CN115547046B - Control method for variable bus lane system with absolute priority of buses - Google Patents
Control method for variable bus lane system with absolute priority of buses Download PDFInfo
- Publication number
- CN115547046B CN115547046B CN202211207768.7A CN202211207768A CN115547046B CN 115547046 B CN115547046 B CN 115547046B CN 202211207768 A CN202211207768 A CN 202211207768A CN 115547046 B CN115547046 B CN 115547046B
- Authority
- CN
- China
- Prior art keywords
- signal
- bus
- intersection
- vehicle
- social
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 37
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 35
- 238000012545 processing Methods 0.000 claims abstract description 14
- 241000209094 Oryza Species 0.000 claims description 23
- 235000007164 Oryza sativa Nutrition 0.000 claims description 23
- 235000009566 rice Nutrition 0.000 claims description 23
- VVNRQZDDMYBBJY-UHFFFAOYSA-M sodium 1-[(1-sulfonaphthalen-2-yl)diazenyl]naphthalen-2-olate Chemical compound [Na+].C1=CC=CC2=C(S([O-])(=O)=O)C(N=NC3=C4C=CC=CC4=CC=C3O)=CC=C21 VVNRQZDDMYBBJY-UHFFFAOYSA-M 0.000 claims description 17
- 230000008569 process Effects 0.000 claims description 10
- 229920006395 saturated elastomer Polymers 0.000 claims description 3
- 230000000694 effects Effects 0.000 description 10
- 238000011217 control strategy Methods 0.000 description 7
- 230000015572 biosynthetic process Effects 0.000 description 5
- 238000010586 diagram Methods 0.000 description 4
- 230000001934 delay Effects 0.000 description 3
- 238000013461 design Methods 0.000 description 3
- 238000002474 experimental method Methods 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- NAWXUBYGYWOOIX-SFHVURJKSA-N (2s)-2-[[4-[2-(2,4-diaminoquinazolin-6-yl)ethyl]benzoyl]amino]-4-methylidenepentanedioic acid Chemical group C1=CC2=NC(N)=NC(N)=C2C=C1CCC1=CC=C(C(=O)N[C@@H](CC(=C)C(O)=O)C(O)=O)C=C1 NAWXUBYGYWOOIX-SFHVURJKSA-N 0.000 description 1
- 230000004913 activation Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 239000006185 dispersion Substances 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
Classifications
-
- 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
- G08G1/07—Controlling traffic signals
- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/20—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles
- G08G1/207—Monitoring the location of vehicles belonging to a group, e.g. fleet of vehicles, countable or determined number of vehicles with respect to certain areas, e.g. forbidden or allowed areas with possible alerting when inside or outside boundaries
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Chemical & Material Sciences (AREA)
- Analytical Chemistry (AREA)
- Traffic Control Systems (AREA)
Abstract
The invention relates to a control method of a variable bus lane system with absolute priority, which comprises the following steps: ⑴ Determining an upstream vehicle length L; ⑵ The method comprises the steps that a pre-signal is arranged at the position that the length of an upstream vehicle of a main signal of a bus special lane distance intersection is L, and a bus special lane area between the main signal and the pre-signal is a variable area; a sensor I is arranged on a bus lane on one side of the pre-signal, and a sensor II is arranged on a common lane on the other side of the pre-signal; meanwhile, a positioning sensor is arranged on the bus; the main signal, the positioning sensor, the sensors I and II and the pre-signal are respectively connected with a data processing unit of the main control room through a wireless network; ⑶ Determining a critical distance D of the upstream of the pre-signal of the bus lane; ⑷ And the information obtained by the main signal, the positioning sensor, the sensor I and the sensor II is processed by a data processing unit to complete pre-signal control. The invention can effectively improve the traffic capacity of the intersection and reduce the delay and the parking times of social vehicles.
Description
Technical Field
The invention relates to the technical field of transportation, in particular to a control method of a variable bus lane system with absolute priority for buses.
Background
In urban public transportation systems, bus lanes (DEDICATED BUS LANE, DBL) are another effective way to provide high quality services for public transportation, in addition to bus signal priority policies. However, the advent of DBLs severely affected the ability of social vehicles to pass at intersections due to urban road space constraints. When social vehicle traffic demands are high, social vehicles are often queued at signalized intersections due to lane number limitations, particularly due to limited green time, and lengthy vehicle queues may cause the social vehicles to experience multiple stops before exiting the intersection. Because the arrival frequency of buses is generally lower than that of social vehicles, the use of bus lanes brings about the problem of uneven use of urban road resources. Particularly, when the bus departure frequency is low and the social vehicle traffic demand is high, the bus special lane is usually in an idle state, and the common lane is frequently jammed due to limited space. As a result, the use of DBLs results in compression of the original ordinary lane, while the form of urban congestion is shifted to ordinary lanes, especially when the intersection signal is in green light, and potential traffic capacity is wasted at the intersection due to the DBL not having a bus.
To improve the road resource balance between the DBL and the common lane, some Pre-signal (Pre-signature) control strategies are proposed successively. However, the current pre-signal control method still has the following problems:
⑴ Existing pre-signal strategies require that the pre-signal must be located some sufficient distance upstream of the intersection and that the social vehicle must be parked at the pre-signal. However, when traffic demand is high, a long social vehicle queuing queue is formed at the pre-signalization point, and at this time, upstream intersections are likely to be blocked due to overflow of the queue, and therefore, the pre-signalization point is not applicable to all intersections.
⑵ Under the existing pre-signal strategy, buses must be added to the tail of a queue of social vehicles at intersections to stop in some cases, and therefore, the buses may encounter some additional delays.
⑶ Under the existing pre-signal strategy, the use of pre-signals does not consider the queuing length of social vehicles on a common lane within one signal period. However, when the social vehicle flow is low, if the vehicle is still required to stop at the pre-signal position, the existing pre-signal strategy cannot improve the traffic performance of the intersection, but the vehicle is additionally stopped, and additional energy consumption and exhaust emission are caused.
Disclosure of Invention
The invention aims to solve the technical problem of providing a variable bus lane system control method with absolute priority for buses, which can effectively improve the traffic capacity of intersections and reduce the delay and stop times of social vehicles.
In order to solve the problems, the control method of the variable bus lane system with absolute priority for buses comprises the following steps:
⑴ Determining an upstream vehicle length L according to the following formula;
In the method, in the process of the invention, Taking an integer value; /(I)The method is characterized by comprising the following steps of (1) the green light duration of a main signal of an intersection in units of: second, wherein the second is; /(I)Average minimum headway for two vehicles passing continuously through a stopping line, units: seconds/vehicle; /(I)Taking an integer value; /(I)The time length of the main signal red light of the intersection is as follows: second, wherein the second is; d q is the average space occupied by the vehicle in the stationary queue, in units of: rice/vehicle;
⑵ The method comprises the steps that a pre-signal is arranged at the position that the length of an upstream vehicle of a main signal of a bus special lane distance intersection is L, and a bus special lane area between the main signal and the pre-signal is a variable area; a sensor I for detecting the queuing length of the vehicles in the variable area is arranged on a bus lane on one side of the pre-signal, and a sensor II for detecting the queuing length of the vehicles on the common lane is arranged on the common lane on the other side of the pre-signal; meanwhile, a positioning sensor is arranged on the bus; the main signal, the positioning sensor, the sensor I, the sensor II and the pre-signal are respectively connected with a data processing unit of the main control room through a wireless network;
⑶ Determining a critical distance D of the upstream of the pre-signal of the bus lane according to the actual condition of the road section;
⑷ The method comprises the steps of sending a main signal state of an intersection provided by a main signal, a position, provided by a bus-mounted positioning sensor, of a bus to be arrived, of a vehicle queuing length in a variable area provided by a sensor I and a vehicle queuing queue length on a common lane provided by a sensor II to a data processing unit of a main control room through a wireless network, and completing pre-signal control after processing the main signal state and the vehicle queuing length.
The critical distance D in step ⑶ is determined as follows:
(a) If no traffic facilities exist within the critical distance D, then
Wherein:，/> For the maximum queuing length of social vehicles in a variable area without any restriction, units: a vehicle; /(I) The distance between the bus and the stop line of the intersection at the beginning of the main signal red light of the intersection is as follows: rice,/>Maximum queuing vehicles for social vehicles in variable area/>The time required to be completely emptied, unit: second, wherein the second is;
The release speed of the social vehicle queue; q s is the saturated flow, unit: vehicle/second; d q is the average space occupied by the vehicle in the stationary queue, in units of: rice/vehicle; d c is the average space occupied by the vehicle when it is free running, in units of: rice/vehicle;
for the distance to reach the bus from the stop line of the intersection, the unit is: rice;
v b is the average speed of the bus in units of: rice/sec;
Distance to stop line at the intersection of the distance to the bus is/> When the intersection main signal red light has elapsed time length, units: second, wherein the second is;
forming speed for the social vehicle queue; q is traffic flow, unit: vehicle/second;
(b) If there is an upstream intersection within the critical distance D, then
Wherein: the unit is the distance between a target intersection and its adjacent upstream intersection: rice;
Absolute offset in units of traffic signal lamps of a target intersection and adjacent upstream intersections thereof: second, wherein the second is;
(c) If a bus stop exists within the critical distance D, then
Wherein: t depart = tstay +tarrive, which is bus departure time, unit: second, wherein the second is;
t stay is the average residence time of the bus at the station, unit: second, wherein the second is;
t arrive= t0 +（Rint vb- dstation）/vb,t0 is the main signal red light starting time of the intersection, and the unit is: second, wherein the second is; d station is the distance between the bus station and the stop line of the intersection, and the unit is: and (5) rice.
The pre-signal control in step ⑷ is performed according to the following method:
the main signal of the intersection is in the red light stage, and when the queuing length of vehicles on a common lane is smaller than L, the pre-signal displays the red light, and the social vehicles are not allowed to enter a variable area;
the intersection main signal is in the red light stage, and when the social vehicle queuing length on the common lane is greater than L:
if the bus exists in the critical distance D, the pre-signal displays a red light for the social vehicle, and the social vehicle is not allowed to enter the variable area;
ii if no buses exist in the critical distance D and the queuing length of the vehicles in the variable area is smaller than L, displaying the pre-signal as green, and allowing the social vehicles arranged upstream of the pre-signal to enter the variable area;
Iii, if no buses exist in the critical distance D, but the queuing length of the vehicles in the variable area is equal to L, displaying the pre-signal as red, and not allowing the social vehicles to enter the variable area;
The intersection main signal is in a green light stage, and the pre-signal always displays a red light for the social vehicle, and the social vehicle is not allowed to enter the variable area.
Compared with the prior art, the invention has the following advantages:
1. The invention relates to a traffic control method of a bus lane based on pre-signals, which provides absolute priority for buses arriving at low frequency under the condition of low cost without rebuilding major traffic infrastructure, simultaneously solves the problem of insufficient utilization of space resources and time resources of a signalized intersection with DBL, and finally achieves the purposes of improving traffic capacity of the signalized intersection and reducing delay and parking times of social vehicles.
2. According to the invention, under the strategy of a variable bus lane (Variable bus lane with absolute priority, VBLAP) with absolute priority, all vehicles can only park at the parking line of the original intersection. Because the social vehicles and buses do not need to stop at the pre-signal at any time, particularly under the control mode of the invention, the social vehicles queued on the common lane can be further allowed to enter the special bus lane under the control of the pre-signal, so that the delay and the stopping times of the social vehicles at the signal intersection can be reduced. Meanwhile, the risk of vehicle queuing overflowing to an upstream intersection can be greatly reduced.
3. Under the design of critical distance, the VBLAP strategy in the invention can not cause extra delay to the bus no matter how long the bus arrives. The variable bus lane strategy with absolute priority of buses means that the use of buses to a bus lane at an intersection is not interfered by the use of social vehicles. And the vehicle converging area is arranged at the downstream of the intersection, so that social vehicles can return to the common lane again, and absolute priority of buses on the road section of the special bus lane is improved.
4. In the VBLAP strategy of the present invention, during an intersection signal red light, the pre-signal may be switched to a green light to allow social vehicles to enter a bus lane only if the vehicle queuing length on the common lane is greater than a given threshold and no buses are present within a given critical area. Obviously, under the proposed VBLAP strategy, when the social traffic is low, no additional parking of the vehicle is caused.
5. In the VBLAP strategy of the invention, the signal period of the pre-signal is the same as the original signal period of the main signal of the intersection, and the original signal control strategy of the intersection is not affected by the pre-signal, so that the purposes of simplicity and easiness in use can be realized.
Drawings
The following describes the embodiments of the present invention in further detail with reference to the drawings.
FIG. 1 is a layout of VBLAP strategy of the present invention.
In the figure: 1-a primary signal; 2-positioning sensor; 3-a sensor I; 4-sensor II; 5-a data processing unit.
Fig. 2 is a flow chart of the auxiliary signal of the present invention.
FIG. 3 shows the operation of the red light phase pre-signal of the intersection of the present invention. Wherein: (a) When the position of the upcoming bus is larger than the critical distance D, if the queuing length of the social vehicles in the common lane is smaller than L, the pre-signal displays a red light for the social vehicles, and the social vehicles in the common lane are not allowed to enter the variable area; (b) When the position of the upcoming bus is smaller than or equal to the critical distance D, no matter how large the queuing length of the common lane social vehicles is, the pre-signal displays a red light for the social vehicles, and the common lane social vehicles are not allowed to enter the variable area; (c) When the position of the upcoming bus is larger than the critical distance D, if the queuing length of the social vehicles of the common lane is larger than L, the pre-signal displays a green light for the social vehicles, the social vehicles which are arranged on the common lane and upstream of the pre-signal are allowed to enter the variable area, and when the queue length of the vehicles in the variable area is equal to L, the pre-signal switches to a red light for the social vehicles.
Fig. 4 shows the operation process of the pre-signal at the green light stage of the intersection.
Fig. 5 is a time-space diagram of an isolated intersection in accordance with the present invention.
Fig. 6 shows the upstream intersection of the present invention in the critical distance range.
Fig. 7 shows a bus station according to the present invention in a critical distance range.
FIG. 8 is a comparison of performance of the present invention with and without VBLAP strategies at different flows. Wherein: (a) average queuing length; (b) average delay; (c) release rate over a period; (d) total number of stops; (e) remaining queuing length; (f) maximum queuing length on common lanes; (g) traffic intensity.
Fig. 9 shows the queuing lengths in the next cycle for different traffic demands according to the present invention. Wherein: (a) 450 (vehicle/hour); (b) 630 (vehicle/hour); (c) 810 (vehicle/hour); (d) 855 (vehicle/hour).
FIG. 10 is a graph showing the effect of the number of buses in a variable area on traffic performance at the beginning of the red light time of an intersection in accordance with the present invention. Wherein: (a) average queuing length; (b) average delay; (c) a release rate over a period; (d) total number of stops.
Fig. 11 is a graph showing the effect of variable zone length on traffic performance at different saturation levels according to the present invention. Wherein: (a) 0.2; (b) 0.5; (c) 0.8; (d) 1.0.
Fig. 12 shows the queuing lengths of vehicles in different length-variable regions according to the present invention. Wherein: (a) within one cycle; (b) an intersection signal green light stage; (c) an intersection signal red light stage.
Fig. 13 shows the queuing lengths of vehicles at different arrival probabilities of buses according to the present invention. Wherein: (a) a vehicle queue length in one cycle; (b) vehicle queue length at green light stage; (c) vehicle queue length in red light phase.
Detailed Description
A control method of a variable bus lane system with absolute priority for buses comprises the following steps:
⑴ Determining an upstream vehicle length L according to the following formula;
In the method, in the process of the invention, Taking an integer value; /(I)The method is characterized by comprising the following steps of (1) the green light duration of a main signal of an intersection in units of: second, wherein the second is; /(I)Average minimum headway for two vehicles passing continuously through a stopping line, units: seconds/vehicle; /(I)Taking an integer value; /(I)The time length of the main signal red light of the intersection is as follows: second, wherein the second is; d q is the average space occupied by the vehicle in the stationary queue, in units of: meter/vehicle.
⑵ A pre-signal is arranged at the position that the length of an upstream vehicle of a main signal 1 of a bus special lane distance intersection is L, and a bus special lane area between the main signal 1 and the pre-signal is a variable area; a sensor I3 for detecting the queuing length of the vehicles in the variable area is arranged on a bus lane on one side of the pre-signal, and a sensor II 4 for detecting the queuing length of the vehicles on the common lane is arranged on the common lane on the other side of the pre-signal; meanwhile, a positioning sensor 2 is arranged on the bus; the main signal 1, the positioning sensor 2, the sensor I3, the sensor II 4 and the pre-signal are respectively connected with the data processing unit 5 of the main control room through a wireless network.
After the pre-signal is set in the bus lane, the pre-signal does not influence the original control strategy of the main signal 1 at the intersection, and the bus is not controlled by the pre-signal.
⑶ And determining the critical distance D of the upstream of the pre-signal of the bus lane according to the actual condition of the road section. The specific determination method is as follows:
(a) If no traffic facilities exist within the critical distance D, then
Wherein:，/> For the maximum queuing length of social vehicles in a variable area without any restriction, units: a vehicle; /(I) The distance between the bus and the stop line of the intersection at the beginning of the main signal red light of the intersection is as follows: rice,/>Maximum queuing vehicles for social vehicles in variable area/>The time required to be completely emptied, unit: second, wherein the second is;
The release speed of the social vehicle queue; q s is the saturated flow, unit: vehicle/second; d q is the average space occupied by the vehicle in the stationary queue, in units of: rice/vehicle; d c is the average space occupied by the vehicle when it is free running, in units of: rice/vehicle;
for the distance to reach the bus from the stop line of the intersection, the unit is: rice;
v b is the average speed of the bus in units of: rice/sec;
Distance to stop line at the intersection of the distance to the bus is/> When the intersection main signal red light has elapsed time length, units: second, wherein the second is;
forming speed for the social vehicle queue; q is traffic flow, unit: vehicle/second;
(b) If there is an upstream intersection within the critical distance D, then
Wherein: the unit is the distance between a target intersection and its adjacent upstream intersection: rice;
Absolute offset in units of traffic signal lamps of a target intersection and adjacent upstream intersections thereof: second, wherein the second is;
(c) If a bus stop exists within the critical distance D, then
Wherein: t depart = tstay +tarrive, which is bus departure time, unit: second, wherein the second is;
t stay is the average residence time of the bus at the station, unit: second, wherein the second is;
t arrive= t0 +（Rint vb- dstation）/vb,t0 is the main signal red light starting time of the intersection, and the unit is: second, wherein the second is; d station is the distance between the bus station and the stop line of the intersection, and the unit is: and (5) rice.
⑷ The method comprises the steps of sending a main signal state (namely red light and green light) of an intersection provided by a main signal 1, a position to be reached to a bus provided by a bus-mounted positioning sensor 2, a vehicle queuing length in a variable area provided by a sensor I3 and a vehicle queuing captain on a common lane provided by a sensor II 4 into a data processing unit 5 of a main control room through a wireless network, and completing pre-signal control after processing.
The specific control method comprises the following steps:
the intersection main signal 1 is in a red light stage, and when the queuing length of vehicles on a common lane is smaller than L, the pre-signal displays a red light, and social vehicles are not allowed to enter a variable area;
The intersection main signal 1 is in the red light stage, and when the social vehicle queuing length on the common lane is greater than L:
if the bus exists in the critical distance D, the pre-signal displays a red light for the social vehicle, and the social vehicle is not allowed to enter the variable area;
ii if no buses exist in the critical distance D and the queuing length of the vehicles in the variable area is smaller than L, displaying the pre-signal as green, and allowing the social vehicles arranged upstream of the pre-signal to enter the variable area;
Iii, if no buses exist in the critical distance D, but the queuing length of the vehicles in the variable area is equal to L, displaying the pre-signal as red, and not allowing the social vehicles to enter the variable area;
The intersection main signal 1 is in the green light stage, and the pre-signal always displays a red light to the social vehicle, which is not allowed to enter the variable area.
The working environment of the signal control strategy of the invention is as follows:
(1) Signal control intersection with DBL, signal control crosswalk road section;
(2) Low frequency arrival of buses;
(3) The traffic demand of common lane society vehicles is high. The underlying starting point for this strategy is to ensure absolute priority of buses for road use at traffic signal locations as if social vehicles had never emerged in the DBL.
[ Signal control strategy ]
In order to meet the absolute priority requirement of buses, the position information of the upcoming buses in the DBL is provided to the data processing unit 5 of the main control room by means of remote vehicle-mounted wireless communication equipment installed on the buses. As shown in fig. 1, the social vehicle will not be allowed to enter the variable area when the upcoming bus distance pre-signal is D. In this case, the distance D between a certain specific location of the bus and the pre-signal is considered as a critical distance in the DBL, the value of which varies with the location of the upcoming bus and the signal state of the intersection. The critical distance D is used to ensure that social vehicles in the variable area are not parked in front of an upcoming bus under pre-signal control.
[ Basic control rules ]
A pre-signal control flow diagram is shown in fig. 2. In the present invention, the pre-signal is placed at an upstream position from the intersection main signal L, and the state thereof is comprehensively determined by the master control room data processing unit 5 according to the following information: (1) the intersection main signal state (i.e. red, green) provided by main signal 1, (2) the position of the bus to be reached provided by on-board positioning sensor 2, (3) the vehicle queuing length in the variable area provided by sensor I3, and (4) the vehicle queuing captain on the common lane provided by sensor II 4.
In summary, the operation of the pre-signal in the present invention follows the following rules.
(1) The pre-signal only controls whether the common lane social vehicle is allowed to enter the variable area, the original control strategy of the main signal 1 of the intersection is not influenced, and the bus is not controlled by the pre-signal.
(2) In the intersection main signal red light stage:
(a) The intersection main signal 1 is in the red light stage, when the vehicle queuing length on the common lane is smaller than L, the pre-signal displays red light, and the social vehicle is not allowed to enter the variable area, as shown in fig. 3 (a).
(B) In the red light stage, when the queuing length of the social vehicles on the common lane is greater than L, the intersection main signal 1:
If there is a bus within the critical distance D, the pre-signal shows a red light to the social vehicle, which is not allowed to enter the variable area, as shown in fig. 3 (b);
Ii) if there is no bus within the critical distance D and the vehicle queuing length in the variable area is less than L, the pre-signal is displayed green, allowing social vehicles arranged upstream of the pre-signal to enter the variable area, as shown in fig. 3 (c);
Iii if there is no bus within the critical distance D, but the vehicle queue length in the variable area is equal to L, the pre-signal is displayed in red, and social vehicles are not allowed to enter the variable area.
(3) Within the intersection main signal green time:
In order to ensure absolute priority of buses and not to influence the original signal timing scheme and control strategy of the intersection main signal 1, the intersection main signal 1 always displays red lights to social vehicles in a green light stage, and the social vehicles are not allowed to enter a variable area, as shown in fig. 4.
[ Calculation of critical distance ]
When the road traffic conditions change, shock waves are formed. The shock wave is defined as follows:
(1)
Where q i and q f are traffic flows (vehicle/second) in the initial state and the final state, respectively, k i and k f are traffic densities (vehicle/meter) in the initial state and the final state, respectively, and v sw is a shockwave speed (meter/second).
During the queue release, the initial and final states are q i = 0,ki = 1/dq and q f = qs,kf = 1/dc, respectively, where d q is the average space (meters per vehicle) that the vehicle occupies in the queue.
When the intersection main signal is changed into a green light, the release speed v d of the queue is obtained by the following formula
(2)
In the queue formation process, the initial state and the final state are q i =q, where q is the traffic flow (vehicle/second), and k i = q/vb,qf = 0,kf = 1/dq, respectively. From equation (1), when the intersection main signal becomes green, the formation speed v f of the queue can be obtained by
(3)
FIG. 5 is an isolated intersection traffic space diagram illustrating the formation and dissipation of a social vehicle queue in a variable area. And establishing a coordinate system by taking the starting time of the red light and the position of the intersection signal as the origin. The formation speed of the social vehicle queue is v f, the release speed is v d, when the intersection main signal becomes green light after t c seconds, the starting wave of the vehicle queue meets with the dispersion wave, and at the moment, the congestion formed by the social vehicle queue is completely eliminated. t c can be obtained by
(4)
At this time, the corresponding ordinate position is
(5)
Assuming a bus is detected at the beginning of the red light (t i =0) from intersection x i, it will pass along trajectory K through the intersection at speed v b when the intersection main signal turns green. In this case, the distance x i between the bus and the intersection should be at least R intvb, at which time the pre-signal remains red.
As can be seen from the space-time diagram of fig. 5, social vehicles cause additional queuing delays if the bus passes through the grey shaded area. Therefore, by detecting the position of the bus in advance, the social vehicle can be prevented from entering the variable area in time (the pre-signal turns red). It can be seen from the figure that the point on the straight line of the bus starts at v b and then reaches the end of the social vehicle. At this point, the last social vehicle in the queue has just begun to travel at free speed. Thus, a straight line is a key condition for buses not to suffer from additional queuing delays.
Suppose that the location of the upcoming bus is (t 0,x0)
Straight line a x =v f t (6)
Straight line b x =v d（t - Rint) (7)
Straight line c (8)
Straight line K x-x 0 =-vb（t - t0) (9)
First, it is necessary to determine that the length of the queue formed by the social vehicles in the variable area is x g when the bus reaches the critical distance.
When the last social vehicle in the variable area obtains free speed, the critical time t g for the bus to reach the tail of the queue can be calculated by the combined formula (7) and the formula (9):
(10)
x g can then be obtained by substituting formula (10) into formula (9):
(11)
let t f be the red light time consumed during which the queuing length of social vehicles x g is formed, then there are:
(12)
thus, the critical distance D between the pre-signal and the bus can be calculated by substituting equation (12) into equation (8):
(13)
Where k= (x c- xi）/ tc).
In addition, if there is some traffic infrastructure on the road upstream of the target intersection, the critical distance needs to be further modified. The typical situation is as follows:
Special case 1: an intersection exists within the critical distance range.
As shown in fig. 6, the critical distance is related to the distance d a between two adjacent intersections and the phase difference t a. If t f（Rint - ta,da）≤tf（t0 , x0), the movement of the bus is not affected by the upstream intersection, equation (13) is still applicable. If t f（t0 , x0）＜tf（Rint - ta,da）≤L/vf, the bus would stop at the upstream intersection due to a red light, so the social vehicle may be allowed to enter the variable area with an increased queue length of x g（Rint - ta,da）- xg（t0 , x0).
At this time, the critical distance may be determined by:
(14)
Where k= (x c- xi）/ tc).
Special case 2: a bus stop exists within the critical distance range.
As shown in fig. 7, the social vehicle may enter the variable area during the stay time of the bus at the stop. If a bus is detected at location (t 0 , x0), then the arrival time of the bus is t arrive= t0 +（Rint vb- dstation）/vb and the added queuing length is x g（tdepart ,dstation）- xg（t0 , x0), where d station is the distance between the bus stop and the target intersection; t depart = tstay +tarrive is the bus departure time, and t stay is the average residence time of the bus at the stop.
At this time, the critical distance may be determined by:
(15)
Where k= (x c- xi）/ tc).
In the invention, the traffic performance of intersections before and after using the VBLAP strategies is evaluated with emphasis, and according to the obtained results, how the performance of the VBLAP strategies is affected by possible factors, such as variable area length, bus arrival conditions and the like, is further checked.
[ Experimental parameters ]
The main parameters used in the numerical experiments are described below:
The signal period of the intersection is 80 seconds, and the green light time and the red light time are 40 seconds;
a special bus lane and a common lane are arranged at the intersection with signal control;
The signal period of the pre-signal is the same as the signal of the intersection;
Each time interval has a length of 2 seconds, and the time interval of 2 seconds is widely applied to various traffic queuing models;
All parameters in the numerical experiment meet the traffic intensity less than 1.
[ Influence of Using VBLAP strategy on traffic Performance ]
In order to examine the effect of VBLAP strategy on the traffic performance of signalized intersections, the present invention performed the following analysis of the traffic performance of intersections before and after using VBLAP strategy under the same traffic conditions.
Assuming that the average number of buses stopped in the variable area is 1 (i.e., z=1) in the red time of each intersection signal period, the bus arrival parameter is 1/20, which means that there are two buses arriving on average in one period. For different traffic demands of social vehicles, fig. 8 shows the intersection traffic performance before and after using VBLAP strategies, where the variable area capacity is 10 vehicles. As can be seen from fig. 8 (a) and 8 (b), when the demand of social vehicles is low, there is no significant difference in the queuing length and delay in the intersection traffic performance before and after using VBLAP strategy.
However, as traffic demand increases, the VBLAP strategy may significantly reduce the average queuing length and average delay of social vehicles in the system as compared to before the VBLAP strategy was used. For example, under the VBLAP strategy, the average delay of a social vehicle is no more than 20 seconds when the demand of the social vehicle is 900 (vehicle/hour), whereas the average delay reaches 80 seconds when the demand is 900 (vehicle/hour) before the VBLAP strategy is used. As shown in fig. 8 (c), although the release rates of the two strategies in one cycle are approximately equivalent in the saturation state of the intersection, the intersection release rate does not increase any more as the traffic demand increases without using the VBLAP strategy.
Further, as shown in fig. 8 (d), when the social vehicle demand is large, the total number of social vehicle stops after use of VBLAP strategies is always smaller than before use. The reason for this result is that the VBLAP strategy can significantly reduce the number of residual vehicles in the social vehicle at the end of the main signal green light, as can be demonstrated from the results of fig. 8 (e).
In fact, the number of vehicles left at the end of the green light is a very important component of the number of stops at the intersection. In addition, the maximum queuing length of the vehicle shown in fig. 8 (f) indicates that the VBLAP strategy can reduce the overflow effect on the upstream intersections in case of high traffic demand.
Fig. 8 (g) further shows that under the same traffic demand, the traffic intensity with VBLAP strategy is always lower than before VBLAP strategy was used. The results of fig. 8 (g) show that when traffic flow reaches 900 (vehicles/hour), the traffic intensity without VBLAP strategies starts to approach 1, which means that if traffic demand continues to increase, the queuing length of social vehicles at the intersection will increase dramatically, eventually creating congestion. However, after using VBLAP strategies, when the traffic is 900 (vehicles/hour), the traffic intensity is still less than 0.9, and the traffic intensity does not reach 1 until the traffic demand is greater than 1080 (vehicles/hour).
The results show that the VBLAP strategy has no obvious effect on reducing the queuing length of the social vehicles on the common lanes and improving the traffic capacity of the intersections when the queuing length of the social vehicles on the common lanes is smaller, but the VBLAP strategy can obviously improve the service performance of the intersections when the traffic demands of the social vehicles are larger.
FIG. 9 further examines social vehicle queuing captain at various times within a cycle before and after use of VBLAP strategies under different traffic demands. From the results, it can be seen that the improvement in social vehicle queuing captain using the VBLAP strategy is not apparent when saturation is low. However, when traffic demand is high, the VBLAP strategy can significantly reduce the queuing length of social vehicles at signalized intersections throughout the signalization period.
Fig. 10 shows the effect of different numbers of buses on the traffic performance of an intersection before a stop line at the beginning of a main signal red light of the intersection under the same conditions of main signal timing of the intersection, traffic demand, variable area length, critical distance length and the like. The graph in fig. 10 shows that when the traffic demand of the social vehicles is high, a large number of buses in front of the stop line will result in a larger queuing length, delay and stop times of the social vehicles at the intersection, and at the same time, the increase of the number of buses will have a negative effect on the release rate. The VBLAP strategy can still significantly improve intersection traffic performance compared to the situation before VBLAP strategy was used.
[ Influence of variable zone Length on traffic Performance ]
The length of the variable region may have an impact on the performance of the VBLAP strategy. To this end, the present invention further explores the effect of variable zone length on VBLAP strategic traffic performance under different social vehicular traffic demands, as shown in fig. 11, where z=1.
The results of fig. 11 (a) and 11 (b) show that for low saturation intersections, the variable zone length has no significant effect on the average queuing length and average delay of the social vehicles. However, the results of fig. 11 (c) and 11 (d) show that as the saturation increases to 0.8 or 1, both the average queuing length and the average delay of the social vehicles decrease as the variable zone length increases. But as the length of the variable region continues to increase, the performance index begins to increase again. In fig. 11 (d), it can be found that in the case where the variable zone length reaches a saturation of 1 to accommodate 7 vehicles, the average queuing length and the average delay of the social vehicle at the intersection each obtain their minimum values. In addition, fig. 11 also shows that when the traffic demand of the social vehicle is high, the adopted VBLAP strategy can effectively relieve the traffic jam. This further shows that when social vehicular traffic demand is greater, intersection traffic capacity can be improved using VBLAP strategies. Moreover, the results in fig. 11 also show that the variable zone length also has an effect on the total number of stops of the social vehicle.
Table 1 shows other detailed traffic performance metrics for different variable length zones at a social vehicle demand of 850 vehicles/hour. It can be seen that each index value in table 1 shows a trend of decreasing before increasing except for the variable area utilization (U) and the traffic load intensity (ρ). Under the current set traffic conditions, the design of the variable area with the capacity of 7 vehicles is ideal.
TABLE 1 Performance index under different Length variable regions
Because the signalized intersection green and red lights alternate, the average vehicle queue length cannot reflect the impact of variable zone length on the intersection social vehicle queue formation and dissipation process. To this end, fig. 12 further examines the evolution of the vehicle queuing length in one period in the case of different length variable regions when the traffic demand is 850 vehicles/time, in combination with the signal evolution state, as shown in fig. 12 (a). Fig. 12 (b) and 12 (c) further illustrate projections of the course of the green and red light phase of fig. 12 (a), respectively. As can be seen from fig. 12, for variable areas of different length, the social vehicle queuing captain always decreases with the passage of green light time, and thus gradually accumulates over the red light time of the intersection main signal. It has been found that different length variable regions always result in different queuing lengths for vehicles at each moment in a cycle.
Furthermore, as can be seen from fig. 12 (b) and 12 (c), the proposed VBLAP strategy can significantly reduce the queuing captain of the social vehicles throughout the signal period when the variable zone capacity is set to 6 vehicle lengths. This further shows that proper variable zone length design is more beneficial for congestion relief.
[ Influence of bus arrival Process on intersection traffic Performance ]
Under the VBLAP strategy, the activation of the pre-signal green light is also dependent on the arrival process of the bus. Specifically, during the intersection main signal red light, when the social vehicle queuing length on the common lane exceeds the variable area length, if a bus reaches a critical distance, the variable area can only be used as a bus lane, but when no bus exists in the critical distance, the pre-signal is immediately turned green, and therefore, the variable area is immediately switched to the common lane.
Suppose that the bus arrival critical distance process follows the Bernoulli experiment with parameter p. Fig. 13 shows the progression of the queuing of social vehicles at the signalized intersection as the bus arrival parameter p increases from 0.1 to 0.9, where the social vehicle demand is 850 vehicles/hour, z=1, and the variable zone capacity is 7 vehicle lengths. The results in the graph show that as the bus arrival parameter p increases, the average queuing length of the social vehicles at each moment in a period increases rapidly. For example, when the bus arrival parameter p is 0.1, the queuing length of the social vehicle at the end of the intersection signal green light is only 2.570; when the bus arrival parameter p increases to 0.7, the queuing length of the social vehicles increases to 5.110 vehicles at the same time, which means that at least 5 vehicles are detained at the end of the intersection green light.
To measure the impact of the arrival process of a bus on other traffic performance of the system, table 2 further gives other corresponding performance indexes under different arrival parameters p of the bus. As can be seen from table 2, as the bus arrival parameter p increases, the performance index increases except for the variable area maximum utilization index. The results shown in fig. 13 and table 2 indicate that VBLAP strategy is not applicable to the lanes of buses arriving at high frequencies, which further demonstrates the applicable features of the VBLAP strategy proposed by the present invention.
TABLE 2 Performance indicators under different bus arrival procedures
/>
Claims (2)
1. A control method of a variable bus lane system with absolute priority for buses comprises the following steps:
⑴ Determining an upstream vehicle length L according to the following formula;
In the method, in the process of the invention, Taking an integer value; /(I)The method is characterized by comprising the following steps of (1) the green light duration of a main signal of an intersection in units of: second, wherein the second is; /(I)Average minimum headway for two vehicles passing continuously through a stopping line, units: seconds/vehicle; /(I)Taking an integer value; /(I)The time length of the main signal red light of the intersection is as follows: second, wherein the second is; d q is the average space occupied by the vehicle in the stationary queue, in units of: rice/vehicle;
⑵ A pre-signal is arranged at the position that the length of an upstream vehicle of a main signal (1) of a bus special lane distance intersection is L, and a bus special lane area between the main signal (1) and the pre-signal is a variable area; a sensor I (3) for detecting the queuing length of the vehicles in the variable area is arranged on a bus lane on one side of the pre-signal, and a sensor II (4) for detecting the queuing length of the vehicles on the common lane is arranged on the common lane on the other side of the pre-signal; meanwhile, a positioning sensor (2) is arranged on the bus; the main signal (1), the positioning sensor (2), the sensor I (3), the sensor II (4) and the pre-signal are respectively connected with a data processing unit (5) of the main control room through a wireless network;
⑶ Determining a critical distance D of the upstream of the pre-signal of the bus lane according to the actual condition of the road section; the critical distance D is determined as follows:
(a) If no traffic facilities exist within the critical distance D, then
Wherein:，/> For the maximum queuing length of social vehicles in a variable area without any restriction, units: a vehicle; the distance between the bus and the stop line of the intersection at the beginning of the main signal red light of the intersection is as follows: rice,/> Maximum queuing vehicles for social vehicles in variable area/>The time required to be completely emptied, unit: second, wherein the second is;
The release speed of the social vehicle queue; q s is the saturated flow, unit: vehicle/second; d q is the average space occupied by the vehicle in the stationary queue, in units of: rice/vehicle; d c is the average space occupied by the vehicle when it is free running, in units of: rice/vehicle;
for the distance to reach the bus from the stop line of the intersection, the unit is: rice;
v b is the average speed of the bus in units of: rice/sec;
Distance to stop line at the intersection of the distance to the bus is/> When the intersection main signal red light has elapsed time length, units: second, wherein the second is;
forming speed for the social vehicle queue; q is traffic flow, unit: vehicle/second;
(b) If there is an upstream intersection within the critical distance D, then
Wherein: the unit is the distance between a target intersection and its adjacent upstream intersection: rice;
Absolute offset in units of traffic signal lamps of a target intersection and adjacent upstream intersections thereof: second, wherein the second is;
(c) If a bus stop exists within the critical distance D, then
Wherein: t depart = tstay+tarrive, which is bus departure time, unit: second, wherein the second is;
t stay is the average residence time of the bus at the station, unit: second, wherein the second is;
t arrive= t0 +（Rint vb- dstation）/vb,t0 is the main signal red light starting time of the intersection, and the unit is: second, wherein the second is; d station is the distance between the bus station and the stop line of the intersection, and the unit is: rice;
⑷ The method comprises the steps of sending a main signal state of an intersection provided by a main signal (1), a position, provided by a bus-mounted positioning sensor (2), of a bus to be arrived, provided by a sensor I (3), of a vehicle queuing length in a variable area, provided by a sensor II (4), of a vehicle queuing captain on a common lane to a data processing unit (5) of a main control room through a wireless network, and completing pre-signal control after processing.
2. The method for controlling a variable bus lane system with absolute priority according to claim 1, wherein: the pre-signal control in step ⑷ is performed according to the following method:
the intersection main signal (1) is in a red light stage, and when the queuing length of vehicles on a common lane is smaller than L, the pre-signal displays a red light, and social vehicles are not allowed to enter a variable area;
The intersection main signal (1) is in the red light stage, and when the social vehicle queuing length on the common lane is greater than L:
if the bus exists in the critical distance D, the pre-signal displays a red light for the social vehicle, and the social vehicle is not allowed to enter the variable area;
ii if no buses exist in the critical distance D and the queuing length of the vehicles in the variable area is smaller than L, displaying the pre-signal as green, and allowing the social vehicles arranged upstream of the pre-signal to enter the variable area;
Iii, if no buses exist in the critical distance D, but the queuing length of the vehicles in the variable area is equal to L, displaying the pre-signal as red, and not allowing the social vehicles to enter the variable area;
the intersection main signal (1) is in a green light stage, and the pre-signal always displays a red light for the social vehicle, and the social vehicle is not allowed to enter the variable area.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211207768.7A CN115547046B (en) | 2022-09-30 | 2022-09-30 | Control method for variable bus lane system with absolute priority of buses |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211207768.7A CN115547046B (en) | 2022-09-30 | 2022-09-30 | Control method for variable bus lane system with absolute priority of buses |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115547046A CN115547046A (en) | 2022-12-30 |
| CN115547046B true CN115547046B (en) | 2024-06-11 |
Family
ID=84731675
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211207768.7A Active CN115547046B (en) | 2022-09-30 | 2022-09-30 | Control method for variable bus lane system with absolute priority of buses |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115547046B (en) |
Citations (24)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20010098306A (en) * | 2000-04-29 | 2001-11-08 | 이흥수 | Method and apparatus for collecting traffic information by using a difference method |
| CN102071609A (en) * | 2011-01-11 | 2011-05-25 | 上海市城市建设设计研究院 | Crossing pre-signal lane |
| CN103198680A (en) * | 2013-04-25 | 2013-07-10 | 东南大学 | Green wave coordination control method for multiline public transport in main trunk line |
| CN103236164A (en) * | 2013-04-28 | 2013-08-07 | 东南大学 | Vehicle controlling method for guaranteeing public transport vehicle priority passing |
| CN103280112A (en) * | 2013-06-03 | 2013-09-04 | 东南大学 | Road canalization and signal coordination control method improving bus running efficiency |
| CN103295405A (en) * | 2013-07-03 | 2013-09-11 | 东南大学 | Crossing bus traffic priority control method based on special bus advanced area |
| JP2013228942A (en) * | 2012-04-26 | 2013-11-07 | Sumitomo Electric System Solutions Co Ltd | Traffic signal control device and computer program |
| DE102014215857A1 (en) * | 2014-08-11 | 2016-02-11 | Init Innovative Informatikanwendungen In Transport-, Verkehrs- Und Leitsystemen Gmbh | Procedure for guiding public transport passengers |
| CN105869417A (en) * | 2016-06-16 | 2016-08-17 | 兰州理工大学 | Traffic signal control method and system based on combined control |
| CN107016858A (en) * | 2017-05-12 | 2017-08-04 | 东南大学 | The pre-signal control method of Hou Shi areas and dislocation type stop line is flowed to a kind of intersection more |
| CN107067766A (en) * | 2017-06-20 | 2017-08-18 | 哈尔滨工业大学 | Put pre-signal control method in a kind of intersection bus left-hand rotation right side |
| AU2017216548A1 (en) * | 2013-03-15 | 2017-09-07 | Balu Subramanya | Advanced parking and intersection management system |
| CN107230361A (en) * | 2017-07-06 | 2017-10-03 | 武汉理工大学 | One kind mixing public transportation lane real-time control system and method |
| WO2018072240A1 (en) * | 2016-10-20 | 2018-04-26 | 中国科学院深圳先进技术研究院 | Direction-variable lane control method for tidal traffic flow on road network |
| CN108122420A (en) * | 2017-12-19 | 2018-06-05 | 长沙理工大学 | A kind of medium-sized dynamic public transportation lane in road is emptied apart from setting method |
| CN109345844A (en) * | 2018-11-05 | 2019-02-15 | 哈尔滨工业大学 | A kind of intersection stop bus left-hand rotation lane-change pre-signal control method |
| CN109778599A (en) * | 2019-01-29 | 2019-05-21 | 兰州交通大学 | Infiltration coefficient in-situ intelligent measuring method under a kind of high-speed rail ground mud stone overlying burden |
| KR20200025433A (en) * | 2018-08-30 | 2020-03-10 | (주)동림티엔에스 | Signal control system for bus-only lane |
| CN112735151A (en) * | 2020-12-29 | 2021-04-30 | 长安大学 | Road intersection multi-partition traffic organization method |
| CN113409599A (en) * | 2021-06-16 | 2021-09-17 | 河南省城乡规划设计研究总院股份有限公司 | Urban public transport priority coordination control method based on information prediction |
| CN114419903A (en) * | 2021-12-17 | 2022-04-29 | 东南大学 | Intelligent network connection automobile queue intersection traffic control method and device and vehicle |
| CN114554412A (en) * | 2022-04-26 | 2022-05-27 | 兰州交通大学 | Bus information transmission system and method based on dynamic stop |
| CN114913698A (en) * | 2022-04-26 | 2022-08-16 | 东南大学 | Time-space cooperative priority control method for induction and right transfer co-taking of bus signals without special lane |
| CN114944067A (en) * | 2022-05-16 | 2022-08-26 | 浙江海康智联科技有限公司 | Elastic bus lane implementation method based on vehicle-road cooperation |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111899547B (en) * | 2020-07-08 | 2021-11-12 | 长安大学 | Multi-line bus station berth distribution and vehicle speed guiding method and system |
-
2022
- 2022-09-30 CN CN202211207768.7A patent/CN115547046B/en active Active
Patent Citations (24)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR20010098306A (en) * | 2000-04-29 | 2001-11-08 | 이흥수 | Method and apparatus for collecting traffic information by using a difference method |
| CN102071609A (en) * | 2011-01-11 | 2011-05-25 | 上海市城市建设设计研究院 | Crossing pre-signal lane |
| JP2013228942A (en) * | 2012-04-26 | 2013-11-07 | Sumitomo Electric System Solutions Co Ltd | Traffic signal control device and computer program |
| AU2017216548A1 (en) * | 2013-03-15 | 2017-09-07 | Balu Subramanya | Advanced parking and intersection management system |
| CN103198680A (en) * | 2013-04-25 | 2013-07-10 | 东南大学 | Green wave coordination control method for multiline public transport in main trunk line |
| CN103236164A (en) * | 2013-04-28 | 2013-08-07 | 东南大学 | Vehicle controlling method for guaranteeing public transport vehicle priority passing |
| CN103280112A (en) * | 2013-06-03 | 2013-09-04 | 东南大学 | Road canalization and signal coordination control method improving bus running efficiency |
| CN103295405A (en) * | 2013-07-03 | 2013-09-11 | 东南大学 | Crossing bus traffic priority control method based on special bus advanced area |
| DE102014215857A1 (en) * | 2014-08-11 | 2016-02-11 | Init Innovative Informatikanwendungen In Transport-, Verkehrs- Und Leitsystemen Gmbh | Procedure for guiding public transport passengers |
| CN105869417A (en) * | 2016-06-16 | 2016-08-17 | 兰州理工大学 | Traffic signal control method and system based on combined control |
| WO2018072240A1 (en) * | 2016-10-20 | 2018-04-26 | 中国科学院深圳先进技术研究院 | Direction-variable lane control method for tidal traffic flow on road network |
| CN107016858A (en) * | 2017-05-12 | 2017-08-04 | 东南大学 | The pre-signal control method of Hou Shi areas and dislocation type stop line is flowed to a kind of intersection more |
| CN107067766A (en) * | 2017-06-20 | 2017-08-18 | 哈尔滨工业大学 | Put pre-signal control method in a kind of intersection bus left-hand rotation right side |
| CN107230361A (en) * | 2017-07-06 | 2017-10-03 | 武汉理工大学 | One kind mixing public transportation lane real-time control system and method |
| CN108122420A (en) * | 2017-12-19 | 2018-06-05 | 长沙理工大学 | A kind of medium-sized dynamic public transportation lane in road is emptied apart from setting method |
| KR20200025433A (en) * | 2018-08-30 | 2020-03-10 | (주)동림티엔에스 | Signal control system for bus-only lane |
| CN109345844A (en) * | 2018-11-05 | 2019-02-15 | 哈尔滨工业大学 | A kind of intersection stop bus left-hand rotation lane-change pre-signal control method |
| CN109778599A (en) * | 2019-01-29 | 2019-05-21 | 兰州交通大学 | Infiltration coefficient in-situ intelligent measuring method under a kind of high-speed rail ground mud stone overlying burden |
| CN112735151A (en) * | 2020-12-29 | 2021-04-30 | 长安大学 | Road intersection multi-partition traffic organization method |
| CN113409599A (en) * | 2021-06-16 | 2021-09-17 | 河南省城乡规划设计研究总院股份有限公司 | Urban public transport priority coordination control method based on information prediction |
| CN114419903A (en) * | 2021-12-17 | 2022-04-29 | 东南大学 | Intelligent network connection automobile queue intersection traffic control method and device and vehicle |
| CN114554412A (en) * | 2022-04-26 | 2022-05-27 | 兰州交通大学 | Bus information transmission system and method based on dynamic stop |
| CN114913698A (en) * | 2022-04-26 | 2022-08-16 | 东南大学 | Time-space cooperative priority control method for induction and right transfer co-taking of bus signals without special lane |
| CN114944067A (en) * | 2022-05-16 | 2022-08-26 | 浙江海康智联科技有限公司 | Elastic bus lane implementation method based on vehicle-road cooperation |
Non-Patent Citations (4)
| Title |
|---|
| 交叉口信号控制下交通流随机排队模型研究;杨乔礼;《中国博士学位论文全文数据库 工程科技Ⅱ辑》;20200215;C034-24 * |
| 基于公交优先与综合待行区的交叉口信号控制研究;邓明君;《重庆交通大学学报(自然科学版)》;20200814;36-44 * |
| 基于预信号的交叉口公交信号优先控制方法研究;薛靖;《中国优秀硕士学位论文全文数据库 工程科技Ⅱ辑》;20220115;C034-1060 * |
| 考虑逆向可变车道的预信号公交优先控制;王予瑞;《交通运输工程与信息学报》;20210506;68-80 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115547046A (en) | 2022-12-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110910662B (en) | Single-point self-adaptive traffic signal optimization control method under cooperative vehicle and road environment | |
| CN107730922A (en) | Unidirectional trunk line green wave coordination control self-adaptive adjustment method | |
| CN113538935B (en) | Bus punctuality rate optimization induction type control method under special road right-free environment | |
| CN113096419B (en) | Signal control method for serving vehicles to pass preferentially | |
| CN108364486B (en) | Multi-scene vehicle priority self-adaptive traffic signal control system and working method thereof | |
| CN104966402A (en) | Supersaturated traffic flow intersection queue overflow prevention and control method | |
| CN109712414B (en) | Optimization method of multi-bandwidth trunk road bus control scheme | |
| CN113192333B (en) | Bus priority signal control method | |
| CN111932916B (en) | Control method and control system for dynamic emergency lane of urban road | |
| CN112991783B (en) | Bus priority control method and device based on real-time position of internet public transport | |
| CN103794066A (en) | Bus priority signal control method not involved with bus lane | |
| CN114202916B (en) | Single-point intersection traffic signal control method | |
| CN110176138B (en) | Crossing-level active traffic guidance method | |
| JP4867479B2 (en) | Vehicle deceleration determination system, signal control device, in-vehicle device, signal control method, vehicle deceleration determination method, and computer program | |
| US11941979B2 (en) | Traffic light control method for urban road network based on expected return estimation | |
| CN102063791B (en) | Public transport travelling control method by combining signal control with positioning monitoring | |
| CN111754771A (en) | Individual travel time prediction method based on traffic signals and density delay | |
| CN113724509B (en) | Time-space collaborative bus priority control method and device | |
| CN115547046B (en) | Control method for variable bus lane system with absolute priority of buses | |
| CN115578869B (en) | Intersection public transportation dynamic priority system and method under vehicle-road cooperative environment | |
| CN105741585A (en) | Fuel-economizing-oriented vehicle track smoothing control method based on Internet-of-vehicles | |
| JP4111526B2 (en) | Traffic control system | |
| JP2001202594A (en) | Method and device for preferentially controlling specified vehicle | |
| CN116740961A (en) | Signal coordination control method for urban expressway exit ramp and junction intersection | |
| CN110634298A (en) | Estimation method for traffic efficiency reliability of intersection controlled by two-phase signals |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |