CN116189463B - Single intersection signal timing scheme rolling optimization method based on information physical system - Google Patents
Single intersection signal timing scheme rolling optimization method based on information physical system Download PDFInfo
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Abstract
The application discloses a single intersection signal timing scheme rolling optimization method based on an information physical system, which comprises the following steps: determining the structure and the composition function of CPS at an intersection; setting control ranges of each inlet direction of CPS at an intersection; calculating the ideal moment when the CPS of the vehicle leaves the intersection; collecting real-time state information of a CPS of a vehicle; judging the traffic state of the CPS of the vehicle in the next optimization period according to the real-time state information of the CPS of the vehicle and the traffic phase green light starting and stopping time of the next optimization period; calculating the estimated delay of each train in unit time of CPS at the intersection; optimizing a signal timing scheme of the CPS at an intersection; and judging whether to continue to perform rolling optimization according to the current running time. According to the application, by establishing the CPS architecture oriented to the intersection signal control, the structure and the composition function of the intersection CPS are designed, the estimated delay of all the CPS of the vehicle in the intersection CPS control range is calculated, and the application of the CPS in the scheme rolling optimization of the intersection signal timing is realized.
Description
Technical Field
The application belongs to the technical field of information physical systems and traffic signal control, and particularly relates to a single intersection signal timing scheme rolling optimization method based on an information physical system.
Background
The signal intersection is a key node of the urban road network, and has a critical influence on the urban traffic running efficiency. The current single intersection signal control mode mainly comprises timing control, induction control and intelligent control, wherein the timing control is used as the single intersection signal control method which is the most basic, and the single intersection signal control method is widely applied, but is only applicable to intersections with relatively regular flow changes, and cannot cope with the situations of frequent and unstable flow changes; the induction control can adjust timing parameters of signals of the intersection in real time according to the collected traffic flow data, but the induction control mainly focuses on partial vehicles reaching the vicinity of a stop line of the intersection, so that the traffic efficiency of the whole intersection is difficult to optimize; the intelligent control can be used for facing the intersection with complex flow change, and the intelligent optimization method which can adapt to different flow changes is adopted by sensing the vehicle running information in the whole area of the intersection, so that the overall running effect of the single intersection signal timing optimization scheme is improved.
Modern urban traffic System is a typical Cyber-physical System (CPS), has remarkable engineering complexity and social complexity, and has the characteristics of dynamic property, openness, interactivity, autonomy and the like. The existing related researches focus on technologies such as data detection, path decision, communication interference and the like, how to organically integrate a CPS theoretical framework and a traffic signal control method, and by highly integrating an information domain and a physical domain of a traffic system, a set of intersection signal control system with autonomous regulation and real-time control functions is established by utilizing real-time perception information, so that real-time rolling optimization of an intersection signal timing scheme is realized, and important research value and practical significance are realized.
Disclosure of Invention
Aiming at the defect that the existing single intersection signal timing optimization method rarely considers the entering vehicles at the upstream of each inlet, the application provides the single intersection signal timing scheme rolling optimization method based on the information physical system.
In order to achieve the above purpose, the present application adopts the following technical scheme:
the application provides a single intersection signal timing scheme rolling optimization method based on an information physical system, which comprises the following steps:
determining the structure and the composition function of CPS at an intersection;
setting control ranges of each inlet direction of CPS at an intersection;
calculating the ideal moment when the CPS of the vehicle leaves the intersection;
collecting real-time state information of a CPS of a vehicle;
judging the traffic state of the CPS of the vehicle in the next optimization period according to the real-time state information of the CPS of the vehicle and the traffic phase green light starting and stopping time of the next optimization period;
calculating the estimated delay of vehicles in unit time of the CPS at the intersection according to the traffic state of the CPS at the next optimization period;
optimizing a signal timing scheme of an intersection CPS, wherein the signal timing scheme comprises signal lamp CPS signal period duration and vehicle team CPS passing phase time;
judging whether to continue to perform rolling optimization according to the current running time, and if the set maximum running time is not reached, re-acquiring real-time state information of the CPS of the vehicle, and performing the next round of rolling optimization; and if the set maximum running time is reached, ending the rolling optimization.
As a preferable technical solution, the determining structure and composition functions of the intersection CPS specifically includes:
dividing an intersection CPS into a unit level CPS, a subsystem level CPS and a system level CPS according to the system architecture of the CPS;
the unit level CPS comprises a vehicle CPS and a detector CPS, and is used for uploading detected real-time state information, including basic state information and dynamic time-varying information, and receiving real-time control information of the subsystem level CPS;
the subsystem level CPS comprises an import channel CPS, a motorcade CPS and a signal lamp CPS, and is used for collecting and processing import road section information and signal timing parameters, uploading the import road section information to the system level CPS in real time by integrating real-time state information of the unit level CPS, and receiving the signal timing parameters issued by the system level CPS in real time to realize control of the running state of the unit level CPS;
the system level CPS is used for calculating the estimated delay of each vehicle in unit time of the intersection according to the received real-time state information, generating a signal timing scheme of the intersection, and transmitting the signal timing parameters to the subsystem level CPS in real time.
As a preferable technical solution, the control ranges of each inlet direction of the intersection CPS are set specifically as follows:
according to the road section length of each inlet direction and the passable distance of the CPS of the vehicle in the maximum signal period, calculating the control range of each inlet direction of the CPS of the intersection, wherein the control range is represented by the following formula:
L Cd ＝min(L d ,v Dd ·C max )
wherein L is Cd Distance from control boundary to stop line for intersection inlet direction d; l (L) d The road section length in the inlet direction d of the intersection; v Dd The vehicle speed is designed for the road section in the inlet direction d of the intersection; c (C) max Is the maximum signal period duration.
As an preferable technical scheme, the calculating method specifically includes the steps of:
when the vehicle CPS enters the control range, calculating the ideal time when the vehicle CPS leaves the intersection according to the entering time of the vehicle CPS and the normal running speed of the road section, wherein the ideal time is as follows:
wherein T is Ik An ideal moment for the vehicle CPS k to leave the intersection; t (T) 0k The moment when the CPS k of the vehicle enters the control range; l (L) 0k The length of the stop line from the intersection when the vehicle CPS k enters the control range; v k Is the normal running speed of the vehicle CPS k.
As a preferable technical scheme, the real-time status information of the vehicle CPS includes the distance between each vehicle CPS and the stop line of the intersection in the control range, the number of vehicles CPS in front queuing, the normal running speed and the saturated traffic of the lane where the vehicle CPS is located.
As an preferable technical solution, the determining the traffic state of the vehicle CPS in the next optimization period according to the real-time state information of the vehicle CPS and the start-stop time of the traffic phase green light in the next optimization period specifically includes:
when the vehicle CPS k can clear the front queuing vehicle CPS at the traffic phase green light time of the ith optimization period and can reach the parking line before the traffic phase green light of the ith optimization period is finished, the vehicle CPS k can drive away from an intersection at the ith optimization period, and the traffic state variable quantity of the vehicle CPS k is 1; when the vehicle CPS k cannot clear the front queuing vehicle CPS at the traffic phase green light time of the ith optimization period or cannot reach the stop line before the traffic phase green light of the ith optimization period is finished, the vehicle CPS k cannot drive away from the intersection at the ith optimization period, and the traffic state variable thereof is 0, wherein the traffic state variable is represented by the following formula:
wherein S is k (i) A traffic state variable at the ith optimization cycle for the vehicle CPS k; n (N) QVk (i) Queuing a CPS number of vehicles for CPS k ahead of the start of the ith optimization period; q Sk The saturated flow rate of the lane where the vehicle CPS k is located; t is t GVk (i) Traffic phase green time at the ith optimization cycle for vehicle CPS k; t (T) 0 (i) The starting time of the ith optimization period is the i-th optimization period; l (L) k (i) The length of the stop line from the intersection at the beginning of the ith optimization cycle for the vehicle CPS k; v k Is the normal running speed of the vehicle CPS k; t (T) GVk (i) And (5) starting the green light at the traffic phase of the ith optimization period for the vehicle CPS k.
As a preferable technical scheme, the unit time train of the CPS at the calculated intersection is predicted to be delayed, and the specific steps are as follows:
s601, calculating a predicted delay according to a CPS traffic state of a vehicle, wherein the calculating method specifically comprises the following steps:
for the traffic state of the vehicle CPS k, according to the ideal moment when the vehicle CPS k leaves the intersection, calculating the estimated delay of the vehicle CPS k at the end of the ith optimization period, wherein the estimated delay is as follows:
wherein t is DVk (i) A predicted delay at the end of the ith optimization period for the vehicle CPS k; t (T) GVk (i) The traffic phase green light on time of the ith optimization period for the vehicle CPS k; n (N) QVk (i) Queuing a CPS number of vehicles for CPS k ahead of the start of the ith optimization period; q Sk The saturated flow rate of the lane where the vehicle CPS k is located; t (T) 0 (i) The starting time of the ith optimization period is the i-th optimization period; t (T) Ik An ideal moment for the vehicle CPS k to leave the intersection; s is S k (i) A traffic state variable at the ith optimization cycle for the vehicle CPS k; c (i) is the signal period duration of the ith optimization period;
s602, calculating the estimated delay of the train CPS according to the estimated delay of the train CPS, wherein the calculating method specifically comprises the following steps:
the vehicles CPS with the same import and the same flow direction form a vehicle team CPS, and the estimated delay of each vehicle of the vehicle team CPS is the average value of the estimated delays of the contained vehicles CPS, and the following formula is adopted:
wherein t is DFl (i) The delay is predicted for the vehicles of the ith optimization cycle fleet CPS l; n (N) QFl (i) The total number of vehicles CPS of the periodic vehicle team I is optimized for the ith; s is S Vl A CPS set of vehicles contained for a fleet CPS;
s603, calculating the estimated train delay per unit time of the CPS at the intersection according to the estimated train delay of the CPS of the train, wherein the calculating method specifically comprises the following steps:
the intersection CPS comprises a plurality of vehicle fleet CPS, and the estimated delay of each vehicle in unit time of the intersection CPS is a weighted average of the estimated delays of the vehicle fleet CPS in unit time, and the weighted average is as follows:
wherein t is DI (i) The unit time train prediction delay of CPS at the ith optimized cycle intersection; s is S F (i) The CPS set of fleet contained by the CPS of cycle intersection is optimized for the ith.
As a preferable technical scheme, the intersection CPS performs real-time rolling optimization on an intersection signal timing scheme of the next signal period when each signal phase is finished, and the signal timing scheme of the intersection CPS is optimized, which comprises the following specific steps:
s701, determining a signal lamp CPS signal period duration optimization range, wherein the method specifically comprises the following steps:
the signal period duration C (i) of each inlet direction signal lamp CPS at the intersection CPS is the same, and the value is the sum of all signal phase times contained in the ith optimization period, and the following formula is adopted:
wherein j is a signal phase number; m is the total number of signal phases; t is t Pj (i) Optimizing the time of the periodic signal phase j for the ith; t is t GPj (i) Optimizing the green time of the periodic signal phase j for the ith; t is t LPj (i) Optimizing the lost time of the periodic signal phase j for the ith;
the signal period duration C (i) set for each optimization period is not less than the minimum signal period duration C min And is not greater than the maximum signal period duration C max The following formula:
C min ≤C(i)≤C max
the successive m signal phases that have been performed form an actual signal period duration C * I.e. the actual signal period duration of the signal lamp CPS, the signal period duration C of the nth actual period * (n) is equal to the sum of the signal phase times from the nth to the n+m-1 th, and is not less than the minimum signal period duration C min And is not greater than the maximum signal period duration C max The following formula:
in the method, in the process of the application,for the i-th executed signal phase time;
s702, determining CPS passing phase time of a motorcade, wherein the method specifically comprises the following steps:
the i-th optimization cycle is assigned to the traffic phase time t of the fleet CPS l Fl (i) The shortest pass time required by the method is more than or equal to the following formula:
t Fl (i)＝t GFl (i)+t Ll (i)＝λ l (i)·C(i)+t Ll (i)≥t Gminl
wherein t is GFl (i) The traffic phase green time allocated to the CPS l of the motorcade is the ith optimization period; t is t Ll (i) The traffic phase loss time of the CPS l of the periodic vehicle is optimized for the ith; lambda (lambda) l (i) The traffic phase green-signal ratio assigned to the CPS l of the fleet for the ith optimization period; t is t Gminl Minimum transit time required for a fleet CPS l;
in an optimization period, all vehicles CPS in the same vehicle team CPS correspond to the same traffic phase green time, and the traffic phase green time is equal to the traffic phase green time of the CPS of the vehicle team, and the following formula is adopted:
in an optimization period, the traffic phase time obtained by the CPS of the vehicle team is equal to the sum of the signal phase time of the CPS for obtaining the right of way, and the following formula is adopted:
wherein S is Pl Acquiring a signal phase set of a right of way for a vehicle team CPS l;
s703, determining an optimization target of the CPS of the intersection, wherein the method specifically comprises the following steps:
the minimum estimated delay per unit time of the intersection CPS is targeted in each optimization cycle as follows:
Z(i)＝min(t DI (i))
where Z (i) is the intersection CPS optimization objective for the ith optimization cycle.
Compared with the prior art, the application has the following advantages and beneficial effects:
(1) The application establishes an information physical system architecture oriented to intersection signal control, designs the structure and the composition function of an intersection CPS, and realizes the application of the information physical system in the optimization of an intersection signal timing scheme by utilizing the real-time interaction and feedback optimization characteristics of the information physical system.
(2) The application provides a single intersection signal timing scheme rolling optimization method, which can realize rolling optimization of the next signal period when each signal phase is finished, can improve the optimization efficiency of the single intersection signal timing scheme and can obtain a more ideal real-time control effect.
(3) The application considers the estimated delay of all the CPS of the vehicles in the CPS control range of the intersection at the end of the next optimization period, can ensure the integrity of the optimization scheme, also considers the influence of different optimization period durations of the CPS of the intersection on the estimated delay of the vehicles, and can ensure the rationality of the optimization scheme.
Drawings
FIG. 1 is a flow chart of a single intersection signal timing scheme rolling optimization method based on an information physical system according to an embodiment of the application;
FIG. 2 is a schematic diagram of an architecture of an intersection CPS according to an embodiment of the present application;
FIG. 3 is a schematic diagram of signal cycle duration relationship between an optimization cycle and an actual cycle according to an embodiment of the present application;
FIG. 4 is a schematic diagram of a calculation of estimated delays for a unit level vehicle CPS according to an embodiment of the present application;
FIG. 5 is a graph of the predicted delay trend of each optimization cycle of CPS at the intersection in accordance with an embodiment of the present application;
fig. 6 is a comparison of actual vehicle delays for each signal period duration in an embodiment of the present application.
Detailed Description
In order to enable those skilled in the art to better understand the present application, the following description will make clear and complete descriptions of the technical solutions according to the embodiments of the present application with reference to the accompanying drawings. It will be apparent that the described embodiments are only some, but not all, embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
Examples
Taking a certain cross signal intersection as an embodiment, knowing that each direction is two-way lanes, the lengths of four entrance road sections of east, west, south and north are 870, 820, 960 and 880m respectively, and the normal running speed is 45km/h; the directions of all inlets of the intersections adopt independent release phases, the execution sequence of the phases is east inlet, west inlet, south inlet and north inlet, the minimum green time of each signal phase is 10s, the phase loss time is 5s, and the optimization range of the signal period duration is [60,180] s. The traffic flow in each inlet direction is shown in table 1, the total running time is 4000s, wherein the preheating control is carried out in each inlet direction of the first 400s at the phase green time of 15s, and the signal timing scheme optimization is carried out in the last 3600s by using the method of the application.
| Inlet direction | East import | Western import | South import | North import |
| Straight flow rate | 265 | 316 | 326 | 259 |
| Left turn flow | 44 | 32 | 37 | 67 |
| Right turn flow | 11 | 12 | 17 | 14 |
| Total flow rate | 320 | 360 | 380 | 340 |
TABLE 1 traffic flow in each Inlet direction (vehicle/hour)
As shown in fig. 1, the embodiment provides a single intersection signal timing scheme rolling optimization method based on an information physical system, which includes the following steps:
and S1, determining the structure and the composition function of an intersection information Physical system (CPS).
According to the architecture of the CPS, an intersection CPS architecture of an embodiment is constructed, and as shown in FIG. 2, the intersection CPS is divided into a unit level CPS, a subsystem level CPS and a system level CPS from bottom to top. The unit level CPS comprises a vehicle CPS and a detector CPS, and is mainly responsible for uploading detected real-time state information, including basic state information and dynamic time-varying information, and receiving real-time control information of the subsystem level CPS. The subsystem level CPS comprises an import channel CPS, a motorcade CPS and a signal lamp CPS, and is mainly responsible for collecting and processing import road section information and signal timing parameters, uploading the import road section information to the system level CPS in real time by integrating real-time state information of the unit level CPS, and receiving the signal timing parameters issued by the system level CPS in real time so as to realize control of the running state of the unit level CPS. The system level CPS is an intersection CPS, and is mainly used for calculating the estimated delay of each vehicle in unit time of the intersection according to the received real-time state information, generating a signal timing scheme of the intersection and transmitting the signal timing parameters to the subsystem level CPS in real time.
And S2, setting control ranges of each inlet direction of the CPS at the intersection.
And calculating the control range of each inlet direction of the CPS at the intersection according to the road section length of each inlet direction and the passable distance of the CPS at the maximum signal period, wherein the control range is shown in the following formula (1).
L Cd ＝min(L d ,v Dd ·C max ) (1)
Wherein L is Cd Distance from control boundary to stop line for intersection inlet direction d; l (L) d The road section length in the inlet direction d of the intersection; v Dd The vehicle speed is designed for the road section in the inlet direction d of the intersection; c (C) max Is the maximum signal period duration.
Here, the control ranges of the four inlet directions of east, west, south and north are 870, 820, 960 and 880m respectively, namely the road section length of each inlet direction.
And step S3, calculating the ideal time when the CPS of the vehicle leaves the intersection.
When the vehicle CPS enters the control range, the ideal time when the vehicle CPS leaves the intersection is calculated according to the entering time of the vehicle CPS and the normal running speed of the road section, as shown in the following formula (2).
Wherein T is Ik An ideal moment for the vehicle CPS k to leave the intersection; t (T) 0k The moment when the CPS k of the vehicle enters the control range; l (L) 0k The length of the stop line from the intersection when the vehicle CPS k enters the control range; v k Is the normal running speed of the vehicle CPS k.
And S4, collecting real-time state information of the CPS of the vehicles, wherein the real-time state information mainly comprises the distance between each CPS of the vehicles and the stop line of the intersection in the control range, the CPS number of the vehicles in front queuing, the normal running speed and the saturated traffic of the lane where the CPS is located.
When the preheating time is over, namely the first optimizing period is started, taking the last CPS of each inlet of east, west, south and north as an example, the distance between the CPS of the detector and the stop line of the intersection is 870, 820, 960 and 880m respectively, the CPS number of the vehicles in front queuing is 13, 13 and 8 respectively, the normal running speed is 45km/h, and the saturation flow of the single lane where the CPS is located is 1800pcu/h.
And S5, judging the passing state of the CPS in the next optimization period.
When the current signal phase is finished, calculating the traffic state of the vehicle CPS in the next optimization period according to the distance between the vehicle CPS and the stop line of the intersection, the number of the vehicles CPS in front of the intersection, the normal running speed, the saturated traffic of the lane where the vehicle CPS is located and the traffic phase green light start-stop time of the next optimization period.
When the vehicle CPS k can clear the front queuing vehicle CPS at the traffic phase green light time of the ith optimization period and can reach the parking line before the traffic phase green light of the ith optimization period is finished, the vehicle CPS k can drive away from an intersection at the ith optimization period, and the traffic state variable quantity of the vehicle CPS k is 1; when the vehicle CPS k cannot clear the front queuing vehicle CPS at the traffic phase green light time of the ith optimization period or cannot reach the stop line before the traffic phase green light of the ith optimization period is finished, the vehicle CPS k cannot drive away from the intersection at the ith optimization period, and the traffic state variable thereof is 0. The specific judgment criteria are shown in the following formula (3).
Wherein S is k (i) A traffic state variable at the ith optimization cycle for the vehicle CPS k; n (N) QVk (i) Queuing a CPS number of vehicles for CPS k ahead of the start of the ith optimization period; q Sk The saturated flow rate of the lane where the vehicle CPS k is located; t is t GVk (i) Traffic phase green time at the ith optimization cycle for vehicle CPS k; t (T) 0 (i) The starting time of the ith optimization period is the i-th optimization period; l (L) k (i) The length of the stop line from the intersection at the beginning of the ith optimization cycle for the vehicle CPS k; t (T) GVk (i) And (5) starting the green light at the traffic phase of the ith optimization period for the vehicle CPS k.
According to the above criteria, the traffic situation of the CPS of the vehicles in each inlet direction in the first optimization period is counted as shown in the following Table 2.
| Inlet direction | East import | Western import | South import | North import |
| CPS number of vehicles capable of passing through | 8 | 9 | 10 | 8 |
| Can not be passed throughCPS number of vehicles | 6 | 5 | 4 | 1 |
| CPS total number of vehicles | 14 | 14 | 14 | 9 |
TABLE 2 CPS traffic statistics for vehicles in each entry direction for the first optimization period
And S6, calculating the estimated delay of the CPS vehicle in unit time at the intersection.
S601, calculating a predicted delay according to a CPS traffic state of a vehicle;
for the traffic state of the vehicle CPS k, the estimated delay at the end of the ith optimization cycle is calculated from the ideal time when the vehicle CPS k leaves the intersection, as shown in the following formula (4). Taking a western import vehicle CPS k as an example, analyzing the expected delay calculation process of the western import vehicle CPS k in various passing states as shown in fig. 4, wherein a sub-graph a) is a situation that the vehicle CPS is driven away after queuing; sub-graph b) is the situation where the vehicle CPS is driving away after not queuing; subgraph c) is a situation where the vehicle CPS queues no drive-off; sub-graph d) is the case where the vehicle CPS is not queued and not driving away.
Wherein t is DVk (i) A predicted delay at the end of the ith optimization period for the vehicle CPS k; c (i) is the signal period duration of the ith optimization period.
S602, calculating the estimated delay of all vehicles of the CPS of the vehicle team according to the estimated delay of the CPS of the vehicle;
vehicles CPS with the same import and the same flow direction form a vehicle team CPS, and the estimated delay of each vehicle of the vehicle team CPS is the average value of the estimated delays of the included vehicles CPS, as shown in the following formula (5).
Wherein t is DFl (i) The delay is predicted for the vehicles of the ith optimization cycle fleet CPS l; n (N) QFl (i) The total number of vehicles CPS of the periodic vehicle team I is optimized for the ith; s is S Vl A collection of vehicles CPS contained for fleet CPS.
S603, calculating the estimated train delay of the CPS of the intersection in unit time according to the estimated train delay of the CPS of the train;
the intersection CPS includes a plurality of fleet CPS, and the unit time vehicle estimated delay of the intersection CPS is a weighted average of the unit time estimated delays of the fleet CPS vehicles included in the unit time, as shown in the following formula (6).
Wherein t is DI (i) The unit time train prediction delay of CPS at the ith optimized cycle intersection; s is S F (i) The CPS set of fleet contained by the CPS of cycle intersection is optimized for the ith.
And S7, optimizing a signal timing scheme of the CPS at the intersection.
The intersection CPS performs real-time rolling optimization on the intersection signal timing scheme of the next signal period at the end of each signal phase.
S701, determining a signal lamp CPS signal period duration optimization range;
the signal period duration C (i) of each inlet direction signal lamp CPS at the intersection CPS is the same, and the value is the sum of all signal phase times contained in the ith optimization period, as shown in the following formula (7).
Wherein j is a signal phase number; m is the total number of signal phases; t is t Pj (i) Optimizing the time of the periodic signal phase j for the ith; t is t GPj (i) Optimizing the green time of the periodic signal phase j for the ith; t is t LPj (i) The lost time of the periodic signal phase j is optimized for the ith.
The excessively long or short signal period duration is unfavorable for the optimal control of the CPS at the intersection, and therefore, the signal period duration C (i) set for each optimal period should be not smaller than the minimum signal period duration C min And is not greater than the maximum signal period duration C max As shown in the following formula (8).
C min ≤C(i)≤C max (8)
As shown in FIG. 3, the successive m signal phases that have been performed will constitute an actual signal period duration C * I.e. the actual signal period duration of the signal lamp CPS, the signal period duration C of the nth actual period * (n) is equal to the sum of the signal phase times from the nth through the n+m-1 th executed, and should also be not less than the minimum signal period duration C min And is not greater than the maximum signal period duration C max As shown in the following formula (9).
In the method, in the process of the application,is the i-th executed signal phase time.
S702, determining CPS passing phase time of a motorcade;
to meet the basic requirements of traffic flow traffic, the ith optimization period is assigned to the traffic phase time t of the CPS l of the fleet Fl (i) The minimum pass time required for the system is equal to or longer than the minimum pass time, as shown in the following formula (10).
t Fl (i)＝t GFl (i)+t Ll (i)＝λ l (i)·C(i)+t Ll (i)≥t Gminl (10)
Wherein t is GFl (i) The traffic phase green time allocated to the CPS l of the motorcade is the ith optimization period; t is t Ll (i) The traffic phase loss time of the CPS l of the periodic vehicle is optimized for the ith; lambda (lambda) l (i) The traffic phase green-signal ratio assigned to the CPS l of the fleet for the ith optimization period; t is t Gminl The shortest transit time required for the fleet CPS.
In an optimization period, all vehicles CPS in the same vehicle team CPS correspond to the same traffic phase green time, and the traffic phase green time is equal to the traffic phase green time of the CPS of the vehicle team CPS, as shown in the following formula (11).
In an optimization cycle, the traffic phase time obtained by the fleet CPS is equal to the sum of the signal phase times for which it obtains the right of way, as shown in equation (12) below.
Wherein S is Pl A set of signal phases for which the right of way is obtained for the fleet CPS.
S703, determining an optimization target of the CPS of the intersection;
in order to minimize the total vehicle delay of the intersection CPS, the minimum predicted vehicle delay per unit time of the intersection CPS is targeted in each optimization cycle as shown in the following formula (13).
Z(i)＝min(t DI (i)) (13)
Where Z (i) is the intersection CPS optimization objective for the ith optimization cycle.
For example, the signal period duration of the 1 st optimization period is 84s, the traffic phase time of each entrance direction of east, west, south and north of the intersection is 19, 21, 23 and 21s respectively, and the estimated delay of the corresponding intersection CPS unit time vehicle is 0.24.
S8, judging whether to continue the rolling optimization according to the current running time, if not, turning to S4 to perform the next round of rolling optimization; and ending the rolling optimization if the set maximum running time is reached.
After continuous rolling optimization, the average signal period duration after optimization by the method is 82.4s, as shown in fig. 5, the average value of the estimated delay of each optimization period vehicle per unit time is 0.22, the estimated delay of the whole vehicle per unit time fluctuates around the average value, and the trend is stable.
To verify the superiority and rationality of the method optimization scheme of the application, timing signal timing scheme comparison is carried out by taking 70s, 80s, 90s, 100s, 110s, 120s, 130s, 140s, 150s, 160s, 170s and 180s as signal period duration respectively. The timing scheme of each timing signal sets the green signal ratio of each inlet direction according to the flow ratio, and the actual vehicle delay results of each scheme are calculated under the same running time as shown in fig. 6. As can be seen from FIG. 6, the actual vehicle delay of the optimization scheme of the method is 27.93s, which is superior to all other timing signal timing schemes, and a better optimization effect is obtained.
It is to be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the various steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, may be implemented using any one or combination of the following techniques, as is well known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.
The above examples are preferred embodiments of the present application, but the embodiments of the present application are not limited to the above examples, and any other changes, modifications, substitutions, combinations, and simplifications that do not depart from the spirit and principle of the present application should be made in the equivalent manner, and the embodiments are included in the protection scope of the present application.
Claims (5)
1. The single intersection signal timing scheme rolling optimization method based on the information physical system is characterized by comprising the following steps of:
determining the structure and the composition function of CPS at an intersection;
setting control ranges of each inlet direction of CPS at an intersection;
calculating the ideal moment when the CPS of the vehicle leaves the intersection;
collecting real-time state information of a CPS of a vehicle;
judging the traffic state of the CPS of the vehicle in the next optimization period according to the real-time state information of the CPS of the vehicle and the traffic phase green light start-stop time of the next optimization period, wherein the method specifically comprises the following steps:
when the vehicle CPS k can clear the front queuing vehicle CPS at the traffic phase green light time of the ith optimization period and can reach the parking line before the traffic phase green light of the ith optimization period is finished, the vehicle CPS k can drive away from an intersection at the ith optimization period, and the traffic state variable quantity of the vehicle CPS k is 1; when the vehicle CPS k cannot clear the front queuing vehicle CPS at the traffic phase green light time of the ith optimization period or cannot reach the stop line before the traffic phase green light of the ith optimization period is finished, the vehicle CPS k cannot drive away from the intersection at the ith optimization period, and the traffic state variable thereof is 0, wherein the traffic state variable is represented by the following formula:
wherein S is k (i) A traffic state variable at the ith optimization cycle for the vehicle CPS k; n (N) QVk (i) Queuing a CPS number of vehicles for CPS k ahead of the start of the ith optimization period; q Sk The saturated flow rate of the lane where the vehicle CPS k is located; t is t GVk (i) Traffic phase green time at the ith optimization cycle for vehicle CPS k; t (T) 0 (i) The starting time of the ith optimization period is the i-th optimization period; l (L) k (i) The length of the stop line from the intersection at the beginning of the ith optimization cycle for the vehicle CPS k; v k Is the normal running speed of the vehicle CPS k; t (T) GVk (i) The traffic phase green light on time of the ith optimization period for the vehicle CPS k;
according to the traffic state of the CPS of the vehicle in the next optimization period, calculating the estimated delay of the CPS of the intersection in unit time, wherein the specific steps are as follows:
s601, calculating a predicted delay according to a CPS traffic state of a vehicle, wherein the calculating method specifically comprises the following steps:
for the traffic state of the vehicle CPS k, according to the ideal moment when the vehicle CPS k leaves the intersection, calculating the estimated delay of the vehicle CPS k at the end of the ith optimization period, wherein the estimated delay is as follows:
wherein t is DVk (i) A predicted delay at the end of the ith optimization period for the vehicle CPS k; t (T) GVk (i) The traffic phase green light on time of the ith optimization period for the vehicle CPS k; n (N) QVk (i) Queuing a CPS number of vehicles for CPS k ahead of the start of the ith optimization period; q Sk The saturated flow rate of the lane where the vehicle CPS k is located; t (T) 0 (i) The starting time of the ith optimization period is the i-th optimization period; t (T) Ik An ideal moment for the vehicle CPS k to leave the intersection; s is S k (i) A traffic state variable at the ith optimization cycle for the vehicle CPS k; c (i) is the signal period duration of the ith optimization period;
s602, calculating the estimated delay of the train CPS according to the estimated delay of the train CPS, wherein the calculating method specifically comprises the following steps:
the vehicles CPS with the same import and the same flow direction form a vehicle team CPS, and the estimated delay of each vehicle of the vehicle team CPS is the average value of the estimated delays of the contained vehicles CPS, and the following formula is adopted:
wherein t is DFl (i) The delay is predicted for the vehicles of the ith optimization cycle fleet CPS l; n (N) QFl (i) Optimizing for ithThe total number of vehicles CPS of periodic fleet CPS l; s is S Vl A CPS set of vehicles contained for a fleet CPS;
s603, calculating the estimated train delay per unit time of the CPS at the intersection according to the estimated train delay of the CPS of the train, wherein the calculating method specifically comprises the following steps:
the intersection CPS comprises a plurality of vehicle fleet CPS, and the estimated delay of each vehicle in unit time of the intersection CPS is a weighted average of the estimated delays of the vehicle fleet CPS in unit time, and the weighted average is as follows:
wherein t is DI (i) The unit time train prediction delay of CPS at the ith optimized cycle intersection; s is S F (i) A CPS set of a motorcade contained in the CPS of the ith optimization period intersection;
the method comprises the following specific steps of:
s701, determining a signal lamp CPS signal period duration optimization range, wherein the method specifically comprises the following steps:
the signal period duration C (i) of each inlet direction signal lamp CPS at the intersection CPS is the same, and the value is the sum of all signal phase times contained in the ith optimization period, and the following formula is adopted:
wherein j is a signal phase number; m is the total number of signal phases; t is t Pj (i) Optimizing the time of the periodic signal phase j for the ith; t is t GPj (i) Optimizing the green time of the periodic signal phase j for the ith; t is t LPj (i) Optimizing the lost time of the periodic signal phase j for the ith;
at the signal period set for each optimization periodThe length C (i) is not less than the minimum signal period length C min And is not greater than the maximum signal period duration C max The following formula:
C min ≤C(i)≤C max
the successive m signal phases that have been performed form an actual signal period duration C * I.e. the actual signal period duration of the signal lamp CPS, the signal period duration C of the nth actual period * (n) is equal to the sum of the signal phase times from the nth to the n+m-1 th, and is not less than the minimum signal period duration C min And is not greater than the maximum signal period duration C max The following formula:
in the method, in the process of the application,for the i-th executed signal phase time;
s702, determining CPS passing phase time of a motorcade, wherein the method specifically comprises the following steps:
the i-th optimization cycle is assigned to the traffic phase time t of the fleet CPS l Fl (i) The shortest pass time required by the method is more than or equal to the following formula:
t Fl (i)＝t GFl (i)+t Ll (i)＝λ l (i)·C(i)+t Ll (i)≥t Gminl
wherein t is GFl (i) The traffic phase green time allocated to the CPS l of the motorcade is the ith optimization period; t is t Ll (i) The traffic phase loss time of the CPS l of the periodic vehicle is optimized for the ith; lambda (lambda) l (i) The traffic phase green-signal ratio assigned to the CPS l of the fleet for the ith optimization period; t is t Gminl Minimum transit time required for a fleet CPS l;
in an optimization period, all vehicles CPS in the same vehicle team CPS correspond to the same traffic phase green time, and the traffic phase green time is equal to the traffic phase green time of the CPS of the vehicle team, and the following formula is adopted:
in an optimization period, the traffic phase time obtained by the CPS of the vehicle team is equal to the sum of the signal phase time of the CPS for obtaining the right of way, and the following formula is adopted:
wherein S is Pl Acquiring a signal phase set of a right of way for a vehicle team CPS l;
s703, determining an optimization target of the CPS of the intersection, wherein the method specifically comprises the following steps:
the minimum estimated delay per unit time of the intersection CPS is targeted in each optimization cycle as follows:
Z(i)＝min(t DI (i))
wherein Z (i) is an intersection CPS optimization target of an ith optimization period;
judging whether to continue to perform rolling optimization according to the current running time, and if the set maximum running time is not reached, re-acquiring real-time state information of the CPS of the vehicle, and performing the next round of rolling optimization; and if the set maximum running time is reached, ending the rolling optimization.
2. The single intersection signal timing scheme rolling optimization method based on the information physical system according to claim 1, wherein the structure and the composition functions of the determined intersection CPS are specifically as follows:
dividing an intersection CPS into a unit level CPS, a subsystem level CPS and a system level CPS according to the system architecture of the CPS;
the unit level CPS comprises a vehicle CPS and a detector CPS, and is used for uploading detected real-time state information, including basic state information and dynamic time-varying information, and receiving real-time control information of the subsystem level CPS;
the subsystem level CPS comprises an import channel CPS, a motorcade CPS and a signal lamp CPS, and is used for collecting and processing import road section information and signal timing parameters, uploading the import road section information to the system level CPS in real time by integrating real-time state information of the unit level CPS, and receiving the signal timing parameters issued by the system level CPS in real time to realize control of the running state of the unit level CPS;
the system level CPS is used for calculating the estimated delay of each vehicle in unit time of the intersection according to the received real-time state information, generating a signal timing scheme of the intersection, and transmitting the signal timing parameters to the subsystem level CPS in real time.
3. The single intersection signal timing scheme rolling optimization method based on the information physical system according to claim 1, wherein the control range of each inlet direction of the intersection CPS is set, specifically:
according to the road section length of each inlet direction and the passable distance of the CPS of the vehicle in the maximum signal period, calculating the control range of each inlet direction of the CPS of the intersection, wherein the control range is represented by the following formula:
L Cd ＝min(L d ,v Dd ·C max )
wherein L is Cd Distance from control boundary to stop line for intersection inlet direction d; l (L) d The road section length in the inlet direction d of the intersection; v Dd The vehicle speed is designed for the road section in the inlet direction d of the intersection; c (C) max Is the maximum signal period duration.
4. The single intersection signal timing scheme rolling optimization method based on the information physical system according to claim 1, wherein the calculating method is specifically that:
when the vehicle CPS enters the control range, calculating the ideal time when the vehicle CPS leaves the intersection according to the entering time of the vehicle CPS and the normal running speed of the road section, wherein the ideal time is as follows:
wherein T is Ik An ideal moment for the vehicle CPS k to leave the intersection; t (T) 0k The moment when the CPS k of the vehicle enters the control range; l (L) 0k The length of the stop line from the intersection when the vehicle CPS k enters the control range; v k Is the normal running speed of the vehicle CPS k.
5. The method for optimizing rolling of single intersection signal timing scheme based on information physical system according to claim 1, wherein the real-time status information of the vehicles CPS includes the distance between each vehicle CPS and the intersection stop line in control range, the number of vehicles CPS in front queuing, the normal running speed and the saturation flow of the lane where the vehicles CPS are located.
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