersectionTime;
green light time which can be increased for the descending straight-going phase of the (i + 1) th intersection; tau is i+1 Queuing and emptying time for the ascending vehicles at the (i + 1) th intersection;
queuing and clearing time for the descending vehicles at the ith intersection; s i+1 T The upstream straight saturation flow rate of the (i + 1) th intersection; n is i+1 T The number of the upward straight lanes at the ith intersection is;
the number of the vehicles queued for the ascending at the (i + 1) th intersection is counted; q i L The number of vehicles merging into the uplink direction for the left turn at the ith intersection; q i R The number of vehicles converging the right turn into the uplink direction at the ith intersection; q i+1 T The number of the upward straight vehicles at the (i + 1) th intersection is;
the driving time from the i +1 th intersection to the i th intersection is the driving time of the bus; delta i Is a first release variable;
is a second release variable; l is i The time of turning green light to the left in the upward direction of the ith intersection;
the time of turning green at the left of the i-th intersection; l is i b Carrying out the upward left-turning green light time after the priority control strategy is implemented for the ith intersection;
implementing priority control strategy for ith intersectionSlightly later time for going down to the left and turning to green; m is a unit of i b Is an integral multiple of the green wave common period; t is t i The travel time for the social vehicle to travel from the ith intersection to the (i + 1) th intersection is determined.
5. The bus priority-based trunk line coordination control method according to claim 4, wherein the green time in which the ascending straight-going phase at the ith intersection can be increased is as follows:
in the formula (I), the compound is shown in the specification,
the shortest green time of a descending left-turn vehicle at the ith intersection;
the initial green time of a descending left-turn vehicle at the ith intersection;
the number of vehicles merging into the descending direction for the left turn at the ith intersection; s i+1 L The down left turn saturation flow rate for the i +1 th intersection; n is i+1 L The number of left-turn lanes of the ith intersection is the number of left-turn lanes of the ith intersection;
and the average passenger capacity of the downward left-turning vehicles at the ith intersection.
6. The bus priority-based trunk line coordination control method according to claim 5, wherein the passing modes of the intersection include a first passing mode, a second passing mode, a third passing mode and a fourth passing mode;
the first release mode is as follows: firstly, the ascending straight-going direction and the ascending left-turning direction are released, when the green light time in the ascending straight-going direction reaches the preset time, the ascending left-turning direction is closed and the descending straight-going direction is released, and when the green light time in the ascending straight-going direction is finished, the descending left-turning direction is released;
the second release mode is as follows: firstly, the downlink straight-going direction and the downlink left-turning direction are released, when the green time of the downlink straight-going direction reaches the preset time, the downlink left-turning direction is closed, the uplink straight-going direction is released, and when the green time of the downlink straight-going direction is finished, the uplink left-turning direction is released;
the third release mode is as follows: firstly, the ascending left turning direction and the descending left turning direction are released, when the green light time in the ascending left turning direction reaches the preset time, the descending left turning direction is closed, the ascending straight direction is released, and when the green light time in the ascending left turning direction is finished, the descending straight direction is released; or, the uplink left-turn direction and the downlink left-turn direction are released, when the green light time of the downlink left-turn direction reaches the preset time, the uplink left-turn direction is closed and the downlink straight direction is released, and when the green light time of the downlink left-turn direction is finished, the uplink straight direction is released;
the fourth release mode is as follows: firstly releasing an uplink straight-going direction and a downlink straight-going direction, closing the downlink straight-going direction and releasing the uplink left-turning direction when the green light time in the uplink straight-going direction reaches a preset time, and releasing the downlink left-turning direction when the green light time in the uplink straight-going direction is finished; or, the uplink straight-going direction and the downlink straight-going direction are released first, when the green time of the downlink straight-going direction reaches the preset time, the uplink straight-going direction is closed, the downlink left-turning direction is released, and when the green time of the downlink straight-going direction is finished, the uplink left-turning direction is released.
7. The bus priority-based trunk line coordination control method according to claim 6, characterized in that when the release mode of the intersection is a first release mode, the first release variable is 0, and the second release variable is 1; when the releasing mode of the intersection is a second releasing mode, the first releasing variable is 1, and the second releasing variable is 0; when the releasing mode of the intersection is a third releasing mode, the first releasing variable is 0, and the second releasing variable is 0; and when the releasing mode of the intersection is a fourth releasing mode, the first releasing variable is 1, and the second releasing variable is 1.
8. The bus priority-based trunk line coordination control method according to claim 7, wherein the bus priority passing strategy comprises a red light early-break strategy and a green light extension strategy; the method for determining the bus priority passing strategy of each intersection according to the release mode of the intersection specifically comprises the following steps:
when the public transport vehicle meets a first preset condition, a public transport priority passing strategy is not executed;
when the bus meets a second preset condition, the bus priority passing strategy is a red light early-breaking strategy;
when the public transport vehicle meets a third preset condition, the public transport priority passing strategy is a green light prolonging strategy;
wherein the first preset condition is as follows:
the second preset condition is as follows:
δ i ＝0，
or, delta i ＝0，
The third preset condition is as follows:
δ i ＝1，
in the formula, G i A green light phase; r i The red lamp phase.
9. The bus priority-based trunk line coordination control method according to claim 8, wherein the determining of the policy adjustment time corresponding to the bus priority passing policy specifically comprises:
when the bus priority passing strategy is a red light early-break strategy, and the second preset condition is delta i ＝0，
And then, the strategy adjusting time of the red light early-breaking strategy is as follows:
when the bus priority passing strategy is a red light early-break strategy, and the second preset condition is delta i ＝0，
Then, the strategy adjustment time of the red light early-off strategy is the green light time which can be increased by the uplink straight-going phase of the ith intersection;
when the bus priority passing strategy is a green light extension strategy, the strategy adjustment time of the green light extension strategy is as follows:
in the formula (I), the compound is shown in the specification,
adjusting time for the strategy of the red light early-breaking strategy(ii) a min () is a minimum function; tau is i Queuing and clearing time for the ascending vehicle at the ith intersection;
prolonging the strategy adjustment time of the strategy for the green light of the bus; r 0 The time interval between the current detection time of the bus and the red light starting point is set; g 0 The time interval between the current detection time of the bus and the starting point of the green light.
10. A trunk line coordination control device based on bus priority is characterized by comprising:
the data acquisition unit is used for acquiring the traffic flow of social vehicles, the average passenger carrying number of the social vehicles, the traffic flow of buses and the average passenger carrying number of the buses in the traffic trunk;
the bandwidth weight determining unit is used for determining the bandwidth weight of the social vehicles according to the traffic flow of the social vehicles and the average number of passengers carrying the social vehicles, and determining the bandwidth weight of the buses according to the traffic flow of the buses and the average number of passengers carrying the buses;
the model building unit is used for determining a social vehicle green wave bandwidth and a bus green wave bandwidth, and building a trunk coordination control model based on the social vehicle green wave bandwidth, the bus green wave bandwidth, the social vehicle bandwidth weight and the bus bandwidth weight by taking more passengers passing in a green wave band as a target;
the model solving unit is used for determining the passing mode of each intersection in the traffic trunk line, the social vehicle red light midpoint offset and the bus vehicle red light midpoint offset of adjacent intersections according to the trunk line coordination control model;
and the bus priority passing strategy determining unit is used for determining the bus priority passing strategies of all the intersections according to the releasing modes of the intersections and determining the strategy adjusting time corresponding to the bus priority passing strategies.
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