阅读说明：本技术 干道相位差的优化方法、装置、设备和计算机存储介质 (Optimization method, device and equipment for main channel phase difference and computer storage medium ) 是由 邹亮 何敏慧 于 2021-08-31 设计创作，主要内容包括：本发明公开了干道相位差的优化方法、装置、设备和计算机存储介质,所述方法包括：获取城市干道的公共信号周期和各个交叉口的绿信比；根据公共信号周期、各个交叉口的绿信比及预设的饱和度确定车队在城市干道上的最大时间总延误和最小时间总延误；计算各种饱和度下车队在城市干道上的延误变异系数,确定延误系数中的最大值为最大延误变异系数,及确定延误系数中的最小值为最小延误变异系数；根据最大时间总延误、最小时间总延误、实际时间总延误、最大延误变异系数、最小延误变异系数和实际延误变异系数计算城市干道的最优相位差,实现了尽可能小的牺牲干道时间总延误以优化干道交叉口信号的相位差,提高城市干道中交通信号控制的公平性。(The invention discloses a method, a device, equipment and a computer storage medium for optimizing a trunk phase difference, wherein the method comprises the following steps: acquiring a public signal period of an urban trunk road and a green signal ratio of each intersection; determining the maximum total time delay and the minimum total time delay of the motorcade on the urban trunk road according to the public signal period, the green signal ratio of each intersection and the preset saturation; calculating delay variation coefficients of the motorcade on the urban trunk road under various saturation degrees, determining the maximum value of the delay variation coefficients as the maximum delay variation coefficient, and determining the minimum value of the delay variation coefficients as the minimum delay variation coefficient; the optimal phase difference of the urban main road is calculated according to the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficient, the minimum delay variation coefficient and the actual delay variation coefficient, so that the phase difference of signals at the intersection of the main road is optimized by sacrificing the total time delay of the main road as little as possible, and the fairness of traffic signal control in the urban main road is improved.)

1. A method for optimizing a trunk phase difference is characterized by comprising the following steps:

acquiring a public signal period of an urban trunk road and a green signal ratio of each intersection;

determining the maximum total time delay and the minimum total time delay of the motorcade on the urban trunk road according to the public signal period, the green signal ratio of each intersection and the preset saturation;

calculating delay variation coefficients of the motorcades under various saturation degrees on the urban trunk road, determining the maximum value of the delay variation coefficients as the maximum delay variation coefficient, and determining the minimum value of the delay variation coefficients as the minimum delay variation coefficient;

and calculating the optimal phase difference of the urban trunk road according to the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficient, the minimum delay variation coefficient and the actual delay variation coefficient.

2. The method for optimizing a phase difference of a trunk according to claim 1, wherein the step of obtaining a period of a common signal of the urban trunk comprises:

calculating the signal period of each intersection in the urban trunk road, and determining the maximum signal period as the public signal period of the urban trunk road, wherein the formula for calculating the signal period of each intersection is as follows:

said C is_iAnd a signal period of the intersection i, wherein L represents total loss time, and Y represents an intersection traffic flow ratio.

3. The method for optimizing the phase difference of the trunk road according to claim 2, wherein the calculation formula of the green signal ratio of each intersection on the urban trunk road is as follows:wherein, G is_eRepresents the effective green time at intersection i, y_jAnd the traffic flow ratio of the j phase at the intersection i is shown.

4. The method for optimizing the phase difference of the trunk road according to claim 1, wherein the step of determining the maximum total time delay and the minimum total time delay of the fleet on the urban trunk road according to the public signal period, the split green ratio of each intersection and a preset saturation comprises the following steps:

substituting the public signal period, the green signal ratio of each intersection and preset saturation into a calculation formula of time delay of each intersection passed by the motorcade to obtain the time delay of each intersection under each saturation;

and determining the maximum total time delay and the minimum total time delay of the motorcade on the urban main road according to the time delays of the intersections under various saturation degrees.

5. The method for optimizing the phase difference of the trunk road according to claim 4, wherein the step of determining the maximum total time delay and the minimum total time delay of the fleet on the urban trunk road according to the time delays of the intersections under various saturation degrees comprises the steps of:

under each saturation, summing the time delays of the motorcade passing through each intersection in the descending direction of the urban trunk road to obtain the sum of the time delays in the descending direction under each saturation;

under each saturation, summing the time delays of the motorcade passing through each intersection in the ascending direction of the urban trunk road to obtain the sum of the time delays in the ascending direction under each saturation;

under various saturation degrees, summing the time delay sum of the fleet in the downlink direction and the time delay sum in the uplink direction to obtain the total time delay of the fleet in the urban trunk road under various saturation degrees;

and determining the maximum value of the total time delay of the motorcade on the urban trunk road under each saturation as the maximum total time delay, and determining the minimum value of the total time delay of the motorcade on the urban trunk road under each saturation as the minimum total time delay.

6. The method for optimizing a arterial road phase difference according to claim 5, wherein the step of calculating the delay variation coefficient of the fleet in various saturations on the urban arterial road comprises:

calculating the average vehicle delay mean value and the average vehicle delay variance of the fleet in various saturations on the urban arterial road according to the sum of the time delays in the descending direction in various saturations and the sum of the time delays in the ascending direction in various saturations;

and calculating delay variation coefficients of the motorcades under various saturation degrees on the urban trunk road according to the average vehicle delay mean value and the average vehicle delay variance of the motorcades under various saturation degrees.

7. The method for optimizing phase difference of trunk road according to claim 6, wherein the step of calculating the optimal phase difference of the urban trunk road according to the maximum total delay time, the minimum total delay time, the actual total delay time, the maximum delay variation coefficient, the minimum delay variation coefficient and the actual delay variation coefficient comprises:

and substituting the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficient, the minimum delay variation coefficient, the actual delay variation coefficient and the delay variation coefficient with the same saturation corresponding to the minimum total time delay into a phase difference optimization function to obtain the optimal phase difference of the urban main road.

8. The optimization device of the trunk phase difference is characterized by comprising the following components:

the acquisition module is used for acquiring the public signal periods of the urban trunk roads under various saturation degrees and the split green ratio of each intersection;

the first determining module is used for determining the maximum total time delay and the minimum total time delay of the motorcade on the urban trunk road according to the public signal periods under various saturation degrees and the split green ratios of various intersections;

the first calculation module is used for calculating delay variation coefficients of the motorcade on the urban trunk road under various saturation degrees;

the second determining module is used for determining that the maximum value in the delay coefficients is the maximum delay variation coefficient and determining that the minimum value in the delay coefficients is the minimum delay variation coefficient;

and the second calculation module is used for calculating the optimal phase difference of the urban trunk road according to the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficient, the minimum delay variation coefficient and the actual delay variation coefficient.

9. The apparatus for optimizing a phase difference between trunk lines, comprising a memory, a processor, and a program for optimizing a phase difference between trunk lines stored in the memory and executable on the processor, wherein the program for optimizing a phase difference between trunk lines realizes the step of optimizing a phase difference between trunk lines according to any one of claims 1 to 7 when executed by the processor.

10. A computer-readable storage medium, wherein the computer-readable storage medium stores thereon an optimization program of a phase difference of a main track, and the optimization program of the phase difference of the main track realizes the steps of the optimization method of the phase difference of the main track according to any one of claims 1 to 7 when being executed by a processor.

Technical Field

The present invention relates to the field of image processing, and in particular, to a method, an apparatus, a device, and a computer storage medium for optimizing a phase difference between two main channels.

Background

The three important indexes of sustainable traffic are 'environment-friendly, economic, efficient and socially fair', and the three important indexes are the ultimate targets of a plurality of traffic researchers and traffic managers. Traffic is an important component of social and economic development, reflects social fairness to a certain extent, and improving traffic fairness will help to improve social fairness.

The control of traffic signals is a key means for solving traffic problems, urban main roads are important channels for realizing continuous traffic in urban road networks, and most of travel demands of urban residents tend to select the urban main roads for travel in actual life. Therefore, the coordination and optimization control of the traffic signals of the trunk roads is the key to solve the urban traffic problem.

The existing main line road traffic signal coordination optimization control method mostly takes the optimum main line running efficiency as an optimization target, the traffic efficiency is concerned more on the main line running level, the fair consideration on the main line traffic is less, and in the actual main line optimization process, the control process of the traffic signal which takes the minimum main line total delay as a target has an obvious unfairness phenomenon.

Accordingly, the prior art is yet to be improved and developed.

Disclosure of Invention

The invention mainly aims to provide a method, a device, equipment and a computer storage medium for optimizing a trunk road phase difference, and aims to solve the problem of improving the fairness of traffic signal control in an urban trunk road. The optimization method of the artery phase difference comprises the following steps:

acquiring a public signal period of an urban trunk road and a green signal ratio of each intersection;

determining the maximum total time delay and the minimum total time delay of the motorcade on the urban trunk road according to the public signal period, the green signal ratio of each intersection and the preset saturation;

calculating delay variation coefficients of the motorcades under various saturation degrees on the urban trunk road, determining the maximum value of the delay variation coefficients as the maximum delay variation coefficient, and determining the minimum value of the delay variation coefficients as the minimum delay variation coefficient;

and calculating the optimal phase difference of the urban trunk road according to the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficient, the minimum delay variation coefficient and the actual delay variation coefficient.

In one embodiment, the step of obtaining the common signal period of the urban arterial road comprises:

calculating the signal period of each intersection in the urban trunk road, and determining the maximum signal period as the public signal period of the urban trunk road, wherein the formula for calculating the signal period of each intersection is as follows:

said C is_iAnd a signal period of the intersection i, wherein L represents total loss time, and Y represents an intersection traffic flow ratio.

In one embodiment, the formula for calculating the split between green and green for each intersection on the urban main road is as follows:wherein, G is_eRepresents the effective green time at intersection i, y_jAnd the traffic flow ratio of the j phase at the intersection i is shown.

In one embodiment, the step of determining the maximum total time delay and the minimum total time delay of the fleet on the urban trunk road according to the common signal period, the green signal ratio of each intersection and a preset saturation comprises:

substituting the public signal period, the green signal ratio of each intersection and preset saturation into a calculation formula of time delay of each intersection passed by the motorcade to obtain the time delay of each intersection under each saturation;

and determining the maximum total time delay and the minimum total time delay of the motorcade on the urban main road according to the time delays of the intersections under various saturation degrees.

In one embodiment, the step of determining the maximum total time delay and the minimum total time delay of the fleet of vehicles on the urban main road according to the time delays of the intersections under various saturation degrees comprises the following steps:

under each saturation, summing the time delays of the motorcade passing through each intersection in the descending direction of the urban trunk road to obtain the sum of the time delays in the descending direction under each saturation;

under each saturation, summing the time delays of the motorcade passing through each intersection in the ascending direction of the urban trunk road to obtain the sum of the time delays in the ascending direction under each saturation;

under various saturation degrees, summing the time delay sum of the fleet in the downlink direction and the time delay sum in the uplink direction to obtain the total time delay of the fleet in the urban trunk road under various saturation degrees;

and determining the maximum value of the total time delay of the motorcade on the urban trunk road under each saturation as the maximum total time delay, and determining the minimum value of the total time delay of the motorcade on the urban trunk road under each saturation as the minimum total time delay.

In one embodiment, the step of calculating the coefficient of variation of the delay of the fleet over the urban arterial road in various saturations comprises:

calculating the average vehicle delay mean value and the average vehicle delay variance of the fleet in various saturations on the urban arterial road according to the sum of the time delays in the descending direction in various saturations and the sum of the time delays in the ascending direction in various saturations;

and calculating delay variation coefficients of the motorcades under various saturation degrees on the urban trunk road according to the average vehicle delay mean value and the average vehicle delay variance of the motorcades under various saturation degrees.

In one embodiment, the step of calculating the optimal phase difference of the urban trunk according to the maximum total delay time, the minimum total delay time, the actual total delay time, the maximum delay variation coefficient, the minimum delay variation coefficient, and the actual delay variation coefficient includes:

and substituting the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficient, the minimum delay variation coefficient, the actual delay variation coefficient and the delay variation coefficient with the same saturation corresponding to the minimum total time delay into a phase difference optimization function to obtain the optimal phase difference of the urban main road.

In addition, to achieve the above object, the present invention provides an apparatus for optimizing a phase difference between main lines, including:

the acquisition module is used for acquiring the public signal periods of the urban trunk roads under various saturation degrees and the split green ratio of each intersection;

the first determining module is used for determining the maximum total time delay and the minimum total time delay of the motorcade on the urban trunk road according to the public signal periods under various saturation degrees and the split green ratios of various intersections;

the first calculation module is used for calculating delay variation coefficients of the motorcade on the urban trunk road under various saturation degrees;

the second determining module is used for determining that the maximum value in the delay coefficients is the maximum delay variation coefficient and determining that the minimum value in the delay coefficients is the minimum delay variation coefficient;

and the second calculation module is used for calculating the optimal phase difference of the urban trunk road according to the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficient, the minimum delay variation coefficient and the actual delay variation coefficient.

In addition, to achieve the above object, the present invention further provides a device for optimizing a phase difference of a trunk, the device for optimizing a phase difference of a trunk includes a memory, a processor, and a program for optimizing a phase difference of a trunk, stored in the memory and executable on the processor, and when the program for optimizing a phase difference of a trunk is executed by the processor, the method for optimizing a phase difference of a trunk performs the steps of the method for optimizing a phase difference of a trunk as described above.

In addition, to achieve the above object, the present invention further provides a computer readable storage medium, wherein the computer readable storage medium stores the optimization program of the main track phase difference, and the optimization program of the main track phase difference is executed by a processor to implement the steps of the optimization method of the main track phase difference as described above.

The method comprises the steps of determining the maximum total time delay and the minimum total time delay of a motorcade on an urban trunk road according to a public signal period, the green signal ratio of each intersection and a preset saturation, calculating delay variation coefficients of the motorcade on the urban trunk road under various saturations, determining the maximum value of the delay variation coefficients as the maximum delay variation coefficients and determining the minimum value of the delay variation coefficients as the minimum delay variation coefficients, and finally calculating the optimal phase difference of the urban trunk road according to the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficients, the minimum delay variation coefficients and the actual delay variation coefficients.

Drawings

FIG. 1 is a diagram illustrating a hardware configuration of an apparatus for implementing various embodiments of the invention;

FIG. 2 is a schematic flow chart illustrating an embodiment of a method for optimizing a phase difference of a main channel according to the present invention;

FIG. 3 is a schematic diagram of the total delay variation of the trunk time according to the present invention;

FIG. 4 is a schematic diagram illustrating variation coefficient variation of delay of two-way vehicles on a trunk road according to the present invention;

fig. 5 is a graph of the fairness enhancement ratio distribution of the present invention.

The implementation, functional features and advantages of the present invention will be described with reference to the accompanying drawings.

Detailed Description

It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.

The invention provides optimization equipment for a main channel phase difference, and referring to fig. 1, fig. 1 is a schematic structural diagram of a hardware operating environment related to the scheme of the embodiment of the invention.

It should be noted that fig. 1 is a schematic structural diagram of a hardware operating environment of an optimization device for a trunk phase difference. The optimization device of the trunk phase difference in the embodiment of the present invention may be a Personal Computer (PC), a portable Computer, a server, or the like.

As shown in fig. 1, the apparatus for optimizing the phase difference of the main channel may include: a processor 1001, such as a CPU, a memory 1005, a user interface 1003, a network interface 1004, a communication bus 1002. Wherein a communication bus 1002 is used to enable connective communication between these components. The user interface 1003 may include a Display screen (Display), an input unit such as a Keyboard (Keyboard), and the optional user interface 1003 may also include a standard wired interface, a wireless interface. The network interface 1004 may optionally include a standard wired interface, a wireless interface (e.g., WI-FI interface). The memory 1005 may be a high-speed RAM memory or a non-volatile memory (e.g., a magnetic disk memory). The memory 1005 may alternatively be a storage device separate from the processor 1001.

Optionally, the apparatus for optimizing the phase difference of the trunk may further include an RF (Radio Frequency) circuit, a sensor, a WiFi module, and the like.

Those skilled in the art will appreciate that the configuration of the apparatus for optimizing a mains phase difference shown in fig. 1 does not constitute a limitation of the apparatus for optimizing a mains phase difference, and may include more or fewer components than those shown, or some components may be combined, or a different arrangement of components.

As shown in fig. 1, a memory 1005, which is a computer storage readable storage medium, may include therein an operation device, a network communication module, a user interface module, and an optimization program of a backbone phase difference. The operation device is a program of hardware and software resources of an optimization device for managing and optimizing the main channel phase difference, and supports the operation of an optimization program of the main channel phase difference and other software or programs.

The optimization device for the phase difference of the trunk road shown in fig. 1 is used for solving the problem of how to improve the type and quality of the area suggestion box, and the user interface 1003 is mainly used for detecting or outputting various information, such as inputting the saturation of an intersection in an urban trunk road and outputting an optimal phase difference; the network interface 1004 is mainly used for interacting with a background server and communicating; the processor 1001 may be configured to invoke an optimization procedure for the trunk phase difference stored in the memory 1005, and perform the following operations:

acquiring a public signal period of an urban trunk road and a green signal ratio of each intersection;

determining the maximum total time delay and the minimum total time delay of the motorcade on the urban trunk road according to the public signal period, the green signal ratio of each intersection and the preset saturation;

calculating delay variation coefficients of the motorcades under various saturation degrees on the urban trunk road, determining the maximum value of the delay variation coefficients as the maximum delay variation coefficient, and determining the minimum value of the delay variation coefficients as the minimum delay variation coefficient;

and calculating the optimal phase difference of the urban trunk road according to the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficient, the minimum delay variation coefficient and the actual delay variation coefficient.

The method comprises the steps of determining the maximum total time delay and the minimum total time delay of a motorcade on an urban trunk road according to a public signal period, the green signal ratio of each intersection and a preset saturation, calculating delay variation coefficients of the motorcade on the urban trunk road under various saturations, determining the maximum value of the delay variation coefficients as the maximum delay variation coefficients and determining the minimum value of the delay variation coefficients as the minimum delay variation coefficients, and finally calculating the optimal phase difference of the urban trunk road according to the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficients, the minimum delay variation coefficients and the actual delay variation coefficients.

The specific implementation of the mobile terminal of the present invention is substantially the same as the following embodiments of the method for optimizing the phase difference of the trunk, and will not be described herein again.

Based on the above structure, an embodiment of the optimization method of the trunk road phase difference is provided.

At present, the main goal of the main road coordination control is the main road operation efficiency, however, in recent years, the traffic fairness which is one of three important indexes of sustainable traffic development gets more and more attention. Therefore, from the perspective of fairness, the trunk control optimization method considering the delay consistency of the two-way vehicles is provided, and the fairness of the trunk operation is further improved on the premise of ensuring the operation efficiency of the trunk. The invention provides an optimization method of a main road phase difference.

Referring to fig. 2, fig. 2 is a schematic flow chart of an embodiment of the method for optimizing the phase difference of the trunk line according to the present invention.

In the present embodiment, an embodiment of a method for optimizing a phase difference of a main track is provided, and it should be noted that although a logical order is shown in the flowchart, in some cases, the steps shown or described may be performed in an order different from that here.

In this embodiment, the method for optimizing the phase difference of the trunk road includes:

step S10, acquiring the public signal periods of the urban trunk roads under various saturation degrees and the split green ratios of various intersections;

in the embodiment, firstly, a Webster timing method is used for calculating the public cycle of the urban trunk road under various saturation degrees and the split green ratio of each intersection.

In some specific embodiments, the step of obtaining the common signal period of the urban arterial road includes:

step a, calculating the signal period of each intersection in the urban main road under various saturation degrees, and determining the maximum signal period as the public signal period of the urban main road, wherein the formula for calculating the signal period of the intersection is as follows:

said C is_iAnd a signal period of the intersection i, wherein L represents total loss time, and Y represents an intersection traffic flow ratio.

Determining the signal period of each intersection through a formulaAnd calculating the signal period of the intersection i, wherein L represents total loss time, and Y represents the traffic flow ratio of the intersection. The unit of the signal period and the total loss time is seconds(s). Calculating to obtain the signal period of each intersection according to the calculation formula of the signal periodAnd determining the largest signal period as the common signal period.

In some embodiments, the formula for calculating the split between the green and the green at each intersection on the urban main road is as follows:wherein, G is_eRepresents the effective green time at intersection i, y_jAnd the traffic flow ratio of the j phase at the intersection i is shown.

The unit of the effective green time is also seconds.

Step S20, determining the maximum total time delay and the minimum total time delay of the motorcade on the urban trunk road according to the public signal period, the green signal ratio of each intersection and the preset saturation;

the time delay of the motorcade passing through each intersection is related to the public signal period and the green letter ratio of each intersection, the time delay of the motorcade passing through each intersection can be obtained according to the public signal period and the green letters of each intersection, and further the total time delay of the motorcade passing through each intersection in the urban trunk road can be obtained. The time delay of the motorcade passing through the intersection is also related to the saturation of the intersection, and the time delay of different motorcades with different saturations passing through the same intersection is also different, so that the time delay of the motorcade passing through each intersection in the urban trunk road can be changed by changing the saturation of the intersection, the total time delay of the motorcade passing through each intersection in the urban trunk road at different saturations can be further obtained, and the maximum total time delay and the minimum total time delay can be obtained by comparing the values of the total time delays.

The intersection saturation range is set through python programming, the general saturation range is 0.25-0.7, and then the saturations selected in the embodiment are 0.25, 0.26, 0.27, 0.28, 0.29, 0.3, 0.31, 0.34 … 0.64, 0.65, 0.66, 0.67, 0.68, 0.69 and 0.7 respectively. The urban arterial road has an uplink direction and a downlink direction, see table 1, where table 1 is the basic data of 46 intersections under each saturation, and 2216 groups of data are total:

TABLE 1

In some embodiments, step S20 further includes:

b, substituting the public signal period, the split green ratio of each intersection and preset saturation into a calculation formula of the time delay of each intersection passed by the motorcade to obtain the time delay of each intersection under each saturation;

and c, determining the maximum total time delay and the minimum total time delay of the motorcade on the urban trunk road according to the time delays of the intersections under various saturation degrees.

In the embodiment, the time delay of the motorcade passing through each intersection under different saturation degrees is calculated through a minimum delay method calculation model. The minimum delay method calculation model divides the time delay of the motorcade at a downstream intersection into six modes according to the blocked condition of the motorcade at the head of the motorcade and the running characteristics of the motorcade at the tail of the motorcade, wherein the first mode is as follows: the first car of motorcade is obstructed, arrives the vehicle accumulation line and the vehicle and drives away the delay area that the accumulation line encloses and be the triangle-shaped: motorcade head vehicle arrives at intersection I in red light period_i+1At the moment, no vehicles are queued at the entrance road, the queuing is dissipated in the green light period, and the motorcade and the tail vehicle pass through the intersection I without stopping_i+1At this time, the time delay is:the constraint conditions are as follows:and the second method comprises the following steps: the first car of motorcade is obstructed, arrives the vehicle accumulation line and the vehicle and drives away the delay area that the accumulation line encloses and be trapezoidal shape plus triangle-shaped: the first vehicle of the fleet arrives at the intersection in the red light period, at the moment, vehicles are queued in the entrance road, queued for dissipation in the green light period, pass through part of the vehicles at a constant speed, and part of the tail vehicles meet the red light and need to queue for waiting, at the moment, the time delay is as follows:the constraint conditions are as follows:and the third is that: the first car of motorcade is obstructed, arrives the vehicle accumulation line and the vehicle and drives away the delay area that the accumulation line encloses and be trapezoidal shape: the first vehicle of the fleet arrives at the intersection in the red light period, no vehicle at the entrance is queued at the time, the vehicle is queued in the green light period and is dissipated, the last vehicle of the fleet needs to stop once and then pass through the intersection, and at the time, the time delay is as follows:the constraint conditions are as follows:and fourthly: the delay of the head car of the non-motorcade is triangular: the first vehicle of the fleet arrives at the intersection in the green light period, no vehicle at the entrance is queued up at this moment, after passing through part of the vehicles evenly, the fleet meets the red light and needs to queue up for waiting, the queue dissipation in the next green light period, the last vehicle of the fleet does not stop and passes through the intersection, and at this moment, the time delay is:the constraint conditions are as follows:and a fifth mode: the delay of the head car of the non-motorcade being blocked is trapezoidal: the first vehicle of the fleet reaches the intersection in the green light period, no vehicles are queued in the entrance road at the moment, after the vehicles uniformly pass through part of the vehicles, the fleet needs to wait in a queue when meeting the red light, the queue is dissipated in the next green light period, and the last vehicle of the fleet needs to pass through the intersection after one-time parking. At this time, the time delay is:the constraint conditions are as follows:and a sixth mode: non-fleet headThe delay of the blocked vehicle is trapezoid plus triangle: the first vehicle of the fleet reaches the intersection in the green light period, at the moment, vehicles are queued in the entrance road, the vehicles are queued for dissipation in the green light period, then the vehicles pass through part of the vehicles at a constant speed, and part of the vehicles in the tail meet the red light and need to be queued for waiting. At this time, the time delay is:the constraint conditions are as follows:the calculation method of the time delay of the motorcade passing through the upstream intersection can refer to the six calculation methods. Adjacent crossing I_iAnd I_i+1The relative phase difference between the two phases meets certain constraint conditions: o_i+1，i+o_i，i+1C, so the time delay of the upstream fleet through the intersection is calculated as the control variable o_i，i+1Can use C-o_i+1，iThe method comprises the steps of showing and judging traffic conditions when a fleet passes through intersections, selecting a correct time delay calculation formula, calculating time delays of the fleet passing through the intersections under various saturation degrees, further calculating a total value of the time delays of the fleet passing through the intersections of the urban main road at the same saturation degree, namely total time delay, and obtaining the maximum total time delay and the minimum total time delay by comparing the total time delays of the fleet passing through the urban main road at the saturation degrees.

Table 2 generation methods and methods of the parameters in the above formulas.

TABLE 2

In some specific embodiments, step c further comprises:

step c1, under each saturation, summing the time delays of the motorcade passing through each intersection in the descending direction of the urban trunk road to obtain the sum of the time delays in the descending direction of each saturation;

step c2, under each saturation, summing the time delays of the motorcade passing through each intersection in the ascending direction of the urban trunk road to obtain the sum of the time delays in the ascending direction under each saturation;

step c3, under various saturation degrees, summing the time delay sum of the fleet in the downlink direction and the time delay sum of the fleet in the uplink direction to obtain the total time delay of the fleet in the urban trunk road under various saturation degrees;

and c4, determining the maximum value of the total time delay of the motorcade on the urban trunk road under each saturation as the maximum total time delay, and determining the minimum value of the total time delay of the motorcade on the urban trunk road under each saturation as the minimum total time delay.

The motorcade runs in two directions of the urban trunk road, namely an uplink direction and a downlink direction, and the intersection where the motorcade passes through the urban trunk road comprises both the intersection in the uplink direction and the intersection in the downlink direction. Summing the time delays of all intersections passed by the motorcade in the descending direction of the urban trunk road under the same saturation to obtain the sum D of the time delays of the motorcade in the descending direction of the urban trunk road under each saturation_Downstream，k represents the total number of intersections in the descending direction of the urban main road; summing the time delays of all intersections passed by the motorcade in the ascending direction of the urban trunk road under the same saturation to obtain the sum D of the time delays of the motorcade in the ascending direction of the urban trunk road under each saturation_{Uplink is carried out}. Further obtaining D under the same saturation_DownstreamAnd D_{Uplink is carried out}And summing to obtain the total delay of the motorcade running in the urban trunk road under each saturation. And comparing the total time delay of each saturation, determining the maximum value of the total time delay as the maximum total time delay, and determining the minimum value of the total time delay as the minimum total time delay.

Step S30, calculating delay variation coefficients of the motorcade on the urban trunk road under various saturation degrees, determining the maximum value of the delay variation coefficients as the maximum delay variation coefficient, and determining the minimum value of the delay variation coefficients as the minimum delay variation coefficient;

in the embodiment, a variation coefficient fairness measurement method is used for measuring and establishing a trunk road two-way vehicle average delay fairness evaluation function to calculate the delay variation coefficient of the fleet on the urban trunk road.

And calculating delay variation coefficients of the trains in each saturation degree on the urban trunk road, comparing the delay variation coefficients in each saturation degree, determining the maximum delay variation coefficient as the maximum delay variation coefficient, and determining the minimum delay variation coefficient as the minimum delay variation coefficient.

In some specific embodiments, the step of calculating the coefficient of variation of the delay of the fleet of vehicles in the various saturations on the urban main road comprises:

step d, calculating the average delay mean value and the average delay variance of the trains on the urban arterial road under various saturations according to the sum of the time delays in the descending direction under various saturations and the sum of the time delays in the ascending direction under various saturations;

and e, calculating delay variation coefficients of the motorcades under various saturation degrees on the urban trunk according to the average vehicle delay mean and the average vehicle delay variance under various saturation degrees.

The trunk road two-way vehicle delay fair evaluation function is as follows: the delay variation coefficient generated when the motorcade runs on the urban trunk road,the mean value of vehicle delay of the fleet in the ascending direction and the descending direction of the urban main road is shown,wherein the content of the first and second substances, the variance of the vehicle delay of the motorcade in the ascending direction and the descending direction of the urban arterial road is shown,and calculating delay variation coefficients of the trains in each saturation degree on the urban trunk road according to the trunk road bidirectional vehicle equal delay fair function.

And step S40, calculating the optimal phase difference of the urban trunk road according to the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficient, the minimum delay variation coefficient and the actual delay variation coefficient.

The method for calculating the total delay of the actual time comprises the steps of obtaining the actual downlink time delay of a motorcade in the downlink direction of the urban trunk and the actual uplink time delay in the uplink direction, and summing the actual downlink time delay and the actual uplink time delay to obtain the total actual time delay of the motorcade on the urban trunk. Downlink actual time delay and uplink actual time delay and D_Downstream、D_{Uplink is carried out}The calculation method is the same, and the time delay of the motorcade actually passing through each intersection in the uplink direction or the downlink direction is summed to obtain the downlink actual time delay and the uplink actual time delay.

In some specific embodiments, step S40 includes:

and f, substituting the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficient, the minimum delay variation coefficient, the actual delay variation coefficient and the delay variation coefficient with the same saturation corresponding to the minimum total time delay into a phase difference optimization function to obtain the optimal phase difference of the urban trunk road.

In the embodiment, on the basis of the trunk road two-way vehicle equal delay fairness evaluation function, the phase difference optimization function of the trunk road coordination control considering the two-way vehicle equal delay consistency is constructedConstraint conditions are as follows:phase difference optimization function D of main road coordination control_{General assembly}Representing the total delay of the actual time, D_{Total max}Indicating the maximum total time delay, D_{Total min}The minimum total time delay is indicated,the maximum delay variation coefficient is represented by,the minimum delay variation coefficient is represented,is represented by_{Total min}The delay variation coefficient at the corresponding saturation level,for actual delay of the coefficient of variation, willAnd substituting the phase difference optimization function to obtain the optimal phase difference.

In this embodiment, the difference between the maximum total delay and the minimum total delay, i.e., D, is calculated_{Total max}-D_{Total min}Indicating the time delay span of the trunk; calculating the difference between the maximum and minimum delay variation coefficients, i.e.And the delay variation coefficient span of the two-way vehicles on the trunk road is represented.

The embodiment also outputs the total time delay after the phase difference optimizationAnd optimized delayed coefficient of variationThe ratio of the optimized increase delay value to the time delay span of the trunk is taken as the increase time delay ratio, namelyTaking the opposite number of the optimized ratio of the reduced coefficient of variation value to the span of the trunk road bidirectional vehicle average delay coefficient of variation as the improved fairness ratio, namely

The 2116 group data in table 1 contains 90 cases that cannot be further optimized, and 2026 trunk arrays are left after the 90 cases are eliminated. The 2026 sets of main road simulation data are used as input quantities, and the main road total delay and the main road two-way vehicle average delay variation coefficients corresponding to the optimal phase difference solution are respectively calculated by taking the main road total delay minimum (only delay is considered), the main road two-way vehicle average delay variation coefficient minimum (only main road two-way fairness is considered) and the comprehensive optimization model objective function value maximum (comprehensive fairness and efficiency are considered), and after the phase difference optimization of the main road coordination control by considering the two-way vehicle average delay consistency, the average main road time total delay and the average main road two-way vehicle average delay result are shown in table 3. Compared with the minimum delay method, the total delay of the main road is increased, and the average total delay of the main road time is increased from 150.10 to 188.47, as shown in FIG. 3; compared with the minimum delay method, the delay variation coefficient of the two-way vehicles on the main road is reduced, and the delay variation coefficient of the two-way vehicles on the average main road is reduced from 0.58 to 0.14, as shown in fig. 4. The comprehensive analysis results show that the minimum delay method model optimization results are the minimum of the three models in the total delay of the trunk time, but the fairness is the worst by comparing the three optimization results; the optimization result of the fairness model has the minimum variation coefficient (the fairness is optimal), but the total delay of the trunk time is also the maximum of the three models; the comprehensive model is not optimal in fairness and traffic efficiency, but is the most reasonable in comprehensive condition among the three models, the traffic efficiency is properly sacrificed to obtain fairness of equal delay of two-way vehicles in the trunk road, and the total time delay and fairness of the trunk road are considered.

TABLE 3

After the trunk coordination control optimization considering the consistent delay of the two-way vehicles, the specific sacrifice delay ratio and the improvement fairness ratio are shown in fig. 5 compared with the minimum delay method. With the increase of the increase delay ratio, the improvement fairness ratios are distributed above the y-axis, namely the x-axis, and the improvement fairness ratios of all groups are always larger than the increase delay ratio after optimization; from the distribution density of the scatter diagram, when the delay ratio is increased to be 0% -40%, the numerical value distribution is more concentrated; when the delay ratio is increased at 40% to 100%, the numerical distribution is discrete. After optimization, most of the arithmetic sets control the total delay sacrifice of the main road to be within 40 percent, and the sacrifice delay occupation ratio is controlled to be in a range as small as possible; there are still cases where the victim delay is large, but this case is in a small number of operand sets.

According to the method, the maximum total time delay and the minimum total time delay of the motorcade on the urban trunk road are determined according to the public signal period, the green signal ratio of each intersection and the preset saturation, the delay variation coefficients of the motorcade on the urban trunk road under various saturations are calculated, the maximum value of the delay variation coefficients is determined to be the maximum delay variation coefficient, the minimum value of the delay variation coefficients is determined to be the minimum delay variation coefficient, and finally the optimal phase difference of the urban trunk road is calculated according to the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficient, the minimum delay variation coefficient and the actual delay variation coefficient, so that the total time delay of the trunk road is sacrificed as small as possible to optimize the phase difference of signals of the intersections, and the fairness of traffic signal control in the urban trunk road is improved.

In addition, an embodiment of the present invention further provides an apparatus for optimizing a phase difference between trunk lines, where the apparatus for optimizing a phase difference between trunk lines includes:

the acquisition module is used for acquiring the public signal periods of the urban trunk roads under various saturation degrees and the split green ratio of each intersection;

the first determining module is used for determining the maximum total time delay and the minimum total time delay of the motorcade on the urban trunk road according to the public signal periods under various saturation degrees and the split green ratios of various intersections;

the first calculation module is used for calculating delay variation coefficients of the motorcade on the urban trunk road under various saturation degrees;

the second determining module is used for determining that the maximum value in the delay coefficients is the maximum delay variation coefficient and determining that the minimum value in the delay coefficients is the minimum delay variation coefficient;

and the second calculation module is used for calculating the optimal phase difference of the urban trunk road according to the maximum total time delay, the minimum total time delay, the actual total time delay, the maximum delay variation coefficient, the minimum delay variation coefficient and the actual delay variation coefficient.

In addition, an embodiment of the present invention further provides a computer-readable storage medium, where an optimization program of a trunk phase difference is stored on the computer-readable storage medium, and when the optimization program of the trunk phase difference is executed by a processor, the steps of the optimization method of the trunk phase difference described above are implemented.

It should be noted that the computer readable storage medium may be provided in the optimization apparatus of the phase difference of the main track.

The specific implementation of the computer-readable storage medium of the present invention is substantially the same as the embodiments of the method for optimizing the phase difference of the main channel, and will not be described herein again.

It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

The above-mentioned serial numbers of the embodiments of the present invention are merely for description and do not represent the merits of the embodiments.

Through the above description of the embodiments, those skilled in the art will clearly understand that the method of the above embodiments can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware, but in many cases, the former is a better implementation manner. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which is stored in a storage medium (such as ROM/RAM, magnetic disk, optical disk) and includes instructions for enabling a terminal device (such as a mobile phone, a computer, a server, an air conditioner, or a network device) to execute the method according to the embodiments of the present invention.

The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention, and all modifications of equivalent structures and equivalent processes, which are made by using the contents of the present specification and the accompanying drawings, or directly or indirectly applied to other related technical fields, are included in the scope of the present invention.