1. A city bus priority coordination control method based on information prediction is characterized by comprising the following steps:

step 10) designing a bus-only right channel based on a variable lane, wherein the design comprises a setting method for designing the variable lane, a phase-variable vehicle control operation method, geometric parameters for controlling the variable lane and signal parameters for controlling the variable lane, and space priority of bus passing at an intersection is realized;

step 20) acquiring basic data, wherein the basic data comprises historical track data of vehicles on the road, traffic flow information entering the road, time of bus leaving a stop, the number or rate of passengers carried by the bus, the number or rate of the passengers carried by the bus, the phase duration of an intersection and geometric parameters of the road;

step 30) analyzing historical track data of the road vehicles according to the basic data obtained in the step 20), obtaining a lane change position for determining vehicle steering, and predicting a traffic flow diversion coefficient of the lane change; the method comprises the steps that an improved cellular transmission model is used for simulating a road traffic flow driving process, and the time of arrival of public buses and social vehicles at an intersection is obtained on the basis of the bus departure time;

step 40) carrying out coordinated control on signal optimization and the variable lane according to the design of the variable lane in the step 10) and the time of arrival of the public transport vehicle and the social vehicle at the intersection obtained in the step 30), and obtaining a second intersection per-person delay value and an intersection per-phase green-to-noise ratio which are coordinated and optimized; calculating a first intersection per capita delay value of the original phase original lane arrangement according to the time of the public transport vehicles and the social vehicles to reach the intersection obtained in the step 30); comparing the second per-person delay value with the first intersection per-person delay value to confirm output information;

and step 50) realizing intersection traffic flow control according to the output information of the step 40).

2. The urban public transport priority coordination control method based on information prediction according to claim 1, characterized in that the step 10) specifically comprises:

step 101) a method for setting a variable lane:

the channelized intersection is a cross-shaped plane intersection, an entrance way in the entrance direction is provided with 1 left-turn lane, 1 variable lane and 1 straight lane, and the variable lane is set as the adjacent lane of the left-turn lane without considering the influence of the right-turn lane;

the variable lane includes three zones arranged from far to near according to the distance from the intersection: a bus waiting area, a lane changing area and a variable area;

the two sides of the bus waiting area are dotted line sections, the bus waiting area only allows buses to enter, the buses with different phases can timely enter the bus waiting area, and other social vehicles cannot enter the bus waiting area;

dotted lines are arranged on two sides of the lane changing area, so that the straight-going and left-turning vehicles can change lanes to run on two lanes;

solid lines are arranged on two sides of the variable area, and the variable area is switched between straight running and left turning;

step 102) the variable lane control phase vehicle running method comprises the following steps:

east-west phase vehicle operation method: when the first phase is green light of east-west straight going, the vehicle is straight going, the variable lane is set as the straight going phase, when the east-west straight going bus arrives, the east-west straight going bus directly follows the traffic flow to pass through the intersection along the straight going lane, then the straight going bus can enter the variable area through lane changing to carry out double-entry lane driving, at the moment, the arriving left-turning bus arrives at the bus waiting area to queue for the pre-signal light to turn on the yellow light, namely, the early ending time of the pre-signal is waited; when the signal lamp is yellow in advance, the advance ending time of the advance signal is reached, the straight-going vehicle can not drive by means of the variable area, the advance signal is turned on in advance when the left-turning phase is up, the left-turning bus drives out of the bus waiting area and enters the variable area to queue for the turning-left phase to turn on the green lamp; the left-turn vehicles can directly follow the traffic flow to pass through the intersection along the left-turn lane when arriving, then the left-turn vehicles can also change the lane variable area to carry out double-entry lane driving, and the arriving direct buses arrive at the bus waiting area at the moment and wait for the pre-signal lamp to turn on the yellow lamp, namely the phase pre-signal is finished in advance; when the signal lamp is changed into yellow lamp, the advanced ending time of the pre-signal is reached, the left-turning vehicle can not change the lane and can drive by means of the variable area, the pre-signal is turned on in advance when the straight-going bus is in the straight-going phase, and the straight-going bus enters the variable area through the bus waiting area to queue for the turning on of the straight-going phase green lamp;

the running method of the vehicle in the south-north phase is the same as that of the vehicle in the east-west phase;

step 103) variable lane control geometric parameters:

length l of waiting area of bus₁The maximum queuing distance required by the bus and the length l of the lane-changeable area are met₂The lane change distance of a car and the length l of a variable zone₃The length of the canalization section is consistent with that of the intersection entrance way;

step 104) variable lane control signal parameters:

g_2i＝g_i-g_1iformula (2)

In the formula: l_2iThe switchable zone length for the ith inlet phase, in units: m; l_3iVariable zone length for the ith inlet phase, unit: m; v. of_bIs the average speed of the bus, unit: m/s; i is_sTo start up lost time, unit: s; g_iRepresents the ith inlet phase green time in units of: s; g_1iThe unit of the time for which the green light signal is turned on in advance is as follows: s; g_2iPre-signal duration green time, unit: and s.

3. The urban bus priority coordination control method based on information prediction according to claim 1, wherein in the step 30), predicting the intersection traffic flow diversion coefficient comprises the following steps:

step 3011) analyzing and fitting the relationship between the lane change position of the vehicle and the length and density of the road: fitting the relation between the lane changing position and the road length and density according to the driving historical track data of the road vehicle, wherein the relation is shown as formula (3):

in the formula: x is the number of_{Lane changing device}To determine the lane change position for vehicle steering, the unit: km; p is a radical of_RoadTo determine the density of the road section where the lane change position where the vehicle is turning, the unit: veh/km; l_RoadIs the link length, in units: km;

step 3012) predicting traffic flow diversion coefficients at the intersection: determining a corresponding lane changing position x according to the relationship between the lane changing position and the length and density of the road and the density of each simulation step length when the length of the road is known; the controller receives and processes traffic flow information of a signal at a lane changing position x in a simulation step length by setting a vehicle sensor to transmit signals of a road position where the vehicle sensor is located and a lane occupied position in the running process, and calculates the traffic flow of each lane as a traffic flow diversion coefficient when the traffic flow runs to a crossing.

4. The urban public transportation priority coordination control method based on information prediction according to claim 3, wherein in the step 30), acquiring the time when the public transportation vehicle and the social vehicle arrive at the intersection comprises:

step 3021) establishing an improved cellular transmission model of the road driving section:

according to the flow conservation theorem, the relationship between the internal density of the ordinary cells and the flow is shown in the formula (4):

k_a(t)＝[min(v·p_a-1(t),q_amax,w(p_jam-p_a(t)))]formula (4)

In the formula: k is a radical of_a(t) represents the integral traffic inflow of the cell a of the t simulation step length road section without the bus stop, and the unit is as follows: veh; v represents the free-flow vehicle speed of the overall flow, unit: km/h; p is a radical of_a-1(t) represents the overall traffic density of the t-th simulation step length road section cellular a-1, and the unit is: veh/km; q. q.s_amaxRepresents the maximum flow rate of the road section cell a, unit: veh/h; w represents a congestion wave generated when the traffic flow running density is greater than the optimum running densityBackward propagation velocity, unit: km/h; p is a radical of_jamRepresents the maximum jam density of the road section, unit: veh/km; p is a radical of_a(t) represents the overall traffic density of the t-th simulation step length road section cellular a, and the unit is as follows: veh/km;

due to the consideration of the process of bus stop, the relation between the internal density and the flow of the unit cells containing the bus stop is shown as the formula (5):

in the formula: k'_a(t) represents the integral traffic inflow of the cell a of the bus stop included in the t-th simulation step length road section, and the unit is as follows: veh; tl (t) represents the number of buses which do not leave the cell after the bus stops in the t simulation step length; delt represents the simulation step size, unit: h;

step 3022) acquiring the time when the vehicle reaches the intersection:

the predicted time tt of the bus from leaving the stop to the intersection is shown as formula (6):

in the formula: l₁"represents the distance from the bus stop to the output end containing the stop cells, unit: km; p is a radical of₁The unit of the cell density including the bus stop is as follows: veh/km; k is a radical of₁' represents the flow rate containing the cells of the bus stop, unit: veh/h; l ″)_aThe length and unit of other cells except the cells of the stop station are shown between the stop station and the intersection of the bus in the road: km; p is a radical of_aThe density and unit of other cells except the cells of the stop station are shown between the stop station and the intersection of the bus in the road: veh/km; k is a radical of_aThe method comprises the following steps of (1) representing that in a road, the flow and the unit of other cells including cells of a bus stop are measured from the bus stop to a crossing: veh/h; mm is a dividing element between a bus stop and a crossing in a roadThe number of cells;

the predicted time tt' of the social vehicle from the entering road to the intersection is shown as the formula (7):

in the formula: ls₁"indicates the length of the stop cell included in the road, unit: km; ls_aa"indicates the length of each cell in the road except the cell including the stop, unit: km; p is a radical of_aa' represents the density of each cell in the road except for the cells including the stop, unit: veh/km; k is a radical of_aa' represents the flow rate of each cell except for the cells including the stop in the road, unit: veh/h; mn is the number of road dividing cells;

step 3023) establishing an improved cellular transmission model of the intersection entrance road:

the relationship between inlet channel cell density and flow is shown in formula (8):

in the formula: k is a radical of_H(t) represents the traffic inflow of the tth simulation step size unit cell H, unit: veh; p is a radical of_H(t) represents the density of the t-th simulation step size cell H, unit: veh/km; p is a radical of_E(t) represents the density of the t-th simulated step size cell E, unit: veh/km; p is a radical of_G(t) represents the density of the t-th simulated step size cell G, unit: veh/km; epsilon_E(t) represents the shunting coefficient of the vehicle flowing to the cell E of the cell H in the t simulation step length; epsilon_G(t) represents the shunting coefficient of the vehicle flowing to the cell G of the cell H in the t simulation step length;

the step 3012) obtains a step shunting coefficient of the lane change position, because the lane change position is distant from the intersection entrance lane, the step where the lane change position is located is different from the step where the vehicle travels to the intersection, the time for the vehicle to travel from the lane change position to the intersection is calculated according to the formula (9), the corresponding step where the vehicle travels to the intersection can be obtained by the sum of the time step of the lane change position and the travel time, and the intersection shunting coefficient of the step is updated:

in the formula: lus_aaa"represents the length of each cell between the road change position and the intersection, unit: km; p is a radical of_aaa"represents the density of each cell between the lane change position to the intersection in the road, unit: veh/km; k is a radical of_aaa"represents the flow rate of each cell between the lane change position to the intersection in the road, unit: veh/h; mnb is the number of cells between the lane change location and the intersection.

5. The city bus priority coordination control method based on information prediction as claimed in claim 4, wherein in step 3021), tl (t) is obtained according to the following steps:

according to the time t when the bus automatically enters the bus stop₁The length l of the docking station, the distance from the docking station including the distance l of the cell end of the docking station_PowderAnd if the bus runs at the free flow speed v in the cell, the bus runs out of the cell for time t if the bus does not stop at the bus stop₂＝t₁+(l+l_Powder)/v；

Time t of departure from a stop₃The vehicle predicts the time t of leaving the unit cell by stopping at the bus station₄＝t₃+l_Powder/v；

Comparing t corresponding to each public transport vehicle₂And t₄If t is₂And t₄And if the current bus is in different step lengths, extracting the bus as the bus which does not leave the cellular after stopping at the stop, and performing cumulative statistics to obtain the number of the buses which do not leave the cellular after stopping at the stop in the t simulation step length.

6. The city bus priority coordination control method based on information prediction as claimed in claim 1, wherein the step 40) comprises the following steps:

step 401) performing signal optimization control, specifically including establishing a target function with minimum delay per capita and setting constraint conditions;

establishing a target function with minimum delay per capita: obtaining the intersection phase number m, the bus passenger carrying rate alpha and the social vehicle passenger carrying rate beta according to the step 20), and obtaining the arrival rate of the bus flow and the arrival rate of the social vehicle according to the step 30), wherein the second intersection per-person delay value is shown as the formula (10):

in the formula: and PI represents the per-capita delay value of a second intersection of the intersection in the intersection signal period, and the unit is: s; d_{All people}The method comprises the following steps of (1) representing that all participants riding vehicles at the intersection delay in a period, unit: s;the vehicle delay of the social vehicle representing the ith import phase in the cycle is as follows: s;the delay of the bus of the ith import phase in the period is expressed as unit: s; alpha represents the average passenger carrying rate of the social vehicles in the period; beta represents the average passenger carrying rate of the buses in the period; q. q.s_siVehicle arrival rate of social vehicles representing the ith import phase in the cycle, in units of: veh/h; q. q.s_biThe vehicle arrival rate of the bus expressing the ith import phase in the cycle is as follows: veh/h;

setting the constraint queuing length:

according to N₀+N_S(t)-N_C(t)＝p_jamLz, obtaining an equivalent queuing length model formed by parking waiting at the intersection as shown in the formula (11):

in the formula: l is_DL(t)' represents the equivalent queuing length for the vehicle to stop waiting at that phase of the intersection in units of: km, N₀The number of vehicles traveling in the upstream and downstream sections at the initial time is expressed in units of: veh; n is a radical of_S(t) represents the cumulative number of vehicles passing through the upstream cross-section from the initial time to time t in units of: veh; n is a radical of_C(t) represents the cumulative number of vehicles passing through the downstream cross section from the initial time to time t in units of: veh; lz represents the distance between the upstream and downstream sections in units: km; p is a radical of_jamRepresents the maximum jam density of the road section, unit: veh/km;

calculating the queuing length of a plurality of cells divided according to an improved cell transmission model, calculating the equivalent queuing length in each cell according to a formula (11), wherein the equivalent queuing length of a phase intersection is the sum of the equivalent queuing lengths in the cells, and analogizing in the upstream direction;

in the queue length L_DL(t)' the minimum value is 0, and the maximum value is the sum of the distance from the intersection phase stop line to the upstream bus stop and the length of the bus waiting area, and the sum is used as a constraint condition for optimization;

setting a constraint condition split ratio: the green light time corresponding to each phase needs to be constrained by taking the time required by the pedestrian to pass through the intersection as the minimum value and taking the signal cycle time as the maximum value;

step 402) controlling a variable lane, comprising the following steps 4021) to 4025):

step 4021) acquiring the arrival rates of the public buses and the social vehicles in the signal period according to the arrival time of the public buses and the social vehicles at the intersection acquired in the step 30);

step 4022) judging that the lane-changeable state is straight or left-turning at the moment according to the state of the vehicle driving away from the intersection at the output end of the front entrance lane;

step 4023) if the phase green light end of the intersection signal controller is changed into the red light in advance, judging that the arriving public transport vehicles are the same-phase public transport or different-phase public transport at the moment; if the phase is consistent with the lane direction of the front variable area, the bus drives to the lane with the corresponding phase for parking and waiting, after the green light of the different-phase pre-signal is turned on, the bus with the different phase drives away from the bus waiting area, and the bus can drive into the bus waiting area in a lane changing mode for parking and waiting for the arrival of the phase; if the phase position is different from the direction of the front lane, the bus arrives at the bus waiting area to stop and wait for the phase position to arrive; the public transport vehicles arrive at the waiting area and drive-off intersections, and the social transport vehicles drive off the intersections, as described in step 102);

step 4024) establishing a variable lane model: the relation between the delay of all vehicles and the green time of the phase position is based on the driving curve of the vehicle in the phase position at the intersection as follows:

the time relation between the second vehicle delay and the phase green light of the public transport vehicle is shown as the formula (12) and the formula (13):

if it is notThen

On the contrary, the method can be used for carrying out the following steps,

the social vehicle second vehicle delay and phase green light time relationship is shown in formula (14), formula (15), formula (16), formula (17) and formula (18):

if it is not

If it is not

If it is not

If it is not

On the contrary, the method can be used for carrying out the following steps,

in the formula: c is the intersection cycle duration, unit: s; g_iThe unit is the green light time of the ith inlet phase in the period: s; g_1iThe method is characterized in that the turn-on time of a lane-changing green light of the ith inlet phase in the cycle is as follows: s; s_biThe departure rate of the bus in the ith entrance phase green light in the period is as follows: veh/h; q. q.s_biThe unit is the arrival rate of the ith import phase bus in the cycle: veh/h;and a second vehicle average delay value of the ith inlet phase public transport vehicle in the period is represented as the unit: s;a second vehicle-to-vehicle delay value representing the i-th import phase social vehicle in the cycle, in units: s; q. q.s_siThe social vehicle arrival rate of the ith import phase in the cycle is as follows: veh/h; s_siThe social vehicle leaving rate of a left-turn lane before lane change at the ith entrance phase green light in a cycle is as follows: veh/h; s_si' is the social vehicle leaving rate in the whole left-turning direction after lane change at the ith entrance phase green light in the period, and the unit is as follows: veh/h; h is_biThe number of vehicles corresponding to the cycle starting end of the ith phase public transport vehicle arrival curve in the cycle is as follows: veh; h is_sbiThe number of vehicles corresponding to the period starting end of the i-th import phase bus departure curve in the period is as follows: veh; h is_siThe number of vehicles corresponding to the starting end of the cycle when the social vehicles at the ith entry phase in the cycle reach the curve is as follows: veh; h is_ssiThe number of the social vehicles leaving the curve of the left-turn lane before the green light time change of the ith entrance phase in the cycle at the starting end of the cycle is as follows, the unit: veh; h is_sssiThe number of the social vehicles in the whole left-turning direction leaving the curve corresponding to the starting end of the period after the lane change of the ith entrance phase green light in the period is as follows, the unit is: veh; h is_ssssiWhen the signal yellow light is pre-signaled for the ith entrance phase in a cycle, the number of vehicles, the unit, corresponding to the starting end of the cycle, of a social vehicle leaving a left-turn lane from a curve is as follows: veh;

step 4025) establishing a variable lane model according to the step 4024), and calculating the per-person delay value of the second intersection according to a formula (10);

step 403), calculating the per-person delay value of the first intersection of the original phase original lane distribution:

the average delay value of people at the second intersection is shown as formula (19):

in the formula: PI (proportional integral)_{Original source}And (3) indicating the per-capita delay value of a second intersection of the intersection in the intersection signal period, unit: s; d_{All the people}Within the presentation periodThe crossroad is delayed by the participators who take vehicles, unit: s;the vehicle delay of the social vehicle representing the ith import phase in the cycle is as follows: s;the delay of the bus of the ith import phase in the period is expressed as unit: s;

the time relation between the first vehicle average delay value and the phase green light is as shown in the formula (20) and the formula (21):

if it is not

Then

On the contrary, the method can be used for carrying out the following steps,

the relation between the first vehicle average delay value of the social vehicle and the phase green light time is as shown in the formula (22) and the formula (23):

if it is not

On the contrary, the method can be used for carrying out the following steps,

in the formula: c is the intersection cycle duration, unit: s; g'_iThe green time of the ith inlet phase in the lower cycle of the original lane at the original phase is as follows: s;the unit of vehicle delay of the i-th import phase social vehicle in the lower cycle of the original phase original lane is as follows: s;the unit of the delay of the bus of the ith import phase in the lower period of the original phase lane is shown as follows: s; q. q.s_biThe unit is the arrival rate of the ith import phase bus in the cycle: veh/h; s ″)_biThe departure rate of the bus in the ith entrance phase green light in the lower period of the original phase original lane is as follows: veh/h; q. q.s_siThe social vehicle arrival rate of the ith import phase in the cycle is as follows: veh/h; s ″)_siThe social vehicle departure rate is the social vehicle departure rate at the ith entrance phase green light in the lower period of the original phase original lane, and the unit is as follows: veh/h; h is_biThe number of vehicles corresponding to the cycle starting end of the ith phase public transport vehicle arrival curve in the cycle is as follows: veh; h is_sbiWhen the phase of the ith inlet phase of the green light in the lower period of the original phase original lane is' the number of the buses leaving the curve corresponding to the starting end of the period, unit: veh; h is_siThe number of vehicles corresponding to the starting end of the cycle when the social vehicles at the ith entry phase in the cycle reach the curve is as follows: veh; h'_ssiThe number of the social vehicles leaving the curve at the corresponding start end of the cycle when the ith inlet phase green light in the lower cycle of the original phase original lane is as follows, unit: veh;

substituting the delay of all buses and the delay of all social vehicles distributed on the original phase original lane into a formula (19) to calculate the delay value of all people at the first intersection;

step 404), judging and outputting: if the per-person delay value of the second intersection is smaller than that of the first intersection, outputting the green signal ratio of each phase of the intersection under the variable lane scheme and the coordinated optimization control; if the per-person delay value at the second intersection is greater than the per-person delay value at the first intersection, the original phase is adopted, and the variable lane is only used as a bus special entrance lane to ensure that the bus space is prioritized and output.

Background

With the rapid development of economy in China, motorized travel has become a common choice for people in all societies to pursue convenient and rapid life. But with the attendant serious environmental pollution. The experience of foreign related traffic construction development shows that the pollution problem of urban motor vehicles can be effectively solved by preferentially developing public traffic. However, the problems of slow running speed, serious train crossing phenomenon, low punctuality rate of buses arriving at a stop, long waiting time of passengers and the like of the existing urban buses are urgently solved, the difference of traffic flow of each road in each city is large, and how to establish a corresponding bus priority optimization mechanism according to different traffic environments on the basis of the existing optimization technology has important value and significance for realizing the common application of bus priority, improving the dependence degree of residents on the buses, reducing per capita delay and the like.

According to the finding of relevant documents, the prior research on the bus information prediction aspect about the bus priority is less, the past traffic flow data is mostly adopted for the prediction of the time of the bus arriving at the intersection for fitting prediction, the turning ratio of the traffic flow at the intersection is mostly determined and fixed according to the historical data characteristics, and certain deviation exists in the past data for fitting prediction according to the randomness and the time-varying characteristics of the traffic flow; in the aspect of priority of public transportation space, a special lane and an entrance lane are adopted or an intermittent special lane and an entrance lane are arranged, and according to the running characteristics of traffic flow, although lanes can be set to be intermittent, the bus can be ensured to pass preferentially compared with social vehicles, the delay of the social vehicles is reduced to a certain extent, but certain influence still exists on the delay of the social vehicles passing through the intersection in the phase; for the aspect of bus time priority, strategies such as red light early-off and green light time delay are mostly adopted, and less combined research for realizing time priority based on certain space priority is provided.

Disclosure of Invention

The technical problem is as follows: the invention provides an urban public transport priority coordination control method based on information prediction, which ensures the time-space double priority of the public transport vehicles passing through an intersection and can realize the synchronous reduction of the per-capita delay and the per-vehicle delay of the intersection.

The technical scheme is as follows: the purpose of the invention is realized by the following technical scheme:

a city bus priority coordination control method based on information prediction comprises the following steps:

step 10) designing a bus-only right channel based on a variable lane, wherein the design comprises a setting method for designing the variable lane, a phase-variable vehicle control operation method, geometric parameters for controlling the variable lane and signal parameters for controlling the variable lane, and space priority of bus passing at an intersection is realized;

step 20) acquiring basic data, wherein the basic data comprises historical track data of vehicles on the road, traffic flow information entering the road, time of bus leaving a stop, the number or rate of passengers carried by the bus, the number or rate of the passengers carried by the bus, the phase duration of an intersection and geometric parameters of the road;

step 30) analyzing historical track data of the road vehicles according to the basic data obtained in the step 20), obtaining a lane change position for determining vehicle steering, and predicting a traffic flow diversion coefficient of the lane change; the method comprises the steps that an improved cellular transmission model is used for simulating a road traffic flow driving process, and the time of arrival of public buses and social vehicles at an intersection is obtained on the basis of the bus departure time;

step 40) carrying out coordinated control on signal optimization and the variable lane according to the design of the variable lane in the step 10) and the time of arrival of the public transport vehicle and the social vehicle at the intersection obtained in the step 30), and obtaining a second intersection per-person delay value and an intersection per-phase green-to-noise ratio which are coordinated and optimized; calculating a first intersection per capita delay value of the original phase original lane arrangement according to the time of the public transport vehicles and the social vehicles to reach the intersection obtained in the step 30); comparing the second per-person delay value with the first intersection per-person delay value to confirm output information;

and step 50) realizing intersection traffic flow control according to the output information of the step 40).

Preferably, the step 10) specifically includes: step 101) a method for setting a variable lane: the channelized intersection is a cross-shaped plane intersection, an entrance way in the entrance direction is provided with 1 left-turn lane, 1 variable lane and 1 straight lane, and the variable lane is set as the adjacent lane of the left-turn lane without considering the influence of the right-turn lane;

the variable lane includes three zones arranged from far to near according to the distance from the intersection: a bus waiting area, a lane changing area and a variable area;

the two sides of the bus waiting area are dotted line sections, the bus waiting area only allows buses to enter, the buses with different phases can timely enter the bus waiting area, and other social vehicles cannot enter the bus waiting area;

dotted lines are arranged on two sides of the lane changing area, so that the straight-going and left-turning vehicles can change lanes to run on two lanes;

solid lines are arranged on two sides of the variable area, and the variable area is switched between straight running and left turning;

step 102) the variable lane control phase vehicle running method comprises the following steps:

east-west phase vehicle operation method: when the first phase is green light of east-west straight going, the vehicle is straight going, the variable lane is set as the straight going phase, when the east-west straight going bus arrives, the east-west straight going bus directly follows the traffic flow to pass through the intersection along the straight going lane, then the straight going bus can enter the variable area through lane changing to carry out double-entry lane driving, at the moment, the arriving left-turning bus arrives at the bus waiting area to queue for the pre-signal light to turn on the yellow light, namely, the early ending time of the pre-signal is waited; when the signal lamp is yellow in advance, the advance ending time of the advance signal is reached, the straight-going vehicle can not drive by means of the variable area, the advance signal is turned on in advance when the left-turning phase is up, the left-turning bus drives out of the bus waiting area and enters the variable area to queue for the turning-left phase to turn on the green lamp; the left-turn vehicles can directly follow the traffic flow to pass through the intersection along the left-turn lane when arriving, then the left-turn vehicles can also change the lane variable area to carry out double-entry lane driving, and the arriving direct buses arrive at the bus waiting area at the moment and wait for the pre-signal lamp to turn on the yellow lamp, namely the phase pre-signal is finished in advance; when the signal lamp is changed into yellow lamp, the advanced ending time of the pre-signal is reached, the left-turning vehicle can not change the lane and can drive by means of the variable area, the pre-signal is turned on in advance when the straight-going bus is in the straight-going phase, and the straight-going bus enters the variable area through the bus waiting area to queue for the turning on of the straight-going phase green lamp;

the running method of the vehicle in the south-north phase is the same as that of the vehicle in the east-west phase;

step 103) variable lane control geometric parameters:

length l of waiting area of bus₁The maximum queuing distance required by the bus and the length l of the lane-changeable area are met₂The lane change distance of a car and the length l of a variable zone₃The length of the canalization section is consistent with that of the intersection entrance way;

step 104) variable lane control signal parameters:

g_2i＝g_i-g_1iformula (2)

In the formula: l_2iThe switchable zone length for the ith inlet phase, in units: m; l_3iVariable zone length for the ith inlet phase, unit: m; v. of_bIs the average speed of the bus, unit: m/s; i is_sTo start up lost time, unit: s; g_iRepresents the ith inlet phase green time in units of: s; g_1iThe unit of the time for which the green light signal is turned on in advance is as follows: s; g_2iPre-signal duration green time, unit: and s.

Preferably, in the step 30), predicting the intersection traffic flow splitting coefficient includes the following steps:

step 3011) analyzing and fitting the relationship between the lane change position of the vehicle and the length and density of the road: fitting the relation between the lane changing position and the road length and density according to the driving historical track data of the road vehicle, wherein the relation is shown as formula (3):

in the formula: x is the number of_{Lane changing device}To determine the lane change position for vehicle steering, the unit: km; p is a radical of_RoadTo determine the density of the road section where the lane change position where the vehicle is turning, the unit: veh/km; l_RoadIs the link length, in units: km;

step 3012) predicting traffic flow diversion coefficients at the intersection: determining a corresponding lane changing position x according to the relationship between the lane changing position and the length and density of the road and the density of each simulation step length when the length of the road is known; the controller receives and processes traffic flow information of a signal at a lane changing position x in a simulation step length by setting a vehicle sensor to transmit signals of a road position where the vehicle sensor is located and a lane occupied position in the running process, and calculates the traffic flow of each lane as a traffic flow diversion coefficient when the traffic flow runs to a crossing.

Preferably, in the step 30), acquiring the time when the public transport vehicle and the social transport vehicle arrive at the intersection includes:

step 3021) establishing an improved cellular transmission model of the road driving section:

according to the flow conservation theorem, the relationship between the internal density of the ordinary cells and the flow is shown in the formula (4):

k_a(t)＝[min(v·p_a-1(t),q_amax,w(p_jam-p_a(t)))]formula (4)

In the formula: k is a radical of_a(t) represents the integral traffic inflow of the cell a of the t simulation step length road section without the bus stop, and the unit is as follows: veh; v represents the free-flow vehicle speed of the overall flow, unit: km/h; p is a radical of_a-1(t) represents the overall traffic density of the t-th simulation step length road section cellular a-1, and the unit is: veh/km；q_amaxRepresents the maximum flow rate of the road section cell a, unit: veh/h; w represents a backward propagation speed of a congestion wave generated when the traffic flow traveling density is greater than the optimum traveling density, and the unit is: km/h; p is a radical of_jamRepresents the maximum jam density of the road section, unit: veh/km; p is a radical of_a(t) represents the overall traffic density of the t-th simulation step length road section cellular a, and the unit is as follows: veh/km;

due to the consideration of the process of bus stop, the relation between the internal density and the flow of the unit cells containing the bus stop is shown as the formula (5):

in the formula: k'_a(t) represents the integral traffic inflow of the cell a of the bus stop included in the t-th simulation step length road section, and the unit is as follows: veh; tl (t) represents the number of buses which do not leave the cell after the bus stops in the t simulation step length; delt represents the simulation step size, unit: h;

step 3022) acquiring the time when the vehicle reaches the intersection:

the predicted time tt of the bus from leaving the stop to the intersection is shown as formula (6):

in the formula: l ″)₁The distance, unit, from the bus stop to the output end containing the stop cells is represented as follows: km; p is a radical of₁The unit of the cell density including the bus stop is as follows: veh/km; k is a radical of₁' represents the flow rate containing the cells of the bus stop, unit: veh/h; l ″)_aThe length and unit of other cells except the cells of the stop station are shown between the stop station and the intersection of the bus in the road: km; p is a radical of_aThe density and unit of other cells except the cells of the stop station are shown between the stop station and the intersection of the bus in the road: veh/km; k is a radical of_aMeans from bus stop to intersection in road, except forThe flow of other cells of the bus stop station, unit: veh/h; the mm is the number of divided cells between the bus stop and the intersection in the road;

the predicted time tt' of the social vehicle from the entering road to the intersection is shown as the formula (7):

in the formula: ls₁Length of a cell of a stop included in a road, unit: km; ls_aa"indicates the length of each cell in the road except the cell including the stop, unit: km; p is a radical of_aa' represents the density of each cell in the road except for the cells including the stop, unit: veh/km; k is a radical of_aa' represents the flow rate of each cell except for the cells including the stop in the road, unit: veh/h; mn is the number of road dividing cells;

step 3023) establishing an improved cellular transmission model of the intersection entrance road:

the relationship between inlet channel cell density and flow is shown in formula (8):

in the formula: k is a radical of_H(t) represents the traffic inflow of the tth simulation step size unit cell H, unit: veh; p is a radical of_H(t) represents the density of the t-th simulation step size cell H, unit: veh/km; p is a radical of_E(t) represents the density of the t-th simulated step size cell E, unit: veh/km; p is a radical of_G(t) represents the density of the t-th simulated step size cell G, unit: veh/km; epsilon_E(t) represents the shunting coefficient of the vehicle flowing to the cell E of the cell H in the t simulation step length; epsilon_G(t) represents the shunting coefficient of the vehicle flowing to the cell G of the cell H in the t simulation step length;

the step 3012) obtains a step shunting coefficient of the lane change position, because the lane change position is distant from the intersection entrance lane, the step where the lane change position is located is different from the step where the vehicle travels to the intersection, the time for the vehicle to travel from the lane change position to the intersection is calculated according to the formula (9), the corresponding step where the vehicle travels to the intersection can be obtained by the sum of the time step of the lane change position and the travel time, and the intersection shunting coefficient of the step is updated:

in the formula: lus_aaa"represents the length of each cell between the road change position and the intersection, unit: km; p is a radical of_aaa"represents the density of each cell between the lane change position to the intersection in the road, unit: veh/km; k is a radical of_aaa"represents the flow rate of each cell between the lane change position to the intersection in the road, unit: veh/h; mnb is the number of cells between the lane change location and the intersection.

Preferably, in step 3021), tl (t) is obtained according to the following steps:

according to the time t when the bus automatically enters the bus stop₁The length l of the docking station, the distance from the docking station including the distance l of the cell end of the docking station_PowderAnd if the bus runs at the free flow speed v in the cell, the bus runs out of the cell for time t if the bus does not stop at the bus stop₂＝t₁+(l+l_Powder)/v；

Time t of departure from a stop₃The vehicle predicts the time t of leaving the unit cell by stopping at the bus station₄＝t₃+l_Powder/v；

Comparing t corresponding to each public transport vehicle₂And t₄If t is₂And t₄And if the current bus is in different step lengths, extracting the bus as the bus which does not leave the cellular after stopping at the stop, and performing cumulative statistics to obtain the number of the buses which do not leave the cellular after stopping at the stop in the t simulation step length.

Preferably, the step 40) comprises the steps of:

step 401) performing signal optimization control, specifically including establishing a target function with minimum delay per capita and setting constraint conditions;

establishing a target function with minimum delay per capita: obtaining the intersection phase number m, the bus passenger carrying rate alpha and the social vehicle passenger carrying rate beta according to the step 20), and obtaining the arrival rate of the bus flow and the arrival rate of the social vehicle according to the step 30), wherein the second intersection per-person delay value is shown as the formula (10):

in the formula: and PI represents the per-capita delay value of a second intersection of the intersection in the intersection signal period, and the unit is: s; d_{All people}The method comprises the following steps of (1) representing that all participants riding vehicles at the intersection delay in a period, unit: s;the vehicle delay of the social vehicle representing the ith import phase in the cycle is as follows: s;the delay of the bus of the ith import phase in the period is expressed as unit: s; alpha represents the average passenger carrying rate of the social vehicles in the period; beta represents the average passenger carrying rate of the buses in the period; q. q.s_siVehicle arrival rate of social vehicles representing the ith import phase in the cycle, in units of: veh/h; q. q.s_biThe vehicle arrival rate of the bus expressing the ith import phase in the cycle is as follows: veh/h;

setting the constraint queuing length:

according to N₀+N_S(t)-N_C(t)＝p_jamLz, obtaining an equivalent queuing length model formed by parking waiting at the intersection as shown in the formula (11):

in the formula: l is_DL(t)' represents the equivalent queuing length for the vehicle to stop waiting at that phase of the intersection in units of: km, N₀Indicating that the vehicle is driving up and down at the initial timeNumber of vehicles in the travel section, unit: veh; n is a radical of_S(t) represents the cumulative number of vehicles passing through the upstream cross-section from the initial time to time t in units of: veh; n is a radical of_C(t) represents the cumulative number of vehicles passing through the downstream cross section from the initial time to time t in units of: veh; lz represents the distance between the upstream and downstream sections in units: km; p is a radical of_jamRepresents the maximum jam density of the road section, unit: veh/km;

calculating the queuing length of a plurality of cells divided according to an improved cell transmission model, calculating the equivalent queuing length in each cell according to a formula (11), wherein the equivalent queuing length of a phase intersection is the sum of the equivalent queuing lengths in the cells, and analogizing in the upstream direction;

in the queue length L_DL(t)' the minimum value is 0, and the maximum value is the sum of the distance from the intersection phase stop line to the upstream bus stop and the length of the bus waiting area, and the sum is used as a constraint condition for optimization;

setting a constraint condition split ratio: the green light time corresponding to each phase needs to be constrained by taking the time required by the pedestrian to pass through the intersection as the minimum value and taking the signal cycle time as the maximum value;

step 402) controlling a variable lane, comprising the following steps 4021) to 4025):

step 4021) acquiring the arrival rates of the public buses and the social vehicles in the signal period according to the arrival time of the public buses and the social vehicles at the intersection acquired in the step 30);

step 4022) judging that the lane-changeable state is straight or left-turning at the moment according to the state of the vehicle driving away from the intersection at the output end of the front entrance lane;

step 4023) if the phase green light end of the intersection signal controller is changed into the red light in advance, judging that the arriving public transport vehicles are the same-phase public transport or different-phase public transport at the moment; if the phase is consistent with the lane direction of the front variable area, the bus drives to the lane with the corresponding phase for parking and waiting, after the green light of the different-phase pre-signal is turned on, the bus with the different phase drives away from the bus waiting area, and the bus can drive into the bus waiting area in a lane changing mode for parking and waiting for the arrival of the phase; if the phase position is different from the direction of the front lane, the bus arrives at the bus waiting area to stop and wait for the phase position to arrive; the public transport vehicles arrive at the waiting area and drive-off intersections, and the social transport vehicles drive off the intersections, as described in step 102);

step 4024) establishing a variable lane model: the relation between the delay of all vehicles and the green time of the phase position is based on the driving curve of the vehicle in the phase position at the intersection as follows:

the time relation between the second vehicle delay and the phase green light of the public transport vehicle is shown as the formula (12) and the formula (13):

if it is notThen

On the contrary, the method can be used for carrying out the following steps,

the social vehicle second vehicle delay and phase green light time relationship is shown in formula (14), formula (15), formula (16), formula (17) and formula (18):

if it is not

If it is not

If it is not

If it is not

On the contrary, the method can be used for carrying out the following steps,

in the formula: c is the intersection cycle duration, unit: s; g_iThe unit is the green light time of the ith inlet phase in the period: s; g_1iThe method is characterized in that the turn-on time of a lane-changing green light of the ith inlet phase in the cycle is as follows: s; s_biThe departure rate of the bus in the ith entrance phase green light in the period is as follows: veh/h; q. q.s_biThe unit is the arrival rate of the ith import phase bus in the cycle: veh/h;and a second vehicle average delay value of the ith inlet phase public transport vehicle in the period is represented as the unit: s;a second vehicle-to-vehicle delay value representing the i-th import phase social vehicle in the cycle, in units: s; q. q.s_siThe social vehicle arrival rate of the ith import phase in the cycle is as follows: veh/h; s_siThe social vehicle leaving rate of a left-turn lane before lane change at the ith entrance phase green light in a cycle is as follows: veh/h; s_si' is the social vehicle leaving rate in the whole left-turn direction after lane change at the i-th entrance phase green light in the period：veh/h；h_biThe number of vehicles corresponding to the cycle starting end of the ith phase public transport vehicle arrival curve in the cycle is as follows: veh; h is_sbiThe number of vehicles corresponding to the period starting end of the i-th import phase bus departure curve in the period is as follows: veh; h is_siThe number of vehicles corresponding to the starting end of the cycle when the social vehicles at the ith entry phase in the cycle reach the curve is as follows: veh; h is_ssiThe number of the social vehicles leaving the curve of the left-turn lane before the green light time change of the ith entrance phase in the cycle at the starting end of the cycle is as follows, the unit: veh; h is_sssiThe number of the social vehicles in the whole left-turning direction leaving the curve corresponding to the starting end of the period after the lane change of the ith entrance phase green light in the period is as follows, the unit is: veh; h is_ssssiWhen the signal yellow light is pre-signaled for the ith entrance phase in a cycle, the number of vehicles, the unit, corresponding to the starting end of the cycle, of a social vehicle leaving a left-turn lane from a curve is as follows: veh;

step 4025) establishing a variable lane model according to the step 4024), and calculating the per-person delay value of the second intersection according to a formula (10);

step 403), calculating the per-person delay value of the first intersection of the original phase original lane distribution:

the average delay value of people at the second intersection is shown as formula (19):

in the formula: PI (proportional integral)_{Original source}And (3) indicating the per-capita delay value of a second intersection of the intersection in the intersection signal period, unit: s; d_{All the people}The method comprises the following steps of (1) representing that all participants riding vehicles at the intersection delay in a period, unit: s;the vehicle delay of the social vehicle representing the ith import phase in the cycle is as follows: s;bus representing ith import phase in cycleVehicle delay, unit: s;

the time relation between the first vehicle average delay value and the phase green light is as shown in the formula (20) and the formula (21):

if it is not

Then

On the contrary, the method can be used for carrying out the following steps,

the relation between the first vehicle average delay value of the social vehicle and the phase green light time is as shown in the formula (22) and the formula (23):

if it is not

On the contrary, the method can be used for carrying out the following steps,

in the formula: c is the intersection cycle duration, unit: s; g'_iThe green time of the ith inlet phase in the lower cycle of the original lane at the original phase is as follows: s;the unit of vehicle delay of the i-th import phase social vehicle in the lower cycle of the original phase original lane is as follows: s;the unit of the delay of the bus of the ith import phase in the lower period of the original phase lane is shown as follows: s; q. q.s_biThe unit is the arrival rate of the ith import phase bus in the cycle: veh/h; s ″)_biThe departure rate of the bus in the ith entrance phase green light in the lower period of the original phase original lane is as follows: veh/h; q. q.s_siThe social vehicle arrival rate of the ith import phase in the cycle is as follows: veh/h; s ″)_siThe social vehicle departure rate is the social vehicle departure rate at the ith entrance phase green light in the lower period of the original phase original lane, and the unit is as follows: veh/h; h is_biThe number of vehicles corresponding to the cycle starting end of the ith phase public transport vehicle arrival curve in the cycle is as follows: veh; h is_sbiWhen the phase of the ith inlet phase of the green light in the lower period of the original phase original lane is' the number of the buses leaving the curve corresponding to the starting end of the period, unit: veh; h is_siThe number of vehicles corresponding to the starting end of the cycle when the social vehicles at the ith entry phase in the cycle reach the curve is as follows: veh; h'_ssiThe number of the social vehicles leaving the curve at the corresponding start end of the cycle when the ith inlet phase green light in the lower cycle of the original phase original lane is as follows, unit: veh;

substituting the delay of all buses and the delay of all social vehicles distributed on the original phase original lane into a formula (19) to calculate the delay value of all people at the first intersection;

step 404), judging and outputting: if the per-person delay value of the second intersection is smaller than that of the first intersection, outputting the green signal ratio of each phase of the intersection under the variable lane scheme and the coordinated optimization control; if the per-person delay value at the second intersection is greater than the per-person delay value at the first intersection, the original phase is adopted, and the variable lane is only used as a bus special entrance lane to ensure that the bus space is prioritized and output.

Has the advantages that: compared with the prior art, the urban public transport priority coordination control method based on information prediction guarantees the time-space double priority of the public transport vehicles passing through the intersection, and can synchronously reduce the per-capita delay and the per-bus delay of the intersection. The invention extracts the relation between the lane changing position determining the flow direction of the vehicle and the length and the density of the road according to the running track of the vehicle on the road in the past, and can update the diversion coefficient, namely the steering ratio, of the corresponding predicted traffic flow with different simulation step lengths and densities in real time; the method comprises the steps that basic data such as the traffic volume of a vehicle entering a road and the time when a bus leaves a stop are obtained, and the time when the vehicle reaches an intersection and the distribution condition of the arrival rate are predicted in real time in the process that the bus enters and exits the stop; the number of passengers or the passenger carrying rate of the bus, the period duration of the intersection and other information are used as basic data of a control module, and coordination control is formed by combining signal optimization and a variable lane.

Drawings

FIG. 1 is a flow chart of an embodiment of the present invention;

FIG. 2 is a schematic diagram of variable lane channeling in an embodiment of the present invention; the yellow reticular shadow area after pre-signal is a bus waiting area, only buses are allowed to enter, the dotted line section of the bus waiting area realizes that buses with other phases timely enter the bus waiting area, and other social vehicles cannot enter the bus waiting area; the yellow reticular shadow area close to the intersection entrance lane is a variable area, and the attribute of the yellow reticular shadow area is switched between straight running and left turning; the dotted line part between the two areas is a straight-going and left-turning vehicle lane change realization dual-lane driving road section;

fig. 3(a) to fig. 3(d) are schematic diagrams illustrating a lane-changeable traffic rule according to an embodiment of the present invention;

FIG. 4 is a timing diagram of main and pre-signal timing of a variable lane according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of an improved cellular transmission model according to an embodiment of the present invention;

FIG. 6 is a flow chart illustrating a lane change principle of the variable lane according to an embodiment of the present invention;

fig. 7(a) to 7(g) are delay curves of the left-turning social vehicles and the buses in a certain phase period at the intersection according to the embodiment of the invention; FIG. 7(a) shows a first condition of the time relationship between the second vehicle delay and the phase green light of the public transportation vehicle; FIG. 7(b) is a second condition of the transit vehicle second vehicle delay versus phase green time; FIG. 7(c) is a first case of social vehicle second vehicle delay versus phase green time; FIG. 7(d) is a second scenario of a social vehicle second vehicle delay versus phase green time; FIG. 7(e) is a third scenario of a social vehicle second vehicle delay versus phase green time; FIG. 7(f) is a fourth scenario of a social vehicle second vehicle delay versus phase green time; FIG. 7(g) is a fifth case of the social vehicle second vehicle delay versus phase green time;

FIGS. 8(a) to 8(d) are schematic diagrams of vehicle delay curves according to the embodiment of the present invention; wherein FIG. 8(a) is a first case of the time relationship between the first vehicle delay and the phase green light of the public transportation vehicle,FIG. 8(b) is a second case of a phase green time relationship with an average first vehicle delay for a bus; FIG. 8(c) is a first case of social vehicle first vehicle delay versus phase green time,FIG. 8(d) is a second case of social vehicle first vehicle delay versus phase green time;

FIG. 9 is a comparative delay chart for vehicles at each inlet phase at an intersection according to example 1 and comparative example 1 of the present invention;

FIG. 10 is a comparison graph of public transport and social vehicle delays at each entrance phase at an intersection according to example 1 and comparative example 1 of the present invention;

FIG. 11 is a comparative graph of the man-in-person delay at the intersection of example 1 and comparative example 1 in accordance with the present invention;

FIG. 12 is a graph comparing the equivalent queue lengths for each entry phase at the junction of example 1 and comparative example 1 of the present invention.

Detailed Description

The technical solution of the present invention is further described in detail with reference to the following specific examples, but the scope of the present invention is not limited to the following.

As shown in fig. 1, a city bus priority coordination control method based on information prediction in the embodiment of the present invention includes:

s10) designing the bus-only right-of-way channel based on the variable lane, including designing a setting method of the variable lane, a variable lane control phase vehicle running method, variable lane control geometric parameters and variable lane control signal parameters, and realizing space priority of bus passing at the intersection.

S20), obtaining basic data, wherein the basic data comprises historical track data of vehicles on the road, traffic flow information of entering the road, stop leaving time of the public transport vehicles, the number or rate of passengers carried by the public transport vehicles, the number or rate of the passengers carried by the social transport vehicles, intersection phase duration and road geometric parameters.

S30) analyzing the historical track data of the road vehicles according to the basic data obtained in S20), obtaining a lane change position for determining vehicle steering, and predicting a traffic flow diversion coefficient of the lane change; the improved cellular transmission model is used for simulating the driving process of road traffic flow, and the time of the public transport vehicles and the social transport vehicles reaching the intersection is obtained on the basis of the bus departure time.

S40) carrying out coordinated control on signal optimization and the variable lane according to the design of the variable lane in S10) and the time of the bus and the social vehicles arriving at the intersection obtained in S30), and obtaining a per-person delay value of a second intersection and a green signal ratio of each phase of the intersection under coordinated optimization control; calculating a first intersection per capita delay value of the original phase original lane arrangement according to the time of the bus and the social vehicle reaching the intersection obtained in the S30); and comparing the second per-person delay value with the first intersection per-person delay value to confirm output information.

S50) according to the output information of S40), the traffic flow control at the intersection is realized.

The method can predict the traffic flow diversion coefficient of the intersection and the information of the vehicles arriving at the intersection in real time, realize two-stage control of time-space priority, increase the use efficiency of the variable lane and reduce the vehicle delay. The bus priority of the invention does not take the cost of excessive loss of the vehicle passing efficiency, and is applicable to different urban traffic environments in China.

Preferably, the step 10) specifically includes:

step 101) a method for setting a variable lane:

as shown in fig. 2, the channelized intersection is a cross-shaped plane intersection, the entrance lane in the entrance direction is provided with 1 left-turn lane, 1 variable lane and 1 straight lane, and the variable lane is set as the adjacent lane of the left-turn lane without considering the influence of the right-turn lane;

the variable lane includes three zones arranged from far to near according to the distance from the intersection: a bus waiting area, a lane changing area and a variable area;

the two sides of the bus waiting area are dotted line sections, the bus waiting area only allows buses to enter, the buses with different phases can timely enter the bus waiting area, and other social vehicles cannot enter the bus waiting area;

dotted lines are arranged on two sides of the lane changing area, so that the straight-going and left-turning vehicles can change lanes to run on two lanes;

the two sides of the variable area are solid lines, and the variable area is switched between straight running and left turning.

Step 102) the variable lane control phase vehicle running method comprises the following steps:

the east-west phase vehicle operation method is shown in fig. 3: as shown in fig. 3(a), when the east-west straight green light is in the first phase, the vehicle is straight, the variable lane is set as the straight phase, when the east-west straight bus arrives, the vehicle directly follows the traffic flow to pass through the intersection along the straight lane, then the straight bus can enter the variable area through the lane change to carry out double-entry lane driving, and at the moment, the arriving left-turn bus arrives at the bus waiting area to queue for the pre-signal light to turn on the yellow light, namely, the coming pre-signal is waited for the early ending time; when the signal lamp is yellow as shown in fig. 3(b), the advance ending time of the advance signal is reached, the straight-going vehicle can not drive by means of the variable region, the advance signal is turned on in advance when the left-turn bus leaves the bus waiting region, and the left-turn bus enters the variable region to queue for waiting for the turn-left phase green lamp to turn on when the left-turn bus leaves the bus waiting region; as shown in fig. 3(c), the second phase is that the vehicle turns green left, the variable lane is a left-turn lane, when the left-turn vehicle arrives, the left-turn vehicle directly follows the traffic flow to pass through the intersection along the left-turn lane, and then the left-turn vehicle can also change the lane variable area to carry out double-entry lane driving, and at this moment, the arriving direct bus arrives at the bus waiting area, queues up to wait for the pilot lamp to turn on the yellow lamp, namely, the phase pilot signal is ended in advance; as shown in fig. 3(d), when the signal lamp is changed to yellow, the advanced end time of the advance signal is reached, the left-turning bus can not change lanes and can run by means of the variable area, the advance signal is turned on in advance when the bus is going straight, and the bus going straight enters the variable area through the bus waiting area to wait for the green light of the straight phase to turn on.

The running method of the vehicle in the south-north phase is the same as that of the vehicle in the east-west phase.

Step 103) variable lane control geometric parameters:

length l of waiting area of bus₁The maximum queuing distance required by the bus and the length l of the lane-changeable area are met₂The lane change distance of a car and the length l of a variable zone₃The length of the canalization section of the intersection inlet passage is kept consistent.

Step 104) variable lane control signal parameters, as shown in fig. 4:

g_2i＝g_i-g_1iformula (2)

In the formula: l_2iThe switchable zone length for the ith inlet phase, in units: m; l_3iVariable zone length for the ith inlet phase, unit: m; v. of_bIs the average speed of the bus, unit: m/s; i is_sTo start up lost time, unit: s; g_iRepresents the ith inlet phase green time in units of: s; g_1iThe unit of the time for which the green light signal is turned on in advance is as follows: s; g_2iPre-signal duration green time, unit: and s.

In fig. 4, the main signal is a phase signal of an intersection signal controller, and the preliminary signal is a signal for controlling the vehicles in the waiting area and the social vehicles to enter the variable area. g is the green time of the main signal phase; g₁The method comprises the steps that time is started in advance for pre-signals, vehicles in a waiting area can be enabled to enter a variable area in advance, and the phase public transport vehicles can preferentially pass through an intersection when a green light of a main signal phase is started; g₂The pre-signal lasts for a green time.

And step 10), space priority of the bus passing through the intersection is guaranteed, the utilization efficiency of lanes can be improved in the limited road space, and lane sharing of left-turn and straight-going phases and lane sharing of the bus and social vehicles are realized.

Preferably, in the step 30), predicting the intersection traffic flow splitting coefficient includes the following steps:

step 3011) analyzing and fitting the relationship between the lane change position of the vehicle and the length and density of the road: fitting the relation between the lane changing position and the road length and density according to the driving historical track data of the road vehicle, wherein the relation is shown as formula (3):

in the formula: x is the number of_{Lane changing device}To determine the lane change position for vehicle steering, the unit: km; p is a radical of_RoadTo determine the density of the road section where the lane change position where the vehicle is turning, the unit: veh/km; l_RoadIs the link length, in units: km;

step 3012) predicting traffic flow diversion coefficients at the intersection: determining a corresponding lane changing position x according to the relationship between the lane changing position and the length and density of the road and the density of each simulation step length when the length of the road is known; the controller receives and processes traffic flow information of a signal at a lane changing position x in a simulation step length by setting a vehicle sensor to transmit signals of a road position where the vehicle sensor is located and a lane occupied position in the running process, and calculates the traffic flow of each lane as a traffic flow diversion coefficient when the traffic flow runs to a crossing.

Step 3012) predict the traffic flow diversion coefficient of the intersection, can realize the real-time renewal of the diversion coefficient, no longer obtain the diversion coefficient value under a time quantum fixedly with the data characteristic of the past traffic flow, make the traffic flow parameter have errors in the operation simulation of the model; the corresponding shunt coefficient value can be matched according to the running characteristics of the vehicle under different time scenes by adopting real-time updating, and the running simulation error of the model can be properly reduced.

Preferably, in the step 30), acquiring the time when the public transport vehicle and the social transport vehicle arrive at the intersection includes:

step 3021) establishing an improved cellular transmission model of the road driving section:

obtaining the traffic volume of the vehicle entering the road and dividing the road into two partsFor a plurality of cells, the process of simulating the driving of a vehicle on a road section according to the inflow and outflow relationship (flow conservation theorem) between the cells is shown in fig. 5. The inflow amount of the cell a is related to the outflow amount of the upstream cell, and is also related to the number of vehicles contained in the own cell. The influx of the cell a-1 is k_a-1Length of l_a-1The flow rate to the cell a in the cell a-1 in the step length is k_aSimilarly, the flow rate of the cell a is k_a+1. According to the flow conservation theorem, the relationship between the internal density of the ordinary cells and the flow is shown in the formula (4):

k_a(t)＝[min(v·p_a-1(t),q_amax,w(p_jam-p_a(t)))]formula (4)

In the formula: k is a radical of_a(t) represents the integral traffic inflow of the cell a of the t simulation step length road section without the bus stop, and the unit is as follows: veh; v represents the free-flow vehicle speed of the overall flow, unit: km/h; p is a radical of_a-1(t) represents the overall traffic density of the t-th simulation step length road section cellular a-1, and the unit is: veh/km; q. q.s_amaxRepresents the maximum flow rate of the road section cell a, unit: veh/h; w represents a backward propagation speed of a congestion wave generated when the traffic flow traveling density is greater than the optimum traveling density, and the unit is: km/h; p is a radical of_jamRepresents the maximum jam density of the road section, unit: veh/km; p is a radical of_a(t) represents the overall traffic density of the t-th simulation step length road section cellular a, and the unit is as follows: veh/km;

the cellular flow calculation common channel road flow advances at a free flow speed in the driving process, and the difference between public transport vehicles and social transport vehicles is that passengers need to get in and get out of a bus stop to get on and off the bus. Compared with the social vehicles, the public transport vehicles have certain delay and difference in the operation in the cells. Therefore, when the flow and the density in the cellular are calculated, the influence of the bus stop process on the flow of the cellular is not ignored, the bus stop-off time is obtained through the bus stop-off GPS, and the number of vehicles which do not flow out of the cellular in time due to the bus stop-off in the step length is extracted. Due to the consideration of the process of bus stop, the relation between the internal density and the flow of the unit cells containing the bus stop is shown as the formula (5):

in the formula: k'_a(t) represents the integral traffic inflow of the cell a of the bus stop included in the t-th simulation step length road section, and the unit is as follows: veh; tl (t) represents the number of buses which do not leave the cell after the bus stops in the t simulation step length; delt represents the simulation step size, unit: h;

step 3021) adding the process of bus entering and exiting the stop into the model construction according to the bus departure time, so that the model construction is more practical in fitting.

Step 3022) acquiring the time when the vehicle reaches the intersection:

the predicted time tt of the bus from leaving the stop to the intersection is shown as formula (6):

in the formula: l ″)₁The distance, unit, from the bus stop to the output end containing the stop cells is represented as follows: km; p is a radical of₁The unit of the cell density including the bus stop is as follows: veh/km; k is a radical of₁' represents the flow rate containing the cells of the bus stop, unit: veh/h; l ″)_aThe length and unit of other cells except the cells of the stop station are shown between the stop station and the intersection of the bus in the road: km; p is a radical of_aThe density and unit of other cells except the cells of the stop station are shown between the stop station and the intersection of the bus in the road: veh/km; k is a radical of_aThe method comprises the following steps of (1) representing that in a road, the flow and the unit of other cells including cells of a bus stop are measured from the bus stop to a crossing: veh/h; the mm is the number of divided cells between the bus stop and the intersection in the road;

the predicted time tt' of the social vehicle from the entering road to the intersection is shown as the formula (7):

in the formula: ls₁Length of a cell of a stop included in a road, unit: km; ls_aa"indicates the length of each cell in the road except the cell including the stop, unit: km; p is a radical of_aa' represents the density of each cell in the road except for the cells including the stop, unit: veh/km; k is a radical of_aa' represents the flow rate of each cell except for the cells including the stop in the road, unit: veh/h; mn is the number of road dividing cells.

And 3022) predicting the time of the vehicle reaching the intersection, predicting the time of the vehicle reaching the intersection according to the running randomness of the vehicle, and realizing dynamic real-time prediction performance.

Step 3023) establishing an improved cellular transmission model of the intersection entrance road:

the relationship between inlet channel cell density and flow is shown in formula (8):

in the formula: k is a radical of_H(t) represents the traffic inflow of the tth simulation step size unit cell H, unit: veh; p is a radical of_H(t) represents the density of the t-th simulation step size cell H, unit: veh/km; p is a radical of_E(t) represents the density of the t-th simulated step size cell E, unit: veh/km; p is a radical of_G(t) represents the density of the t-th simulated step size cell G, unit: veh/km; epsilon_E(t) represents the shunting coefficient of the vehicle flowing to the cell E of the cell H in the t simulation step length; epsilon_G(t) represents a splitting coefficient of the cell H vehicle to the cell G in the t-th simulation step.

The step 3012) obtains a step shunting coefficient of the lane change position, since the lane change position is away from the intersection entrance lane, the step length is different from the step length from the vehicle running to the intersection, the time from the lane change position to the intersection is calculated according to the formula (9), the corresponding step length from the vehicle running to the intersection can be obtained by the sum of the time step length of the lane change position and the running time, and the intersection shunting coefficient of the step length is updated.

In the formula: lus_aaa"represents the length of each cell between the road change position and the intersection, unit: km; p is a radical of_aaa"represents the density of each cell between the lane change position to the intersection in the road, unit: veh/km; k is a radical of_aaa"represents the flow rate of each cell between the lane change position to the intersection in the road, unit: veh/h; mnb is the number of cells between the lane change location and the intersection.

Preferably, in step 3021), tl (t) is obtained according to the following steps:

according to the time t when the bus automatically enters the bus stop₁The length l of the docking station, the distance from the docking station including the distance l of the cell end of the docking station_PowderAnd if the bus runs at the free flow speed v in the cell, the bus runs out of the cell for time t if the bus does not stop at the bus stop₂＝t₁+(l+l_Powder)/v；

Time t of departure from a stop₃The vehicle predicts the time t of leaving the unit cell by stopping at the bus station₄＝t₃+l_Powder/v；

Comparing t corresponding to each public transport vehicle₂And t₄If t is₂And t₄And if the current bus is in different step lengths, extracting the bus as the bus which does not leave the cellular after stopping at the stop, and performing cumulative statistics to obtain the number of the buses which do not leave the cellular after stopping at the stop in the t simulation step length. If t₂And t₄And if the distance is the same, the vehicle is not taken as a bus for staying the cellular, and extraction is not needed.

In said step 3022), p_aFor a vehicle, predicting a time step bp at the time starting from the calculation, p of the cell a_a(bp) value. According to the formula (6), a is a name from the 2 nd cell to the mm cell. For the same reason p_aa' and p_aaa"calculate and p_aIn the same principle, aa is from 2 nd cell to mn cellAa is the designation from the 1 st cell to the mnb th cell.

k_a、k_aa' and k_aaa"is obtained according to the following steps:

if the vehicle arrives at the intersection within the period step length, according to the step length bk of the vehicle from the starting point of the calculated and predicted time to the time step length bn, k of the vehicle exiting the cell_aIs k_a(bk) to k_a(bn) sum; wherein a is a name from the 2 nd cell to the mm cell.

If the vehicle does not reach the intersection within the step length of the period, namely the step length of bk + bj is k_a(bk + bj) ═ 0, the predicted time is calculated as follows:

step 1) k_aIs k_a(bk) to k_a(bk + bj-1) and calculating the predicted time tk according to the formula (6) or the formula (7)₁；

Step 2) calculating k_aThe time interval tk between the time when (bk + bj) is 0 and the turn-on time of the phase green light of the next cycle₂；

Step 3) according to k_a(bk + bj) 0 is the distance ls between the position of the cell where the vehicle is located and the leading exit cell_a"' and p_aThe product of (bk + bj) is used to calculate the number cm of vehicles in front of the cell_aThen k in the travel time prediction is calculated at this stage_aAccording to the step length bk + bx of the time starting point of the phase green light turn-on time of the next period to the time step length bk + bc, k of the vehicle when the vehicle is driven out of the cell_aIs k_a(bk + bx) to k_a(bk + bc) and calculating the predicted time tk according to the formula (6) or the formula (7)₃；

Step 4) if the cells in the step 3) are not connected cells in front of the entrance way, predicting the time tk when the cell vehicles in the step 3) drive out of the cells to the intersection according to the principle of the step 3)₄(ii) a Otherwise, tk₄＝0；

Step 5) the predicted value of the time when the vehicle drives to the intersection is tk₁+tk₂+tk₃+tk₄。

k_aa’、k_aaa"and k is calculated_aThe principle is the same, wherein aa is from 2 ndThe designation from the 1 st cell to the mnb th cell; k is a radical of_aaa"the calculation time is calculated according to the formula (9).

Preferably, the step 40) comprises the steps of:

step 401) performing signal optimization control, specifically including establishing a target function with minimum delay per capita and setting constraint conditions;

establishing a target function with minimum delay per capita: obtaining the intersection phase number m, the bus passenger carrying rate alpha and the social vehicle passenger carrying rate beta according to the step 20), and obtaining the arrival rate of the bus flow and the arrival rate of the social vehicle according to the step 30), wherein the second intersection per-person delay value is shown as the formula (10):

in the formula: and PI represents the per-capita delay value of a second intersection of the intersection in the intersection signal period, and the unit is: s; d_{All people}The method comprises the following steps of (1) representing that all participants riding vehicles at the intersection delay in a period, unit: s;the vehicle delay of the social vehicle representing the ith import phase in the cycle is as follows: s;the delay of the bus of the ith import phase in the period is expressed as unit: s; alpha represents the average passenger carrying rate of the social vehicles in the period; beta represents the average passenger carrying rate of the buses in the period; q. q.s_siVehicle arrival rate of social vehicles representing the ith import phase in the cycle, in units of: veh/h; q. q.s_biThe vehicle arrival rate of the bus expressing the ith import phase in the cycle is as follows: veh/h;

setting the constraint queuing length:

according to N₀+N_S(t)-N_C(t)＝p_jamLz, obtaining the equivalent of waiting for parking at the intersectionThe queue length model is shown in equation (11):

in the formula: l is_DL(t)' represents the equivalent queuing length for the vehicle to stop waiting at that phase of the intersection in units of: km, N₀The number of vehicles traveling in the upstream and downstream sections at the initial time is expressed in units of: veh; n is a radical of_S(t) represents the cumulative number of vehicles passing through the upstream cross-section from the initial time to time t in units of: veh; n is a radical of_C(t) represents the cumulative number of vehicles passing through the downstream cross section from the initial time to time t in units of: veh; lz represents the distance between the upstream and downstream sections in units: km; p is a radical of_jamRepresents the maximum jam density of the road section, unit: veh/km;

calculating the queuing length of a plurality of cells divided according to an improved cell transmission model, calculating the equivalent queuing length in each cell according to a formula (11), wherein the equivalent queuing length of a phase intersection is the sum of the equivalent queuing lengths in the cells, and analogizing in the upstream direction;

in the queue length L_DL(t)' the minimum value is 0, and the maximum value is the sum of the distance from the intersection phase stop line to the upstream bus stop and the length of the bus waiting area, and the sum is used as a constraint condition for optimization;

setting a constraint condition split ratio: the green light time corresponding to each phase needs to be constrained by taking the time required by the pedestrian to pass through the intersection as the minimum value and taking the signal cycle time as the maximum value;

step 402) controlling the changeable lane, as shown in fig. 6, including the following steps 4021) to 4025):

step 4021) acquiring the arrival rates of the public buses and the social vehicles in the signal period according to the arrival time of the public buses and the social vehicles at the intersection acquired in the step 30);

step 4022) judging that the lane-changeable state is straight or left-turning at the moment according to the state of the vehicle driving away from the intersection at the output end of the front entrance lane;

step 4023) if the phase green light end of the intersection signal controller is changed into the red light in advance, judging that the arriving public transport vehicles are the same-phase public transport or different-phase public transport at the moment; if the phase is consistent with the lane direction of the front variable area, the bus drives to the lane with the corresponding phase for parking and waiting, after the green light of the different-phase pre-signal is turned on, the bus with the different phase drives away from the bus waiting area, and the bus can drive into the bus waiting area in a lane changing mode for parking and waiting for the arrival of the phase; if the phase position is different from the direction of the front lane, the bus arrives at the bus waiting area to stop and wait for the phase position to arrive; the public transport vehicles arrive at the waiting area and drive-off intersections, and the social transport vehicles drive off the intersections, as described in step 102);

step 4024) establishing a variable lane model: as shown in fig. 7, based on the driving curve of the vehicle at one phase of the intersection, the relationship between the vehicle delay and the phase green time is as follows:

the time relation between the second vehicle delay and the phase green light of the public transport vehicle is shown as the formula (12) and the formula (13):

as shown in figure 7(a) of the drawings,then

On the contrary, as shown in FIG. 7(b),

the social vehicle second vehicle delay and phase green light time relationship is shown in formula (14), formula (15), formula (16), formula (17) and formula (18):

as shown in figure 7(c) of the drawings,

as shown in figure 7(d) of the drawings,

as shown in figure 7(e) of the drawings,

as shown in figure 7(f) of the drawings,

on the contrary, as shown in FIG. 7(g),

in the formula: c is the intersection cycle duration, unit: s; g_iThe unit is the green light time of the ith inlet phase in the period: s; g_1iThe method is characterized in that the turn-on time of a lane-changing green light of the ith inlet phase in the cycle is as follows: s; s_biThe departure rate of the bus in the ith entrance phase green light in the period is as follows: veh/h; q. q.s_biThe unit is the arrival rate of the ith import phase bus in the cycle: veh/h;second of the I-th import phase bus in the cycleVehicle average delay value, unit: s;a second vehicle-to-vehicle delay value representing the i-th import phase social vehicle in the cycle, in units: s; q. q.s_siThe social vehicle arrival rate of the ith import phase in the cycle is as follows: veh/h; s_siThe social vehicle leaving rate of a left-turn lane before lane change at the ith entrance phase green light in a cycle is as follows: veh/h; s_si' is the social vehicle leaving rate in the whole left-turning direction after lane change at the ith entrance phase green light in the period, and the unit is as follows: veh/h; h is_biThe number of vehicles corresponding to the cycle starting end of the ith phase public transport vehicle arrival curve in the cycle is as follows: veh; h is_sbiThe number of vehicles corresponding to the period starting end of the i-th import phase bus departure curve in the period is as follows: veh; h is_siThe number of vehicles corresponding to the starting end of the cycle when the social vehicles at the ith entry phase in the cycle reach the curve is as follows: veh; h is_ssiThe number of the social vehicles leaving the curve of the left-turn lane before the green light time change of the ith entrance phase in the cycle at the starting end of the cycle is as follows, the unit: veh; h is_sssiThe number of the social vehicles in the whole left-turning direction leaving the curve corresponding to the starting end of the period after the lane change of the ith entrance phase green light in the period is as follows, the unit is: veh; h is_ssssiWhen the signal yellow light is pre-signaled for the ith entrance phase in a cycle, the number of vehicles, the unit, corresponding to the starting end of the cycle, of a social vehicle leaving a left-turn lane from a curve is as follows: veh;

step 4025) establishing a variable lane model according to the step 4024), and calculating the per-person delay value of the second intersection according to a formula (10);

step 403), calculating the per-person delay value of the first intersection of the original phase original lane distribution:

the average delay value of people at the first intersection is shown as the formula (19):

in the formula: PI (proportional integral)_{Original source}Indicates the intersectionIn the signal period, the per-capita delay value of the second intersection of the intersection is as follows: s; d_{All the people}The method comprises the following steps of (1) representing that all participants riding vehicles at the intersection delay in a period, unit: s;the vehicle delay of the social vehicle representing the ith import phase in the cycle is as follows: s;the delay of the bus of the ith import phase in the period is expressed as unit: s;

the time relationship between the vehicle delay and the phase green light is shown in fig. 8. The time relation between the first vehicle average delay value and the phase green light is as shown in the formula (20) and the formula (21):

as shown in figure 8(a) of the drawings,

then

On the contrary, as shown in FIG. 8(b),

the relation between the first vehicle average delay value of the social vehicle and the phase green light time is as shown in the formula (22) and the formula (23):

as shown in figure 8(c) of the drawings,

on the contrary, as shown in FIG. 8(d),

in the formula: c is the intersection cycle duration, unit: s; g'_iThe green time of the ith inlet phase in the lower cycle of the original lane at the original phase is as follows: s;the unit of vehicle delay of the i-th import phase social vehicle in the lower cycle of the original phase original lane is as follows: s;the unit of the delay of the bus of the ith import phase in the lower period of the original phase lane is shown as follows: s; q. q.s_biThe unit is the arrival rate of the ith import phase bus in the cycle: veh/h; s ″)_biThe departure rate of the bus in the ith entrance phase green light in the lower period of the original phase original lane is as follows: veh/h; q. q.s_siThe social vehicle arrival rate of the ith import phase in the cycle is as follows: veh/h; s ″)_siThe social vehicle departure rate is the social vehicle departure rate at the ith entrance phase green light in the lower period of the original phase original lane, and the unit is as follows: veh/h; h is_biThe number of vehicles corresponding to the cycle starting end of the ith phase public transport vehicle arrival curve in the cycle is as follows: veh; h is_sbiWhen the phase of the ith inlet phase of the green light in the lower period of the original phase original lane is' the number of the buses leaving the curve corresponding to the starting end of the period, unit: veh; h is_siThe number of vehicles corresponding to the starting end of the cycle when the social vehicles at the ith entry phase in the cycle reach the curve is as follows: veh; h'_ssiThe number of the social vehicles leaving the curve at the corresponding start end of the cycle when the ith inlet phase green light in the lower cycle of the original phase original lane is as follows, unit: veh (v).

And substituting the delay of all buses and the delay of all social vehicles distributed on the original phase lane into a formula (19) to calculate the delay value of all people at the first intersection.

Step 404), judging and outputting: if the per-person delay value of the second intersection is smaller than that of the first intersection, outputting the green signal ratio of each phase of the intersection under the variable lane scheme and the coordinated optimization control; if the per-person delay value at the second intersection is greater than the per-person delay value at the first intersection, the original phase is adopted, and the variable lane is only used as a bus special entrance lane to ensure that the bus space is prioritized and output.

The innovation of the patent is that: setting of a variable lane in step 10). Compared with the existing space priority research, one lane in the direction of an entrance is established as a lane-changing model implementation object through a lane-changing model in the aspect of space, the space priority of the bus at the intersection is ensured by setting a pre-stop line as a support, but in order to reduce the delay increase of the social vehicles caused by the priority of the bus space, after the bus at the phase passes through the intersection preferentially in the lane, other social vehicles at the phase are allowed to pass through the lane-changing to the variable area to exit the intersection between the pre-stop line and the stop line of the lane; the space priority right of the bus passing at the intersection and the social vehicle dual-lane leaving the intersection after the bus leaves the intersection are realized, and the influence of bus priority on the social vehicle is further reduced; the lane utilization efficiency is improved in a limited road space, and lane sharing of left-turn and straight-going phases and lane sharing of public buses and social vehicles are realized.

And step 3012), predicting the traffic flow diversion coefficient of the intersection. The relationship between the position of a steering lane change and the length and the density of a road is determined by fitting the vehicle on the road running track, the intersection diversion coefficient of each simulation step length, namely the steering ratio, can be predicted, and the dynamic update of the steering ratio is realized; the flow distribution coefficient value in a time period is not fixedly obtained by the characteristics of the conventional traffic flow data, so that the traffic flow parameters in the model operation simulation have errors; the corresponding shunt coefficient value can be matched according to the running characteristics of the vehicle under different time scenes by adopting real-time updating, and the running simulation error of the model can be properly reduced.

And step 3022) predicting and obtaining the time when the vehicle reaches the intersection. The improved cellular transmission model is used for simulating the evolution effect of traffic flow, and the process that the bus enters and exits the stop station is considered, so that the information prediction that the bus arrives at the intersection is realized. Compared with the existing researched traffic flow prediction, the method does not use the conventional data as a basis for simulation, can quickly predict the time of the bus arriving at the intersection by acquiring the real-time traffic data information of the entering road and the bus departure time information, considers the process of the bus entering and exiting the stop, further fits the actual flow density relationship of the cells, and provides a basis for signal optimization.

And step 40), establishing a coordination control model. And in the aspect of time, optimizing signal timing by using the bus arrival characteristics and the social vehicle arrival characteristics, establishing a signal priority control model, and synchronously coordinating the lane change pre-signal green light duration. And the space and time dual-priority right of passage of the public transport vehicles at the intersection is realized by combining a variable lane model.

The control method adopting the invention is compared with the existing control method without optimization.

Comparative example 1: the existing control method without optimization is adopted, namely a fixed timing scheme adopted by the signal timing of the current traffic intersection. According to the statistical operation conditions of the traffic flow of the vehicle at the peak and the peak, the common characteristics are obtained, the corresponding signal control model is established, and the corresponding green-to-noise ratios are obtained and are respectively used as the control basis of the phase traffic lights at the peak and peak time periods.

Example 1: the control method is adopted. The arrival rate and the departure rate of the vehicle are obtained by applying an improved cellular transmission model, the man-mean delay of a target function is taken as the input end of the genetic algorithm, the constraint condition queue length and the split ratio are taken as the input end of the genetic algorithm, and the output end of the genetic algorithm, namely the split ratio of each phase is obtained by matlab simulation.

The green letter ratios before and after optimization are substituted into indexes such as per-person delay, per-vehicle delay and the like for calculation, and the conditions of vehicle per-vehicle delay, bus per-vehicle delay, social vehicle per-vehicle delay, intersection per-person delay and equivalent queuing length index change of the vehicles in the comparative example 1 and the embodiment 1 at each import phase are obtained.

The vehicle delay condition for each inlet phase of the vehicle is shown in fig. 9. As can be seen from FIG. 9, the vehicle delay variation range of the method of the present invention is larger than that of the conventional method, and the overall vehicle delay of example 1 is reduced by 30.28% compared with that of comparative example 1. Wherein, the delay reduction amplitude of the sixth inlet phase is the largest and is reduced by 51.42%, and the delay reduction amplitude of the third inlet phase is the smallest and is reduced by 1.99%.

The bus delay and the social bus delay are shown in fig. 10. As can be seen from fig. 10, in example 1, compared with comparative example 1, the delay of the partial entrance direction of the buses, social vehicles and the like is increased, and the delay of the partial entrance direction is obviously reduced, because the green signal ratio of each phase direction is changed under the condition of fixed period of signal coordination control, and the optimization of the intersection index is achieved by taking mutual sacrifice of different phase directions as an objective. The buses in the eighth import phase are delayed by 56.46% and the buses in the fourth import phase are delayed by 67.58%. The overall bus delay of example 1 is reduced by 13.89% compared with the overall bus delay of comparative example 1, and the overall bus delay of example 1 is reduced by 36.57% compared with the overall bus delay of comparative example 1.

Human delay is shown in figure 11. As can be seen from fig. 11: compared with the comparative example 1, the embodiment 1 has obvious per-capita delay change, the whole per-capita delay of the intersection is reduced by 14.45%, the per-capita delay reduction effect is better under the condition that the per-capita delay is obviously reduced, and the advantages and the meanings of the coordination model are verified.

The equivalent queuing length variation curve is shown in fig. 12. As can be seen from fig. 12, the second phase equivalent queuing length of example 1 is obviously increased by 112.47% compared with that of comparative example 1, but the increased queuing length is still within the constraint range, and the change is obviously caused by the influence of the arrival rate of the bus in the phase, and the arrival rate of the bus in the phase is smaller than that of the bus in other phases, so that the queuing length is suddenly increased by compressing the green duration in the signal optimization process, but the overall change does not exceed the constraint range.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solutions of the present invention and not for limiting the same, and although the present invention is described in detail with reference to the above embodiments, those of ordinary skill in the art should understand that: modifications and equivalents may be made to the embodiments of the invention without departing from the spirit and scope of the invention, which is to be covered by the claims.