CN113706897B - Bus priority dynamic feedback control method based on V2X - Google Patents

Bus priority dynamic feedback control method based on V2X Download PDF

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CN113706897B
CN113706897B CN202111163005.2A CN202111163005A CN113706897B CN 113706897 B CN113706897 B CN 113706897B CN 202111163005 A CN202111163005 A CN 202111163005A CN 113706897 B CN113706897 B CN 113706897B
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马小陆
方英歌
王磊
王兵
唐得志
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Anhui University of Technology AHUT
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Abstract

The invention relates to the technical field of intelligent transportation, and the scheme is a bus priority dynamic feedback control method based on V2X, and the method comprises a travel time prediction based on Kalman filtering, a bus priority preliminary guidance scheme and a dynamic feedback control module; the bus priority dynamic feedback control method based on V2X provided by the invention is based on the actual running state of the bus at the intersection, the existing interference and the real-time property of V2X communication; the method has good redundancy and anti-interference capability, does not excessively depend on the accuracy of travel time prediction of the bus, and can well pass through the intersection under the condition that the bus is greatly interfered and the actual travel time and the prediction time generate large errors; greatly improves the travel efficiency and has wide social benefit and practical value.

Description

Bus priority dynamic feedback control method based on V2X
Technical Field
The invention relates to the technical field of intelligent transportation, in particular to a bus priority dynamic feedback control method based on V2X.
Background
The frequent occurrence of traffic jam and traffic accidents seriously restricts the rapid development of cities, greatly reduces the travel quality and efficiency of urban residents, and becomes an important problem to be solved urgently in the healthy, rapid and sustainable development of cities. The public transport trip can effectively reduce traffic jam and the occurrence of congestion events, improves the trip efficiency of cities, and due to the occurrence of a public transport priority traffic strategy, the public transport priority strategy becomes a priority choice for solving the problem of urban traffic development.
But the prior bus control strategies at the present stage, such as bus lanes, BRT and other modes, do not really realize the prior bus passing. The bus and the social vehicles need to wait for the signal to pass through together at the intersection, so that the bus can pass through preferentially only through signal priority control, and the waiting time of the bus and passengers at the intersection can be effectively reduced. However, the algorithm related to the bus priority signal control does not achieve an ideal control effect, and most researches are focused on how to improve the bus traveling efficiency and reduce the interference on social vehicles on the whole at present, but the problems caused by external interference on the bus in the actual driving process and deviation caused by bus time prediction are not researched, and the problems are not considered from the actual running state of the bus.
In the current bus priority control method, prediction control based on travel time is mostly adopted, but the control methods are limited by the accuracy of travel time prediction. The accuracy of the travel time prediction is greatly influenced by the interference of the external environment, such as the deceleration of a preceding vehicle, the jamming of a vehicle and the like, which can cause the travel time prediction of the bus to generate a large error, thereby causing the reduction of the bus priority control effect. If the actual travel time is far longer than the predicted time, under the green light prolonging control strategy, the situation that the bus still does not pass through the intersection after the green light phase is ended can be caused.
Based on the method, the characteristics of high real-time performance and good interactivity of the V2X technology are combined, the dynamic priority control method and the vehicle speed guiding method are combined, and the bus priority dynamic feedback control method based on the V2X is provided.
Disclosure of Invention
The invention aims to provide a V2X-based bus priority dynamic feedback control method, which is used for carrying out speed guidance and signal lamp control on buses which are going to pass through an intersection, and solves the problem that a bus priority control strategy excessively depends on the accuracy of bus journey time prediction.
In order to achieve the purpose, the invention provides the following technical scheme: the bus priority dynamic feedback control method based on V2X comprises a trip time prediction based on Kalman filtering, a bus priority preliminary guidance scheme and a dynamic feedback control module;
based on Kalman journey time prediction module: after the bus priority control is activated, a Kalman travel time prediction module starts to work, and the module adopts a classic Kalman filtering algorithm to predict the travel time of the bus reaching an intersection according to the bus priority request information received by the Internet of vehicles signal machine;
the bus priority preliminary guidance scheme is as follows: determining the state of a bus priority phase when the bus reaches the intersection by combining a signal timing scheme executed by the current traffic light according to the prediction result of the Kalman travel time, and determining a basic speed guiding scheme and a signal control scheme of the bus by considering the problems of the bus safety, comfort and the like and the dissipation time of vehicles queued at the intersection and other factors;
the dynamic feedback control module comprises a dynamic vehicle speed guide module and a dynamic bus priority control module, the dynamic vehicle speed guide module and the dynamic bus priority control module are communicated through V2X to establish a feedback control bridge, and the dynamic feedback control module is used for reducing the dependence of bus priority control on travel time prediction accuracy and improving the anti-interference capability of the control method.
Preferably, the dynamic vehicle speed guiding module is a closed-loop control system, and operates on the OBU platform, and executes a vehicle speed guiding scheme according to a vehicle speed guiding mode in control information sent by a signal machine, and updates the guiding vehicle speed of the vehicle in real time according to the distance of the bus from the intersection, the remaining time of traffic lights and the sent vehicle speed guiding scheme, so as to ensure that the bus passes through the intersection on the premise of not interfering with signal control as much as possible; meanwhile, the vehicle speed guiding information is sent to the vehicle-mounted display screen through the WiFi and displayed in the vehicle-mounted display screen.
Preferably, the function of the dynamic bus priority control module is as follows: according to the preliminary guidance scheme and the real-time information of the bus, red light early-off, green light extension, phase insertion and other operations are carried out, and signal control information is issued at the same time; and finally, the bus passes through the intersection to send bus passing information to the intersection annunciator, and when the intersection networking annunciator receives the passing information sent by the bus, the bus priority scheme is judged to be ended.
The function of the V2X communication bridge is as follows: the bus sends dynamic information of the bus to the internet of vehicles signal machine in real time through the V2X communication interface, receives bus priority control information sent by the internet of vehicles signal machine, meanwhile, the internet of vehicles signal machine broadcasts a timing scheme of the road junction signal machine in real time through the V2X communication interface, receives the bus information uploaded by the bus, determines a bus priority control mode through calculation, and sends speed guide information of the bus through V2X communication;
the bus priority control information comprises signal timing information and vehicle speed guide information. .
Compared with the prior art, the invention has the beneficial effects that: the bus priority dynamic feedback control method based on V2X provided by the invention is based on the actual running state of the bus at the intersection, the existing interference and the real-time property of V2X communication; the method has good redundancy and anti-interference capability, does not excessively depend on the accuracy of travel time prediction of the bus, and can well pass through the intersection under the condition that the bus is greatly interfered and the actual travel time and the prediction time generate large errors; greatly improves the travel efficiency and has wide social benefit and practical value.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the description below are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a block diagram of a bus priority system of the present invention;
FIG. 2 is a flow chart of a preliminary boot scenario of the present invention;
FIG. 3 is a block diagram of the dynamic feedback control system of the present invention;
fig. 4(a) - (f) are schematic diagrams of bus arrival times;
FIGS. 5(a), (b) and (c) are bus arrival classification diagrams;
FIGS. 6(a) and (b) are distribution diagrams of bus arrival times;
FIG. 7 is a flow chart of a dynamic bus priority time control scheme;
fig. 8 is a flow chart of a dynamic bus priority phase insertion control manner;
FIG. 9 is a bus priority closed-loop control system;
fig. 10(a), (b), and (c) are vehicle speed guide distribution diagrams.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
1. Bus travel time prediction method based on Kalman filtering algorithm
A bus travel time prediction method based on a Kalman filtering algorithm comprises the following steps: the bus is easily influenced by the environment and the operation of a driver in the driving process of a road section. The Kalamn filtering algorithm can be well applied to the bus travel time prediction technology. If the road section travel time (system state) of the kth bus from the detection point to the intersection stop line is represented by T (k), and the observed value of the road section travel time of the kth bus from the detector to the intersection stop line is represented by z (k), the Kalman filtering formula of the travel time of the bus at the road section is represented by formulas 1-1 and 1-2:
P(k+1|k+1)＝[In-K(k+1)H]P(k+1|k) (1-1)
T(k|k)＝AT(k-1)+Bu(k)+w(k) (1-2)
z(k)＝Hx(k)+v(k) (1-3)
in the formula, A is a state transition matrix, H is an observation matrix, and the observation matrix is selected as an identity matrix; w (k) process noise and v (k) observation noise that has a mean of zero and is uncorrelated with covariances Q and R, respectively. The bus travel time prediction algorithm based on the Kalman filtering algorithm comprises the following deduction steps:
(1) a prediction model of the system is established according to the driving process of the bus and the principle of a Kalman filtering algorithm, and relevant parameters of the Kalman filtering system are initialized through a certain calculation method.
(2) The system state prediction formula is as follows:
T(k|k-1)＝AT(k-1|k-1) (1-4)
covariance prediction is as in equations 1-5:
P(k|k-1)＝AP(k-1|k-1)A′+Q(k-1) (1-5)
and inputting the optimal estimation of the travel time of the bus of the kth shift running on the road section into the system, calculating to obtain a predicted travel time value T (k | k-1) of the kth shift according to the formula, and updating a covariance matrix p (k | k-1) of the system.
(3) Calculating an updated Kalman gain G (k) as given in equations 1-6:
G(k)＝P(k|k-1)H′[HP(k|k-1)H′+R(k-1)]-1 (1-6)
(4) updating the state value, and calculating the optimal estimated value T (k | k) of the travel time of the bus of the kth class according to the formula 1-7:
T(k|k)＝T(k|k-1)+G(k)[z(k)-HT(k|k-1)] (1-7)
the system covariance P (k | k) for the updated kth shift is calculated as in equations 1-8:
P(k|k)＝[In-HG(k)]P(k|k-1) (1-8)
in the formula: t (k | k-1) is the kth shiftPredicting the travel time of the bus from the virtual detector to the stop line of the intersection, wherein the prediction is equal to the travel time of the bus of the (k-1) th shift from the same position to the intersection; t (k | k) is the optimal predicted value of the travel time of the kth bus; z (k) is an observed value of the travel time of the kth bus, and the quotient of the real-time distance from the bus to the stop line of the intersection and the real-time dynamic average speed of 50m in front of the bus is adopted as the observed value of the travel time of the kth bus in the algorithm; g (k) is the gain of the Kalman filter for the kth bus; p (k | k) is the prediction error variance matrix for the kth bus; q (k) is the white noise variance of the input; r (k) is the variance of the system observed noise; I.C. AnIs an identity matrix; h is an observation matrix, herein selected as an identity matrix.
2. Preliminary guidance scheme
2.1 vehicle speed guidance scheme
The preliminary guidance scheme of the present invention is shown in fig. 2, and includes a bus speed guidance scheme and a signal control scheme, in the signal timing scheme, the turn-on time of the green light phase in the signal period is set as tg_startThe starting time of the yellow lamp phase is ty_startThe red light is turned on at the moment tr_startThe red light end time is tr_end. According to the time T when the bus arrives at the intersectionc(k) In the phase execution stage, the guiding speed of the bus is calculated according to four conditions, wherein the optimal predicted value of the travel time of the kth bus from the virtual detector to the intersection stop line is T (k | k), and the maximum speed of the bus running on the urban road is vmaxThe minimum speed of travel is vminAnd the current speed of the current bus is vc。
(1) If the moment when the bus arrives at the stop line of the intersection is predicted to be positioned in the green time period of the bus priority phase, as shown in figure 4(a), namely Tc(k)∈[tg_start，ty_start]I.e. the bus is driven at the current speed vcThe vehicle can pass through the intersection after running.
Speed guidance in this case takes place at the arrival time t of the busg_startThe method aims to guide the speed of the bus, and aims to prevent the bus from not passing through the intersection due to accidents and reduce the delay time of the bus at the intersection as much as possible. The maximum vehicle speed calculation formula of the vehicle speed guidance is shown as 2-1:
Figure GDA0003647742410000071
wherein L represents the distance between the bus and the intersection, TcurRepresenting the time at which the bus reaches the virtual detector. Simultaneously, considering the problems of the limit and the safety of the bus on the urban road, if v (k) is more than vmaxWith v (k) vmaxMaximum vehicle speed as a vehicle speed guide if v (k) < vmaxThe maximum vehicle speed guided by v (k) as vehicle speed is [ v [ ]c，v(k)]And performing vehicle speed guidance for the vehicle speed guidance interval.
(2) If the time when the bus arrives at the intersection is predicted to be in the yellow light or red light stage of the bus priority phase, the bus can pass through the intersection without stopping in the green light period of the priority phase by increasing the speed of the bus, or the bus can pass through the intersection without stopping in the green light period of the next signal period by reducing the speed of the bus. However, considering the limit of the running speed of the bus on the urban road and the safety problem, the running speed of the bus must be (v)min，vmax) Inside the enclosure. Therefore, it is also caused that the bus can not be guaranteed to pass through the intersection without stopping in a certain time period no matter the bus runs in an accelerating way or in a decelerating way as shown in fig. 4 (b).
Let [ t ]s_max，ts_min]∈[ty_start，tr_end]Represents the time period, ts_maxAccelerating the bus to the maximum speed v at the momentmaxWhen the vehicle runs to the intersection, the vehicle still cannot pass through the critical value of the intersection without stopping before the green light phase of the current signal period is finished, and the calculation formula is shown as 2-2.
Figure GDA0003647742410000072
To obtain
Figure GDA0003647742410000073
ts_minThe method shows that when the bus is reduced to the minimum speed at the moment and runs to the intersection, the bus still cannot pass through the critical value of the intersection without stopping when the green light phase is started in the next signal period, and the calculation formula is shown as 2-3.
Figure GDA0003647742410000074
The solution is T _ (s _ min) ═ T (k | k) + T _ (r _ end) -L/v _ min. Therefore, if the predicted time when the bus reaches the intersection is within the time period, namely T _ c (k) epsilon [ T _ max, T _ min ], namely the vehicle cannot pass through the intersection without stopping no matter acceleration or deceleration within the allowable driving speed range. In this case, the timing scheme of the intersection signal can be adjusted to prolong the green time or shorten the red time of the intersection, so that the bus can pass through the current intersection without stopping, but there still exists a problem that even if the bus is under the coordination of the speed guidance and the signal control, the bus may not pass through the intersection, as shown in fig. 4 (c).
Let [ t ]s_delay_max，ts_trun_min]∈[ts_max，ts_min]The time period is characterized in that it is,
ts_delay_maxindicating the maximum green light extension time G of the busmaxAnd the maximum vehicle speed, the critical value of the intersection can not be passed in the green light period of the phase, and the calculation formulas are shown as 2-4 and 2-5.
Figure GDA0003647742410000081
Figure GDA0003647742410000082
ts_trun_minThe method is characterized in that the critical value that the bus can not pass through the intersection during the green light period of the next phase is represented when the bus is guided by the maximum early-off time Rmax of the red light and the minimum speed, and a calculation formula is shown in a formula 2-6.
Figure GDA0003647742410000083
In the formula, t7Representing the time, t, corresponding to the maximum extension time of the green lamp phase8Representing the time corresponding to the maximum early-off time of the red light.
a. If ts_delay_max＜ts_trun_minThe bus priority phase is inserted when the bus can not pass through the intersection under the action of vehicle speed guidance and signal coordination common control, so that the bus can pass through the intersection without stopping. If the bus arrives at the time ts_max，ts_delay_max]At a maximum speed v of the busmaxGuiding until the bus passes through the intersection; if the bus arrival time is [ t ]s_trun_min，ts_min]At a minimum speed v of the busminAnd guiding until the bus passes through the intersection.
b. If ts_trun_min＜ts_delay_maxMeanwhile, the bus can pass through the intersection under the action of the speed guidance and the signal coordination, as shown in fig. 4 (d).
When | ts_max-Tc(k)|≤|ts_min-Tc(k) When |, take Gdelay ═ Tc(k)-ts_maxNamely, the time of the green light phase at the intersection is prolonged, the bus can pass through the current intersection before the green light phase is finished, and the guiding speed of the bus is the maximum driving speed vmax(ii) a When | ts_max-Tc(k)|≥|ts_min-Tc(k) When |, Rdelay ═ ts_min-Tc(k) I.e. early turning off of the red light to ensure that the bus can be in the next cycleThe green light phase reaches the intersection after being started, so that the bus can pass through the intersection without stopping, and the guiding speed of the bus is the lowest running speed vmin。
(3) If the time T of the bus reaching the stop line at the intersection is predictedc(k)∈[tr_start，ts_max]As shown in fig. 4 (e). The vehicle can suitably increase the running speed so that the vehicle passes through the intersection before the green light is finished.
The speed guidance at this time takes the arrival time of the bus as far as possible as tg_startThe bus speed guide is carried out for the purpose of preventing the bus from not passing through the intersection due to some accidents, so that the bus can arrive at the intersection in advance. The maximum lead speed calculation formula of the bus is shown as 2-7.
Figure GDA0003647742410000091
If v is1(k)＞vmaxThen the maximum lead vehicle speed is vmax(ii) a If v is1(k)＜vmaxThen with v1(k) As the maximum guiding speed of the bus, the bus must be ensured to pass through the intersection before the green light is finished, so the calculation formula of the minimum guiding speed of the bus is shown in 2-8.
Figure GDA0003647742410000101
If v is2(k)＜vcI.e. the minimum speed is less than the current speed, at this moment the minimum guiding speed of the bus is vcOtherwise, the minimum guiding speed of the bus is v2(k) In that respect And if the current vehicle speed is less than the minimum running speed vminAt the time, the minimum driving speed of the bus is vmin。
(4) If the time T of the bus reaching the stop line of the intersection is predictedc(k)∈[ts_min，tr_end]As shown in FIG. 4(f), the vehicle can be driven through the step downThe driving speed passes through the intersection at the beginning of the green light in the next period.
At this time, the bus is used for reaching the time tr_endThe method aims to enable the bus to just reach the stop line at the intersection when the green light phase is turned on, and the maximum speed of the bus for driving is calculated to be 2-9.
Figure GDA0003647742410000102
The effect of the primary guiding scheme is to provide basis for bus speed guiding and ensure that the bus can pass through the intersection under the condition of not interfering signal control. And calculating each special time point, continuously judging that the bus can pass through the intersection according to the execution result of bus speed guidance through an online closed-loop feedback control system, judging the arrival time of the bus in the last three seconds of the green light, determining whether the bus can pass through the intersection, determining whether the green light time is prolonged or not, ensuring the normal passing of the bus, and simultaneously reducing the time waste caused by prediction errors as far as possible.
2.2 Signal controlled steering scheme
After the initial vehicle speed guidance is carried out, signal control is classified according to each time point calculated in the vehicle speed guidance scheme, and the control modes of the bus priority control signal machine side are divided into three types, namely, three control schemes of green light extension, red light early-break and phase insertion.
(1) Green light for prolonging bus arrival time range
If the time range of the bus reaching the intersection is positioned at Tc(k)∈[tg_start，ts_delay_max]Within the range, the bus can pass through the intersection under the combined action of the speed adjustment and the signal control, and the control of the annunciator adopts a green light prolonging control mode. However, in this mode, the green light is not necessarily extended, and the actual operation effect and the real-time position of the bus need to be combined for judgment. Detecting the bus passing information within 3s before the end of the green light, and once detectingWhen the bus passes through the intersection, the green light prolonging operation is not carried out; if the bus is not detected to pass through the intersection, the green light is prolonged for a fixed time (default time of 3s) until the bus passes through the intersection, or the green light reaches the maximum green light time, the priority control is finished, and if the bus does not pass through the intersection before the maximum green light phase of the phase is finished, the bus waits for the next period to pass through the intersection. As shown in fig. 5 (a).
(2) Red light early-break bus arrival time range
If the time range of the bus reaching the intersection is positioned at Tc(k)∈[ts_trun_min，tg_next_end]The range is as shown in FIG. 5 (b). The bus is indicated to pass through the intersection under the combined action of the speed adjustment and the signal control, and the signal control adopts a red light early-breaking control mode at the moment. However, in this mode, the early turn-off of the red light is not necessarily performed, and the judgment is performed by combining the actual running effect and the real-time position of the bus. When the signal phase is carried out to ts_trun_minAnd (2) judging the time of the bus reaching the intersection, if the time of the bus reaching the intersection meets the requirement, immediately performing red light early-off control, and if the bus fails to pass through the intersection under the execution of the original signal scheme, entering the control of the step (1).
(3) Phase insertion bus arrival time range
If the time range of the bus reaching the intersection is Tc(k)∈[ts_delay_max，ts_trun_min]In the range, as shown in fig. 5(c), it indicates that the bus may not pass through the intersection under the combined action of speed adjustment and early red light off and prolonged green light off, and the signal control adopts a phase insertion control mode at this time.
3. Dynamic bus priority control mode
When the signal machine predicts the travel time of the bus reaching the intersection through a Kalman filtering algorithm, and meanwhile, a preliminary guidance scheme for the bus to pass preferentially is obtained according to the current state of the traffic light phase. However, in the actual driving process of the bus, the bus is easily interfered by the road environment, the weather and the influence of the front bus, so that the bus cannot pass through the intersection according to the preset guiding scheme. Therefore, when the bus is activated preferentially and the preliminary guidance scheme is calculated, the vehicle networking signal machine enters a dynamic preferential control mode, and meanwhile, after the bus receives the vehicle speed guidance scheme, the bus enters a closed-loop vehicle speed guidance control state of the bus. Finally, by using the control idea of closed-loop feedback, the vehicle networking signal machine and the bus are communicated through V2X to form a dynamic feedback control system,
3.1 dynamic signal priority control method
A dynamic control system based on the V2X technology ensures that a bus can pass through an intersection without stopping under unpredictable interference. The arrival time of the bus is judged for many times, the bus priority request information is sent at intervals of 50m, the traffic signal predicts the travel time according to the priority request information, the prediction algorithm predicts according to the nearest 50m average speed of the bus, whether the bus can pass through the intersection according to a preliminary control scheme is judged, if not, the bus is timely modified, and meanwhile, a bus speed guide scheme is issued. Based on the thought, the bus priority control system is reclassified and the buses are explained in two conditions.
In this mode, the insertion time is a key parameter, considering the limit of the minimum green light, it is necessary to judge the execution condition according to the actual phase, judge the bus arrival phase, and then take the minimum green light time of the bus arrival phase green light as the insertion mark. The green time of the insertion phase is limited by the minimum green time and the maximum green time, and the phase can be switched once the bus passes through the intersection.
(1) The method includes the steps that the time when a bus reaches a stop line of an intersection is predicted between the maximum early-breaking time of a bus priority phase in the previous period and the maximum green light ending time of the bus priority phase in the current period, as shown in fig. 6(a), namely T _ c (k) belongs to [ T _ (trun _ max) and T _ (delay _ max) ], at the moment, the bus can enable the bus to pass through the intersection without stopping in a red light early-breaking and green light prolonging mode, and meanwhile, due to the existence of interference and errors of prediction of travel time, the arrival situation of the bus in the time is dynamic. Therefore, the range of the period of time is defined as a countdown time modification control period, namely, bus priority control is carried out by modifying the time of the traffic lights
In this control mode, the corresponding initialization is performed first to initialize some resources used by the system. And then starting a thread 1 and a thread 2, wherein the thread 1 is used for receiving and processing bus information received from the V2X, the thread 2 is used for acquiring the execution condition of a bus priority phase, the main thread is used for predicting the bus travel time and carrying out red light early-off and green light extension strategies of bus priority control, and meanwhile, whether the bus passes through the intersection or not is judged to finish the bus priority control strategy. The control flow of the signal control scheme during this time is shown in fig. 7.
(2) The time when the bus reaches the stop line of the intersection is predicted to be between the maximum early-break time of the bus priority phase in the period and the maximum green light end time of the bus priority phase in the period, as shown in fig. 6(b), namely T _ c (k) belongs to [ T _ (delay _ max), T _ (trun _ max) ], and at the moment, the bus cannot pass through the intersection after the red light is early broken and the green light is prolonged, so that the bus does not stop passing through the intersection. Therefore, the arrival range of the bus is defined as a phase insertion control area, namely bus priority control is carried out by inserting a bus priority phase.
In this control mode, the corresponding initialization is performed first, and some resources used by the system are initialized. And then starting a thread 1 and a thread 2, wherein the thread 1 is used for receiving and processing bus information received from the V2X, the thread 2 is used for acquiring the execution condition of the bus priority phase, the main thread is used for predicting the bus travel time and carrying out a phase insertion strategy of bus priority control, and meanwhile, whether the bus passes through the intersection or not is judged to finish the bus priority control strategy. The control flow of the signal control scheme during this time is shown in fig. 8.
3.2 dynamic vehicle speed guidance scheme
The bus speed guiding system based on the V2X technology is a closed-loop control system, and needs to guide the speed of a bus according to the position of the bus, the arrival time of the bus and the current state of the bus priority phase, and meanwhile, the problems of bus safety, comfort and the like are considered. In the invention, a bus carries out closed-loop speed guidance according to a preliminary guidance scheme and sends information to a vehicle-mounted display screen for displaying the speed guidance, and a bus driver carries out speed timely adjustment according to the speed guidance. In order to solve the problem that the bus cannot pass through the intersection due to the influence of interference, the method and the device continuously detect and judge the state of the bus and perform closed-loop speed guidance. A vehicle speed guided closed loop feedback control system is shown in fig. 9.
Due to the difference in arrival times of buses, closed-loop guidance schemes are also different. According to the characteristics of the bus arrival time and the signal timing scheme, under the basis of the preliminary guidance scheme issued by the internet of vehicles signal machine, the fluctuation of the bus arrival time and the characteristics of signal control are considered at the same time, so that the closed-loop dynamic speed system is classified as follows:
scheme 1: the time of the bus arriving at the intersection is tg_start，ts_delay_max]Meanwhile, as shown in fig. 10(a), the bus can pass through the traffic light without stopping under the combined action of the maximum green light extension and the maximum speed guidance. Under the condition, the bus can pass through the intersection in a mode of vehicle speed guidance and green light extension without stopping.
The calculation formula of the guided vehicle speed of the bus in this case is shown as equation 3-1.
Figure GDA0003647742410000141
If v (k) > vmaxThen with vmaxPerforming vehicle speed guidance if v (k) < vmaxThen, the vehicle speed guidance is performed at v (k). However, with the operation of the bus, once the green light phase is executed at the bus priority phase at the intersection, the guiding speed of the following bus is v no matter the guiding speed of the previous busmaxAnd meanwhile, bus information is actively uploaded every 50m distance, so that the signal machine judges that the bus can pass through the intersection in the remaining time of the green light phase, once the bus passes through the intersection, the information of passing through the intersection is also sent to inform the signal machine, the bus priority strategy control is finished, and the intersection enters a normal phase execution state. Meanwhile, in 3s before the green light phase is finished, in order to detect the information that the bus passes through the intersection, a green light extension strategy is carried out for 3s, and once the information that the bus passes through is detected, the priority control state is finished.
Scheme 2: if the arrival time of the bus is [ t ]s_trun_min，tg_next_end]Meanwhile, as shown in fig. 10(b), that is, the bus arrives at the intersection before the end of the green light phase of the next period and after the maximum early-break time of the next period, the bus can pass through the intersection without stopping under the combined action of the maximum early-break time and the minimum vehicle speed guidance. Under the condition, the bus turns on the green light phase at the turn-on time t in the next periodg_next_startCalculation of the guidance vehicle speed is performed for the guidance target.
v (k) the formula is based on the same principle as in case 1, if v (k) > vminTo conduct vehicle speed guidance if v (k) < vminThen with vminThe bus speed is guided, the bus information is continuously uploaded at the same time, the intersection signal machine judges the arrival condition of the bus, once the intersection phase executes the minimum green light time of the arrival phase of the bus, the signal machine judges the arrival time of the bus according to the information of the position speed and the like of the intersection bus, and the red light early-breaking strategy is carried out in time.
Scheme 3: if the arrival time of the bus is positioned at ts_delay_max，ts_trun_min]Meanwhile, as shown in fig. 10(c), the bus can not pass through the intersection without stopping in a mode of speed guidance, early red light off and prolonged green light. Wherein p issThe green light turn-on time, p, of the phase position of the bus when the bus arrives at the intersectionminFor the end time, p, corresponding to the minimum green time of the phaseeThe green light end time of the phase.
In this case, the phase insertion operation is required. Under the control mode of phase insertion, the signal phase of the bus when the bus arrives at the intersection is judged, and the bus priority phase insertion control is carried out according to the execution condition of the phase when the bus arrives at the intersection. Under the guiding scheme, the purpose of bus speed guiding is to enable the time when the bus arrives at the intersection to be pmin，pe]In the meantime, even when the bus arrives at the intersection, the phase insertion is immediately performed after the minimum green light time of the signal phase and before the green light of the next phase is turned on, and at the time when the bus actually arrives at the intersection.
Through the technical scheme, the invention has the following beneficial effects: the bus priority dynamic feedback control method based on V2X provided by the invention is based on the actual running state and the existing interference of the bus at the intersection and is based on the real-time property of V2X communication. The method has good redundancy and anti-interference capability, does not depend on the prediction precision of the travel time of the bus, and can well pass through the intersection under the condition that the bus is greatly interfered and the actual travel time and the prediction time have large errors. Greatly improves the travel efficiency and has wide social benefit and practical value.
In the description herein, references to the description of "one embodiment," "an example," "a specific example," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
The preferred embodiments of the invention disclosed above are intended to be illustrative only. The preferred embodiments are not intended to be exhaustive or to limit the invention to the precise forms disclosed. Obviously, many modifications and variations are possible in light of the above teaching. The embodiments were chosen and described in order to best explain the principles of the invention and the practical application, to thereby enable others skilled in the art to best understand the invention for and utilize the invention. The invention is limited only by the claims and their full scope and equivalents.

Claims (6)

1. The bus priority dynamic feedback control method based on V2X is characterized by comprising a trip time prediction based on Kalman filtering, a bus priority preliminary guidance scheme and a dynamic feedback control module;
based on Kalman journey time prediction module: after the bus priority control is activated, a Kalman travel time prediction module starts to work, and the Kalman travel time prediction module adopts a classic Kalman filtering algorithm to predict the travel time of the bus reaching an intersection according to the bus priority request information received by a vehicle networking signal machine;
the bus priority preliminary guidance scheme is as follows: determining the state of a bus priority phase when the bus arrives at an intersection by combining a signal timing scheme executed by a current traffic light according to a prediction result of Kalman travel time, and determining a basic speed guiding scheme and a signal control scheme of the bus by considering scheme influence factors;
the dynamic feedback control module comprises a dynamic vehicle speed guide module and a dynamic bus priority control module, the dynamic vehicle speed guide module and the dynamic bus priority control module are communicated through V2X to establish a feedback control bridge, and the dynamic feedback control module is used for reducing the dependence of bus priority control on the travel time prediction precision and improving the anti-interference capability of the control method;
the bus priority preliminary guidance scheme comprises a bus speed guidance scheme and a signal control scheme, wherein in the signal timing scheme, the phase of a green light in a signal period is setThe opening time is tg_startThe starting time of the yellow lamp phase is ty_startThe red light is turned on at the time tr_startThe red light end time is tr_endAccording to the time T when the bus arrives at the intersectionc(k) In the phase execution stage, the guiding speed of the bus is calculated according to four conditions, wherein the optimal predicted value of the travel time of the kth bus from the virtual detector to the intersection stop line is T (k | k), and the maximum speed of the bus running on the urban road is vmaxThe minimum speed of travel is vminAnd the current speed of the current bus is vc；
(1) If the moment of predicting the bus to reach the stop line at the intersection is in the green time period of the bus priority phase, namely Tc(k)∈[tg_start，ty_start]I.e. the bus is driven at the current speed vcThe vehicle can pass through the intersection after running;
the speed of the vehicle in this case is guided by the arrival time t of the busg_startThe maximum vehicle speed calculation formula of the vehicle speed guidance is shown as 2-1:
Figure FDA0003700253160000021
in the formula, L represents the distance between the bus and the intersection, TcurRepresents the time when the bus arrives at the virtual detector, if v (k) > vmaxV (k) is equal to vmaxMaximum vehicle speed as a vehicle speed guide if v (k) < vmaxThe maximum vehicle speed guided by the vehicle speed v (k) is [ v [ ]c，v(k)]Carrying out vehicle speed guidance for the vehicle speed guidance interval;
(2) if the time when the bus arrives at the intersection is predicted to be in the yellow light or red light stage of the bus priority phase, the bus can pass through the intersection without stopping in the green light period of the priority phase by increasing the speed of the bus, or the bus passes through the intersection without stopping in the green light period of the next signal period by reducing the speed of the bus, and the running speed of the bus is required to be (v)min，vmax) Model (a)The inside of the bus is enclosed, so that the bus cannot pass through the intersection without stopping no matter the bus runs in an accelerated way or in a decelerated way in a certain time period;
is provided with [ ts_max，ts_min]∈[ty_start，tr_end]Denotes the time period, ts_maxAccelerating the bus to the maximum speed v at the momentmaxWhen the vehicle runs to the intersection, the vehicle still cannot pass through the critical value of the intersection without stopping before the green light phase of the current signal period is finished, and the calculation formula is shown as 2-2;
Figure FDA0003700253160000022
to obtain
Figure FDA0003700253160000023
ts_minThe method is characterized in that when the bus is reduced to the minimum speed at the moment and runs to the intersection, the bus still cannot pass through the critical value of the intersection without stopping when the green light phase is started in the next signal period, and a calculation formula is shown as 2-3;
Figure FDA0003700253160000024
solving T _ (s _ min) ═ T (k | k) + T _ (r _ end) -L/v _ min, therefore, if the time when the bus arrives at the intersection is predicted to be within the time period, namely T _ c (k) ∈ [ T _ (s _ max), T _ (s _ min) ], namely the bus cannot pass through the intersection without stopping no matter acceleration or deceleration within the allowed driving speed range, in this case, the green light time of the intersection or the red light time of the intersection can be prolonged by adjusting the timing scheme of the intersection signal, so that the bus can pass through the current intersection without stopping, but a problem still exists that the bus cannot pass through the intersection even under the coordination of the speed guidance and the signal control;
let [ t ]s_delay_max，ts_trun_min]∈[ts_max，ts_min]Characterizing the time period, ts_delay_maxIndicating the maximum green light extension time G of the busmaxAnd when the vehicle speed is guided by the maximum vehicle speed, the critical value of the intersection can not be passed in the green light period of the phase, and the calculation formulas are shown as 2-4 and 2-5;
Figure FDA0003700253160000031
Figure FDA0003700253160000032
ts_trun_minthe method is characterized in that a calculation formula is shown in formulas 2-6, wherein the calculation formula shows that when the bus is guided by the maximum early-off time Rmax of the red light and the minimum speed, the bus still cannot pass through a critical value of an intersection during the green light period of the next phase;
Figure FDA0003700253160000033
in the formula, t7Representing the time, t, corresponding to the maximum extension time of the green lamp phase8Representing the time corresponding to the maximum early-off time of the red light;
a. if ts_delay_max＜ts_trun_minIn the process, the situation that the bus still cannot pass through the intersection under the action of vehicle speed guidance and signal coordination common control is shown, and the bus priority phase needs to be inserted at the moment, so that the bus can pass through the intersection without stopping, and if the bus arrives at the moment [ t [ t ] ]s_max，ts_delay_max]At maximum speed v of the busmaxGuiding until the bus passes through the intersection; if the bus arrival time is [ t ]s_trun_min，ts_min]At a minimum speed v of the busminGuiding until the bus passes through the intersection;
b. if t iss_trun_min＜ts_delay_maxWhen the utility model is used, the water is discharged,the bus can pass through the intersection under the action of the common control of speed guidance and signal coordination;
when | ts_max-Tc(k)|≤|ts_min-Tc(k) When |, take Gdelay ═ Tc(k)-ts_maxNamely, the time of the green light phase at the intersection is prolonged, the bus can pass through the current intersection before the green light phase is finished, and the guiding speed of the bus is the maximum driving speed vmax(ii) a When | ts_max-Tc(k)|≥|ts_min-Tc(k) When |, Rdelay ═ ts_min-Tc(k) The early-off of the red light is also carried out to ensure that the bus can arrive at the intersection after the green light phase of the next period is started, so that the bus can pass through the intersection without stopping, and the guiding speed of the bus is the lowest running speed vmin；
(3) If the time T of the bus reaching the stop line of the intersection is predictedc(k)∈[tr_start，ts_max]The vehicle can properly increase the running speed to enable the vehicle to pass through the intersection before the green light is finished;
the speed guidance at this time takes the arrival time of the bus as far as possible as tg_startAiming at the target, carrying out speed guidance, wherein a maximum guidance speed calculation formula of the bus is shown as 2-7;
Figure FDA0003700253160000041
if v is1(k)＞vmaxThen the maximum lead vehicle speed is vmax(ii) a If v is1(k)＜vmaxThen with v1(k) As the maximum guiding speed of the bus, the bus can be ensured to pass through the intersection before the end of the green light, so that the calculation formula of the minimum guiding speed of the bus is shown as 2-8;
Figure FDA0003700253160000051
if v is2(k)＜vcI.e. the minimum speed is less than the current speed, at this moment the minimum guiding speed of the bus is vcOtherwise, the minimum guiding speed of the bus is v2(k) And if the current vehicle speed is less than the minimum running speed vminAt the time, the minimum running speed of the bus is vmin；
(4) If the time T of the bus reaching the stop line of the intersection is predictedc(k)∈[ts_min，tr_end]The vehicle can pass through the intersection at the beginning of the green light of the next period by reducing the running speed;
at the moment, the bus arrives at the time tr_endThe method is used for achieving the aim that the bus can just reach a stop line at an intersection when a green light phase is started, and the maximum speed of the bus for driving is calculated and obtained by the bus and is shown as 2-9;
Figure FDA0003700253160000052
2. the bus priority dynamic feedback control method based on V2X as recited in claim 1, wherein: the scheme influence factors comprise bus safety, comfort and intersection queuing vehicle dissipation time factors.
3. The bus priority dynamic feedback control method based on V2X as recited in claim 1, wherein: the dynamic vehicle speed guiding module is a closed-loop control system and operates on an OBU platform, executes a vehicle speed guiding scheme according to a vehicle speed guiding mode in control information sent by a signal machine, and updates the guiding vehicle speed of the vehicle in real time according to the distance of the bus from the intersection, the remaining time of traffic lights and the sent vehicle speed guiding scheme, so that the bus is ensured to pass through the intersection on the premise of not interfering with signal control as much as possible; meanwhile, the vehicle speed guiding information is sent to the vehicle-mounted display screen through WiFi and displayed in the vehicle-mounted display screen.
4. The V2X-based bus priority dynamic feedback control method according to claim 1, wherein the dynamic bus priority control module has the following functions: according to the preliminary guidance scheme and the real-time information of the bus, red light early-breaking, green light prolonging and phase insertion operations are carried out, and signal control information is issued at the same time; and finally, the bus passes through the intersection and sends bus passing information to the intersection annunciator, and when the intersection networking annunciator receives the passing information sent by the bus, the bus priority scheme is judged to be finished.
5. The V2X-based bus priority dynamic feedback control method according to claim 1, wherein the V2X communication bridge has the following functions: the bus sends dynamic information of the bus to the internet of vehicles signal machine in real time through the V2X communication interface, receives bus priority control information issued by the internet of vehicles signal machine, meanwhile, the internet of vehicles signal machine broadcasts a timing scheme of the road junction signal machine in real time through the V2X communication interface, receives the bus information uploaded by the bus, determines a bus priority control mode through calculation, and issues speed guide information of the bus through V2X communication.
6. The bus priority dynamic feedback control method based on V2X as recited in claim 5, wherein: the bus priority control information comprises signal timing information and vehicle speed guide information.
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