CN103854495B - A kind of unidirectional method for controlling priority of backbone public transit vehicle based on the table time of running - Google Patents
A kind of unidirectional method for controlling priority of backbone public transit vehicle based on the table time of running Download PDFInfo
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Abstract
The invention discloses a kind of unidirectional method for controlling priority of backbone public transit vehicle based on the table time of running, comprise step 10) to gather bus trunk line and run related data, step 20) just determine public transport operation timetable, step 30) calculate bus trunk line signal time distributing conception along the line, step 40) the adjustment bus departure moment, finally determine public transport operation timetable, step 50) the public transport operation speed of a motor vehicle adjusts and step 60 in real time) backbone signal priority control along the line.This inventive method relies on the setting of existing bus trunk line, under prerequisite backbone public transport operation timetable not being done to large adjustment, well gives backbone public transit vehicle bus priority at intersection right-of-way, has larger Practical significance.
Description
Technical field
The present invention relates to the operation of city's main road axles public transport, the formulation of public transport operation timetable and integrative design intersection technology, particularly relate to a kind of unidirectional method for controlling priority of backbone public transit vehicle based on the table time of running.
Background technology
The develop rapidly of modern social economy has driven the scale in city increasing, has also caused many traffic problems thus.Take traffic congestion as the various problems of representative to tackle what occur in city, the city manager of China proposes the thinking will greatly developing, first develop urban public transport very early, and puts forth effort the development supporting city bus from aspects such as policy safeguard, economic input and technical supports.
For the public transport operation person in city, in order to better manage the operation of public transit vehicle, often all can formulate compulsory public transport operation timetable according to the character of public bus network, line alignment and Trip distribution, this timetable have recorded the frequency of each bus, the time of dispatch a car website and operation one way.Thus Bus driver is when driving public transit vehicle, only needs the record according to public transport operation timetable generally speaking just can well complete the one way transport task of public transport.But, if public transit vehicle runs into red light through the crossing that is everlasting, the punctuality rate of public transit vehicle will be reduced greatly, reduce the reliability of public transport operation.Although urban traffic control person is in order to solve the right-of-way problem of public transport in crossing, propose a lot of technical solutions and scheme, but the Design of Signal due to crossing does not consider the table time of running of public bus network, well can not work in coordination with between the two, cause public transit vehicle and can not enjoy the preferential facility of public transport intersection signal completely.
Equally, for urban traffic control person traffic police, although traffic police considers public bus network when formulating the signal time distributing conception of crossing, the particularly priority pass demand of bus trunk line, but traffic police is owing to can not grasp the moving law of each bus completely, thus be also difficult to make signal priority design very targetedly, this also result in public transit vehicle easily runs into red light situation generation in crossing.From the management view of the operation of public transport operation angle and traffic, need badly by the combination of the operation of public transport and the management of public transport to ensure operational efficiency and the reliability of public transport.
Summary of the invention
Object of the present invention is in order to solve the bus priority at intersection control problem of bus trunk line in city, by being combined with the signal time distributing conception of urban intersection by the table time of running of public bus network, public transit vehicle is by the travel speed according to the next section of the berthing time correction of each bus stop.Meanwhile, the signaling plan of crossing also can adjust timing scheme according to the real time execution situation of public transit vehicle dynamically, gives bus trunk line signal priority right-of-way, ensures the operational efficiency of public transit vehicle.
The technical solution used in the present invention is:
A kind of unidirectional method for controlling priority of backbone public transit vehicle based on the table time of running, it is characterized in that the public transit vehicle of backbone will run according to the table time of running pre-established in real time, and in conjunction with the travel speed of vehicle in the next section of the berthing time correction of each bus stop; Meanwhile, signalized intersections optimizes signal time distributing conception by according to the table time of running pre-established, and adjusts signaling plan in real time, ensures the running priority of bus trunk line vehicle.Comprise following steps:
Step 10) gathers bus trunk line and runs related data.
Bus trunk line runs related data and comprises: bus trunk line road attribute data along the line, bus trunk line crossing along the line vehicle flowrate data, bus trunk line operation history data.Wherein, bus trunk line road attribute data along the line comprise: the crossing quantity M of bus trunk line process along the line, and backbone public transport needs the bus stop point (not containing first and last bus stop) quantity N, the bus trunk line pure section quantity J along the line that stop; Bus trunk line crossing along the line vehicle flowrate data comprise: each crossing each importer turn to peak hour flow amount, vehicle, wagon flow; Bus trunk line operation history data comprises: need on the backbone public transport operation direction of priority acccess control, the operation order of classes or grades at school I of whole day backbone public transport, the frequency of the i-th order of classes or grades at school backbone public transit vehicle
the i-th order of classes or grades at school backbone public transport in history 7 days is at the average running time in a jth pure section
the i-th order of classes or grades at school backbone public transport in history 7 days is at the average overall travel speed in a jth pure section
the public transport speed limit in a jth pure section
the i-th order of classes or grades at school backbone bus travel in history 7 days is through the averaging time of m crossing
the i-th order of classes or grades at school backbone public transport in history 7 days is at the average stopping time of the n-th bus stop
wherein, i needs on the backbone public transport operation direction of priority acccess control, the order of classes or grades at school sequence number of dispatching a car of backbone public transit vehicle, and i is integer and 0 < i≤I.J is the sequence number in pure section, and j is integer and 0 < j≤J.M is the sequence number of crossing, and m is integer and 0 < m≤M.N is the sequence number of bus stop, and n is integer and 0 < n≤N.
In described step 10), bus trunk line pure section along the line is the road section not containing bus stop and crossing, and its two ends are bus stop or crossing.Bus trunk line pure section quantity J along the line is determined by the crossing quantity M of bus trunk line described in step 10) along the line process, the bus stop point quantity N of backbone public transport needs stop, J=M+N+1.
The i-th order of classes or grades at school backbone bus travel in described step 10) history 7 days is through the averaging time of m crossing
the statistics import track stop line that drives through m crossing in strict accordance with the i-th order of classes or grades at school backbone public transit vehicle rise, to the Time Calculation of stopping when travelling and enter the exit lane of m crossing.
Step 20) just determine public transport operation timetable.
Tentatively determine the timetable of public transport operation, this timetable have recorded the i-th order of classes or grades at school backbone public transit vehicle and travels the start time entering a jth pure section
and finish time
start time
and finish time
can be obtained by following formula.
Finish time
Wherein,
be the i-th order of classes or grades at school public transit vehicle between pure section j and j-1 crossing drive through the time, p is the sequence number of crossing between pure section j and j-1, and p is integer and 0 < p≤M;
be the berthing time of the i-th order of classes or grades at school public transit vehicle bus stop between pure section j and j-1, q is the sequence number of bus stop between pure section j and j-1, and q is integer and 0 < q≤N.
Described step 20) in, the storage of public transport operation timetable adopts the mode of two-dimensional array, and the public transit vehicle of what wherein the often row of array stored is each order of classes or grades at school is through start time in pure section and finish time.The storage of two-dimensional array is as follows:
Step 30) calculate bus trunk line signal time distributing conception along the line.
According to the bus trunk line collected in described step 10) crossing along the line vehicle flowrate data, first Robert Webster method (WEBSTER method) is adopted to calculate and determine the initialize signal timing scheme of each crossing, the signal timing dial cycle duration of all crossings is all unified for maximum signal period duration C subsequently, revise and determine the final signal timing scheme of each crossing, wherein, C is in a described M crossing, the maximal value in all signal periods adopting Robert Webster method (WEBSTER method) to calculate.This step comprises following steps:
301) the signal period time span of all M crossing along the line for backbone public transport is all extended to described maximum signal period duration C;
302) time increased after being expanded by signal period duration, each phase place is increased to according to the duration proportional distribution of each phase place in original signal timing scheme;
303) adjust the signal start time of M crossing, when making the backbone public transit vehicle of the 1st order of classes or grades at school run each crossing of arrival according to transit scheduling, all run into green light.The method of the signal start time of adjustment M crossing is: do not changing the signal period duration of each crossing, under the prerequisite of phase sequence and each phase place duration, the signal start time of movable each crossing on a timeline, the moment making the backbone public transit vehicle of the 1st order of classes or grades at school arrive this crossing is just in time positioned at the centre position of the green light signals of this backbone public transit vehicle traffic direction, namely to arrive moment of this crossing identical with the time span of the finish time of the green light signals apart from this backbone public transit vehicle traffic direction apart from the start time of the green light signals of this backbone public transit vehicle traffic direction for the backbone public transit vehicle of the 1st order of classes or grades at school.
Step 40) the adjustment bus departure moment, finally determine public transport operation timetable.
According to described step 30) in the signal period duration C that determines, adopt the method for recursion to adjust each order of classes or grades at school public transit vehicle successively and travel the start time (i.e. frequency) entering the 1st pure section:
Wherein,
be the frequency of up-to-date bus after adjustment, r is public transport order of classes or grades at school, r be greater than 1 integer and r≤I.[X] represents and to round up process to X, and X is arbitrary small number.
Subsequently, the amendment of the start time (i.e. frequency) in corresponding 1st pure section, revise start time and the finish time in each pure section in public transport operation timetable, and replace the corresponding data in former public transport operation timetable with amended start time and finish time, determine final public transport operation timetable.Revise start time and the finish time in each pure section in public transport operation timetable, revise according to the following formula:
Wherein, v is order of classes or grades at school sequence number of dispatching a car, v integer and 0 < v≤I.Q is the sequence number in pure section, and q is integer and 0 < q≤J.
Step 50) public transport operation, the speed of a motor vehicle adjusts in real time.
When public transport actual motion, vehicle GPS positioning system finds that the i-th order of classes or grades at school public transit vehicle arrives the real time in a jth pure section
be later than the start time in public transport operation timetable
then adjust the speed of a motor vehicle of the i-th order of classes or grades at school public transit vehicle in a jth pure section in real time, by following formula:
otherwise the i-th order of classes or grades at school public transit vehicle in the speed of a motor vehicle in a jth pure section is
Step 60) bus trunk line signal priority control along the line.
Red signal is run into, if now the operation of public transit vehicle early than the setting value of transit scheduling, does not then do any operation when backbone public transit vehicle runs to before crossing; If otherwise the operation of public transit vehicle is later than the setting value of (namely lagging behind) transit scheduling, then this public transport proposes public traffic in priority request at once, and this this request of crossing real-time response, gives this public transit vehicle right-of-way.
Beneficial effect:
1), the inventive method can on the basis making full use of the basic setup of existing public transit system backbone, by the trickle adjustment to public transport operation timetable, and in conjunction with bus trunk line intersection signal timing design along the line, the bus priority at intersection realizing public transit vehicle passes through.The method is easy to realize, and technology is workable.
2) this method is substantially without the need to transforming existing public transit system, and fund input is few, realizes effect better, is applicable to very much city and builds district or old town use.
Accompanying drawing explanation
Fig. 1 is overview flow chart of the present invention.
Fig. 2 is example schematic diagram of the present invention
Fig. 3 is example public transport operation timetable of the present invention
Embodiment
Below in conjunction with the drawings and specific embodiments, the present invention will be further described.
Accompanying drawing 1 is overview flow chart of the present invention.Can find out, a kind of unidirectional method for controlling priority of backbone public transit vehicle based on the table time of running, mainly contains following 6 steps:
Step 10) gathers bus trunk line and runs related data.
Bus trunk line runs related data and comprises: bus trunk line road attribute data along the line, bus trunk line crossing along the line vehicle flowrate data, bus trunk line operation history data.Wherein, bus trunk line road attribute data along the line comprise: the crossing quantity M of bus trunk line process along the line, and backbone public transport needs the bus stop point (not containing first and last bus stop) quantity N, the bus trunk line pure section quantity J along the line that stop; Bus trunk line crossing along the line vehicle flowrate data comprise: each crossing each importer turn to peak hour flow amount, vehicle, wagon flow; Bus trunk line operation history data comprises: need on the backbone public transport operation direction of priority acccess control, the operation order of classes or grades at school I of whole day backbone public transport, the frequency of the i-th order of classes or grades at school backbone public transit vehicle
the i-th order of classes or grades at school backbone public transport in history 7 days is at the average running time in a jth pure section
the i-th order of classes or grades at school backbone public transport in history 7 days is at the average overall travel speed in a jth pure section
the public transport speed limit in a jth pure section
the i-th order of classes or grades at school backbone bus travel in history 7 days is through the averaging time of m crossing
the i-th order of classes or grades at school backbone public transport in history 7 days is at the average stopping time of the n-th bus stop
wherein, i needs on the backbone public transport operation direction of priority acccess control, the order of classes or grades at school sequence number of dispatching a car of backbone public transit vehicle, and i is integer and 0 < i≤I.J is the sequence number in pure section, and j is integer and 0 < j≤J.M is the sequence number of crossing, and m is integer and 0 < m≤M.N is the sequence number of bus stop, and n is integer and 0 < n≤N.
In this step, bus trunk line pure section along the line is the road section not containing bus stop and crossing, and its two ends are bus stop or crossing.Bus trunk line pure section quantity J along the line is determined by the crossing quantity M of bus trunk line described in step 10) along the line process, the bus stop point quantity N of backbone public transport needs stop, J=M+N+1.The i-th order of classes or grades at school backbone bus travel in history 7 days is through the averaging time of m crossing
the statistics import track stop line that drives through m crossing in strict accordance with the i-th order of classes or grades at school backbone public transit vehicle rise, to the Time Calculation of stopping when travelling and enter the exit lane of m crossing.
In this step, bus trunk line road attribute data along the line can directly obtain from urban road administrative authority, bus trunk line crossing along the line vehicle flowrate data then can pass through " traffic engineering ", and (Wang Wei, excessively elegant one-tenth are write, 2000, publishing house of Southeast China University) in 36 pages-45 pages record method investigation obtain, bus trunk line operation history data can obtain to public transport company.
Step 20) just determine public transport operation timetable.
Tentatively determine the timetable of public transport operation, this timetable have recorded the i-th order of classes or grades at school backbone public transit vehicle and travels the start time entering a jth pure section
and finish time
start time
and finish time
can be obtained by following formula.
Finish time
Wherein,
be the i-th order of classes or grades at school public transit vehicle between pure section j and j-1 crossing drive through the time, p is the sequence number of crossing between pure section j and j-1, and p is integer and 0 < p≤M;
be the berthing time of the i-th order of classes or grades at school public transit vehicle bus stop between pure section j and j-1, q is the sequence number of bus stop between pure section j and j-1, and q is integer and 0 < q≤N.
Step 20) in (and the public transport operation timetable mentioned in subsequent step), the storage of public transport operation timetable adopts the mode of two-dimensional array, and the public transit vehicle of what wherein the often row of array stored is each order of classes or grades at school is through start time in pure section and finish time.The storage of two-dimensional array is as follows:
Step 30) calculate bus trunk line signal time distributing conception along the line.
According to the bus trunk line collected in described step 10) crossing along the line vehicle flowrate data, first Robert Webster method (WEBSTER method) is adopted to calculate and determine the initialize signal timing scheme of each crossing, the signal timing dial cycle duration of all crossings is all unified for maximum signal period duration C subsequently, revise and determine the final signal timing scheme of each crossing, wherein, C is in a described M crossing, the maximal value in all signal periods adopting Robert Webster method (WEBSTER method) to calculate.This step comprises following steps:
301) the signal period time span of all M crossing along the line for backbone public transport is all extended to described maximum signal period duration C;
302) time increased after being expanded by signal period duration, each phase place is increased to according to the duration proportional distribution of each phase place in original signal timing scheme;
303) adjust the signal start time of M crossing, when making the backbone public transit vehicle of the 1st order of classes or grades at school run each crossing of arrival according to transit scheduling, all run into green light.The method of the signal start time of adjustment M crossing is: do not changing the signal period duration of each crossing, under the prerequisite of phase sequence and each phase place duration, the signal start time of movable each crossing on a timeline, the moment making the backbone public transit vehicle of the 1st order of classes or grades at school arrive this crossing is just in time positioned at the centre position of the green light signals of this backbone public transit vehicle traffic direction, namely to arrive moment of this crossing identical with the time span of the finish time of the green light signals apart from this backbone public transit vehicle traffic direction apart from the start time of the green light signals of this backbone public transit vehicle traffic direction for the backbone public transit vehicle of the 1st order of classes or grades at school.
Step 40) the adjustment bus departure moment, finally determine public transport operation timetable.
According to described step 30) in the signal period duration C that determines, adopt the method for recursion to adjust each order of classes or grades at school public transit vehicle successively and travel the start time (i.e. frequency) entering the 1st pure section:
Wherein,
be the frequency of up-to-date bus after adjustment, r is public transport order of classes or grades at school, r be greater than 1 integer and r≤I.[X] represents and to round up process to X, and X is arbitrary small number.
Subsequently, the amendment of the start time (i.e. frequency) in corresponding 1st pure section, revise start time and the finish time in each pure section in public transport operation timetable, and replace the corresponding data in former public transport operation timetable with amended start time and finish time, determine final public transport operation timetable.Revise start time and the finish time in each pure section in public transport operation timetable, revise according to the following formula:
Wherein, v is order of classes or grades at school sequence number of dispatching a car, v integer and 0 < v≤I.Q is the sequence number in pure section, and q is integer and 0 < q≤J.
Step 50) public transport operation, the speed of a motor vehicle adjusts in real time.
When public transport actual motion, vehicle GPS positioning system finds that the i-th order of classes or grades at school public transit vehicle arrives the real time in a jth pure section
be later than the start time in public transport operation timetable
then adjust the speed of a motor vehicle of the i-th order of classes or grades at school public transit vehicle in a jth pure section in real time, by following formula:
otherwise the i-th order of classes or grades at school public transit vehicle in the speed of a motor vehicle in a jth pure section is
Step 60) bus trunk line signal priority control along the line.
Red signal is run into, if now the operation of public transit vehicle early than the setting value of transit scheduling, does not then do any operation when backbone public transit vehicle runs to before crossing; If otherwise the operation of public transit vehicle is later than the setting value of (namely lagging behind) transit scheduling, then this public transport proposes public traffic in priority request at once, and this this request of crossing real-time response, gives this public transit vehicle right-of-way.
Below, in conjunction with an example, the inventive method is further detailed.
There is a length to be the bus trunk line of 1600 meters in certain virtual city, be arranged on city main roads.The attached basic condition that Figure 2 shows that the road that bus trunk line in this example travels and bus station.The length of every section of road is as shown in the table.
Table 1) the basic condition data of road and bus station
| Index | Data | Index | Data |
| L 0 | 200m | Website 1 to initial station distance | 300m |
| L 1 | 300m | Website 2 to initial station distance | 750m |
| L 2 | 500m | Website 3 to initial station distance | 1200m |
| L 3 | 400m | L 4 | 200m |
After gathering bus trunk line operation related data by step 10), the bus trunk line collected road attribute data along the line are as following table 2a) shown in, bus trunk line operation history data is as following table 2b) shown in.Bus trunk line crossing along the line vehicle flowrate data are not listed herein in detail, follow-up directly in step 30) in list the crossing timing scheme adopting bus trunk line crossing along the line vehicle flowrate data acquisition.
Table 2a) bus trunk line road attribute data along the line
| Index | Data |
| Crossing quantity M along the line | 4 |
| Bus stop point (not containing first and last bus stop) quantity N | 3 |
| Pure section quantity J | 8 |
Table 2b) bus trunk line operation history data
Step 20) just determine public transport operation timetable.
Tentatively determine the timetable of public transport operation, this timetable have recorded the i-th order of classes or grades at school backbone public transit vehicle and travels the start time entering a jth pure section
and finish time
start time
and finish time
can be obtained by following formula.
Finish time
Wherein,
be the i-th order of classes or grades at school public transit vehicle between pure section j and j-1 crossing drive through the time, p is the sequence number of crossing between pure section j and j-1, and p is integer and 0 < p≤M;
be the berthing time of the i-th order of classes or grades at school public transit vehicle bus stop between pure section j and j-1, q is the sequence number of bus stop between pure section j and j-1, and q is integer and 0 < q≤N.
By step 20) process after, the just fixed bus trunk line table time of running can be obtained.This time of running sees shown in accompanying drawing 3.
Step 30) calculate bus trunk line signal time distributing conception along the line.
According to the bus trunk line collected in described step 10) crossing along the line vehicle flowrate data, first Robert Webster method (WEBSTER method) is adopted to calculate and determine the initialize signal timing scheme of each crossing, the signal timing dial cycle duration of all crossings is all unified for maximum signal period duration C subsequently, revise and determine the final signal timing scheme of each crossing, wherein, C is in a described M crossing, the maximal value in all signal periods adopting Robert Webster method (WEBSTER method) to calculate.This step comprises following steps:
301) the signal period time span of all M crossing along the line for backbone public transport is all extended to described maximum signal period duration C;
By step 301), 4 intersection signal length cycle length in example are all extended to described maximum signal period duration C=120 second.
302) time increased after being expanded by signal period duration, each phase place is increased to according to the duration proportional distribution of each phase place in original signal timing scheme;
By step 302), the time pro-rata increased after being expanded by signal period duration is to each phase place, and the timing phase place duration obtained sees the following form shown in 3.
Each intersection signal timing duration of table 3
303) adjust the signal start time of M crossing, when making the backbone public transit vehicle of the 1st order of classes or grades at school run each crossing of arrival according to transit scheduling, all run into green light.The method of the signal start time of adjustment M crossing is: do not changing the signal period duration of each crossing, under the prerequisite of phase sequence and each phase place duration, the signal start time of movable each crossing on a timeline, the moment making the backbone public transit vehicle of the 1st order of classes or grades at school arrive this crossing is just in time positioned at the centre position of the green light signals of this backbone public transit vehicle traffic direction, namely to arrive moment of this crossing identical with the time span of the finish time of the green light signals apart from this backbone public transit vehicle traffic direction apart from the start time of the green light signals of this backbone public transit vehicle traffic direction for the backbone public transit vehicle of the 1st order of classes or grades at school.
By step 303) adjustment to the signal phase start time of each crossing, make the public transit vehicle of the 1st order of classes or grades at school can pass through crossing when green light signals.By to after the start time adjustment of gratified 1 of each crossing, obtain following result: phase place 1 start time in certain cycle of crossing 1 is 6:59:59, phase place 1 start time in certain cycle of crossing 2 is 7:01:01, phase place 1 start time in certain cycle of crossing 3 is 7:02:29, and phase place 1 start time in certain cycle of crossing 4 is 7:03:41.After the start time of phase place 1 determining each crossing, start time, the finish time of other phase places also can be pushed over by table 3 and be obtained.Same, the start time of each phase place in other cycles and finish time also can be obtained by plus-minus cycle C.
Step 40) the adjustment bus departure moment, finally determine public transport operation timetable.
According to described step 30) in the signal period duration C that determines, adopt the method for recursion to adjust each order of classes or grades at school public transit vehicle successively and travel the start time (i.e. frequency) entering the 1st pure section:
Wherein,
be the frequency of up-to-date bus after adjustment, r is public transport order of classes or grades at school, r be greater than 1 integer and r≤I.[X] represents and to round up process to X, and X is arbitrary small number.
Subsequently, the amendment of the start time (i.e. frequency) in corresponding 1st pure section, revise start time and the finish time in each pure section in public transport operation timetable, and replace the corresponding data in former public transport operation timetable with amended start time and finish time, determine final public transport operation timetable.Revise start time and the finish time in each pure section in public transport operation timetable, revise according to the following formula:
Wherein, v is order of classes or grades at school sequence number of dispatching a car, v integer and 0 < v≤I.Q is the sequence number in pure section, and q is integer and 0 < q≤J.
By step 40) adjustment, just can obtain final public transport operation timetable.For this example, 360 seconds departure intervals due to public transport are just in time the integral multiples of intersection signal cycle C, the final public transport operation timetable thus after adjustment and step 20) just fixed public transport operation timetable is identical, sees shown in accompanying drawing 3.
Step 50) public transport operation, the speed of a motor vehicle adjusts in real time.
When public transport actual motion, vehicle GPS positioning system finds that the i-th order of classes or grades at school public transit vehicle arrives the real time in a jth pure section
be later than the start time in public transport operation timetable
then adjust the speed of a motor vehicle of the i-th order of classes or grades at school public transit vehicle in a jth pure section in real time, by following formula:
otherwise the i-th order of classes or grades at school public transit vehicle in the speed of a motor vehicle in a jth pure section is
In this example, by step 50), the public transit vehicle of the i-th every class time all will according to the speed of a motor vehicle
a jth pure section is run, namely adopts the speed of 10 meter per seconds to run.When the operation causing public transit vehicle in pure section is for some reason later than the requirement of public transport operation timetable, now then can be according to
the adjustment public transport speed of a motor vehicle.
Step 60) bus trunk line signal priority control along the line.
Red signal is run into, if now the operation of public transit vehicle early than the setting value of transit scheduling, does not then do any operation when backbone public transit vehicle runs to before crossing; If otherwise the operation of public transit vehicle is later than the setting value of (namely lagging behind) transit scheduling, then this public transport proposes public traffic in priority request at once, and this this request of crossing real-time response, gives this public transit vehicle right-of-way.
Same, if cause public transport to be later than the requirement of public transport operation timetable to moment of crossing for some reason, and when public transit vehicle runs into red signal, public transit vehicle can propose public traffic in priority request to crossing, this this request of crossing real-time response, gives this public transit vehicle right-of-way.
Claims (7)
1. the unidirectional method for controlling priority of backbone public transit vehicle based on the table time of running, it is characterized in that, the public transit vehicle of backbone will run according to the table time of running pre-established in real time, and in conjunction with the travel speed of vehicle in the next section of the berthing time correction of each bus stop; Meanwhile, signalized intersections optimizes signal time distributing conception by according to the table time of running pre-established, and adjusts signaling plan in real time, ensures the running priority of backbone public transit vehicle, specifically comprises following steps:
Step 10) gather bus trunk line operation related data;
Bus trunk line runs related data and comprises: bus trunk line road attribute data along the line, bus trunk line crossing along the line vehicle flowrate data, bus trunk line operation history data, wherein, bus trunk line road attribute data along the line comprise: the crossing quantity M of bus trunk line process along the line, backbone public transport needs the bus stop point quantity N stopped, bus trunk line pure section quantity J along the line, wherein, described bus stop point quantity N is not containing first and last bus stop, bus trunk line crossing along the line vehicle flowrate data comprise: each importer of each crossing is to peak hour flow amount, vehicle, wagon flow turns to, bus trunk line operation history data comprises: need on the backbone public transport operation direction of priority acccess control, the operation order of classes or grades at school I of whole day backbone public transport, the frequency of the i-th order of classes or grades at school backbone public transit vehicle
the i-th order of classes or grades at school backbone public transport in history 7 days is at the average running time in a jth pure section
the i-th order of classes or grades at school backbone public transport in history 7 days is at the average overall travel speed in a jth pure section
the public transport speed limit in a jth pure section
the i-th order of classes or grades at school backbone bus travel in history 7 days is through the averaging time of m crossing
the i-th order of classes or grades at school backbone public transport in history 7 days is at the average stopping time of the n-th bus stop
wherein, i needs on the backbone public transport operation direction of priority acccess control, the order of classes or grades at school sequence number of dispatching a car of backbone public transit vehicle, i is integer and 0 < i≤I, j are the sequence number in pure section, and j is integer and 0 < j≤J, m is the sequence number of crossing, m is integer and 0 < m≤M, n are the sequence number of bus stop, and n is integer and 0 < n≤N,
Step 20) just determine public transport operation timetable;
Tentatively determine the timetable of public transport operation, this timetable have recorded the i-th order of classes or grades at school backbone public transit vehicle and travels the start time entering a jth pure section
and finish time
start time
and finish time
obtained by following formula:
Start time
Finish time
Wherein,
be the i-th order of classes or grades at school public transit vehicle between pure section j and j-1 crossing drive through the time, p is the sequence number of crossing between pure section j and j-1, and p is integer and 0 < p≤M;
be the berthing time of the i-th order of classes or grades at school public transit vehicle bus stop between pure section j and j-1, q is the sequence number of bus stop between pure section j and j-1, and q is integer and 0 < q≤N;
Step 30) calculate bus trunk line signal time distributing conception along the line;
According to described step 10) in the bus trunk line crossing along the line vehicle flowrate data that collect, first Robert Webster method (WEBSTER method) is adopted to calculate and determine the initialize signal timing scheme of each crossing, the signal timing dial cycle duration of all crossings is all unified for maximum signal period duration C subsequently, revise and determine the final signal timing scheme of each crossing, wherein, C is in M crossing, the maximal value in all signal periods adopting Robert Webster method (WEBSTER method) to calculate;
Step 40) the adjustment bus departure moment, finally determine public transport operation timetable;
According to described step 30) in the signal period duration C that determines, adopt the method for recursion to adjust each order of classes or grades at school public transit vehicle successively and travel the start time entering the 1st pure section, described start time and frequency:
Wherein,
be the frequency of up-to-date bus after adjustment, r is public transport order of classes or grades at school, r be greater than 1 integer and r≤I, [X] represents and to round up process to X, and X is arbitrary small number;
Subsequently, the amendment of the start time (i.e. frequency) in corresponding 1st pure section, revise start time and the finish time in each pure section in public transport operation timetable, and replace the corresponding data in former public transport operation timetable with amended start time and finish time, determine final public transport operation timetable;
Step 50) public transport operation, the speed of a motor vehicle adjusts in real time;
When public transport actual motion, vehicle GPS positioning system finds that the i-th order of classes or grades at school public transit vehicle arrives the real time in a jth pure section
be later than the start time in public transport operation timetable
then adjust the speed of a motor vehicle of the i-th order of classes or grades at school public transit vehicle in a jth pure section in real time, by following formula:
otherwise the i-th order of classes or grades at school public transit vehicle in the speed of a motor vehicle in a jth pure section is
Step 60) bus trunk line signal priority control along the line;
Red signal is run into, if now the operation of public transit vehicle early than the setting value of public transport operation timetable, does not then do any operation when backbone public transit vehicle runs to before crossing; If otherwise the operation of public transit vehicle is later than the setting value of public transport operation timetable, then this public transport proposes public traffic in priority request at once, and this this request of crossing real-time response, gives this public transit vehicle right-of-way.
2. the unidirectional method for controlling priority of backbone public transit vehicle according to claim 1, it is characterized in that, described step 10) bus trunk line pure section along the line is not containing the road section of bus stop and crossing, its two ends are bus stop or crossing, bus trunk line pure section quantity J along the line is by step 10) described in the bus trunk line crossing quantity M of process, backbone public transport along the line need the bus stop point quantity N stopped to determine, J=M+N+1.
3. the unidirectional method for controlling priority of backbone public transit vehicle according to claim 1, is characterized in that, described step 10) the i-th order of classes or grades at school backbone bus travel in history 7 days is through averaging time of m crossing
the statistics import track stop line that drives through m crossing in strict accordance with the i-th order of classes or grades at school backbone public transit vehicle rise, to the Time Calculation of stopping when travelling and enter the exit lane of m crossing.
4. the unidirectional method for controlling priority of backbone public transit vehicle according to claim 1, it is characterized in that, described step 20), step 40) in the storage of public transport operation timetable adopt the mode of two-dimensional array, wherein, the i-th row 2j-1 of array arranges what store be the start time of public transit vehicle through the individual pure section of jth of described i-th order of classes or grades at school
it is the finish time of public transit vehicle through the individual pure section of jth of described i-th order of classes or grades at school that i-th row 2j of array arranges what store
5. the unidirectional method for controlling priority of backbone public transit vehicle according to claim 1, is characterized in that, described step 30) middle unified maximum signal period duration C, and revise the final signal timing scheme determining each crossing, comprise following steps:
301) the signal period time span of all M crossing along the line for backbone public transport is all extended to described maximum signal period duration C;
302) time increased after being expanded by signal period duration, each phase place is increased to according to the duration proportional distribution of each phase place in original signal timing scheme;
303) adjust the signal start time of M crossing, when making the backbone public transit vehicle of the 1st order of classes or grades at school run each crossing of arrival according to public transport operation timetable, all run into green light.
6. the unidirectional method for controlling priority of backbone public transit vehicle according to claim 1, is characterized in that, described step 40) start time in each pure section and finish time in amendment public transport operation timetable, revise according to the following formula:
Wherein, v is order of classes or grades at school sequence number of dispatching a car, and v is integer and 0 < v≤I; Q is the sequence number in pure section, and q is integer and 0 < q≤J.
7. the unidirectional method for controlling priority of backbone public transit vehicle according to claim 5, it is characterized in that, described step 303) adjustment M crossing signal start time, when making the backbone public transit vehicle of the 1st order of classes or grades at school run each crossing of arrival according to public transport operation timetable, all run into green light, the method for the signal start time of a described adjustment M crossing is:
Do not changing the signal period duration of each crossing, under the prerequisite of phase sequence and each phase place duration, the signal start time of movable each crossing on a timeline, the moment making the backbone public transit vehicle of the 1st order of classes or grades at school arrive this crossing is just in time positioned at the centre position of the green light signals of this backbone public transit vehicle traffic direction, namely to arrive moment of this crossing identical with the time span of the finish time of the green light signals apart from this backbone public transit vehicle traffic direction apart from the start time of the green light signals of this backbone public transit vehicle traffic direction for the backbone public transit vehicle of the 1st order of classes or grades at school.
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| CN105575135B (en) * | 2014-10-10 | 2018-03-16 | 江苏子扬交通科技有限公司 | Green wave design system between a kind of main line bus station in high density road area |
| CN105118312B (en) * | 2015-07-22 | 2017-09-29 | 东南大学 | The many public transit vehicle method for controlling priority of signalized intersections multi-line |
| CN108171979B (en) * | 2018-01-05 | 2020-01-24 | 同济大学 | Tramcar all-day operation time optimization method and system |
| CN109035818B (en) * | 2018-08-24 | 2021-02-12 | 江苏大学 | BRT vehicle priority control method based on intersection double-station |
| CN111340289B (en) * | 2020-02-25 | 2022-06-14 | 杭州电子科技大学 | Genetic algorithm-based bus departure and speed adjustment optimization method and system |
| CN111540225B (en) * | 2020-04-22 | 2021-03-26 | 山东大学 | Multi-objective optimization-based bus running interval speed optimization control method and system |
| CN113516866B (en) * | 2021-04-28 | 2022-06-14 | 大连理工大学 | Bus punctual arrival scheduling method under integration of intelligent networking technology |
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