CN115311868B - Main line coordination control method and device based on bus priority - Google Patents
Main line coordination control method and device based on bus priority Download PDFInfo
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- CN115311868B CN115311868B CN202210856568.8A CN202210856568A CN115311868B CN 115311868 B CN115311868 B CN 115311868B CN 202210856568 A CN202210856568 A CN 202210856568A CN 115311868 B CN115311868 B CN 115311868B
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- 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
- G08G1/015—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
- 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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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/065—Traffic control systems for road vehicles by counting the vehicles in a section of the road or in a parking area, i.e. comparing incoming count with outgoing count
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/085—Controlling traffic signals using a free-running cyclic timer
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
The invention provides a trunk line coordination control method and device based on bus priority, wherein the method comprises the following steps: acquiring social vehicle traffic, social vehicle average passenger carrying number, bus traffic and bus average passenger carrying number in a traffic trunk; determining social vehicle bandwidth weight according to the social vehicle traffic and the average passenger carrying number of the social vehicle, and determining bus bandwidth weight according to the bus traffic and the average passenger carrying number of the bus; determining a green wave bandwidth of a social vehicle and a green wave bandwidth of a public vehicle, and constructing a trunk line coordination control model by taking more passengers as targets in the green wave band; determining a passing mode of each intersection in a traffic trunk and a midpoint offset of a red light of a social vehicle and a midpoint offset of a red light of a public vehicle according to a trunk coordination control model; and determining the bus priority passing strategy of each intersection according to the passing mode of the intersection, and determining the corresponding strategy adjustment time. The invention can reduce personnel delay 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 increasing density of urban road networks causes the rapid increase of the number of intersections, so that the number of urban arterial road intersections is increased and the distance between the intersections is reduced. Therefore, green wave coordinated control of the arterial road is a necessary result.
The main line coordination signal control model mainly comprises MAXBOND and MULTIBAND models, and the two models are used for changing the phase difference and the release mode of each intersection under the condition that the signal timing of each intersection is fixed, so that the effect of continuously passing the social vehicles in the green time is achieved. Under the control strategy, the bus is forced to share a green wave band with the social vehicle, and in actual conditions, the speeds of the bus and the social vehicle are greatly different, and the bus needs to stop, so that the bus is difficult to pass through an intersection in green time. The bus priority strategy only considers the optimization of the single-point intersections, and the road section needing to be optimized is often a main road, so that the priority strategy is required to be implemented for each intersection, and the bus priority control strategy is frequently used on urban trunks with higher saturation and more buses, so that the normal traffic of social vehicles is easily influenced, and even congestion is caused.
Therefore, it is urgently needed to provide a trunk line coordination control method and device based on public traffic priority, which are used for combining a coordination signal control model with a public traffic priority strategy, guaranteeing green wave bandwidth of social vehicles, and giving public vehicles a larger green wave bandwidth, so that the purpose of reducing people's average delay is achieved.
Disclosure of Invention
In view of the foregoing, it is necessary to provide a trunk line coordination control method and device based on bus priority, so as to solve the technical problem in the prior art that the social vehicle average delay and the bus average delay cannot be simultaneously reduced due to coordination of the traffic trunk line only by a single coordination signal control model or a bus priority strategy, thereby reducing the people average delay.
In one aspect, the invention provides a trunk line coordination control method based on bus priority, which comprises the following steps:
acquiring social vehicle traffic, social vehicle average passenger carrying number, bus traffic and bus average passenger carrying number in a traffic trunk;
determining social vehicle bandwidth weight according to the social vehicle traffic and the average passenger carrying number of the social vehicle, and determining bus bandwidth weight according to the bus traffic and the average passenger carrying number of the bus;
Determining a social vehicle green wave bandwidth and a public vehicle green wave bandwidth, and constructing a trunk line coordination control model based on the social vehicle green wave bandwidth, the public vehicle green wave bandwidth, the social vehicle bandwidth weight and the public vehicle bandwidth weight by taking more passengers in the green wave band as targets;
determining a passing mode of each intersection in the traffic trunk and a social vehicle red light midpoint offset and a public vehicle red light midpoint offset of adjacent intersections according to the trunk coordination control model;
and determining the bus priority passing strategy of each intersection according to the passing mode of the intersection, and determining the 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:
wherein, maximaze B is the maximum green wave bandwidth sum; n is the number of coordinated control intersections in the traffic trunk; i is the intersection number; a, a i The bandwidth weight of the uplink social vehicle at the ith intersection is given;the bandwidth weight of the downlink social vehicle at the ith intersection is given; a, a i b The bandwidth weight of the bus on the upstream of the ith intersection is given; / >Downstream bus bandwidth weight for ith intersectionWeighing; b i Green wave bandwidth of the uplink social vehicle at the ith intersection; />Green wave bandwidth of the downlink social vehicle at the ith intersection; b i b Green wave bandwidth of the ascending bus at the ith intersection; />Green wave bandwidth of the descending bus at the ith intersection; q i The traffic flow of the uplink social vehicle at the ith intersection; />Traffic flow for a downlink social vehicle at an i-th intersection; q i b The traffic flow of the ascending bus at the ith intersection; />The traffic flow of the descending bus at the ith intersection; lambda (lambda) i The average passenger capacity of the social vehicles at the ith intersection is calculated; />The average passenger capacity of the downlink social vehicles at the ith intersection; lambda (lambda) i b The average passenger capacity of the bus on the i-th intersection; />The average passenger capacity of the bus is the i-th intersection.
In some possible implementations, the trunk coordination control model includes constraints including a green wave bandwidth constraint that is:
b i ＝b i ′+b i ″
w i <k i p (1-r i )
wherein, the liquid crystal display device comprises a liquid crystal display device,
wherein k is i Queuing vehicle ratios for up and down;the number of vehicles is queued for the uplink of the ith intersection; / >Queuing a number of descending vehicles for the ith intersection; b i ' is the first sub-green wave bandwidth of the uplink social vehicle at the ith intersection; b i "second sub-green wave bandwidth for the uplink social vehicle at the ith intersection; w (w) i Bandwidth separation line and left red light terminal of ascending social vehicle for ith intersectionTime intervals of points; r is (r) i The time of the uplink red light of the ith intersection is the time of the uplink red light; k (k) i p Dividing the bandwidth into a proportion of the green light time from a line to a green light starting point; />A time interval between a bandwidth separation line of a downlink social vehicle at an ith intersection and a right red light end point; />The time of the downlink red light of the ith intersection; b imin Is the minimum green wave bandwidth; k (k) r The proportion of vehicles which at least should pass through in green light time to all vehicles; s is S i T An upstream straight saturation flow rate for the i-th intersection; n is n i T The number of the uplink straight lanes of the i-th intersection; t is t 0 Lost time for start-up; q (Q) i-1 L The number of vehicles which are gathered in the uplink direction for the left turn of the i-1 intersection; q (Q) i-1 R The number of vehicles which are right-turned and converged in the uplink direction for the i-1 intersection; the number of vehicles converging in the downlink direction for the i+1th intersection; />The number of vehicles which are converged in the downlink direction is changed to the right at the (i+1) th intersection; />The number of the downlink straight vehicles at the ith intersection; c is the green wave common period.
In some possible implementations, the constraints further include bus constraints, the bus constraints being:
wherein D is i The distance between the current detection position of the bus and the stop line of the ith intersection; f (f) i b The maximum running speed of the bus is set;the minimum running speed of the bus is set; />The travel time from the ith intersection to the (i+1) th intersection is the travel time of the bus; />Delay time for bus stop; k (k) i 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 wave bandwidth of the ascending bus at the ith intersection; b i b "the second sub-green wave bandwidth of the ascending bus at the ith intersection; />A first sub green wave bandwidth of a downlink bus at an ith intersection; />A first sub green wave bandwidth of a downlink bus at an ith intersection; w (w) i b The time interval between the central line of the uplink green wave band of the i-th intersection and the end point of the left red light of the bus is set; />The time interval between the central line of the downlink green wave band of the i-th intersection of the bus and the starting point of the right red light; w (w) i+1 b The time interval between the central line of the uplink green wave band of the i+1th intersection and the end point of the left red light of the bus is set; / >The time interval between the central line of the downlink green wave band of the i+1th intersection of the bus and the starting point of the right red light; r is (r) i+1 The time of the uplink red light at the (i+1) th intersection; />The time of the downlink red light at the (i+1) th intersection; t is t i G Is the ascending straight of the ith intersectionGreen time with increasing row phase; />The green light time which can be increased for the downlink straight-going phase of the ith intersection; t is t i+1 G The green light time for the uplink straight phase of the i+1th intersection can be increased; />Green light time which can be increased for the downlink straight-going phase of the (i+1) th intersection; τ i+1 Queuing the empty time for the ascending vehicles at the (i+1) th intersection; />Queuing the empty time for the descending vehicles at the ith intersection; s is S i+1 T An upstream straight saturation flow rate for the i+1th intersection; n is n i+1 T The number of the uplink straight lanes of the i-th intersection; />The number of vehicles is queued for the uplink of the (i+1) th intersection; q (Q) i L The number of vehicles converging in the uplink direction for the left turn of the ith intersection; q (Q) i R The number of vehicles which are converged in the uplink direction for the right turn of the ith intersection; q (Q) i+1 T The number of the uplink straight vehicles at the i+1th intersection; />The travel time from the (i+1) th intersection to the (i) th intersection of the bus is set; delta i Is a first release variable; / >Is a second release variable; l (L) i The green time of the ascending left turn of the ith intersection; />The green time of the downlink left turn of the ith intersection; l (L) i b The uplink left-turn green time after the priority control strategy is implemented for the ith intersection; />The downlink left-turn green time after the priority control strategy is implemented for the ith intersection; m is m i b Is an integer multiple of the common period of the green wave; t is t i Is the travel time of the social vehicle from the i-th intersection to the i+1-th intersection.
In some possible implementations, the green time for which the upstream straight-going phase of the ith intersection can be increased is:
in the method, in the process of the invention,the shortest green light time of the descending left-turning vehicle at the ith intersection; />The initial green time of the descending left-turning vehicle at the ith intersection; />The number of vehicles converging in the downlink direction for the left turn of the ith intersection; s is S i+1 L A downstream left turn saturation flow rate for the i+1th intersection; n is n i+1 L The number of the descending left-turning lanes of the ith intersection; />The average passenger capacity of the left-turn vehicle is the i-th intersection.
In some possible implementations, the clearance modes of the intersection include a first clearance mode, a second clearance mode, a third clearance mode, and a fourth clearance mode;
The first release mode is as follows: firstly releasing the uplink straight direction and the uplink left-turning direction, closing the uplink left-turning direction and releasing the downlink straight direction when the green light time of the uplink straight direction reaches the preset time, and releasing the downlink left-turning direction when the green light time of the uplink straight direction is completed;
the second release mode is as follows: firstly releasing the downlink straight direction and the downlink left-turning direction, closing the downlink left-turning direction and releasing the uplink straight direction when the green light time of the downlink straight direction reaches the preset time, and releasing the uplink left-turning direction when the green light time of the downlink straight direction is completed;
the third release mode is as follows: firstly releasing the uplink left turning direction and the downlink left turning direction, closing the downlink left turning direction and releasing the uplink straight running direction when the green light time of the uplink left turning direction reaches the preset time, and releasing the downlink straight running direction when the green light time of the uplink left turning direction is completed; or, firstly releasing the uplink left-turning direction and the downlink left-turning direction, closing the uplink left-turning direction and releasing the downlink straight-going direction when the green light time of the downlink left-turning direction reaches the preset time, and releasing the uplink straight-going direction when the green light time of the downlink left-turning direction is completed;
The fourth release mode is as follows: firstly releasing the uplink straight-going direction and the downlink straight-going direction, closing the downlink straight-going direction and releasing the uplink left-turning direction when the green light time of the uplink straight-going direction reaches the preset time, and releasing the downlink left-turning direction when the green light time of the uplink straight-going direction is completed; or, firstly releasing the uplink straight direction and the downlink straight direction, closing the uplink straight direction and releasing the downlink left-turn direction when the green light time of the downlink straight direction reaches the preset time, and releasing the uplink left-turn direction when the green light time of the downlink straight direction is completed.
In some possible implementations, when the clearance mode of the intersection is a first clearance mode, the first clearance variable is 0, and the second clearance variable is 1; when the clearance mode of the intersection is a second clearance mode, the first clearance variable is 1, and the second clearance variable is 0; when the clearance mode of the intersection is a third clearance mode, the first clearance variable is 0, and the second clearance variable is 0; when the clearance mode of the intersection is a fourth clearance mode, the first clearance variable is 1, and the second clearance variable is 1.
In some possible implementations, the bus priority traffic policy includes a red light early break policy and a green light extension policy; the bus priority passing strategy of each intersection is determined according to the passing mode of the intersection, and specifically comprises the following steps:
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-break strategy;
when the bus meets a third preset condition, the bus priority passing strategy is a green light extension strategy;
wherein, the first preset condition is:
the second preset condition is:
or (I)>
The third preset condition is:
wherein G is i The green light phase; r is R i Is the red light phase.
In some possible implementations, the determining the policy adjustment time corresponding to the bus priority traffic policy specifically includes:
when the bus priority traffic strategy is a red light early break strategy, and the second preset condition is delta i ＝0，And when the red light early-break strategy is used, the strategy adjustment time of the red light early-break strategy is as follows:
when the bus priority traffic strategy is a red light early break strategy, and the second preset condition is delta i ＝0，When the traffic light is in the red light early-break state, the strategy adjustment time of the red light early-break strategy is the green light time of which the uplink straight phase of the ith intersection can be increased;
When the bus priority traffic strategy is a green light extension strategy, the strategy adjustment time of the green light extension strategy is as follows:
in the method, in the process of the invention,adjusting time for the strategy of the red light early-break strategy; min () is a minimum function; τ i Queuing the empty time for the ascending vehicles at the ith intersection; />The method comprises the steps of prolonging policy adjustment time of a policy for green light for a bus; r is R 0 The time interval between the current detection time of the bus and the starting point of the red light; 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 following steps:
the data acquisition unit is used for acquiring the social vehicle traffic, the average passenger carrying number of the social vehicles, the traffic flow of the public vehicles and the average passenger carrying number of the public vehicles in the traffic trunk;
the bandwidth weight determining unit is used for determining social vehicle bandwidth weight according to the social vehicle traffic and the average passenger carrying number of the social vehicle, and determining 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 a green wave bandwidth of the social vehicle and a green wave bandwidth of the public vehicle, and building a trunk line coordination control model based on the green wave bandwidth of the social vehicle, the green wave bandwidth of the public vehicle, the social vehicle bandwidth weight and the public vehicle bandwidth weight by taking more passengers in the green wave band as targets;
The model solving unit is used for determining the passing mode of each intersection in the traffic trunk and the midpoint offset of the social vehicle red light and the midpoint offset of the public vehicle red light of the adjacent intersection according to the trunk coordination control model;
and the bus priority traffic strategy determining unit is used for determining the bus priority traffic strategy of each intersection according to the passing mode of the intersection and determining the strategy adjustment time corresponding to the bus priority traffic strategy.
The beneficial effects of adopting the embodiment are as follows: according to the trunk line coordination control method based on public traffic priority, the social vehicle bandwidth weight is determined according to the social vehicle traffic and the average passenger carrying number of the social vehicles, the public vehicle bandwidth weight is determined according to the public vehicle traffic and the average passenger carrying number of the public vehicles, and a trunk line coordination control model is constructed based on the social vehicle green wave bandwidth, the public vehicle green wave bandwidth, the social vehicle bandwidth weight and the public vehicle bandwidth weight by taking more passengers as targets in a green wave band. Compared with the traditional trunk line coordination model, the method takes the ratio of traffic flow and road saturation flow rate as the green wave bandwidth weight, and determines the green wave bandwidth weight by the average passenger carrying number, and considers the passenger carrying capacity difference of buses and social vehicles, so that the green wave bandwidth of the social vehicles is ensured, and meanwhile, the public vehicles are given a larger green wave bandwidth, and the technical effects of reducing personnel delay and improving traffic efficiency are achieved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic flow chart of an embodiment of a trunk coordination control method based on bus priority provided by the invention;
FIG. 2 is a schematic structural view of an embodiment of a clearance mode of an intersection according to the present invention;
fig. 3 is a schematic structural diagram of an embodiment of a trunk coordination control device based on bus priority according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
It should be understood that the schematic drawings are not drawn to scale. A flowchart, as used in this disclosure, illustrates operations implemented according to some embodiments of the present invention. It should be appreciated that the operations of the flow diagrams may be implemented out of order and that steps without logical context may be performed in reverse order or concurrently. Moreover, one or more other operations may be added to or removed from the flow diagrams by those skilled in the art under the direction of the present disclosure.
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 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 may be included in at least one embodiment of the invention. The appearances of such phrases 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. Those of skill in the art will explicitly and implicitly appreciate that the embodiments described herein may 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 described below.
Fig. 1 is a schematic flow chart of an embodiment of a trunk coordination control method based on bus priority, where, as shown in fig. 1, the trunk coordination control method based on bus priority includes:
s101, acquiring social vehicle traffic, social vehicle average passenger carrying number, bus traffic and bus average passenger carrying number in a traffic trunk;
s102, determining a social vehicle bandwidth weight according to the social vehicle traffic and the average passenger carrying number of the social vehicle, and determining a bus bandwidth weight according to the bus traffic and the average passenger carrying number of the bus;
s103, determining a green wave bandwidth of the social vehicle and a green wave bandwidth of the public 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 vehicle, the social vehicle bandwidth weight and the public vehicle bandwidth weight by taking more passengers in the green wave band as targets;
s104, determining a passing mode of each intersection in a traffic trunk and a social vehicle red light midpoint offset and a public vehicle red light midpoint offset of adjacent intersections according to the trunk coordination control model;
S105, determining bus priority traffic strategies of all intersections according to the passing modes of the intersections, and determining strategy adjustment time corresponding to the bus priority traffic strategies.
Compared with the prior art, the trunk line coordination control method based on public traffic priority provided by the embodiment of the invention determines 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, determines the bandwidth weight of the public vehicles according to the traffic flow of the public vehicles and the average passenger carrying number of the public vehicles, and constructs a trunk line coordination control model based on the green wave bandwidth of the social vehicles, the green wave bandwidth of the public vehicles, the bandwidth weight of the social vehicles and the bandwidth weight of the public vehicles by taking more passengers as targets in the green wave band. Compared with the traditional trunk line coordination model, the method and the device have the advantages that the ratio of the traffic flow to the road saturation flow rate is used as the green wave bandwidth weight, the average passenger carrying number is used for determining the green wave bandwidth weight, and the passenger carrying capacity difference of the public vehicles and the social vehicles is considered, so that the public vehicles can be guaranteed with the green wave bandwidth, and meanwhile, the public vehicles are given with the larger green wave bandwidth, and the technical effects of reducing the average delay and improving the passing efficiency are achieved.
In some embodiments of the invention, the trunk coordination control model includes an objective function, which is:
wherein, maximaze B is the maximum green wave bandwidth sum; n is the number of coordinated control intersections in the traffic trunk; i is the intersection number; a, a i The bandwidth weight of the uplink social vehicle at the ith intersection is given;the bandwidth weight of the downlink social vehicle at the ith intersection is given; a, a i b The bandwidth weight of the bus on the upstream of the ith intersection is given; />The bandwidth weight of the downlink bus at the ith intersection is given; b i Green wave bandwidth of the uplink social vehicle at the ith intersection; />Green wave bandwidth of the downlink social vehicle at the ith intersection; b i b Green wave bandwidth of the ascending bus at the ith intersection; />Green wave bandwidth of the descending bus at the ith intersection; q i The traffic flow of the uplink social vehicle at the ith intersection; />Traffic flow for a downlink social vehicle at an i-th intersection; q i b The traffic flow of the ascending bus at the ith intersection; />The traffic flow of the descending bus at the ith intersection; lambda (lambda) i The average passenger capacity of the social vehicles at the ith intersection is calculated; />The average passenger capacity of the downlink social vehicles at the ith intersection; lambda (lambda) i b The average passenger capacity of the bus on the i-th intersection; />The average passenger capacity of the bus is the i-th intersection.
In some embodiments of the invention, the trunk coordination control model includes constraints, including green wave bandwidth constraints, which are:
through the green wave bandwidth constraint condition, the fact that traffic flows in the morning and evening peak time periods have certain tidal properties is considered, and the bandwidth of the traffic flow in the larger direction can be prevented from being far smaller than that of the traffic flow 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 )
Through the green wave bandwidth constraint condition, the bandwidth separation line is positioned in the early and middle stages of the green light time, so that the green light time is utilized to a greater extent, the situation that a vehicle needs to stop for waiting for the green light of the next period is avoided, and delay is reduced.
Through the green wave bandwidth constraint condition, the difference of weight factors caused by the difference of flow of different road segments can be avoided, so that the situation that the bandwidth corresponding to the road segment with smaller flow is possibly compressed greatly or even zero bandwidth appears is avoided, the occurrence of too small green wave bandwidth is prevented, and the passing of vehicles with a certain proportion in green light time is ensured.
Wherein, the liquid crystal display device comprises a liquid crystal display device,
wherein k is i Queuing vehicle ratios for up and down;the number of vehicles is queued for the uplink of the ith intersection; />Queuing a number of descending vehicles for the ith intersection; b i ' is the first sub-green wave bandwidth of the uplink social vehicle at the ith intersection; b i "second sub-green wave bandwidth for the uplink social vehicle at the ith intersection; w (w) i The time interval between the bandwidth separation line of the uplink social vehicle at the ith intersection and the end point of the left red light; r is (r) i The time of the uplink red light of the ith intersection is the time of the uplink red light; k (k) i p Dividing the bandwidth into a proportion of the green light time from a line to a green light starting point; />A time interval between a bandwidth separation line of a downlink social vehicle at an ith intersection and a right red light end point; />The time of the downlink red light of the ith intersection; b imin Is the minimum green wave bandwidth; k (k) r The proportion of vehicles which at least should pass through in green light time to all vehicles; s is S i T For the ith intersectionUpstream straight-going saturation flow rate of (2); n is n i T The number of the uplink straight lanes of the i-th intersection; t is t 0 Lost time for start-up; q (Q) i-1 L The number of vehicles which are gathered in the uplink direction for the left turn of the i-1 intersection; q (Q) i-1 R The number of vehicles which are right-turned and converged in the uplink direction for the i-1 intersection; q (Q) i T The number of the uplink straight vehicles at the ith intersection; / >The number of vehicles converging in the downlink direction for the i+1th intersection; />The number of vehicles which are converged in the downlink direction is changed to the right at the (i+1) th intersection; />The number of the downlink straight vehicles at the ith intersection; c is the green wave common period.
Because the travel time of a bus between intersections includes the time of a stop, the travel time constraints are different from those of a social vehicle, and therefore, in some embodiments of the present invention, the constraints further include bus constraints, which are:
/>
wherein D is i The distance between the current detection position of the bus and the stop line of the ith intersection; f (f) i b The maximum running speed of the bus is set;the minimum running speed of the bus is set; />The travel time from the ith intersection to the (i+1) th intersection is the travel time of the bus; />Delay time for bus stop; k (k) i The number of bus stations in the uplink direction between the ith intersection and the (i+1) th intersection; b i b 'being the i-th intersection' busA first sub-green wave bandwidth of the vehicle; b i b "the second sub-green wave bandwidth of the ascending bus at the ith intersection; />A first sub green wave bandwidth of a downlink bus at an ith intersection; / >A first sub green wave bandwidth of a downlink bus at an ith intersection; w (w) i b The time interval between the central line of the uplink green wave band of the i-th intersection and the end point of the left red light of the bus is set; />The time interval between the central line of the downlink green wave band of the i-th intersection of the bus and the starting point of the right red light; w (w) i+1 b The time interval between the central line of the uplink green wave band of the i+1th intersection and the end point of the left red light of the bus is set; />The time interval between the central line of the downlink green wave band of the i+1th intersection of the bus and the starting point of the right red light; r is (r) i+1 The time of the uplink red light at the (i+1) th intersection; />The time of the downlink red light at the (i+1) th intersection; t is t i G The green light time which can be increased for the uplink straight phase of the ith intersection; />The green light time which can be increased for the downlink straight-going phase of the ith intersection; t is t i+1 G The green light time for the uplink straight phase of the i+1th intersection can be increased; />For the (i+1) th intersectionThe green light time of the downlink straight-going phase of (a) can be increased; τ i+1 Queuing the empty time for the ascending vehicles at the (i+1) th intersection; />Queuing the empty time for the descending vehicles at the ith intersection; s is S i+1 T An upstream straight saturation flow rate for the i+1th intersection; n is n i+1 T The number of the uplink straight lanes of the i-th intersection; />The number of vehicles is queued for the uplink of the (i+1) th intersection; q (Q) i L The number of vehicles converging in the uplink direction for the left turn of the ith intersection; q (Q) i R The number of vehicles which are converged in the uplink direction for the right turn of the ith intersection; q (Q) i+1 T The number of the uplink straight vehicles at the i+1th intersection; />The travel time from the (i+1) th intersection to the (i) th intersection of the bus is set; delta i Is a first release variable; />Is a second release variable; l (L) i The green time of the ascending left turn of the ith intersection; />The green time of the downlink left turn of the ith intersection; l (L) i b The uplink left-turn green time after the priority control strategy is implemented for the ith intersection; />The downlink left-turn green time after the priority control strategy is implemented for the ith intersection; m is m i b Is an integer multiple of the common period of the green wave; t is t i Is the travel time of the social vehicle from the i-th intersection to the i+1-th intersection.
It should be understood that: all variables representing the duration cannot take negative values.
Since the bus priority traffic policy is implemented, the green time of the vehicle turning to the left is compressed. The green time of the left turn phase after compression needs to ensure that the vehicles will not be queued twice, i.e. the left turn vehicles queued during the red light should be emptied during the green time, therefore, in some embodiments of the present invention, the green time for which the up-going straight phase of the i-th intersection can be increased is:
In the method, in the process of the invention,the shortest green light time of the descending left-turning vehicle at the ith intersection; />The initial green time of the descending left-turning vehicle at the ith intersection; />The number of vehicles converging in the downlink direction for the left turn of the ith intersection; s is S i+1 L A downstream left turn saturation flow rate for the i+1th intersection; n is n i+1 L The number of the descending left-turning lanes of the ith intersection; />The average passenger capacity of the left-turn vehicle is the i-th intersection.
In some embodiments of the present invention, as shown in fig. 2, the clearance modes of the intersection include a first clearance mode, a second clearance mode, a third clearance mode, and a fourth clearance mode;
the first release way is: firstly releasing the uplink straight direction and the uplink left-turning direction, closing the uplink left-turning direction and releasing the downlink straight direction when the green light time of the uplink straight direction reaches the preset time, and releasing the downlink left-turning direction when the green light time of the uplink straight direction is completed;
the second release way is: firstly releasing the downlink straight direction and the downlink left-turning direction, closing the downlink left-turning direction and releasing the uplink straight direction when the green light time of the downlink straight direction reaches the preset time, and releasing the uplink left-turning direction when the green light time of the downlink straight direction is completed;
The third release way is: firstly releasing the uplink left turning direction and the downlink left turning direction, closing the downlink left turning direction and releasing the uplink straight running direction when the green light time of the uplink left turning direction reaches the preset time, and releasing the downlink straight running direction when the green light time of the uplink left turning direction is completed; or, firstly releasing the uplink left-turning direction and the downlink left-turning direction, closing the uplink left-turning direction and releasing the downlink straight-going direction when the green light time of the downlink left-turning direction reaches the preset time, and releasing the uplink straight-going direction when the green light time of the downlink left-turning direction is completed;
the fourth release way is: firstly releasing the uplink straight-going direction and the downlink straight-going direction, closing the downlink straight-going direction and releasing the uplink left-turning direction when the green light time of the uplink straight-going direction reaches the preset time, and releasing the downlink left-turning direction when the green light time of the uplink straight-going direction is completed; or, firstly releasing the uplink straight direction and the downlink straight direction, closing the uplink straight direction and releasing the downlink left-turn direction when the green light time of the downlink straight direction reaches the preset time, and releasing the uplink left-turn direction when the green light time of the downlink straight direction is completed.
It should be noted that: the preset time can be adjusted according to actual situations, and in a specific embodiment, the preset time can be a time point shown in fig. 2, wherein L in fig. 2 represents green light time in an uplink left-turn direction, and G represents green light time in an uplink straight-going direction;green time indicating the direction of the down left turn, +.>Indicating the green time in the downstream direction.
In some embodiments of the invention, when the clearance mode of the intersection is a first clearance mode, the first clearance variable is 0, and the second clearance 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 clearance mode of the intersection is a third clearance mode, the first clearance variable is 0, and the second clearance variable is 0; when the clearance mode of the intersection is the fourth clearance mode, the first clearance variable is 1, and the second clearance variable is 1.
In some embodiments of the invention, the bus priority traffic policies include a red light early break policy and a green light extension policy; in step S104, a bus priority traffic policy of each intersection is determined according to the passing manner 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-break strategy;
when the bus meets a third preset condition, the bus priority passing strategy is a green light extension strategy;
the first preset condition is as follows:
the second preset condition is:
or (I)>
The third preset condition is:
wherein G is i The green light phase; r is R i Is the red light phase.
In some embodiments of the present invention, the determining the policy adjustment time corresponding to the bus priority traffic policy in step S104 specifically includes:
when the bus priority traffic strategy is a red light early break strategy and the second preset condition is delta i ＝0， And when the red light is in the early-break state, the strategy adjustment time of the red light early-break strategy is as follows:
when the bus priority traffic strategy is a red light early break strategy, and the second preset condition is thatWhen the traffic light is in the red light early-break strategy, the strategy adjustment time of the red light early-break strategy is the green light time which can be increased in the uplink straight-going phase of the ith intersection;
when the bus priority traffic strategy is a green light extension strategy, the strategy adjustment time of the green light extension strategy is as follows:
in the method, in the process of the invention,the time is regulated for the strategy of the early-break strategy of the red light; min () is the minimum valueA function; τ i Queuing the empty time for the ascending vehicles at the ith intersection; />The method comprises the steps of prolonging policy adjustment time of a policy for green light for a bus; r is R 0 The time interval between the current detection time of the bus and the starting point of the red light; 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 cross intersections of friendship major roads in Wuhan city are selected for simulation verification, the east-west direction is defined as the upward direction, the east-west direction is defined as the downward direction, two straight lanes are respectively arranged, one lane is respectively arranged on the left turning lane and the right turning lane, and the other lanes are respectively arranged on the left, the right and the left. The distances between intersections are 370, 350 and 500 meters respectively, the bus station distribution is shown in fig. 3, and the traffic flow of each social vehicle of the entrance way and the traffic flow of the bus 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 traffic lane saturation flow rate is 1800 vehicles/hour, the average passenger carrying capacity of the social vehicle is 2 persons, the average passenger carrying capacity of the bus is 30 persons, and the average loss time of the bus stop is 20s. The speed limit of social vehicles on the arterial 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 bus is set within a range of 8-12.5 m/s, and the speed change range of adjacent road sections is set within 2 m/s.
The data is brought into the traditional multi BAND model and the AM-BAND model and the trunk coordination control model proposed by the embodiment of the invention for solving, and the bandwidth solving result is shown in table 3:
TABLE 3 different model Bandwidth solution results
From table 3, it can be known that: the bandwidth of the trunk line coordination control model provided by the embodiment of the invention is superior to that of the traditional MULTIBAND and AM-BAND models, and the green wave bandwidth of the bus is increased on the premise of ensuring that the green wave bandwidth of the social bus is unchanged.
Further, through verification, under the same bus departure frequency, compared with a MULTIBAND model, each index is optimized to different degrees, wherein the average delay of a social vehicle is reduced by 9.32%, the parking times are reduced by 7.12%, the average delay of the bus is reduced by 6.95%, and the average queuing length and average delay time are respectively reduced by 7.74% and 8.67%; compared with the AM-BAND model, the social vehicle index is not quite different, but the delay of the bus is reduced by 15.75%, the parking times are reduced by 4.26%, and the average delay of people is reduced by 5.76%.
In order to better implement the trunk coordination control method based on the bus priority in the embodiment of the present invention, correspondingly, on the basis of the trunk coordination control method based on the bus priority, the embodiment of the present invention further provides a trunk coordination control device based on the bus priority, as shown in fig. 3, a trunk coordination control device 300 based on the bus priority includes:
A data acquisition unit 301, configured to acquire a social vehicle traffic, a social vehicle average passenger carrier, and a bus vehicle traffic and a bus average passenger carrier in a traffic trunk;
a bandwidth weight determining unit 302, configured to determine a social vehicle bandwidth weight according to a social vehicle traffic and an average passenger carrying number of the social vehicle, and determine a bus bandwidth weight according to a bus traffic and an average passenger carrying number of the bus;
the model building unit 303 is configured to determine a green wave bandwidth of the social vehicle and a green wave bandwidth of the public vehicle, and build a trunk coordination control model based on the green wave bandwidth of the social vehicle, the green wave bandwidth of the public vehicle, the social vehicle bandwidth weight, and the public vehicle bandwidth weight, with the goal of passing more passengers in the green wave band;
the model solving unit 304 is used for determining the passing mode of each intersection in the traffic trunk and the midpoint offset of the social vehicle red light and the midpoint offset of the public vehicle red light of the adjacent intersection according to the trunk coordination control model;
the bus priority traffic policy determining unit 305 is configured to determine a bus priority traffic policy of each intersection according to a passing manner of the intersection, and determine a policy adjustment time corresponding to the bus priority traffic policy.
The trunk coordination control device 300 based on bus priority provided in the foregoing embodiment may implement the technical solution described in the foregoing embodiment of the trunk coordination control method based on bus priority, and the specific implementation principle of each module or unit may refer to the corresponding content in the foregoing embodiment of the trunk coordination control method based on bus priority, which is not described herein again.
Those skilled in the art will appreciate that all or part of the flow of the methods of the embodiments described above may be accomplished by way of a computer program stored in a computer readable storage medium to instruct related hardware (e.g., a processor, a controller, etc.). The computer readable storage medium is a magnetic disk, an optical disk, a read-only memory or a random access memory.
The main line coordination control method and device based on public traffic priority provided by the invention are described in detail, and specific examples are applied to explain the principle and implementation mode of the invention, and the description of the above examples is only used for helping to understand the method and core idea of the invention; meanwhile, as those skilled in the art will have variations in the specific embodiments and application scope in light of the ideas of the present invention, the present description should not be construed as limiting the present invention.
Claims (8)
1. The trunk line coordination control method based on bus priority is characterized by comprising the following steps:
acquiring social vehicle traffic, social vehicle average passenger carrying number, bus traffic and bus average passenger carrying number in a traffic trunk;
determining social vehicle bandwidth weight according to the social vehicle traffic and the average passenger carrying number of the social vehicle, and determining bus bandwidth weight according to the bus traffic and the average passenger carrying number of the bus;
determining a social vehicle green wave bandwidth and a public vehicle green wave bandwidth, and constructing a trunk line coordination control model based on the social vehicle green wave bandwidth, the public vehicle green wave bandwidth, the social vehicle bandwidth weight and the public vehicle bandwidth weight by taking more passengers in the green wave band as targets;
determining a passing mode of each intersection in the traffic trunk and a social vehicle red light midpoint offset and a public vehicle red light midpoint offset of adjacent intersections according to the trunk coordination control model;
determining a bus priority passing strategy of each intersection according to the passing mode of the intersection, and determining a strategy adjustment time corresponding to the bus priority passing strategy;
The trunk coordination control model comprises an objective function, wherein the objective function is as follows:
in the method, in the process of the invention,is the maximum green wave bandwidth sum; />For coordinated control of crossings in traffic trunksNumber of ports; />Numbering intersections; />The bandwidth weight of the uplink social vehicle at the ith intersection is given; />The bandwidth weight of the downlink social vehicle at the ith intersection is given; />The bandwidth weight of the bus on the upstream of the ith intersection is given; />The bandwidth weight of the downlink bus at the ith intersection is given; />Green wave bandwidth of the uplink social vehicle at the ith intersection; />Green wave bandwidth of the downlink social vehicle at the ith intersection; />Green wave bandwidth of the ascending bus at the ith intersection; />Green wave bandwidth of the descending bus at the ith intersection; />The traffic flow of the uplink social vehicle at the ith intersection; />Is the lower part of the ith intersectionTraffic flow of social vehicles; />The traffic flow of the ascending bus at the ith intersection; />The traffic flow of the descending bus at the ith intersection; />The average passenger capacity of the social vehicles at the ith intersection is calculated; />The average passenger capacity of the downlink social vehicles at the ith intersection; />The average passenger capacity of the bus on the i-th intersection; / >The average passenger capacity of the bus descending at the ith intersection;
the trunk coordination control model comprises constraint conditions, wherein the constraint conditions comprise green wave bandwidth constraint conditions, and the green wave bandwidth constraint conditions are as follows:
wherein, the liquid crystal display device comprises a liquid crystal display device,
in the method, in the process of the invention,queuing vehicle ratios for up and down; />The number of vehicles is queued for the uplink of the ith intersection; />Queuing a number of descending vehicles for the ith intersection; />A first sub-green wave bandwidth of an uplink social vehicle at an ith intersection; />Second sub-green wave bandwidth for an ascending social vehicle at an ith intersection；/>The time interval between the bandwidth separation line of the uplink social vehicle at the ith intersection and the end point of the left red light; />The time of the uplink red light of the ith intersection is the time of the uplink red light; />Dividing the bandwidth into a proportion of the green light time from a line to a green light starting point; />A time interval between a bandwidth separation line of a downlink social vehicle at an ith intersection and a right red light end point; />The time of the downlink red light of the ith intersection; />Is the minimum green wave bandwidth; />The proportion of vehicles which at least should pass through in green light time to all vehicles; />An upstream straight saturation flow rate for the i-th intersection; />The number of the uplink straight lanes of the i-th intersection; / >Lost time for start-up; />The number of vehicles which are gathered in the uplink direction for the left turn of the i-1 intersection; />The number of vehicles which are right-turned and converged in the uplink direction for the i-1 intersection; />The number of the uplink straight vehicles at the ith intersection; />The number of vehicles converging in the downlink direction for the i+1th intersection; />The number of vehicles which are converged in the downlink direction is changed to the right at the (i+1) th intersection; />The number of the downlink straight vehicles at the ith intersection; />Is a green wave common period.
2. The bus priority-based trunk coordination control method according to claim 1, wherein the constraint conditions further include bus constraint conditions, the bus constraint conditions are:
in the method, in the process of the invention,the distance between the current detection position of the bus and the stop line of the ith intersection; />The maximum running speed of the bus is set; />The minimum running speed of the bus is set; />The travel time from the ith intersection to the (i+1) th intersection is the travel time of the bus; />Delay time for bus stop; />The number of bus stations in the uplink direction between the ith intersection and the (i+1) th intersection; />The first sub-green wave bandwidth of the ascending bus at the ith intersection; />A second sub-green wave bandwidth of the ascending bus at the ith intersection; / >A first sub green wave bandwidth of a downlink bus at an ith intersection; />A first sub green wave bandwidth of a downlink bus at an ith intersection; />The time interval between the central line of the uplink green wave band of the i-th intersection and the end point of the left red light of the bus is set; />The time interval between the central line of the downlink green wave band of the i-th intersection of the bus and the starting point of the right red light; />The time interval between the central line of the uplink green wave band of the i+1th intersection and the end point of the left red light of the bus is set; />The time interval between the central line of the downlink green wave band of the i+1th intersection of the bus and the starting point of the right red light; />The time of the uplink red light at the (i+1) th intersection; />The time of the downlink red light at the (i+1) th intersection; />The green light time which can be increased for the uplink straight phase of the ith intersection;the green light time which can be increased for the downlink straight-going phase of the ith intersection; />The green light time for the uplink straight phase of the i+1th intersection can be increased; />Green light time which can be increased for the downlink straight-going phase of the (i+1) th intersection; />Queuing the empty time for the ascending vehicles at the (i+1) th intersection; />Queuing the empty time for the descending vehicles at the ith intersection; An upstream straight saturation flow rate for the i+1th intersection; />The number of the uplink straight lanes of the i-th intersection;is the firsti+1 number of vehicles in uplink queue at the intersection; />The number of vehicles converging in the uplink direction for the left turn of the ith intersection;the number of vehicles which are converged in the uplink direction for the right turn of the ith intersection; />The number of the uplink straight vehicles at the i+1th intersection; />The travel time from the (i+1) th intersection to the (i) th intersection of the bus is set; />Is a first release variable;is a second release variable; />The green time of the ascending left turn of the ith intersection; />The green time of the downlink left turn of the ith intersection; />The uplink left-turn green time after the priority control strategy is implemented for the ith intersection; />The downlink left-turn green time after the priority control strategy is implemented for the ith intersection; />Is an integer multiple of the common period of the green wave; />Is the travel time of the social vehicle from the i-th intersection to the i+1-th intersection.
3. The trunk coordination control method based on public traffic priority according to claim 2, wherein the green time for which the uplink straight phase of the ith intersection can be increased is:
in the method, in the process of the invention,the shortest green light time of the descending left-turning vehicle at the ith intersection; / >The initial green time of the descending left-turning vehicle at the ith intersection; />The number of vehicles converging in the downlink direction for the left turn of the ith intersection; />A downstream left turn saturation flow rate for the i-th intersection; />The number of the descending left-turning lanes of the ith intersection; />The average passenger capacity of the left-turn vehicle is the i-th intersection.
4. The trunk coordination control method based on bus priority according to claim 3, wherein the releasing modes of the intersection comprise a first releasing mode, a second releasing mode, a third releasing mode and a fourth releasing mode;
the first release mode is as follows: firstly releasing the uplink straight direction and the uplink left-turning direction, closing the uplink left-turning direction and releasing the downlink straight direction when the green light time of the uplink straight direction reaches the preset time, and releasing the downlink left-turning direction when the green light time of the uplink straight direction is completed;
the second release mode is as follows: firstly releasing the downlink straight direction and the downlink left-turning direction, closing the downlink left-turning direction and releasing the uplink straight direction when the green light time of the downlink straight direction reaches the preset time, and releasing the uplink left-turning direction when the green light time of the downlink straight direction is completed;
The third release mode is as follows: firstly releasing the uplink left turning direction and the downlink left turning direction, closing the downlink left turning direction and releasing the uplink straight running direction when the green light time of the uplink left turning direction reaches the preset time, and releasing the downlink straight running direction when the green light time of the uplink left turning direction is completed; or, firstly releasing the uplink left-turning direction and the downlink left-turning direction, closing the uplink left-turning direction and releasing the downlink straight-going direction when the green light time of the downlink left-turning direction reaches the preset time, and releasing the uplink straight-going direction when the green light time of the downlink left-turning direction is completed;
the fourth release mode is as follows: firstly releasing the uplink straight-going direction and the downlink straight-going direction, closing the downlink straight-going direction and releasing the uplink left-turning direction when the green light time of the uplink straight-going direction reaches the preset time, and releasing the downlink left-turning direction when the green light time of the uplink straight-going direction is completed; or, firstly releasing the uplink straight direction and the downlink straight direction, closing the uplink straight direction and releasing the downlink left-turn direction when the green light time of the downlink straight direction reaches the preset time, and releasing the uplink left-turn direction when the green light time of the downlink straight direction is completed.
5. The bus priority-based trunk coordination control method according to claim 4, wherein when the clearance mode of the intersection is a first clearance mode, the first clearance variable is 0, and the second clearance variable is 1; when the clearance mode of the intersection is a second clearance mode, the first clearance variable is 1, and the second clearance variable is 0; when the clearance mode of the intersection is a third clearance mode, the first clearance variable is 0, and the second clearance variable is 0; when the clearance mode of the intersection is a fourth clearance mode, the first clearance variable is 1, and the second clearance variable is 1.
6. The bus priority-based trunk coordination control method according to claim 5, wherein the bus priority traffic policy comprises a red light early-break policy and a green light extension policy; the bus priority passing strategy of each intersection is determined according to the passing mode of the intersection, and specifically comprises the following steps:
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-break strategy;
When the bus meets a third preset condition, the bus priority passing strategy is a green light extension strategy;
wherein, the first preset condition is:
，/>
the second preset condition is:
，/>，/>or (I)>，/>
The third preset condition is:
，/>，/>
in the method, in the process of the invention,the green light phase; />Is the red light phase.
7. The trunk line coordination control method based on bus priority according to claim 6, wherein the determining the policy adjustment time corresponding to the bus priority traffic policy specifically includes:
when the bus priority traffic strategy is a red light early break strategy, and the second preset condition is that，/>，/>And when the red light early-break strategy is used, the strategy adjustment time of the red light early-break strategy is as follows:
when the bus priority traffic strategy is a red light early break strategy, and the second preset condition is that，/>When the traffic light is in the red light early-break state, the strategy adjustment time of the red light early-break strategy is the green light time of which the uplink straight phase of the ith intersection can be increased;
when the bus priority traffic strategy is a green light extension strategy, the strategy adjustment time of the green light extension strategy is as follows:
in the method, in the process of the invention,adjusting time for the strategy of the red light early-break strategy; />As a function of the minimum value; />Queuing the empty time for the ascending vehicles at the ith intersection; / >For public transport vehicles, for which strategy is extended for green lightPolicy adjustment time; />The time interval between the current detection time of the bus and the starting point of the red light; />The time interval between the current detection time of the bus and the starting point of the green light.
8. A bus priority based trunk coordination control device, comprising:
the data acquisition unit is used for acquiring the social vehicle traffic, the average passenger carrying number of the social vehicles, the traffic flow of the public vehicles and the average passenger carrying number of the public vehicles in the traffic trunk;
the bandwidth weight determining unit is used for determining social vehicle bandwidth weight according to the social vehicle traffic and the average passenger carrying number of the social vehicle, and determining 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 a green wave bandwidth of the social vehicle and a green wave bandwidth of the public vehicle, and building a trunk line coordination control model based on the green wave bandwidth of the social vehicle, the green wave bandwidth of the public vehicle, the social vehicle bandwidth weight and the public vehicle bandwidth weight by taking more passengers in the green wave band as targets;
the model solving unit is used for determining the passing mode of each intersection in the traffic trunk and the midpoint offset of the social vehicle red light and the midpoint offset of the public vehicle red light of the adjacent intersection according to the trunk coordination control model;
The bus priority traffic strategy determining unit is used for determining bus priority traffic strategies of all intersections according to the passing mode of the intersections and determining strategy adjustment time corresponding to the bus priority traffic strategies;
the trunk coordination control model comprises an objective function, wherein the objective function is as follows:
in the method, in the process of the invention,is the maximum green wave bandwidth sum; />The number of intersections is coordinated and controlled for the traffic trunk; />Numbering intersections; />The bandwidth weight of the uplink social vehicle at the ith intersection is given; />The bandwidth weight of the downlink social vehicle at the ith intersection is given; />The bandwidth weight of the bus on the upstream of the ith intersection is given; />The bandwidth weight of the downlink bus at the ith intersection is given; />Green wave bandwidth of the uplink social vehicle at the ith intersection; />Green wave bandwidth of the downlink social vehicle at the ith intersection; />Green wave bandwidth of the ascending bus at the ith intersection; />Green wave bandwidth of the descending bus at the ith intersection; />The traffic flow of the uplink social vehicle at the ith intersection; />Traffic flow for a downlink social vehicle at an i-th intersection; />The traffic flow of the ascending bus at the ith intersection; / >The traffic flow of the descending bus at the ith intersection; />The average passenger capacity of the social vehicles at the ith intersection is calculated; />The average passenger capacity of the downlink social vehicles at the ith intersection; />The average passenger capacity of the bus on the i-th intersection; />The average passenger capacity of the bus descending at the ith intersection;
the trunk coordination control model comprises constraint conditions, wherein the constraint conditions comprise green wave bandwidth constraint conditions, and the green wave bandwidth constraint conditions are as follows:
wherein, the liquid crystal display device comprises a liquid crystal display device,
in the method, in the process of the invention,queuing vehicle ratios for up and down; />The number of vehicles is queued for the uplink of the ith intersection; />Queuing a number of descending vehicles for the ith intersection; />A first sub-green wave bandwidth of an uplink social vehicle at an ith intersection; />A second sub-green wave bandwidth of the uplink social vehicle for the ith intersection; />The time interval between the bandwidth separation line of the uplink social vehicle at the ith intersection and the end point of the left red light; />The time of the uplink red light of the ith intersection is the time of the uplink red light; />Dividing the bandwidth into a proportion of the green light time from a line to a green light starting point; />A time interval between a bandwidth separation line of a downlink social vehicle at an ith intersection and a right red light end point; / >The time of the downlink red light of the ith intersection; />Is the minimum green wave bandwidth; />The proportion of vehicles which at least should pass through in green light time to all vehicles; />An upstream straight saturation flow rate for the i-th intersection; />The number of the uplink straight lanes of the i-th intersection; />Lost time for start-up; />The number of vehicles which are gathered in the uplink direction for the left turn of the i-1 intersection; />The number of vehicles which are right-turned and converged in the uplink direction for the i-1 intersection; />The number of the uplink straight vehicles at the ith intersection; />The number of vehicles converging in the downlink direction for the i+1th intersection; />The number of vehicles which are converged in the downlink direction is changed to the right at the (i+1) th intersection; />The number of the downlink straight vehicles at the ith intersection; />Is a green wave common period.
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| WO2018072240A1 (en) * | 2016-10-20 | 2018-04-26 | 中国科学院深圳先进技术研究院 | Direction-variable lane control method for tidal traffic flow on road network |
| CN113409599A (en) * | 2021-06-16 | 2021-09-17 | 河南省城乡规划设计研究总院股份有限公司 | Urban public transport priority coordination control method based on information prediction |
| WO2021208484A1 (en) * | 2020-04-13 | 2021-10-21 | 同济大学 | Dynamic control method for bus signal priority high-frequency multi-application |
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| CN107705591B (en) * | 2017-09-22 | 2020-04-14 | 东南大学 | Tramcar and social traffic flow cooperative control method |
| CN111028521B (en) * | 2019-12-19 | 2021-01-05 | 东南大学 | Tramcar network green wave coordination control method and device |
| CN113034937B (en) * | 2021-03-02 | 2022-10-14 | 武汉理工大学 | Urban arterial road segmented green wave coordination control method, device and system |
| CN113643554A (en) * | 2021-08-17 | 2021-11-12 | 阿波罗智联(北京)科技有限公司 | Green wave coordination control method and device, electronic equipment and storage medium |
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| CN106935044A (en) * | 2017-04-06 | 2017-07-07 | 东南大学 | A kind of site location optimization method for preferentially coordinating control based on bus signals |
| WO2021208484A1 (en) * | 2020-04-13 | 2021-10-21 | 同济大学 | Dynamic control method for bus signal priority high-frequency multi-application |
| CN113409599A (en) * | 2021-06-16 | 2021-09-17 | 河南省城乡规划设计研究总院股份有限公司 | Urban public transport priority coordination control method based on information prediction |
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