CN110176138B - Crossing-level active traffic guidance method - Google Patents

Crossing-level active traffic guidance method Download PDF

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CN110176138B
CN110176138B CN201811110173.3A CN201811110173A CN110176138B CN 110176138 B CN110176138 B CN 110176138B CN 201811110173 A CN201811110173 A CN 201811110173A CN 110176138 B CN110176138 B CN 110176138B
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vehicle
state
speed
intersection
time
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CN110176138A (en
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首艳芳
王钰
徐建闽
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South China University of Technology SCUT
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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
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions

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Abstract

The invention discloses an intersection-level active traffic guidance method, which comprises the steps of analyzing an intersection-level active traffic guidance strategy, judging the traffic state of a vehicle arrival period, judging the vehicle speed to be a standard of reasonable vehicle speed, and implementing a corresponding intersection-level active traffic guidance algorithm according to the traffic state and the signal state of the vehicle arrival period; determining an induction range as an induction area and a queuing range through the analysis of an intersection-level active traffic induction strategy; then 4 standards are set to judge whether the vehicle speed is reasonable; then when the vehicle enters the induction area, judging that the vehicle reaches the periodic traffic state, namely an unsaturated state, a quasi-saturated state and an oversaturated state; and finally, implementing a corresponding intersection-level active traffic guidance algorithm according to different traffic states and signal states of a vehicle arrival period, thereby reducing the number of times of parking and waiting time when the vehicle enters the intersection.

Description

Crossing-level active traffic guidance method
Technical Field
The invention relates to the field of induction methods, in particular to an intersection-level active traffic induction method.
Background
Under the traditional traffic environment, the determination of the speed adjustment by the driver comes from subjective judgment of the distance between the vehicle heads, the speed of the vehicle ahead and the conditions of the adjacent-road traffic. Particularly, when a traveling vehicle reaches the intersection range, it is difficult for a driver to determine the current remaining valid green light time or valid red light time, and the length of the waiting fleet. Therefore, the driver cannot pass through the intersection with a desired effect by reasonably adjusting the vehicle speed. The lack of information available to the driver is an important factor in the development of intersection delays.
If active traffic guidance can be carried out at the intersection, namely, the running speed of the vehicle is guided, and the running speed of the vehicle is reasonably adjusted, the vehicle can be enabled to be in a non-stop state or the stop time is shortened when passing through the intersection, so that the intersection delay is reduced, the traffic jam and the environmental pollution are reduced, and the running efficiency is improved.
Disclosure of Invention
In view of the above, in order to solve the problems in the prior art, the invention provides an intersection-level active traffic guidance method, which aims to solve the problems that when a vehicle passes through an intersection, the intersection delay is reduced, traffic jam and environmental pollution are reduced, and the driving efficiency is improved because the vehicle is not stopped or the stopping time is shortened.
In order to achieve the above object, the technical solution of the present invention is as follows.
An intersection-level active traffic guidance method, comprising the steps of:
step 1, analyzing an intersection-level active traffic guidance strategy;
step 2, judging the traffic state of the vehicle arrival period;
step 3, judging the vehicle speed to be a standard of reasonable speed;
and 4, implementing a corresponding intersection-level active traffic guidance algorithm according to the traffic state and the signal state of the vehicle arrival period.
Further, the step 1 comprises the following steps:
step 11, analysis of preconditions, RdDenotes the length of the induction region, RqThe length of the queuing range is represented, when the vehicle enters a guidance area and the queuing range, the vehicle is communicated with the drive test equipment in real time, the driving information of the vehicle is provided for the drive test equipment, the guidance area is a range for carrying out guidance adjustment on the vehicle speed, namely the length from the stop line to the upstream is RdA range of (d); length R of the queuing rangeqThe average value of the maximum value of the vehicle queuing length in the time period, namely the length from the stop line to the upstream is RqAnd satisfies Rq＜Rd；
And 12, analyzing an ideal state, wherein when the vehicle reaches the intersection, the vehicle passing state at the intersection is a green light smooth state, namely the saturation degree of the intersection is an unsaturated state or a quasi-saturated state, the vehicle can pass through the intersection without stopping, and the ideal condition occurs after the queuing length reaches the maximum value and before the red light duration time of the intersection indicator light in the next period starts.
Further, the step 2 comprises the following steps:
step 21, solving the saturation of the intersection through a formula, wherein the saturation of the intersection is the maximum value of the saturation of each phase of the intersection, and the formula is as follows:
Figure BDA0001808884490000021
wherein x is the saturation of the intersection, Q is the flow of the phase key traffic, and Q is the traffic capacity;
step 22, judging the saturation state of the intersection, wherein the saturation of the intersection is divided into an unsaturated state, a quasi-saturated state and an over-saturated state, and when x is smaller than 1, the intersection is in the unsaturated state; when x is equal to 1, the state is in a quasi-saturation state; when x is more than 1, the state is supersaturated;
and 23, when the saturation of the intersection is in an oversaturation state, the accumulated vehicles and the real-time vehicles in the accumulated time cannot be emptied in the release time, the remaining vehicles are accumulated into the accumulated vehicles in the next period after the release time is over, the release time of the next period is occupied, the release time is the duration of the green light of the intersection indicator light, and the accumulated time refers to the duration of the red light of the intersection indicator light.
Further, the step 3 comprises the following steps:
step 31, judging the vehicle speed
Figure BDA0001808884490000022
Whether or not the vehicle speed limit V specified for the link is exceededlimWhen the road section does not stipulate the limit of the vehicle speed, order Vlim＝80km/h；
Step 32, judging whether the acceleration is in a reasonable range [ -a ]MAX,aMAX]Between, to different motorcycle types, the reasonable scope of acceleration is different: small-sized vehicle aMAX＝5m/s2(ii) a Medium-sized vehicle aMAX＝4m/s2(ii) a Large-sized vehicle aMAX＝3m/s2；
Step 33, determining the vehicle speed
Figure BDA0001808884490000031
Whether the vehicle speed can be accepted by a driver or not, wherein the vehicle speed change cannot exceed 60% of the original vehicle speed;
step 34, judging whether the driving condition allows the speed adjustment or not, if the distance between vehicles in front of the vehicles can not meet the requirement of the speed, detecting whether the speed updating can be realized by changing the lane or not, if the distance between vehicles can not meet the requirement of the speed, the speed of the vehicle is not allowed
Figure BDA0001808884490000032
An unreasonable induced vehicle speed is considered.
Further, the step 4 comprises the following steps:
step 41, if the traffic state of the arrival period is an unsaturated state and the signal state of the arrival time is effective green time, the state of the arrival period is an ideal state and a non-ideal state, and corresponding induction algorithms need to be established respectively; otherwise, go to step 42;
step 42, if the traffic state of the arrival period is an unsaturated state and the signal state of the arrival time is an effective red light time, the vehicle i uses the initial speed v0When the vehicle runs to the boundary of the queuing range, the signal state is still in effective red light time, and a corresponding intersection-level active traffic guidance method needs to be established; otherwise, go to step 43;
and 43, if the traffic state of the arrival period is in an oversaturated state, all vehicles arriving at the intersection need to stop to pass through the intersection, and for the vehicles in the remaining queues, the waiting time also comprises the effective red light time of the next period, namely the oversaturated delay state, and a corresponding intersection-level active traffic guidance method needs to be established.
Further, the effective green light time refers to the green light release time corresponding to the ideal utilization time converted from the available transit time of the signal phase in one signal period; the effective red light time refers to the red light release time corresponding to the ideal stop time converted from the red light time of the signal phase in one signal period.
Further, the step 41 includes:
the ideal state is that the vehicle i is at an initial speed v0Go to rowWhen the queue length reaches the maximum value at the end of the queue range, and the vehicle can pass through the stop line in the remaining effective green light time, the corresponding inducement strategy is: at an initial induction rate
Figure BDA0001808884490000033
Is v is0From the induction range boundary RdTo the position of the maximum value of the queue length of the arrival period
Figure BDA0001808884490000034
The induced velocity in this interval is the original velocity v0(ii) a From
Figure BDA0001808884490000041
To the stop line, still at speed v0To run or to run
Figure BDA0001808884490000042
Is accelerated gradually to
Figure BDA0001808884490000043
Then the vehicle runs at a constant speed; each induction speed corresponds to an induction strategy;
in the ideal case, the algorithm steps are as follows:
Figure BDA0001808884490000044
wherein, the first and the second end of the pipe are connected with each other,
Figure BDA0001808884490000045
when the vehicle i is at a speed v0Time to travel to the queuing range boundary;
Figure BDA0001808884490000046
indicating that the nth signal period is in a normal state;
Figure BDA0001808884490000047
indicating when vehicle i is travelling to maximum queue lengthAt position, the queue length has reached a maximum and begins dissipating;
Figure BDA0001808884490000048
indicating that the time at which vehicle i reaches the stop line is less than the start time of the active red light for the next cycle, where tlIndicating the time for the vehicle to travel from the position of maximum queue length to the stop line, if
Figure BDA0001808884490000049
Then
Figure BDA00018088844900000410
If it is
Figure BDA00018088844900000411
Then tlBy acceleration
Figure BDA00018088844900000412
And speed after acceleration
Figure BDA00018088844900000413
Determination of, the
Figure BDA00018088844900000414
Indicating the target vehicle speed to which the vehicle i needs to be accelerated or decelerated after reaching the maximum queuing area position in the nth cycle,
Figure BDA00018088844900000415
for the corresponding acceleration, it is calculated by the following formula:
Figure BDA0001808884490000051
wherein, v'tIs a temporary speed variable, a 'is a temporary acceleration variable, and t' is a temporary acceleration time variable; if there is no one that meets the requirements
Figure BDA0001808884490000052
And
Figure BDA0001808884490000053
then
Figure BDA0001808884490000054
And
Figure BDA0001808884490000055
the value of (d) is NULL;
in the formula (2), calculating the induction speed meeting the conditions; thirdly, limiting conditions of acceleration distance; fifthly, reasonable induced vehicle speed judgment standard is adopted; is shown by
Figure BDA0001808884490000056
Taking the minimum value of all solutions of a'; in this phase, the acceleration a' is greater than or equal to 0;
if it is
Figure BDA0001808884490000057
And
Figure BDA0001808884490000058
if the value of (D) is not NULL, then
Figure BDA0001808884490000059
Otherwise, the condition which does not accord with the ideal state is processed according to the non-ideal state;
Road(v0)>0 denotes a velocity v0Can meet the requirement of traffic condition, Road (v)0) Less than or equal to 0 represents that the current traffic state does not accord with the vehicle speed v0The conditions of (a); road (v)0) Is defined as:
Figure BDA00018088844900000510
d+(i)(t) represents the distance between vehicle i and the preceding adjacent vehicle at time t; d+(i)(T0)≥v0Indicating vehicle i at speed v0In the laneThe conditions required for driving;
Figure BDA00018088844900000511
indicating that the vehicle i meets the lane change condition;
Figure BDA0001808884490000061
represents the distance between the vehicle i and the adjacent vehicles at the front and the back of the adjacent lane at the time t, and x can be + or-, + represents the front and-represents the back;
Figure BDA0001808884490000062
in order to provide the motivational conditions for the lane change,
Figure BDA0001808884490000063
is a safe condition for lane change;
when the vehicle i is not allowed to change lanes randomly due to approaching the intersection, making the adjacent lanes not meeting the lane change condition
Figure BDA0001808884490000064
Further, the step 41 includes:
the non-ideal state is the speed v of the vehicle i0When the vehicle runs to the tail of the queue range, the queue length does not reach the maximum value, the corresponding induction strategy is an ideal state that the arrival time of the vehicle accords with the arrival period, and the corresponding induction strategy is as follows: at an initial induction speed
Figure BDA0001808884490000065
Is composed of
Figure BDA0001808884490000066
From the inducement range boundary to the position of the maximum value of the queue length of the arrival period, to
Figure BDA0001808884490000067
For acceleration, gradually accelerated or decelerated to
Figure BDA0001808884490000068
Then the vehicle runs at a constant speed; from the position of the maximum value of the queue length to the stop line to
Figure BDA0001808884490000069
For acceleration, gradually accelerated to
Figure BDA00018088844900000610
Then the vehicle runs at a constant speed; according to the time when the queue length reaches the maximum value
Figure BDA00018088844900000611
Length from maximum value
Figure BDA00018088844900000612
Calculating the induction speed of the maximum queuing length when the vehicle i runs to the tail of the queue; if the induction speed exists, the vehicle is recommended to be adjusted to the induction speed, and the intersection is passed without stopping;
in a non-ideal state, the algorithm steps are as follows:
Figure BDA00018088844900000613
wherein the content of the first and second substances,
Figure BDA00018088844900000614
when the vehicle i is at a speed v0When the vehicle runs to the position of the maximum queuing length, the queuing length does not reach the maximum value;
Figure BDA00018088844900000615
indicates a target vehicle speed to which acceleration or deceleration is required after the vehicle i enters the induction zone,
Figure BDA00018088844900000616
is the corresponding acceleration;
Figure BDA00018088844900000617
indicating that vehicle i has reached the position of maximum queue length
Figure BDA00018088844900000618
Then, the target vehicle speed needs to be accelerated,
Figure BDA00018088844900000619
is the corresponding acceleration;
the above-mentioned
Figure BDA00018088844900000620
And
Figure BDA00018088844900000621
the value of (d) is calculated by the following formula:
Figure BDA0001808884490000071
wherein v ist' is a temporary speed variable, a ' is a temporary acceleration variable, and t ' is a temporary acceleration time variable; if there is no one that meets the requirements
Figure BDA0001808884490000072
And
Figure BDA0001808884490000073
then
Figure BDA0001808884490000074
And with
Figure BDA0001808884490000075
The value of (d) is NULL;
in the formula (5), the second is an ideal condition, namely, after the queuing length of the vehicle i reaches the maximum value in the nth arrival period, the vehicle i reaches the position of the maximum queuing length; sixthly, reasonable inducing vehicle speed limiting conditions are adopted; is shown by
Figure BDA0001808884490000076
Taking the solution with the minimum absolute value in all the solutions of a';
if it is
Figure BDA0001808884490000077
And
Figure BDA0001808884490000078
is not a NULL value and,
Figure BDA0001808884490000079
the value of (d) is calculated by the following formula:
Figure BDA00018088844900000710
wherein v'tIs a temporary speed variable, a 'is a temporary acceleration variable, and t' is a temporary acceleration time variable; if there is no one that meets the requirements
Figure BDA0001808884490000081
And
Figure BDA0001808884490000082
then
Figure BDA0001808884490000083
And
Figure BDA0001808884490000084
the value of (d) is NULL;
in the formula (6), except for the second, the other parts are basically consistent with the formula (2); in the second step (c), the first step (c),
Figure BDA0001808884490000085
for the vehicle to run to
Figure BDA0001808884490000086
The time of (a) is,
Figure BDA0001808884490000087
for vehicles from
Figure BDA0001808884490000088
RunningThe time taken to reach the stop line;
Figure BDA0001808884490000089
taking the minimum value of a' meeting the condition,
Figure BDA00018088844900000810
is the corresponding speed.
Figure BDA00018088844900000811
Has the same meaning as the function Road () of the ideal state, i.e.
Figure BDA00018088844900000812
Indicating speed
Figure BDA00018088844900000813
The requirements of traffic conditions can be met;
Figure BDA00018088844900000814
is defined as:
Figure BDA00018088844900000815
further, the step 42 includes:
if the vehicle i is at the original speed v0When the vehicle travels to the boundary of the queuing range and the signal state is the valid red light time, the inducing scheme comprises the following steps:
according to the first scheme, if the traffic state of the arrival period is in a non-oversaturation state, the arrival time of the traffic state is made to accord with the ideal state of the arrival period;
according to the scheme II, if the previous cycle of the traffic state of the arrival cycle is in a non-oversaturation state, the arrival time of the arrival cycle is made to accord with the ideal state of the previous cycle;
when the vehicle i runs to the tail of the queue range, the optimal speed of the queue length reaching the maximum value and the optimal speed of the vehicle from the position of the maximum value of the queue length to a stop line are calculated in the algorithm; if the two optimal speeds exist, the vehicle is suggested to be adjusted to the optimal speed, and the purpose of passing through the intersection without stopping is achieved; the specific algorithm is as follows:
Figure BDA00018088844900000816
Figure BDA0001808884490000091
if the traffic state of the nth arrival period is not in the oversaturation state, and
Figure BDA0001808884490000092
and
Figure BDA0001808884490000093
if the data are not null, executing the first scheme; if the n-1 th cycle is not in a supersaturated state, and
Figure BDA0001808884490000094
and
Figure BDA0001808884490000095
if the data are not null, executing a second scheme; if both schemes are feasible, then choose
Figure BDA0001808884490000096
And
Figure BDA0001808884490000097
the scheme corresponding to the acceleration with the minimum absolute value;
Figure BDA0001808884490000098
and
Figure BDA0001808884490000099
the calculation method of (a) is the same as the formulas (5) and (6);
Figure BDA00018088844900000910
and
Figure BDA00018088844900000911
the calculation method of (2) is similar to the equations (5) and (6), and the following points are different:
in the formula (5), the equation (c) becomes:
Figure BDA00018088844900000912
equation (c) becomes:
Figure BDA00018088844900000913
in the formula (6), equation (c) becomes:
Figure BDA00018088844900000914
equation (c) becomes:
Figure BDA00018088844900000915
further, the step 43 includes:
when the traffic state of the arrival period of the vehicle i is an oversaturated state, whether the previous period and the next period are oversaturated periods needs to be detected; if the adjacent periods have normal state periods, adjusting the period of the vehicle i reaching the intersection to an ideal state of the corresponding period; if the two adjacent periods are in a normal state, selecting a scheme with the minimum change of the induction speed relative to the original speed by the induction algorithm;
if the traffic states of 3 continuous arrival periods are all in an oversaturated state, or no ideal state induction speed of the adjacent period exists, the induction purpose is to avoid the vehicle i from entering a residual queue of the period, the vehicle is prevented from passing through a saturated delay state, and the corresponding induction strategy is as follows: at an initial induction rate
Figure BDA0001808884490000101
Is composed of
Figure BDA0001808884490000102
The corresponding induction strategy is: from the boundary of the induction range to the distance stop line
Figure BDA0001808884490000103
The inducing strategy of the position is as follows
Figure BDA0001808884490000104
For acceleration, gradually accelerated or decelerated to
Figure BDA0001808884490000105
Then, the vehicle runs at a constant speed until the vehicle runs to the tail of the queuing queue;
the induction algorithm is as follows:
Figure BDA0001808884490000106
wherein
Figure BDA0001808884490000107
Indicating a target vehicle speed to which the vehicle i needs to be accelerated or decelerated in order not to enter the remaining queue after entering the induction area,
Figure BDA0001808884490000108
is the corresponding acceleration; defining the wave velocity of the queued wave of the nth arrival period as
Figure BDA0001808884490000109
The induction rate
Figure BDA00018088844900001010
Calculated by the following formula:
Figure BDA0001808884490000111
wherein, v'tIs a temporary speed variable, a 'is a temporary acceleration variable, and t' is a temporary acceleration time variable; if there is no one that meets the requirements
Figure BDA0001808884490000112
Then
Figure BDA0001808884490000113
And
Figure BDA0001808884490000114
the value of (d) is NULL;
in the formula (10), the first and second groups,
Figure BDA0001808884490000115
indicating that the vehicle has traveled to a stop line
Figure BDA0001808884490000116
The time of the position is less than or equal to the nth arrival period
Figure BDA0001808884490000117
From the stop line to
Figure BDA0001808884490000118
Is the portion of the queue length that is not remaining;
Figure BDA0001808884490000119
is the propagation of a queuing wave from the stop line to
Figure BDA00018088844900001110
The time of the location; if the vehicle is in line for the length of the queue
Figure BDA00018088844900001111
A pre-arrival queuing, an over-saturation stall condition can be avoided.
Compared with the prior art, the crossing-level active traffic guidance method has the beneficial effects that: the method has the advantages that active traffic guidance is carried out at the intersection, namely, the vehicle running speed is guided, and the vehicle is guided to reasonably adjust the running speed, so that the number of the vehicles stopping at the intersection and the average waiting time of the vehicles at the intersection are effectively reduced when the vehicles pass through the intersection, the intersection delay is reduced, the traffic jam and the environmental pollution are reduced, and the running efficiency is improved.
Drawings
Fig. 1 is a flow chart of an intersection-level active traffic guidance method of the present invention.
Fig. 2 is a flow chart of an induction algorithm of the intersection-level active traffic induction method of the present invention.
Fig. 3 is a schematic diagram of an intersection structure of the intersection-level active traffic guidance method of the present invention.
Fig. 4 is a diagram of a vehicle traffic condition (not saturated) at an intersection.
Fig. 5 is a diagram of the traffic state (quasi-saturation) of the vehicle entering the intersection.
Fig. 6 is a graph of vehicle traffic conditions (over-saturation) at an intersection.
Fig. 7 is an intersection simulation effect diagram of the intersection-level active traffic guidance method of the present invention.
Fig. 8 is a road parking quantity diagram of an intersection-level active traffic guidance method of the present invention.
Fig. 9 is a vehicle average waiting time diagram of an intersection-level active traffic guidance method of the present invention.
Detailed Description
The following description will further explain embodiments of the present invention by referring to the figures and the specific embodiments. It is noted that processes or symbols not specifically described below (e.g., symbols commonly used in individual programming algorithms) are understood or implemented by those skilled in the art in light of the prior art. The described embodiments are only a part of the embodiments of the present invention, not all embodiments, and all other embodiments obtained by those skilled in the art without any inventive work are within the scope of the present invention.
As shown in fig. 1, it is a flow chart of an intersection-level active traffic guidance method of the present invention, comprising the following steps:
step 1, analyzing an intersection-level active traffic guidance strategy;
step 2, judging the traffic state of the vehicle arrival period;
step 3, judging the vehicle speed to be a standard of reasonable speed;
and 4, implementing a corresponding intersection-level active traffic guidance algorithm according to the traffic state and the signal state of the vehicle arrival period.
Preferably, the step 1 comprises the following steps:
step 11, precondition analysis, real-time communication with the drive test equipment after the vehicle enters the guidance area and the queuing range, and provision of the driving information of the vehicle to the drive test equipment, as shown in fig. 3, which is a schematic diagram of an intersection structure diagram of the intersection-level active traffic guidance method of the invention, wherein the guidance area R is a road intersection structure diagramdExtent of inductive regulation of vehicle speed, i.e. R from stop line to upstreamdAt a point, the length R of the queuing rangeqFor the average of the maximum value of the vehicle queue length for that period, i.e. R upstream from the stop lineqAt a point, and Rq＜Rd；
And 12, analyzing an ideal state, wherein when the vehicle reaches the intersection, the vehicle passing state at the intersection is a green light smooth state, namely the saturation degree of the intersection is an unsaturated state or a quasi-saturated state, the vehicle can pass through the intersection without stopping, and the ideal condition occurs after the queuing length reaches the maximum value and before the red light duration time of the intersection indicator light in the next period starts.
As shown in fig. 2, the step 2 of the guidance algorithm flowchart of the intersection-level active traffic guidance method of the present invention includes the following steps:
step 21, solving the saturation of the intersection through a formula, wherein the saturation of the intersection is the maximum value of the saturation of each phase of the intersection, and the formula is as follows:
Figure BDA0001808884490000131
wherein x is the saturation of the intersection, Q is the flow of the phase key traffic, and Q is the traffic capacity;
step 22, judging the state of the saturation of the intersection, as shown in fig. 4, 5 and 6, which is a state diagram of the traffic state of vehicles entering the intersection, wherein the saturation of the intersection is divided into an unsaturated state (fig. 4), a quasi-saturated state (fig. 5) and an oversaturated state (fig. 6), and when x is smaller than 1, the saturation is in the unsaturated state; when x is equal to 1, the state is in a quasi-saturation state; when x is more than 1, the state is supersaturated;
and 23, when the saturation of the intersection is in an oversaturation state, the accumulated vehicles and the real-time vehicles in the accumulated time cannot be emptied in the release time, the remaining vehicles are accumulated into the accumulated vehicles in the next period after the release time is over, the release time of the next period is occupied, the release time is the duration of the green light of the intersection indicator light, and the accumulated time refers to the duration of the red light of the intersection indicator light.
Preferably, referring to fig. 2, the step 3 includes the following steps:
step 31, judging the vehicle speed
Figure BDA0001808884490000132
Whether or not the vehicle speed limit V specified for the link is exceededlimWhen the road section does not stipulate the limit of the vehicle speed, order Vlim＝80km/h；
Step 32, judging whether the acceleration is in a reasonable range [ -a ]MAX,aMAX]Between, to different motorcycle types, the reasonable scope of acceleration is different: small-sized vehicle aMAX＝5m/s2(ii) a Medium-sized vehicle aMAX＝4m/s2(ii) a Large-sized vehicle aMAX＝3m/s2；
Step 33, determining the vehicle speed
Figure BDA0001808884490000141
Whether the vehicle speed can be accepted by a driver or not, wherein the vehicle speed change cannot exceed 60% of the original vehicle speed;
step 34, judgeIf the driving condition is interrupted to allow the adjustment of the speed, the distance between vehicles in front of the vehicles needs to allow the acceleration of the vehicles, if the distance between the vehicles cannot meet the requirement of the speed, whether the speed updating can be realized by changing the lane needs to be detected, and if the speed is not allowed under the two conditions, the speed of the vehicles
Figure BDA0001808884490000142
An unreasonable induced vehicle speed is considered.
Preferably, referring to fig. 2, the step 4 includes the following steps:
step 41, if the traffic state of the arrival period is an unsaturated state and the signal state of the arrival time is effective green time, the state of the arrival period is an ideal state and a non-ideal state, and corresponding induction algorithms need to be established respectively; otherwise, go to step 42;
step 42, if the traffic state of the arrival period is an unsaturated state and the signal state of the arrival time is an effective red light time, the vehicle i uses the initial speed v0When the vehicle runs to the boundary of the queuing range, the signal state is still in effective red light time, and a corresponding intersection-level active traffic guidance method needs to be established; otherwise, go to step 43;
and 43, if the traffic state of the arrival period is in an oversaturated state, all vehicles arriving at the intersection need to stop to pass through the intersection, and for the vehicles in the remaining queues, the waiting time also comprises the effective red light time of the next period, namely the oversaturated delay state, and a corresponding intersection-level active traffic guidance method needs to be established.
Preferably, the valid green light time refers to a transit time available for the signal phase in one signal period, which is converted into a green light release time corresponding to ideal utilization; the effective red light time refers to red light release time corresponding to the time when the red light time of the signal phase in one signal period is converted into ideal stop.
Preferably, the step 41 includes:
the ideal state is that the vehicle i is at an initial speed v0When the vehicle runs to the tail of the queue range, the queue length is upAfter the maximum is reached and the vehicle is able to pass the stop line for the remaining valid green time, the corresponding inducement strategy is: at an initial induction rate
Figure BDA0001808884490000143
Is v is0From the induction range boundary RdTo the position of the maximum value of the queue length of the arrival period
Figure BDA0001808884490000144
The induced velocity in this interval is the original velocity v0(ii) a From
Figure BDA0001808884490000151
To the stop line, still at speed v0To run or to run
Figure BDA0001808884490000152
Is accelerated gradually to
Figure BDA0001808884490000153
Then the vehicle runs at a constant speed; each induction speed corresponds to an induction strategy;
in the ideal case, the algorithm steps are as follows:
Figure BDA0001808884490000154
wherein the content of the first and second substances,
Figure BDA0001808884490000155
when the vehicle i is at a speed v0Time to travel to the queuing range boundary;
Figure BDA0001808884490000156
indicating that the nth signal period is in a normal state;
Figure BDA0001808884490000157
indicating that the queue length has been reached when vehicle i has traveled to the position of maximum queue lengthMaximum and begin to dissipate;
Figure BDA0001808884490000158
indicating that the time at which vehicle i reaches the stop line is less than the start time of the active red light for the next cycle, where tlIndicating the time for the vehicle to travel from the position of maximum queue length to the stop line, if
Figure BDA0001808884490000159
Then
Figure BDA00018088844900001510
If it is
Figure BDA00018088844900001511
Then tlBy acceleration
Figure BDA00018088844900001512
And speed after acceleration
Figure BDA00018088844900001513
Determination of, the
Figure BDA00018088844900001514
Indicating the target vehicle speed to which the vehicle i needs to be accelerated or decelerated after reaching the maximum queuing area position in the nth period,
Figure BDA00018088844900001515
for the corresponding acceleration, it is calculated by the following formula:
Figure BDA0001808884490000161
wherein, v'tIs a temporary speed variable, a 'is a temporary acceleration variable, and t' is a temporary acceleration time variable; if there is no one that meets the requirements
Figure BDA0001808884490000162
And with
Figure BDA0001808884490000163
Then
Figure BDA0001808884490000164
And with
Figure BDA0001808884490000165
Is NULL;
in the formula (2), calculating the induction speed meeting the conditions; thirdly, limiting conditions of acceleration distance; fifthly, reasonable induced vehicle speed judgment standard is adopted; is shown by
Figure BDA0001808884490000166
Taking the minimum value of all solutions of a'; in this phase, the acceleration a' is greater than or equal to 0;
if it is
Figure BDA0001808884490000167
And
Figure BDA0001808884490000168
if the value of (D) is not NULL, then
Figure BDA0001808884490000169
Otherwise, the condition which does not accord with the ideal state is processed according to the non-ideal state;
Road(v0)>0 denotes a velocity v0Can meet the requirement of traffic condition, Road (v)0) Less than or equal to 0 represents that the current traffic state does not accord with the vehicle speed v0The conditions of (a); the Road (v)0) Is defined as follows:
Figure BDA00018088844900001610
d+(i)(t) represents the distance between the vehicle i and the preceding adjacent vehicle at time t. d+(i)(T0)≥v0Indicating vehicle i at speed v0The conditions required for traveling on the own lane.
Figure BDA00018088844900001611
Indicating that the vehicle i meets the lane change condition;
Figure BDA0001808884490000171
representing the distance between the vehicle i and the adjacent vehicles in front and behind on the adjacent lane at time t, x may be + or-, + representing front and-representing rear.
Figure BDA0001808884490000172
In order to provide the motive conditions for the lane change,
Figure BDA0001808884490000173
is a safe condition for lane change;
when the vehicle i is not allowed to change lanes randomly due to approaching the intersection, making the adjacent lanes not meeting the lane change condition
Figure BDA0001808884490000174
Preferably, the step 41 includes:
the non-ideal state is that the vehicle i is at a speed v0When the vehicle runs to the tail of the queue range, the queue length does not reach the maximum value, the corresponding induction strategy is an ideal state that the arrival time of the vehicle accords with the arrival period, and the corresponding induction strategy is as follows: at an initial induction speed
Figure BDA0001808884490000175
Is composed of
Figure BDA0001808884490000176
From the inducement range boundary to the position of the maximum value of the queue length of the arrival period, to
Figure BDA0001808884490000177
For acceleration, gradually accelerated or decelerated to
Figure BDA0001808884490000178
Then the vehicle runs at a constant speed; from the longest queue lengthPosition of large value to the stop line to
Figure BDA0001808884490000179
For acceleration, gradually accelerated to
Figure BDA00018088844900001710
Then the vehicle runs at a constant speed; according to the time when the queue length reaches the maximum value
Figure BDA00018088844900001711
Length from maximum value
Figure BDA00018088844900001712
Calculating the induction speed of the maximum queuing length when the vehicle i runs to the tail of the queue; if the induction speed exists, the vehicle is recommended to be adjusted to the induction speed, and the intersection is passed without stopping;
in a non-ideal state, the algorithm steps are as follows:
Figure BDA00018088844900001713
wherein, the first and the second end of the pipe are connected with each other,
Figure BDA00018088844900001714
when the vehicle i is at a speed v0When the vehicle runs to the position of the maximum queuing length, the queuing length does not reach the maximum value;
Figure BDA00018088844900001715
indicating a target vehicle speed to which acceleration or deceleration is required after the vehicle i enters the induction zone,
Figure BDA00018088844900001716
is the corresponding acceleration;
Figure BDA00018088844900001717
indicating the arrival of vehicle i at the maximum queue length position
Figure BDA00018088844900001718
Then, the target vehicle speed needs to be accelerated,
Figure BDA00018088844900001719
is the corresponding acceleration;
the described
Figure BDA00018088844900001720
And
Figure BDA00018088844900001721
the value of (d) is calculated by the following formula:
Figure BDA0001808884490000181
wherein v ist' is a temporary speed variable, a ' is a temporary acceleration variable, and t ' is a temporary acceleration time variable; if there is no one that meets the requirements
Figure BDA0001808884490000182
And
Figure BDA0001808884490000183
then
Figure BDA0001808884490000184
And
Figure BDA0001808884490000185
the value of (d) is NULL;
in the formula (5), the second is an ideal condition, namely, the vehicle i reaches the position of the maximum queuing length after the queuing length reaches the maximum value in the nth arrival period; sixthly, reasonable inducing speed limiting conditions are achieved; is shown by
Figure BDA0001808884490000186
Taking the solution with the minimum absolute value in all the solutions of a';
if it is
Figure BDA0001808884490000187
And
Figure BDA0001808884490000188
the value of (a) is not NULL,
Figure BDA0001808884490000189
the value of (d) is calculated by the following formula:
Figure BDA00018088844900001810
wherein v'tIs a temporary speed variable, a 'is a temporary acceleration variable, and t' is a temporary acceleration time variable. If there is not one that meets the requirements
Figure BDA0001808884490000191
And
Figure BDA0001808884490000192
then
Figure BDA0001808884490000193
And
Figure BDA0001808884490000194
the value of (d) is NULL;
in the formula (6), except for the second, the other parts are basically consistent with the formula (2); in the second step (c), the first step (c),
Figure BDA0001808884490000195
for the vehicle to run to
Figure BDA0001808884490000196
The time of (a) is,
Figure BDA0001808884490000197
for vehicles from
Figure BDA0001808884490000198
The time it takes to travel to the stop line.
Figure BDA0001808884490000199
Taking the minimum value of a' meeting the condition,
Figure BDA00018088844900001910
is the corresponding speed.
Figure BDA00018088844900001911
Has the same meaning as the function Road () of the ideal state, i.e.
Figure BDA00018088844900001912
Indicating speed
Figure BDA00018088844900001913
Can meet the requirements of traffic conditions.
Figure BDA00018088844900001914
Is defined as:
Figure BDA00018088844900001915
preferably, the step 42 includes:
if the vehicle i is at the original speed v0When the vehicle travels to the boundary of the queuing range and the signal state is the valid red light time, the inducing scheme comprises the following steps:
according to the first scheme, if the traffic state of the arrival period is in a non-oversaturation state, the arrival time of the arrival period is in accordance with the ideal state of the arrival period;
according to the scheme II, if the previous cycle of the traffic state of the arrival cycle is in a non-oversaturation state, the arrival time of the arrival cycle is made to accord with the ideal state of the previous cycle;
the algorithm needs to calculate the optimal speed when the vehicle i runs to the tail of the queue range, the queuing length reaches the maximum value, and the optimal speed when the vehicle i runs to the stop line from the position of the maximum queuing length. If the two optimal speeds exist, the vehicle is recommended to be adjusted to the optimal speed, and the purpose of passing through the intersection without stopping is achieved; the specific algorithm is as follows:
Figure BDA00018088844900001916
Figure BDA0001808884490000201
if the traffic state of the nth arrival period is not in the oversaturation state, and
Figure BDA0001808884490000202
and with
Figure BDA0001808884490000203
If the data are not null, executing the first scheme; if the n-1 th cycle is not in an oversaturated state, and
Figure BDA0001808884490000204
and
Figure BDA0001808884490000205
if the data are not null, executing a second scheme; if both schemes are feasible, then choose
Figure BDA0001808884490000206
And
Figure BDA0001808884490000207
the scheme corresponding to the acceleration with the minimum absolute value;
Figure BDA0001808884490000208
and
Figure BDA0001808884490000209
the calculation method of (a) is the same as the formulas (5) and (6);
Figure BDA00018088844900002010
and
Figure BDA00018088844900002011
the calculation method of (2) is similar to the equations (5) and (6), and the following points are different:
in the formula (5), the equation (c) becomes:
Figure BDA00018088844900002012
equation (c) becomes:
Figure BDA00018088844900002013
in the formula (6), equation (c) becomes:
Figure BDA00018088844900002014
equation (c) becomes:
Figure BDA00018088844900002015
preferably, the step 43 includes:
when the traffic state of the arrival period of the vehicle i is an oversaturated state, whether the previous period and the next period are oversaturated periods needs to be detected; if the adjacent periods have normal state periods, adjusting the period of the vehicle i reaching the intersection to an ideal state of the corresponding period; if the two adjacent periods are in a normal state, selecting a scheme with the minimum change of the induction speed relative to the original speed by the induction algorithm;
if the traffic states of 3 continuous arrival periods are all in an oversaturated state, or no ideal state induction speed of the adjacent period exists, the induction purpose is to avoid the vehicle i from entering a residual queue of the period, the vehicle is prevented from passing through a saturated delay state, and the corresponding induction strategy is as follows: at an initial induction rate
Figure BDA0001808884490000211
Is composed of
Figure BDA0001808884490000212
The corresponding induction strategy is: from the boundary of the induction range to the distance stop line
Figure BDA0001808884490000213
The inducing strategy of the position is as follows
Figure BDA0001808884490000214
For acceleration, gradually accelerated or decelerated to
Figure BDA0001808884490000215
Then, the vehicle runs at a constant speed until the vehicle runs to the tail of the queuing queue;
the induction algorithm is as follows:
Figure BDA0001808884490000216
wherein
Figure BDA0001808884490000217
Indicating a target vehicle speed to which the vehicle i needs to be accelerated or decelerated in order not to enter the remaining queue after entering the inducement area,
Figure BDA0001808884490000218
is the corresponding acceleration; defining the wave speed of the queuing wave of the nth arrival period as
Figure BDA0001808884490000219
The induction rate
Figure BDA00018088844900002110
Calculated by the following formula:
Figure BDA0001808884490000221
wherein, v'tAs a temporary speedA variable, a 'is a temporary acceleration variable, and t' is a temporary acceleration time variable; if there is no one that meets the requirements
Figure BDA0001808884490000222
Then
Figure BDA0001808884490000223
And
Figure BDA0001808884490000224
the value of (d) is NULL;
in the formula (10), the first and second groups,
Figure BDA0001808884490000225
indicating that the vehicle has traveled to a stop line
Figure BDA0001808884490000226
The time of the position is less than or equal to the nth arrival period
Figure BDA0001808884490000227
From the stop line to
Figure BDA0001808884490000228
Is the portion of the queue length that is not remaining;
Figure BDA0001808884490000229
is the propagation of a queuing wave from the stop line to
Figure BDA00018088844900002210
The time of the location; if the vehicle queue length reaches
Figure BDA00018088844900002211
By arriving ahead in the queue, an oversaturated stall condition can be avoided.
As shown in fig. 7, which is an intersection simulation effect diagram of the intersection-level active traffic guidance method of the present invention, a road 1 is an intersection using the intersection-level active traffic guidance method of the present invention, and a road 2 is an intersection under normal conditions; as is apparent from fig. 8 and 9, the intersection road 1 using the intersection-level active traffic guidance method of the present invention makes the number of vehicles not stopping or stopping stable when passing through the intersection; the parking time is significantly shortened.
In summary, the crossing-level active traffic guidance method of the present invention is a crossing-level active traffic guidance method, and aims to solve the problem that when a vehicle passes through a crossing, the vehicle does not stop or the stopping time is shortened, thereby reducing the delay at the crossing, reducing traffic congestion and environmental pollution, and improving the driving efficiency.

Claims (7)

1. An intersection-level active traffic guidance method, comprising the steps of:
step 1, analyzing an intersection-level active traffic guidance strategy;
step 2, judging the traffic state of the vehicle arrival period;
step 3, judging the vehicle speed to be a standard of reasonable speed;
step 4, implementing a corresponding intersection-level active traffic guidance algorithm according to the traffic state and the signal state of the vehicle arrival period;
wherein, the step 4 comprises the following steps:
step 41, if the traffic state of the arrival period is an unsaturated state and the signal state of the arrival time is effective green time, the traffic state of the arrival period is an ideal state and a non-ideal state, and corresponding induction algorithms need to be established respectively; otherwise, go to step 42;
step 42, if the traffic state of the arrival period is an unsaturated state and the signal state of the arrival time is an effective red light time, the vehicle i uses the initial speed v0When the vehicle runs to the boundary of the queuing range, the signal state is still in effective red light time, and a corresponding intersection-level active traffic guidance method needs to be established; otherwise, go to step 43;
step 43, if the traffic state of the arrival period is an oversaturated state, all vehicles arriving at the intersection need to stop to pass through the intersection, and for the vehicles in the remaining queues, the waiting time also includes the effective red light time of the next period, namely the oversaturated delay state, and a corresponding intersection-level active traffic guidance method needs to be established;
the step 41 includes:
the ideal state is that the vehicle i is at an initial speed v0When the vehicle runs to the tail of the queue range, the queue length reaches the maximum value, and the vehicle can pass through the stop line in the remaining effective green light time, the corresponding inducement strategy is as follows: at an initial induction rate
Figure FDA0003572001160000011
Is v is0From the induction range boundary RdTo the position of the maximum value of the queue length of the arrival period
Figure FDA0003572001160000012
The induced velocity in this interval is the original velocity v0(ii) a From
Figure FDA0003572001160000013
To the stop line, still at speed v0To run or to run
Figure FDA0003572001160000014
For acceleration, gradually accelerated to
Figure FDA0003572001160000015
Then the vehicle runs at a constant speed; each induction speed corresponds to an induction strategy;
in the ideal case, the algorithm steps are as follows:
Figure FDA0003572001160000016
Figure FDA0003572001160000021
wherein the content of the first and second substances,
Figure FDA0003572001160000022
when the vehicle i is at a speed v0Time to travel to the boundary of the queue range, RqFor the length of the queuing range, RdIs an induction area;
Figure FDA0003572001160000023
indicating that the nth signal period is in a normal state;
Figure FDA0003572001160000024
indicating that when vehicle i travels to the position of maximum queue length, queue length has reached a maximum and begins to dissipate;
Figure FDA0003572001160000025
indicating that the time at which vehicle i reaches the stop line is less than the start time of the active red light for the next cycle, where tlIndicating the time for the vehicle to travel from the position of maximum queue length to the stop line, if
Figure FDA0003572001160000026
Then
Figure FDA0003572001160000027
If it is
Figure FDA0003572001160000028
Then tlBy acceleration
Figure FDA0003572001160000029
And speed after acceleration
Figure FDA00035720011600000210
Determination of, the
Figure FDA00035720011600000211
Indicating the target vehicle speed to which the vehicle i needs to be accelerated or decelerated after reaching the maximum queuing area position in the nth period,
Figure FDA00035720011600000212
for the corresponding acceleration, it is calculated by the following formula:
Figure FDA00035720011600000213
wherein, v'tIs a temporary speed variable, a 'is a temporary acceleration variable, and t' is a temporary acceleration time variable; if there is not one that meets the requirements
Figure FDA0003572001160000031
And
Figure FDA0003572001160000032
then
Figure FDA0003572001160000033
And with
Figure FDA0003572001160000034
Is NULL, VlimTo limit the vehicle speed;
in the formula (2), calculating the induction speed meeting the conditions; thirdly, limiting conditions of acceleration distance; fifthly, judging the reasonable induced vehicle speed; is shown by
Figure FDA0003572001160000035
Taking the minimum value of all solutions of a'; in an ideal state, the acceleration a' is greater than or equal to 0;
if it is
Figure FDA0003572001160000036
And
Figure FDA0003572001160000037
if the value of (D) is not NULL, then
Figure FDA0003572001160000038
Otherwise, the condition which does not accord with the ideal state is processed according to the non-ideal state;
Road(v0) > 0 denotes the speed v0Can meet the requirement of traffic condition, Road (v)0) The current traffic state is not accordant with the vehicle speed v and is less than or equal to 00Condition of (d), Road (v)0) Is defined as:
Figure FDA0003572001160000039
d+(i)(T0)≥v0indicating vehicle i at speed v0Conditions required for running on the own lane;
Figure FDA00035720011600000310
And
Figure FDA00035720011600000311
indicating that the vehicle i meets the lane change condition;
Figure FDA00035720011600000312
represents the distance between the vehicle i and the adjacent vehicles in the front and back of the adjacent lane at the time t, and x can be + or-, + represents the front and-represents the back;
Figure FDA00035720011600000313
in order to provide the motivational conditions for the lane change,
Figure FDA00035720011600000314
is a safe condition for lane change;
when the vehicle i is not allowed to change lanes randomly due to approaching the intersection, making the adjacent lanes not meeting the lane change condition
Figure FDA00035720011600000315
The step 41 includes:
the non-ideal state is that the vehicle i is at a speed v0When the vehicle runs to the tail of the queue range, the queue length does not reach the maximum value, the corresponding induction strategy is an ideal state that the arrival time of the vehicle accords with the arrival period, and the corresponding induction strategy is as follows: at an initial induction rate
Figure FDA00035720011600000316
Is composed of
Figure FDA00035720011600000317
From the inducement range boundary to the position of the maximum value of the queue length of the arrival period, to
Figure FDA00035720011600000318
For acceleration, gradually accelerated or decelerated to
Figure FDA00035720011600000319
Then the vehicle runs at a constant speed; from the position of the maximum value of the queue length to the stop line to
Figure FDA00035720011600000320
For acceleration, gradually accelerated to
Figure FDA0003572001160000041
Then the vehicle runs at a constant speed; according to the time when the queue length reaches the maximum value
Figure FDA0003572001160000042
Length from maximum value
Figure FDA0003572001160000043
Calculating the induction speed of the maximum queuing length when the vehicle i runs to the tail of the queue; if the induced speed exists, the vehicle is recommended to be adjusted to the induced speed, and no-parking communication is realizedPassing through the intersection;
in a non-ideal state, the algorithm steps are as follows:
Figure FDA0003572001160000044
wherein the content of the first and second substances,
Figure FDA0003572001160000045
when the vehicle i is at a speed v0When the vehicle is driven to the position with the maximum queuing length, the queuing length does not reach the maximum value;
Figure FDA0003572001160000046
indicates a target vehicle speed to which acceleration or deceleration is required after the vehicle i enters the induction zone,
Figure FDA0003572001160000047
is the corresponding acceleration;
Figure FDA0003572001160000048
indicating that vehicle i has reached the position of maximum queue length
Figure FDA0003572001160000049
And then, the target vehicle speed to which acceleration is required,
Figure FDA00035720011600000410
is the corresponding acceleration;
the above-mentioned
Figure FDA00035720011600000411
And
Figure FDA00035720011600000412
the value of (d) is calculated by the following formula:
Figure FDA00035720011600000413
wherein v ist' is a temporary speed variable, a ' is a temporary acceleration variable, and t ' is a temporary acceleration time variable; if there is not one that meets the requirements
Figure FDA0003572001160000051
And
Figure FDA0003572001160000052
then
Figure FDA0003572001160000053
And
Figure FDA0003572001160000054
the value of (d) is NULL;
in the formula (5), the second is an ideal condition, namely, the vehicle i reaches the position of the maximum queuing length after the queuing length reaches the maximum value in the nth arrival period; sixthly, reasonable inducing speed limiting conditions are achieved; is shown by
Figure FDA0003572001160000055
Taking the solution with the minimum absolute value in all the solutions of a';
if it is
Figure FDA0003572001160000056
And with
Figure FDA0003572001160000057
Is not a NULL value and,
Figure FDA0003572001160000058
the value of (d) is calculated by the following formula:
Figure FDA0003572001160000059
wherein v'tIs a temporary speed variable, a 'is a temporary acceleration variable, and t' is a temporary acceleration time variable; if there is not one that meets the requirements
Figure FDA00035720011600000510
And
Figure FDA00035720011600000511
then
Figure FDA00035720011600000512
And with
Figure FDA00035720011600000513
Is NULL;
in the formula (6), except for the second, the other parts are basically consistent with the formula (2); in the second step (c), the first step (c),
Figure FDA00035720011600000514
for the vehicle to run to
Figure FDA00035720011600000515
The time of (a) is,
Figure FDA00035720011600000516
for vehicles
Figure FDA00035720011600000517
The time taken to travel to the stop line;
Figure FDA00035720011600000518
taking the minimum value of a' meeting the condition,
Figure FDA00035720011600000519
is the corresponding speed;
Figure FDA00035720011600000520
has the same meaning as the function Road () of the ideal state, i.e.
Figure FDA00035720011600000521
Indicating speed
Figure FDA00035720011600000522
The requirements of traffic conditions can be met;
Figure FDA00035720011600000523
is defined as follows:
Figure FDA00035720011600000524
Figure FDA0003572001160000061
2. the method of claim 1, wherein the step 1 comprises the steps of:
step 11, analysis of preconditions, RdDenotes the length of the induction region, RqThe length of the queuing range is represented, when the vehicle enters an induction area and the queuing range, the vehicle is communicated with the drive test equipment in real time, the driving information of the vehicle is provided for the drive test equipment, the induction area is a range for carrying out induction adjustment on the vehicle speed, namely the length from the stop line to the upstream is RdA range of (a); length R of said queuing rangeqIs the average value of the maximum value of the vehicle queue length after entering the induction area, namely the length from the stop line to the upstream is RqAnd satisfies Rq＜Rd；
And step 12, analyzing an ideal state, wherein when the vehicle reaches the intersection, the vehicle passing state at the intersection is a green light smooth state, namely the saturation degree of the intersection is an unsaturated state or a quasi-saturated state, the vehicle can pass through the intersection without stopping, and the ideal situation occurs after the queuing length reaches the maximum value and before the red light duration time of the intersection indicator light in the next period starts.
3. The method of claim 1, wherein the step 2 comprises the steps of:
step 21, solving the saturation of the intersection through a formula, wherein the saturation of the intersection is the maximum value of the saturation of each phase of the intersection, and the formula is as follows:
Figure FDA0003572001160000062
wherein x is the saturation of the intersection, Q is the flow of the phase key traffic, and Q is the traffic capacity;
step 22, judging the saturation state of the intersection, wherein the saturation of the intersection is divided into an unsaturated state, a quasi-saturated state and a supersaturated state, and when x is less than 1, the intersection is in the unsaturated state; when x is equal to 1, the state is in a quasi-saturation state; when x is more than 1, the state is supersaturated;
and 23, when the saturation of the intersection is in an oversaturation state, the accumulated vehicles and the real-time vehicles in the accumulated time cannot be emptied in the release time, the remaining vehicles are accumulated into the accumulated vehicles in the next period after the release time is over, the release time of the next period is occupied, the release time is the duration of the green light of the intersection indicator light, and the accumulated time refers to the duration of the red light of the intersection indicator light.
4. The method of claim 1, wherein the step 3 comprises the steps of:
step 31, judging the vehicle speed
Figure FDA0003572001160000071
Whether or not the vehicle speed limit V specified for the link is exceededlimWhen the road section has no specified limitWhen braking the speed, let Vlim＝80km/h；
Step 32, judging whether the acceleration is in a reasonable range [ -a ]MAX,aMAX]Between, to different motorcycle types, the reasonable scope of acceleration is different: small-sized vehicle aMAX＝5m/s2(ii) a Medium-sized vehicle aMAX＝4m/s2(ii) a Large-sized vehicle aMAX＝3m/s2；
Step 33, determining the vehicle speed
Figure FDA0003572001160000072
Whether the vehicle speed can be accepted by a driver or not, wherein the vehicle speed change cannot exceed 60% of the original vehicle speed;
step 34, judging whether the driving condition allows the speed adjustment or not, the distance between vehicles in front of the vehicles needs to allow the vehicles to accelerate, if the distance between the vehicles cannot meet the requirement of the speed, detecting whether the speed updating can be realized by changing the lane or not, and if the two conditions are not allowed, the speed of the vehicles
Figure FDA0003572001160000073
An unreasonable induced vehicle speed is considered.
5. The method of claim 1, wherein the valid green time is a green light passing time corresponding to a time when the signal phase can be utilized in one signal period, which is converted into an ideal utilization; the effective red light time refers to the red light release time corresponding to the ideal stop time converted from the red light time of the signal phase in one signal period.
6. The method of claim 1, wherein step 42 comprises:
if the vehicle i is at the original speed v0When the vehicle travels to the boundary of the queuing range and the signal state is the valid red light time, the inducing scheme comprises the following steps:
according to the first scheme, if the traffic state of the arrival period is in a non-oversaturation state, the arrival time of the arrival period is in accordance with the ideal state of the arrival period;
according to the scheme II, if the previous cycle of the traffic state of the arrival cycle is in a non-oversaturation state, the arrival time of the arrival cycle is in accordance with the ideal state of the previous cycle;
when the vehicle i runs to the tail of the queue range, the optimal speed of the queue length reaching the maximum value and the optimal speed of the vehicle from the position of the maximum value of the queue length to a stop line are calculated in the algorithm; if the two optimal speeds exist, the vehicle is recommended to be adjusted to the optimal speed, and the purpose of passing through the intersection without stopping is achieved; the specific algorithm is as follows:
Figure FDA0003572001160000081
if the traffic state of the nth arrival period is not in the oversaturation state, and
Figure FDA0003572001160000082
and
Figure FDA0003572001160000083
if the data are not null, executing the first scheme; if the n-1 th cycle is not in a supersaturated state, and
Figure FDA0003572001160000084
and
Figure FDA0003572001160000085
if the data are not null, executing a second scheme; if both schemes are feasible, then choose
Figure FDA0003572001160000086
And
Figure FDA0003572001160000087
the scheme corresponding to the acceleration with the minimum absolute value;
Figure FDA0003572001160000088
and
Figure FDA0003572001160000089
the calculation method of (a) is the same as the formulas (5) and (6);
Figure FDA00035720011600000810
and
Figure FDA00035720011600000811
the calculation method of (2) is similar to the formulas (5) and (6), and the following points are different:
in the formula (5), the equation (c) becomes:
Figure FDA00035720011600000812
equation (c) becomes:
Figure FDA00035720011600000813
in the formula (6), equation (c) becomes:
Figure FDA0003572001160000091
formula III is:
Figure FDA0003572001160000092
7. the method of claim 1, wherein step 43 comprises:
when the traffic state of the arrival period of the vehicle i is an oversaturated state, whether the previous period and the next period are oversaturated periods needs to be detected; if the adjacent periods have normal state periods, adjusting the period of the vehicle i reaching the intersection to an ideal state of the corresponding period; if the two adjacent periods are in a normal state, selecting a scheme with the minimum change of the induction speed relative to the original speed by the induction algorithm;
if the traffic states of 3 continuous arrival periods are all in an oversaturated state, or no ideal state induction speed of the adjacent period exists, the purpose of induction is to prevent the vehicle i from entering a residual queue of the period, so that the vehicle is prevented from experiencing an oversaturated delay state, and the corresponding induction strategy is as follows: at an initial induction rate
Figure FDA0003572001160000093
Is composed of
Figure FDA0003572001160000094
The corresponding induction strategy is: from the boundary of the induction range to the distance stop line
Figure FDA0003572001160000095
The inducing strategy of the position is as follows
Figure FDA0003572001160000096
For acceleration, gradually accelerated or decelerated to
Figure FDA0003572001160000097
Then, the vehicle runs at a constant speed until the vehicle runs to the tail of the queuing queue;
the induction algorithm is as follows:
Figure FDA0003572001160000098
wherein
Figure FDA0003572001160000099
Indicating a target vehicle speed to which the vehicle i needs to be accelerated or decelerated in order not to enter the remaining queue after entering the induction area,
Figure FDA00035720011600000910
is the corresponding acceleration; defining the wave velocity of the queued wave of the nth arrival period as
Figure FDA00035720011600000911
The induction rate
Figure FDA00035720011600000912
Calculated by the following formula:
Figure FDA0003572001160000101
v 'of the total'tIs a temporary speed variable, a 'is a temporary acceleration variable, and t' is a temporary acceleration time variable; if there is not one that meets the requirements
Figure FDA0003572001160000102
Then
Figure FDA0003572001160000103
And
Figure FDA0003572001160000104
the value of (d) is NULL;
in the formula (10), the first and second groups,
Figure FDA0003572001160000105
indicating that the vehicle has traveled to a stop line
Figure FDA0003572001160000106
The time of the position is in the nth arrival period and is less than or equal to
Figure FDA0003572001160000107
From the stop line to
Figure FDA0003572001160000108
Is the portion of the queue length that is not remaining;
Figure FDA0003572001160000109
is the propagation of a queuing wave from the stop line to
Figure FDA00035720011600001010
The time of the location; if the vehicle queue length reaches
Figure FDA00035720011600001011
A forward arrival in the queue, an over-saturation delay condition can be avoided.
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