基于车速引导的交叉口公交优先多申请优化控制模型
发布时间：2018-09-08 18:37
【摘要】：为了解决交叉口高饱和以及公交优先多申请导致的公交优先效果不佳的难题,考虑公交运行车速可以引导调节的环境,以公交车的延误与停车次数加权最小为目标,以周期时长和相位饱和度为约束条件,将每辆公交车的车速调整量和交叉口信号相位时长一起作为优化变量,建立了公交车速引导和交叉口信号配时集成优化的整数线性规划模型。其中,采用0-1变量表示公交车停车次数以及公交车是否能够在到达周期内通过。分析结果表明:当交叉口高负荷,公交车到达时刻调整量上限为±8s时,与背景信号配时相比,车速优化模型的公交车人均延误减少14.35s(降低27.71%),停车次数减少1次(降低14.29%);信号优化模型的公交车人均延误减少12.39s(降低23.93%),停车次数减少1次;而所提出的集成优化模型可以使公交车人均延误减少40.68s(降低78.56%),停车次数减少3次(降低42.86%),超过单方面信号优化与单方面车速引导产生的公交优先效果之和;即使考虑到信号配时与车速引导相结合,但是采用先到先服务的方法只能使公交车人均延误减少17.29s(降低33.39%),停车次数减少1次。当交叉口饱和度过高,信号配时调整余地不大时,可以通过适当增加公交车车速调整量达到理想的公交优先效果。
[Abstract]:In order to solve the problem of high saturation at intersections and poor effect of bus priority caused by multiple applications for bus priority, considering the environment in which bus speed can be guided and regulated, the speed adjustment of each bus is taken into account with the objective of minimizing the weighting of bus delay and parking times, and the constraints of cycle length and phase saturation. An integer linear programming model for integrated optimization of bus speed guidance and signal timing at intersections is established, in which 0-1 variable is used to represent the number of bus stops and whether the bus can pass in the arrival cycle. When the upper limit of time adjustment is 65507 In order to reduce bus delays per capita by 40.68 s (78.56%) and parking times by three times (42.86%) more than the sum of the priority effects of unilateral signal optimization and unilateral speed guidance; even considering the combination of signal timing and speed guidance, the first-come-first-serve method can only reduce bus delays per capita. When the intersection saturation is too high and the signal timing adjustment margin is not large, the ideal bus priority effect can be achieved by increasing the speed adjustment of the bus appropriately.
【作者单位】： 江苏大学汽车与交通工程学院;东南大学交通学院;
【基金】：国家自然科学基金项目(51208232) 江苏省高校自然科学基金项目(13KJB580003) 江苏大学高级专业人才科研启动基金项目(12JDG056)
【分类号】：U491.54
本文编号：2231355
[Abstract]:In order to solve the problem of high saturation at intersections and poor effect of bus priority caused by multiple applications for bus priority, considering the environment in which bus speed can be guided and regulated, the speed adjustment of each bus is taken into account with the objective of minimizing the weighting of bus delay and parking times, and the constraints of cycle length and phase saturation. An integer linear programming model for integrated optimization of bus speed guidance and signal timing at intersections is established, in which 0-1 variable is used to represent the number of bus stops and whether the bus can pass in the arrival cycle. When the upper limit of time adjustment is 65507 In order to reduce bus delays per capita by 40.68 s (78.56%) and parking times by three times (42.86%) more than the sum of the priority effects of unilateral signal optimization and unilateral speed guidance; even considering the combination of signal timing and speed guidance, the first-come-first-serve method can only reduce bus delays per capita. When the intersection saturation is too high and the signal timing adjustment margin is not large, the ideal bus priority effect can be achieved by increasing the speed adjustment of the bus appropriately.
【作者单位】： 江苏大学汽车与交通工程学院;东南大学交通学院;
【基金】：国家自然科学基金项目(51208232) 江苏省高校自然科学基金项目(13KJB580003) 江苏大学高级专业人才科研启动基金项目(12JDG056)
【分类号】：U491.54
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