CN117475654A - Bus priority dynamic green wave control method based on intersection flow state - Google Patents
Bus priority dynamic green wave control method based on intersection flow state Download PDFInfo
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Abstract
The invention discloses a bus priority dynamic green wave control method based on an intersection flow state, and relates to the technical field of intelligent public transportation green wave control; the method comprises a basic trunk line green wave control model and a public traffic priority dynamic green wave optimization strategy: the basic trunk line green wave control model solves the signal period duration, the minimum effective green light duration and the phase difference between adjacent intersections of trunk line green wave intersections based on a Webster algorithm model and a MAXBOAND model; in the bus priority dynamic green wave optimizing strategy, the working modes of all road intersections are distinguished, three different flow states are set in the two modes, and the bus passive priority green wave control strategy and the bus active priority green wave control strategy are formulated, so that the problem that different signal lamp control adjustment modes of the traffic saturation of the intersections cannot be matched with each other in the prior art is solved, the flexibility is high, and the scene practicability is strong.
Description
Technical Field
The invention relates to the technical field of intelligent public transport green wave control, in particular to a public transport priority dynamic green wave control method based on an intersection flow state.
Background
In a large environment where urban traffic congestion is increasing, ground public transportation is disadvantageous when competing with travel modes such as rail transit, private cars, and the like. In order to effectively improve the attraction of the ground public transportation and the passing efficiency of the ground public transportation vehicles, the optimization control of the signal timing of giving priority to the benefits of the public transportation vehicles is important.
In the traditional bus priority control method, only the running state of the bus is generally considered, and the traffic flow and the running demands of other vehicles cannot be fully considered, so that the effect of a bus priority traffic strategy is poor. Meanwhile, due to time-varying property and complexity of the urban traffic flow system, the fixed green light duration according to the historical flow of the road intersection cannot meet the requirements of different time periods and road sections. Therefore, the invention provides a bus priority dynamic green wave control method based on the intersection flow state, so as to solve the problem of the existing method.
Disclosure of Invention
The invention aims to provide a bus priority dynamic green wave control method based on an intersection flow state.
The technical problems solved by the invention are as follows:
(1) How to distinguish the green wave traffic control strategy of the bus by distinguishing the holiday mode and the working day mode, namely, the signal period and the green signal ratio of two groups of traffic lights are respectively matched with different working modes, so that the problem that traffic capacity is reduced in other modes due to the fact that traffic control is carried out on a road intersection only aiming at one mode in the prior art is solved;
(2) How to set different flow states according to the flow of the road intersection, and adopt different green wave control strategies according to the different flow states, so as to solve the problem that the control and adjustment modes of different signal lamps of the road junction flow saturation cannot be matched with the road junction flow saturation in the prior art;
the invention can be realized by the following technical scheme: a bus priority dynamic green wave control method based on an intersection flow state comprises a basic trunk line green wave control model and a bus priority dynamic green wave optimization strategy:
the basic trunk green wave control model is based on a Webster algorithm model and actual flow of a road intersection in historical data, and a MAXBOD model is utilized to solve signal period duration, minimum effective green wave duration and phase difference between adjacent intersections of the road intersection;
on the basis of the green wave of the trunk line, the green wave traffic strategy of the bus is dynamically adjusted based on the traffic data of the intersections, the working modes of the intersections of the roads are distinguished and divided into a working day mode and a holiday mode, three different traffic states are set for the operation rule of the bus in the two modes, and a bus passive priority green wave control strategy and a bus active priority green wave control strategy are respectively set for the different traffic states.
The invention further improves that: the actual flow in the green wave control model of the basic trunk line is corrected on a straight-line right-turn mixed traffic lane, and the correction method is to initially set a flow right-turn ratio according to the average ratio of the right-turn flow of the mixed traffic to the straight-line flow in the historical data, and when the corresponding road intersection is the straight-line right-turn mixed traffic lane, the actual flow=the actual flow of the lane (1-flow right-turn ratio).
The invention further improves that: the bus passive priority green wave control strategy is used for matching the flat peak state in three different flow states, including signal period length adjustment, green signal ratio increase and green light phase sequencing.
The invention further improves that: the signal cycle length adjustment specifically includes:
acquiring a plurality of groups of time interval sets { td1, td2, td3..tdn } of bus arrival corresponding to road intersections in the historical data;
selecting a constant in the neighborhood of the signal period, wherein the constant satisfies the condition that the number of times of approximate division by elements in the set is more than sixty percent and the constant is not more than the common period duration;
if more than one constant meeting the conditions exists, selecting a constant with the smallest absolute value of the signal period difference value obtained based on the Webster algorithm.
The invention further improves that: the increasing of the green letter ratio specifically comprises:
assuming that the increased green light duration is Δg, the following inequality needs to be satisfied at the increased green light duration:
wherein S represents the actual flow, g represents the green light time length of the phase, E S The ratio of queuing vehicles to leave the current road junction in each round of signal period is expressed, the departure rate is short for short, N is the number of lanes passing transversely at present, L is the average length of the vehicles equivalent to the length of common private vehicles, L 0 J represents the number of signal cycles waiting for a defined queuing length;
the green light extension time is in the value range of [0, delta g ], so that the green signal ratio is increased.
The invention further improves that: the green light phase sequencing specifically comprises the steps of obtaining the relative time position of buses reaching a road intersection in one signal period in the historical data, and adjusting the arrangement of the green light phases of the buses in the signal period to a corresponding time window, so that the buses reaching the road intersection can pass through in the minimum waiting time.
The invention further improves that: the public transport initiative priority green wave control strategy is used for matching peak states in three different flow states, and specifically comprises green light delay operation, green light early starting operation and associated prediction adjustment.
The invention further improves that: the operation of restoring the green light in advance specifically comprises the following steps:
when the detection device buried in the position of the bus lane close to the road intersection detects that a bus passes, judging whether the green light consumption time of the previous phase exceeds the minimum green light duration or not:
if the time length exceeds the time length of the green light of the previous phase, the green light of the phase where the bus lane is positioned is started in advance;
if the phase of the bus lane is not exceeded, the phase of the bus lane still keeps a red light state.
The invention further improves that: the operation of restoring the green light in advance specifically comprises the following steps:
when the detection device buried in the position of the bus lane close to the road intersection detects that a bus passes, the time required from the position of the detection device to the stop line of the bus can be calculated according to the current speed of the bus and the time left by the phase green light;
when the required time is less than the remaining time, no operation is performed; when the required time is smaller than the left time, the display time of the phase green light is prolonged until the bus passes through the road intersection;
the difference between the time required and the time remaining should be less than deltag.
The invention further improves that: the associated prediction adjustment specifically comprises the following steps:
the phase state of the bus lane at the current road intersection is switched to a green light state or a green light keeping state, and the detection device embedded in the lane detects that a bus passes in the signal period, then the next associated intersection predicts the time T of the bus reaching a stop line, and the prediction formula is as follows:
wherein: p is the number of stop points, L Acceleration of And L Deceleration of The acceleration and deceleration distances required by the bus from the standstill to the normal running speed are respectively; t is t Acceleration of And t Deceleration of Respectively isAcceleration and deceleration time, t, required by bus from rest to normal running speed p Represents the weather effect factor at the time of normal use of a stop point;
the signal phase state when the bus reaches the stop line can be predicted according to the prediction time T and the signal period duration of the next road intersection, and when the phase of the bus lane shows a red light and the next phase still does not allow the bus to pass, a special bus phase is inserted before the next phase after the current phase reaches the minimum green light time so as to realize the preferential green wave passing of the bus.
Compared with the prior art, the invention has the following beneficial effects:
1. the green wave traffic control strategies of the buses are distinguished by distinguishing the holiday mode from the working day mode, namely, the signal periods and the green signal ratios of the two groups of traffic lights are respectively matched with different working modes, so that the signal lamp phase designs of the road intersections can be matched according to the change of the travel rules of the artificial activities, and the overall traffic efficiency and the capacity of the corresponding road intersections are improved.
2. Setting different flow states according to the flow of the road intersection, adopting different green wave control strategies according to the different flow states, and carrying out bus passive priority green wave control strategies according to the latest historical data in the flat peak and low peak states; under the peak state, whether the buses pass through the bus lane or not is judged according to the detection device, and a proper bus initiative priority green wave control strategy is selected to conduct real-time dynamic regulation and control according to a judging result and the current phase state, so that the method is flexible and convenient, and the scene practicability is greatly improved.
Drawings
The present invention is further described below with reference to the accompanying drawings for the convenience of understanding by those skilled in the art.
FIG. 1 is an overall flow diagram of the present invention;
fig. 2 is a time chart of adjacent intersections of the present invention.
Detailed Description
In order to further describe the technical means and effects adopted by the invention for achieving the preset aim, the following detailed description is given below of the specific implementation, structure, characteristics and effects according to the invention with reference to the attached drawings and the preferred embodiment.
Referring to fig. 1-2, a bus priority dynamic green wave control method based on intersection flow state combines history and real-time traffic big data, and performs signal phase control of an intersection by adopting passive priority green wave control and active priority green wave control respectively according to the flow conditions of different intersections;
the method comprises the steps of constructing a basic trunk line green wave control model and formulating a public traffic priority dynamic green wave optimization strategy: the basic trunk line green wave control model is used for controlling the green wave band width of a trunk line green wave intersection, and the public traffic priority dynamic green wave optimization strategy is used for dynamically adjusting the traffic strategy of public traffic vehicles in trunk line green waves;
for the basic trunk green wave control model:
firstly, solving signal periods of all road intersections in a public traffic green wave line:
the flow ratio Y and the signal period duration C of a road intersection in a bus line are calculated by adopting a Webster model, and the calculation formula is as follows:
wherein: l (L) i Loss time of an ith road intersection in a single signal period, such as vehicle starting loss time;
Y i the ratio of the actual flow to the saturated flow of the ith road intersection is set, wherein the saturated flow is the designed flow of the corresponding road intersection in unit time;
C i the signal period duration of the ith road intersection is the signal period duration of the ith road intersection;
it should be noted that the Webster model is a method for calculating intersection signal timing with the minimum delay time of the vehicle as a goal, so the core content is the calculation of the delay time and the optimal period duration, and the period duration is based on the calculation of the delay time of the vehicle, which is a more common calculation mode in the current traffic signal control.
It should be noted that, in the process of establishing the model, the selected road intersections are all default to be provided with bus lanes, and the right-turn vehicles are not considered when the Webster model is applied because the right-turn traffic flow is not limited by red lights; however, for a straight-going right-turn mixed traffic lane, the straight-going traffic flow limits the traffic of the right-turn traffic flow in the process of waiting for a green light, and a flow right-turn ratio is initially set according to the average ratio of the right-turn traffic flow of the mixed traffic to the straight-going traffic flow in the history data, so that in the actual flow, when the corresponding road intersection is the straight-going right-turn mixed traffic lane, the actual flow=the actual flow (1-flow right-turn ratio);
calculating the minimum effective green wave time of each direction phase of the road intersection, wherein the minimum effective green wave time comprises a key road intersection and a non-trunk road intersection;
(1) The minimum effective green wave time of each direction phase of each key road intersection is calculated as follows:
wherein t is g Representing a minimum effective green wave time for a key road intersection;
C g representing the signal period duration of the corresponding key road intersection;
L g representing lost time of corresponding key road intersection
y g Representing the ratio of the actual flow of a phase in a certain direction of a corresponding key road intersection to the saturated flow of the corresponding key road intersection;
Y g representing the actual flow and the corresponding saturated flow of each direction phase of the corresponding key road intersectionSum of the ratios;
(2) The minimum effective green wave time of each direction phase of each coordination intersection is calculated as
Wherein t is f Representing the minimum effective green wave time for a non-trunk intersection;
C f representing a common period duration of a non-trunk intersection;
y f representing the ratio of the actual flow of a phase in a certain direction of the non-trunk intersection to the saturated flow thereof;
step three, calculating the phase difference between every two adjacent intersections;
determining phase timing of corresponding intersections according to the signal period duration and the minimum effective green wave time in each road intersection in the steps, solving to obtain two adjacent optimal green wave band speeds and green wave bandwidths by using a mature MAXBOND model (not described in detail herein), further obtaining phase differences between adjacent intersections, and drawing a time-distance graph, abbreviated as a time-distance graph, corresponding to each intersection according to the data;
for a public transport priority dynamic green wave optimization strategy:
most of the existing bus priority control strategies are fixed signal priority control strategies, the actual traffic conditions of green wave intersections and real-time arrival conditions according to buses are not considered, and the bus priority strategies cannot be optimized according to actual traffic scenes;
s1: the detection device is buried under the inside of a position of a road intersection, which is a certain distance away from a stop line, the common detection device is provided with a coil detector, in general, the overlong distance and the overlong distance can influence the accuracy of bus priority control, in general, the distance is between 50 meters and 150 meters, and in addition, the video monitoring equipment arranged at the intersection can acquire the queuing length of the current intersection;
s2: counting the traffic flow of different directions every day at each road intersection according to the hour, and dividing the traffic flow into two modes, namely a working day mode and a holiday mode according to the arrangement of human activities;
in the two modes, the corresponding flow direction traffic flow is defined as a peak state when the flow rate is larger than 70% of saturated flow rate, the corresponding flow direction traffic flow is defined as a flat peak state when the flow rate is between 30% of saturated flow rate and 70% of saturated flow rate, and the corresponding flow rate traffic flow is defined as a low peak state when the flow rate is smaller than 30% of saturated flow rate;
as illustrated in the workday mode: the six am to nine am and the five pm to eight pm of Monday to friday are peak periods of commute, and the main line is basically in a peak state; and the time from nine to five afternoon and eight to ten afternoon are the most of social operation vehicles, at this time, the main line is in a flat peak state; less main line vehicles are arranged between eleven pm and six am on the following day, and the main line is in a low-peak state at the moment; the holiday pattern varies slightly in time but the overall logic is the same.
S3: for the road intersection which always has only the low-peak state and the flat-peak state in the S2, adopting a bus passive priority green wave control strategy, namely carrying out intersection signal phase adjustment according to the historical data of nearly three months such as the flow, the driving speed and the departure frequency of the bus without depending on the detection device and the video monitoring equipment in the S1, and reducing the delay time of the bus;
the bus passive priority green wave control strategy mainly comprises the following aspects:
s31: the length of signal periods on two roads which run at a certain road intersection and are perpendicular to each other is adjusted, the short signal period means that the waiting time of traffic flow for green light is very short, the long signal period means that the phase duration of green light signals of the same row is relatively long, and both the two can ensure that a bus reduces the parking time and prolongs the passing time to a certain extent, but the whole same row capacity of the intersection is affected;
since the bus stops running basically after eleven pm, we do not need to consider the low peak state; in a basic trunk line green wave control model, a Webster algorithm calculates a signal period of a corresponding intersection by taking the minimum total delay time of a vehicle as a standard;
since the departure time and the frequency of the buses have regularity, in normal operation, the time of the buses of the corresponding lines reaching each intersection presents regularity, a plurality of groups of time interval sets { td1, td2, td 3..tdn } of the buses reaching a certain road intersection can be obtained according to historical data, a constant which can be approximately divided by more than sixty percent elements in the time interval sets is selected in the neighborhood of the signal period, and finally the constant is taken as the signal period of the corresponding road intersection, and the constant is not more than the public period duration, and when a plurality of constants meet the condition, the constant with the minimum absolute value of the signal period difference value obtained based on the Webster algorithm is selected; the difference rate between the approximate integer division representation and the approximate result and the actual integer division value is smaller than a set value;
s32: the green light distribution time is obtained by increasing the flow direction of the bus, namely the minimum effective green light duration g obtained in a green wave control model of the basic trunk line according to the phase of the direction is increased e And the signal period duration C to obtain the green signal ratio lambda=g e The adjustment of the green-to-signal ratio greatly influences the traffic flow state of the current intersection, and the increase of the green-to-signal ratio increases the traffic pressure of the transverse lane;
assuming that the green light extension time is Δg, the green light extension time needs to satisfy the following inequality:
wherein S represents the actual flow, g represents the green light time length of the phase, E S The ratio of queuing vehicles to leave the current road junction in each round of signal period is expressed, the departure rate is short for short, N is the number of lanes passing transversely at present, L is the average length of the vehicles equivalent to the length of common private vehicles, and is generally set to be 4.9 meters, L 0 For a defined queuing length, j represents the number of signal cycles waiting, typically taken as 3;
the value range of the green light extension time is [0, delta g ];
s33: due to the influence of factors of starting speed and running speed of the bus and passengers getting on and off midway, the time of the bus reaching the next road intersection is different from the social vehicle, so that the arrangement of green light phases of the bus in the signal period is adjusted to a corresponding time window according to the relative time position of the bus reaching the road intersection in one signal period in the historical data, and the bus reaching the road intersection can pass in the minimum waiting time;
s4: for a road intersection with a peak traffic flow state, adopting a public transportation initiative priority green wave control strategy:
s41: the detection device at the current road intersection detects the bus, the time required from the position of the detection device to the stop line can be calculated according to the current speed of the bus and the time left by the phase green light, and when the required time is smaller than the time left by the phase green light, no operation is performed; when the required time is longer than the remaining time of the phase green light, the display time of the phase green light is prolonged until the bus passes through the road intersection, and the difference between the required time and the remaining time is required to be smaller than delta g;
s42: when the detection device of the current road intersection detects buses, judging whether the time consumed by the phase green light in the direction of the lane exceeds the minimum green light time, if so, compressing the green light duration of the phase where the previous phase is located, and starting the green light of the phase where the bus lane is located in advance, so that the buses to be arrived smoothly pass through the road intersection; if not, the phase of the bus lane still keeps the red light state;
s43: switching the phase state of a bus lane at the current road intersection into a green light state or keeping the green light state, and performing timing operation on the next associated intersection when the detection device embedded in the lane detects that a bus passes in the signal period;
and simultaneously predicting the time T of the bus reaching a stop line, wherein the prediction formula is as follows:
the first inequality in the inequality group is the time from zero starting of the bus at the current road intersection speed to zero of the next road intersection speed drop; the second inequality is the case where the normal running speed of the bus passes through the current road intersection and also passes through the next road intersection at the normal running speed;
wherein: p is the number of stop points, L Acceleration of And L Deceleration of The acceleration and deceleration distances required by the bus from the standstill to the normal running speed are respectively; t is t Acceleration of And t Deceleration of Respectively the acceleration and deceleration time, t, required by the bus from rest to normal running speed p The w is a weather influence factor, namely the number of passengers influenced by weather and further influencing the parking time when the vehicle is used normally at one parking point;
the signal phase state when the bus reaches the stop line can be predicted according to the predicted time and the signal period duration of the next road intersection, and when the phase of the bus lane shows a red light and the next phase still does not allow the bus to pass, a special bus phase is inserted before the next phase after the current phase reaches the minimum green light time so as to realize the preferential green wave passing of the bus.
In the different modes (holiday mode and workday mode), the above parameters are obtained from the history data in the respective different modes.
More, comparing the predicted time of the bus reaching the stop line of the intersection with the actual arrival time detected by the detector, calculating a predicted deviation rate, stopping executing the step S43 when the predicted deviation rate exceeds a limit value and the occurrence times in one day exceeds the limit times, and restarting executing the C correction of the prediction formula;
the history data are all data of nearly three months, and the data are covered regularly, so that the reality and accuracy of the data are guaranteed, and the bus can be controlled by the green wave traffic in priority more accurately.
Technical noun interpretation:
1) Signal phase: in the road intersection, the display state of the signal lamp is displayed when a group of traffic flows with right of way are obtained at the same time.
2) Signal period: the time taken for each phase cycle of each entrance lane of a single intersection to occur for one week.
3) Green-to-signal ratio: after a complete signal phase cycle, a set of traffic flow times for which access rights are obtained at the same time is divided by the period duration.
4) Common period duration: and when the green wave band of the road is controlled, calculating the period duration of each intersection in sequence, and finally positioning the public period of the green wave band with the maximum period duration value.
5) Phase difference: the adjacent two intersections obtain the difference value of the green light starting time of a group of traffic flows with the right of passage at the same time.
The present invention is not limited to the above embodiments, but is capable of modification and variation in all aspects, including those of ordinary skill in the art, without departing from the spirit and scope of the present invention.
Claims (10)
1. The bus priority dynamic green wave control method based on the intersection flow state is characterized by comprising a basic trunk line green wave control model and a bus priority dynamic green wave optimization strategy:
the basic trunk green wave control model is based on a Webster algorithm model and actual flow of a road intersection in historical data, and a MAXBOD model is utilized to solve signal period duration, minimum effective green wave duration and phase difference between adjacent intersections of the road intersection;
on the basis of the green wave of the trunk line, the green wave traffic strategy of the bus is dynamically adjusted based on the traffic data of the intersections, the working modes of the intersections of the roads are distinguished and divided into a working day mode and a holiday mode, three different traffic states are set for the operation rule of the bus in the two modes, and a bus passive priority green wave control strategy and a bus active priority green wave control strategy are respectively set for the different traffic states.
2. The bus priority dynamic green wave control method based on the intersection flow state of claim 1, wherein the actual flow in the basic trunk green wave control model is to be corrected on a straight-going right-turn mixed traffic lane, the correction method is to set a flow right-turn ratio initially according to the average ratio of the right-turn flow of the mixed traffic to the straight-going flow in the history data, and when the corresponding road intersection is a straight-going right-turn mixed traffic lane, the actual flow=the actual flow of the lane is the same as the actual flow (1-flow right-turn ratio).
3. The bus priority dynamic green wave control method based on the intersection flow state of claim 1, wherein the bus passive priority green wave control strategy is used for matching flat peak states in three different flow states, including signal cycle length adjustment, increasing green-signal ratio and green-light phase sequencing.
4. The method for controlling public transportation priority dynamic green wave based on intersection flow state according to claim 3, wherein the signal cycle length adjustment specifically comprises:
acquiring a plurality of groups of time interval sets { td1, td2, td3..tdn } of bus arrival corresponding to road intersections in the historical data;
selecting a constant in the neighborhood of the signal period, wherein the constant satisfies the condition that the number of times of approximate division by elements in the set is more than sixty percent and the constant is not more than the common period duration;
if more than one constant meeting the conditions exists, selecting a constant with the smallest absolute value of the signal period difference value obtained based on the Webster algorithm.
5. The method for controlling public transportation priority dynamic green wave based on intersection flow state according to claim 3, wherein the increasing the green signal ratio specifically comprises:
assuming that the increased green light duration is Δg, the following inequality needs to be satisfied at the increased green light duration:
wherein S represents the actual flow, g represents the green light time length of the phase, E S The ratio of queuing vehicles to leave the current road junction in each round of signal period is expressed, the departure rate is short for short, N is the number of lanes passing transversely at present, L is the average length of the vehicles equivalent to the length of common private vehicles, L 0 J represents the number of signal cycles waiting for a defined queuing length;
the green light extension time is in the value range of [0, delta g ], so that the green signal ratio is increased.
6. The method for controlling traffic priority dynamic green wave based on intersection traffic state as claimed in claim 3, wherein the green light phase sequencing specifically comprises obtaining the relative time position of the bus reaching the intersection in one signal period in the historical data, and adjusting the arrangement of the green light phase of the bus in the signal period to the corresponding time window, so that the bus reaching the intersection can pass within the minimum waiting time.
7. The method for controlling public transportation priority dynamic green wave based on intersection flow state according to claim 5, wherein the public transportation active priority green wave control strategy is used for matching peak states in three different flow states, and specifically comprises green light delay operation, green light early starting operation and associated prediction adjustment.
8. The method for controlling public transportation priority dynamic green wave based on intersection flow state as claimed in claim 7, wherein the operation of recovering green light in advance specifically comprises:
when the detection device buried in the position of the bus lane close to the road intersection detects that a bus passes, judging whether the green light consumption time of the previous phase exceeds the minimum green light duration or not:
if the time length exceeds the time length of the green light of the previous phase, the green light of the phase where the bus lane is positioned is started in advance;
if the phase of the bus lane is not exceeded, the phase of the bus lane still keeps a red light state.
9. The method for controlling public transportation priority dynamic green wave based on intersection flow state as claimed in claim 7, wherein the operation of recovering green light in advance specifically comprises:
when the detection device buried in the position of the bus lane close to the road intersection detects that a bus passes, the time required from the position of the detection device to the stop line of the bus can be calculated according to the current speed of the bus and the time left by the phase green light;
when the required time is less than the remaining time, no operation is performed; when the required time is smaller than the left time, the display time of the phase green light is prolonged until the bus passes through the road intersection;
the difference between the time required and the time remaining should be less than deltag.
10. The method for controlling public transportation priority dynamic green wave based on the intersection flow state according to claim 7, wherein the association prediction adjustment specifically comprises:
the phase state of the bus lane at the current road intersection is switched to a green light state or a green light keeping state, and the detection device embedded in the lane detects that a bus passes in the signal period, then the next associated intersection predicts the time T of the bus reaching a stop line, and the prediction formula is as follows:
wherein: p is the number of stop points, L Acceleration of And L Deceleration of The acceleration and deceleration distances required by the bus from the standstill to the normal running speed are respectively; t is t Acceleration of And t Deceleration of Respectively the acceleration and deceleration time, t, required by the bus from rest to normal running speed p Represents the weather effect factor at the time of normal use of a stop point;
the signal phase state when the bus reaches the stop line can be predicted according to the prediction time T and the signal period duration of the next road intersection, and when the phase of the bus lane shows a red light and the next phase still does not allow the bus to pass, a special bus phase is inserted before the next phase after the current phase reaches the minimum green light time so as to realize the preferential green wave passing of the bus.
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| CN202311467545.9A Active CN117475654B (en) | 2023-11-02 | 2023-11-02 | Bus priority dynamic green wave control method based on intersection flow state |
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