城市公交信号优先智能控制算法研究
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摘要
由于全球经济发展,城市人口和机动车的快速增长,世界各国多数城市都面临巨大的交通压力。拥堵、停车难等城市交通问题一直以来都是城市交通规划与管理的难点,各国不少城市规划和交通规划的专家为此进行了深入研究后,认为限制私人出行方式,鼓励公交出行方式才是出路。确立BRT系统的战略地位。
现有国内公交系统常见的缺点为:车辆定位精度不够高,通讯不及时;断线后重新连接速度慢以及定时控制的灵活性不高,路口全局人均延误较高。论文针对上诉情况,对信号交叉口优先技术进行了研究。采用了基于射频识别技术的“点式定位”系统以及基于公交优先的模糊控制器。“点式定位”系统能够尽可能保证车辆定位精度必须高,通讯及时。模糊控制器以公交误点数值和待行相位排队长度为输入,以当前相位绿灯延时为输出,实现了以路口总延误人数最少为目标的最优控制。
本文首先对各种交叉口交通延误理论及相关的排队、延误公式做了大量的调查研究,比较了各种相关算法的优缺点,通过深入学习模糊控制理论及交通流理论,提出了城市公交信号优先智能控制算法。
通过介绍城市道路交通控制系统中信号灯控制方式及交通控制系统的分类,结合交通流控制理论,采用交通灯自适应控制系统及单点控制方式,减少了交通时间的延误、事故的发生,大大提高了道路交通设施使用效率。
通过介绍现有常见公交检测系统的优缺点,结合公交信号优先控制策略,比照北京已建成的快速公交的事例,采用了基于射频识别技术的“点式定位”方案。该系统具有常用的GPS定位系统其它检测和所不具备的诸多优势。具有良好的方向性,识别距离可调。无需路面施工,车载设备简单成本低。可以实现双向数据通信,能够承载较为丰富的信息。
为了克服公交定时优先信号控制不够灵活的缺点,提出了以公交误点数值和待行相位排队长度为输入,以当前相位绿灯延时为输出,实现了以路口总延误人数最少为目标的最优控制的公交优先模糊控制算法。该算法把以“人均延误”作为公交优先优化的目标,考虑到车辆延误作为优先的目标以及公交车辆中的载客数,对公交晚点的程度进行深入讨论。在总结前人研究成果的基础上,就如何在综合考虑待行社会车辆和公交车误点程度两个因素的基础上实行公交优先模糊控制进行了详细研究,提出了相应的算法,建立相应模糊控制器并借助Matlab6.5进行仿真,仿真结果表明了该模糊算法的有效性,模糊控制算法延误人数比定时控制下的延误人数平均低26.6%。
Due to the development of the economy in the seven seas,the rapid growth of the population of the city,an widely use of the motor vehicles,most of the cities in the world are faced with tremendous traffic stress.Urban traffic problems such as congestion,hardness of parking are difficult and emphases problem in traffic layout and management.After most experts in urban and traffic layout have made deeply study for these,they consider that restrict private trip mode and encourage public transportation is the just way.BRT systems to establish strategic position.
Existing domestic public transportation system for the common shortcomings: the vehicle positioning accuracy is not high enough,no communications in a timely manner;after the break to slow connection speeds,as well as the flexibility to control timing is not high,the overall intersection delay per capita higher.Papers for an appeal,on the intersection signal priority technology has been studied.Based on the use of radio frequency identification technology,"point-positioning" as well as systems based on bus priority fuzzy controller."Point-positioning" as far as possible to ensure that the system can be high-precision positioning of vehicles, communications in a timely manner.Fuzzy controllers to public transport delays and numerical phase line to be lining up for the length of the input to the current phase delay for the green light output,in order to achieve the junction of the total number of delays for at least the goal of optimal control.
This article first intersection on a variety of traffic delays and queuing theory,the formula for the delay has done a great deal of study,compared the advantages and disadvantages of a variety of related algorithms,fuzzy control,through in-depth study of traffic flow theory and the theory,put forward a city bus signal Intelligent control algorithm priority.
Through the introduction of urban road traffic control system and control signals traffic control system of classification,combined with the traffic flow control theory, the use of adaptive traffic signal control system and a single point of control to reduce the travel time delays,accidents,and greatly enhanced The efficient use of road transport facilities.
By introducing the common existing public transport system,the advantages and disadvantages of testing,combined with public transport Priority Signal Control Strategy,mutatis mutandis,Beijing has built Bus Rapid Transit case,based on the use of radio frequency identification technology,"point-positioning".The system has a GPS positioning system commonly used in other testing and do not have a lot of advantages.Has a good direction and distance to identify adjustable.No road construction,low cost and simple on-board equipment.Can be two-way data communications,can carry more abundant.
In order to overcome the transit priority signal from time to time flexible enough to control the shortcomings of public transportation in order to raise the value of delayed and the phase-line to be lining up for the length of the input to the current phase delay for the green light output,in order to achieve the junction of the total number of delays for at least the goal of optimal control Bus priority of the fuzzy control algorithm.The algorithm to the "average delay" as the goal of optimizing bus priority,taking into account traffic delays as a priority objective of public transport vehicles as well as in the number of passengers on the bus late level of in-depth discussions.In summing up the results of previous studies on the basis on how to be considered in the line of vehicles and community buses running behind schedule,the degree of two factors on the basis of the implementation of bus priority fuzzy control in detail,the corresponding algorithm,the corresponding fuzzy control Matlab6.5-use and simulation,the simulation results show that the fuzzy algorithm,fuzzy control algorithm than the number of delays from time to time under the control of the delay in the average number of low 26.6 percent.
现有国内公交系统常见的缺点为:车辆定位精度不够高,通讯不及时;断线后重新连接速度慢以及定时控制的灵活性不高,路口全局人均延误较高。论文针对上诉情况,对信号交叉口优先技术进行了研究。采用了基于射频识别技术的“点式定位”系统以及基于公交优先的模糊控制器。“点式定位”系统能够尽可能保证车辆定位精度必须高,通讯及时。模糊控制器以公交误点数值和待行相位排队长度为输入,以当前相位绿灯延时为输出,实现了以路口总延误人数最少为目标的最优控制。
本文首先对各种交叉口交通延误理论及相关的排队、延误公式做了大量的调查研究,比较了各种相关算法的优缺点,通过深入学习模糊控制理论及交通流理论,提出了城市公交信号优先智能控制算法。
通过介绍城市道路交通控制系统中信号灯控制方式及交通控制系统的分类,结合交通流控制理论,采用交通灯自适应控制系统及单点控制方式,减少了交通时间的延误、事故的发生,大大提高了道路交通设施使用效率。
通过介绍现有常见公交检测系统的优缺点,结合公交信号优先控制策略,比照北京已建成的快速公交的事例,采用了基于射频识别技术的“点式定位”方案。该系统具有常用的GPS定位系统其它检测和所不具备的诸多优势。具有良好的方向性,识别距离可调。无需路面施工,车载设备简单成本低。可以实现双向数据通信,能够承载较为丰富的信息。
为了克服公交定时优先信号控制不够灵活的缺点,提出了以公交误点数值和待行相位排队长度为输入,以当前相位绿灯延时为输出,实现了以路口总延误人数最少为目标的最优控制的公交优先模糊控制算法。该算法把以“人均延误”作为公交优先优化的目标,考虑到车辆延误作为优先的目标以及公交车辆中的载客数,对公交晚点的程度进行深入讨论。在总结前人研究成果的基础上,就如何在综合考虑待行社会车辆和公交车误点程度两个因素的基础上实行公交优先模糊控制进行了详细研究,提出了相应的算法,建立相应模糊控制器并借助Matlab6.5进行仿真,仿真结果表明了该模糊算法的有效性,模糊控制算法延误人数比定时控制下的延误人数平均低26.6%。
Due to the development of the economy in the seven seas,the rapid growth of the population of the city,an widely use of the motor vehicles,most of the cities in the world are faced with tremendous traffic stress.Urban traffic problems such as congestion,hardness of parking are difficult and emphases problem in traffic layout and management.After most experts in urban and traffic layout have made deeply study for these,they consider that restrict private trip mode and encourage public transportation is the just way.BRT systems to establish strategic position.
Existing domestic public transportation system for the common shortcomings: the vehicle positioning accuracy is not high enough,no communications in a timely manner;after the break to slow connection speeds,as well as the flexibility to control timing is not high,the overall intersection delay per capita higher.Papers for an appeal,on the intersection signal priority technology has been studied.Based on the use of radio frequency identification technology,"point-positioning" as well as systems based on bus priority fuzzy controller."Point-positioning" as far as possible to ensure that the system can be high-precision positioning of vehicles, communications in a timely manner.Fuzzy controllers to public transport delays and numerical phase line to be lining up for the length of the input to the current phase delay for the green light output,in order to achieve the junction of the total number of delays for at least the goal of optimal control.
This article first intersection on a variety of traffic delays and queuing theory,the formula for the delay has done a great deal of study,compared the advantages and disadvantages of a variety of related algorithms,fuzzy control,through in-depth study of traffic flow theory and the theory,put forward a city bus signal Intelligent control algorithm priority.
Through the introduction of urban road traffic control system and control signals traffic control system of classification,combined with the traffic flow control theory, the use of adaptive traffic signal control system and a single point of control to reduce the travel time delays,accidents,and greatly enhanced The efficient use of road transport facilities.
By introducing the common existing public transport system,the advantages and disadvantages of testing,combined with public transport Priority Signal Control Strategy,mutatis mutandis,Beijing has built Bus Rapid Transit case,based on the use of radio frequency identification technology,"point-positioning".The system has a GPS positioning system commonly used in other testing and do not have a lot of advantages.Has a good direction and distance to identify adjustable.No road construction,low cost and simple on-board equipment.Can be two-way data communications,can carry more abundant.
In order to overcome the transit priority signal from time to time flexible enough to control the shortcomings of public transportation in order to raise the value of delayed and the phase-line to be lining up for the length of the input to the current phase delay for the green light output,in order to achieve the junction of the total number of delays for at least the goal of optimal control Bus priority of the fuzzy control algorithm.The algorithm to the "average delay" as the goal of optimizing bus priority,taking into account traffic delays as a priority objective of public transport vehicles as well as in the number of passengers on the bus late level of in-depth discussions.In summing up the results of previous studies on the basis on how to be considered in the line of vehicles and community buses running behind schedule,the degree of two factors on the basis of the implementation of bus priority fuzzy control in detail,the corresponding algorithm,the corresponding fuzzy control Matlab6.5-use and simulation,the simulation results show that the fuzzy algorithm,fuzzy control algorithm than the number of delays from time to time under the control of the delay in the average number of low 26.6 percent.
引文
[1]Koichiro I,Manabu M,SATOSHI N.Public transportation priority systems combined with multiple traffic control[A].IEEE proceedings Intelligent Transportation Systems 2000[C].Dearborn MI,2000
[2]Noritaka K.Public transportation priority system using optical bus detectors[A].Proceedings Intelligent Transportation Systems 1999[C].Tokyo,1999.
[3]Hisaya O.On construction of a public transportation priority system(PTPS)[A].Proceedings Intelligent Transportation Systems 1999[C].Tokyo,1999.
[4]张卫华,陆化普,石琴,刘强.公交优先的信号交叉口配时优化方法[J].交通运输工程学报,2004,4(3):49-53.
[5]阴炳成,杨晓光.交叉口单点公共汽车交通优先控制方法研究[J].公路交通科技,2005,22(12):124-26.
[6]Webster F V(1958).Traffic Signal Settings[J].Road Research Laboratory Technical paper.1958,39:258-263.
[7]Allsop R(1972).Delay at a Fixed Time Traffic Signal Theoretical Analysis Transportation Science,1972,6:260-285.
[8]坞洛夫,休伯,著.蒋磺等译.交通流理论.人民交通出版社(1983).
[9]Catling L.(1977).A Time-Dependent Approach To Junction Delays Traffic Engineering and Control,1972,18:520-523.
[10]Kimber,R.and E Hopis(1979).Traffic Queues and Delays at Road Junctions TRRL Laboratory Report,909,U.K.
[11]Akcelik,R(1980).Time-Dependent Expressions for Delay,Stop Rate and Queue Length at Traffic Signals.Australian Calculation for Discrete Adaptive Traffic Signal control.Road Research Board,Internal Report,AIR 367-1.
[12]Akcelik,R(1988).The Highway Capacity Manual Delay Formula for Signalized Intersections..ITE Journal 58(3):23-27.
[13]Akcelik R and N Rouphail(1994).Overflow Queues and Delays with Random and platoon Arrivals at Signalized Intersections,Journal of Advanced Transportation,Volume 28(3):227-251.
[14]Billon W and N Wu(1990).Delays At Fixed-time Traffic Signals Under Time Dependent Traffic Conditions.Traffic Engineering and Control,31(12):62-63.
[15]Heidemann D,Queue length and waiting-time distributions at priority intersections[J].Transport Res B,1991.25:163-174.
[16]Nagui R,Rze T,Jing Li.Traffic Flow at signalized intersection,1996.
[17]Liping Fu,Bruce H(2000).Delay variability at signalized intersections[J].Transport.Res.B,2000.34:268-269.
[18]Viloria F,Courage K And Avery D(2000).Comparison of queue length Models at signalized intersections[C].Paper presented at the 79 Annual Meeting of the Transportation Research Board,Washington,D.C.,U.S.A.
[19]Akcelik,Micro simulation and analytical methods for modeling urban traffic Akcelik & Associates Pty Ltd,2001.10:23-28.
[20]Akcelik,Progression Factors in the HCM 2000 Queue and Delay Models for Traffic Signals[J].Akcelik & Associates Pty Ltd 2001.9:56-59.
[21]Washburn,s.s,larson.N.Signalized intersection delay estimation.Case study comparison of TRANSYT-7F,synchronic and HCS,ITE Journal(Institute of Transportation Engineers) 2002.72(3):30-35.
[22]Li,Zhen yang.Dynamic left-turn phase optimization using fuzzy logic control[D]Source:Dissertation Abstracts International,Volume:3,Section:B,page:1446(2004).
[23]R F.Benekohal Professor.Arrival based uniform delay model for oversaturated signalized intersections With poor progression Paper presented at the Annual Meeting of the Transportation Research Board,Washington,D.C.,U.S.A(2005).
[24]杨晓光,杨佩昆.信号灯控制交叉口停车线车辆延误模拟算法田同济大学 学报.1991,(3):67-73.
[25]杨晓光,杨佩昆.信号灯控制交叉口冲突点车辆延误模拟算法田一第一届海峡两岸都市交通学术研讨会,上海(1993).
[26]杨晓光.城市高速道路交通系统动态控制方法研究.同济大学博士学位论文.1996.
[27]魏丽英,隽志才,贾洪飞.饱和状态下信号交叉口延误的模拟分析法.系统工程理论与实践.2000,(11):105-110.
[28]何宁,杨涛,李朝阳,钱林波.信号交叉口延误及排队长度的实证研究和应用.公路交通科技.2002,19(5):106-109.
[29]邵长桥.信号交叉口延误研究.北京工业大学博士论文.2002:55-58.
[30]邵长桥,荣建,马国旗.信号交叉口控制延误研究.公路交通科技.2004:No.3.
[31]刘广平,裴玉龙.信号控制下的交叉口延误计算方法研究.中国公路学报.2005:No.1.
[32]Hongchao Liu.Research and Development of An Adaptive Bus Signal Priority System on California Highway 82[R].Dept of Civil and Environmental Engineering,Texas Tech University,June 2006.
[33]姜杜艳.道路交通状态判别技术与应用[M].人民交通出版社.2004.11.
[34]Vinit D.Evaluating the Impacts of Transit Signal Priority Strategies on Traffic Flow Characteristics:Case Study along U.S.A,Fairfax County,Virginia[D].Virginia Polytechnic Institute and State University January,2003.
[35]ITS A.Transit Signal Priority(TSP).A Planning and Implementation Handbook[M].United States Department of Transportation.May 2005.
[36]James Chang.Evaluation of Service Reliability Impacts of Traffic Signal Priority for Bus Transit[D].Virginia Polytechnic Institute and State University,June 2002.
[37]张明哲,姚冬苹,翟志强.公交优先中的车辆选择检测系统研究[J].城市公共交通,2004(1).
[38]ITS AMERICA.An Overview of Transit Signal Priority[M].United States Department of Transportation:2004
[39]杨佩昆,吴兵.交通管理与控制[M].北京.人民交通出版社,2003.2.
[40]T.Urbanik Ⅱ.Priority Treatment of Buses at Traffic Signals[J].Transportation Engineering,Vol.47,No.11,Washington,D.C.,November 1977:31-33.
[41]Shabardonis A.Control Strategies for Transit Priority[R].Presented at 79th Annual Meeting of the Transportation Research Board,Washington,D.C.,2000.
[42]Balke K,C.Dudek,and T.Urbanik.Development and Evaluation of Intelligent Bus Priority Concept[J].Transportation Research Record 1727,TRB,National Research Council,Washington,D.C.,2000:12-19.
[43]张立东,贾磊等.混沌模糊交通控制器的设计[J].南京理工大学学报.2005,29(A):203-205.
[2]Noritaka K.Public transportation priority system using optical bus detectors[A].Proceedings Intelligent Transportation Systems 1999[C].Tokyo,1999.
[3]Hisaya O.On construction of a public transportation priority system(PTPS)[A].Proceedings Intelligent Transportation Systems 1999[C].Tokyo,1999.
[4]张卫华,陆化普,石琴,刘强.公交优先的信号交叉口配时优化方法[J].交通运输工程学报,2004,4(3):49-53.
[5]阴炳成,杨晓光.交叉口单点公共汽车交通优先控制方法研究[J].公路交通科技,2005,22(12):124-26.
[6]Webster F V(1958).Traffic Signal Settings[J].Road Research Laboratory Technical paper.1958,39:258-263.
[7]Allsop R(1972).Delay at a Fixed Time Traffic Signal Theoretical Analysis Transportation Science,1972,6:260-285.
[8]坞洛夫,休伯,著.蒋磺等译.交通流理论.人民交通出版社(1983).
[9]Catling L.(1977).A Time-Dependent Approach To Junction Delays Traffic Engineering and Control,1972,18:520-523.
[10]Kimber,R.and E Hopis(1979).Traffic Queues and Delays at Road Junctions TRRL Laboratory Report,909,U.K.
[11]Akcelik,R(1980).Time-Dependent Expressions for Delay,Stop Rate and Queue Length at Traffic Signals.Australian Calculation for Discrete Adaptive Traffic Signal control.Road Research Board,Internal Report,AIR 367-1.
[12]Akcelik,R(1988).The Highway Capacity Manual Delay Formula for Signalized Intersections..ITE Journal 58(3):23-27.
[13]Akcelik R and N Rouphail(1994).Overflow Queues and Delays with Random and platoon Arrivals at Signalized Intersections,Journal of Advanced Transportation,Volume 28(3):227-251.
[14]Billon W and N Wu(1990).Delays At Fixed-time Traffic Signals Under Time Dependent Traffic Conditions.Traffic Engineering and Control,31(12):62-63.
[15]Heidemann D,Queue length and waiting-time distributions at priority intersections[J].Transport Res B,1991.25:163-174.
[16]Nagui R,Rze T,Jing Li.Traffic Flow at signalized intersection,1996.
[17]Liping Fu,Bruce H(2000).Delay variability at signalized intersections[J].Transport.Res.B,2000.34:268-269.
[18]Viloria F,Courage K And Avery D(2000).Comparison of queue length Models at signalized intersections[C].Paper presented at the 79 Annual Meeting of the Transportation Research Board,Washington,D.C.,U.S.A.
[19]Akcelik,Micro simulation and analytical methods for modeling urban traffic Akcelik & Associates Pty Ltd,2001.10:23-28.
[20]Akcelik,Progression Factors in the HCM 2000 Queue and Delay Models for Traffic Signals[J].Akcelik & Associates Pty Ltd 2001.9:56-59.
[21]Washburn,s.s,larson.N.Signalized intersection delay estimation.Case study comparison of TRANSYT-7F,synchronic and HCS,ITE Journal(Institute of Transportation Engineers) 2002.72(3):30-35.
[22]Li,Zhen yang.Dynamic left-turn phase optimization using fuzzy logic control[D]Source:Dissertation Abstracts International,Volume:3,Section:B,page:1446(2004).
[23]R F.Benekohal Professor.Arrival based uniform delay model for oversaturated signalized intersections With poor progression Paper presented at the Annual Meeting of the Transportation Research Board,Washington,D.C.,U.S.A(2005).
[24]杨晓光,杨佩昆.信号灯控制交叉口停车线车辆延误模拟算法田同济大学 学报.1991,(3):67-73.
[25]杨晓光,杨佩昆.信号灯控制交叉口冲突点车辆延误模拟算法田一第一届海峡两岸都市交通学术研讨会,上海(1993).
[26]杨晓光.城市高速道路交通系统动态控制方法研究.同济大学博士学位论文.1996.
[27]魏丽英,隽志才,贾洪飞.饱和状态下信号交叉口延误的模拟分析法.系统工程理论与实践.2000,(11):105-110.
[28]何宁,杨涛,李朝阳,钱林波.信号交叉口延误及排队长度的实证研究和应用.公路交通科技.2002,19(5):106-109.
[29]邵长桥.信号交叉口延误研究.北京工业大学博士论文.2002:55-58.
[30]邵长桥,荣建,马国旗.信号交叉口控制延误研究.公路交通科技.2004:No.3.
[31]刘广平,裴玉龙.信号控制下的交叉口延误计算方法研究.中国公路学报.2005:No.1.
[32]Hongchao Liu.Research and Development of An Adaptive Bus Signal Priority System on California Highway 82[R].Dept of Civil and Environmental Engineering,Texas Tech University,June 2006.
[33]姜杜艳.道路交通状态判别技术与应用[M].人民交通出版社.2004.11.
[34]Vinit D.Evaluating the Impacts of Transit Signal Priority Strategies on Traffic Flow Characteristics:Case Study along U.S.A,Fairfax County,Virginia[D].Virginia Polytechnic Institute and State University January,2003.
[35]ITS A.Transit Signal Priority(TSP).A Planning and Implementation Handbook[M].United States Department of Transportation.May 2005.
[36]James Chang.Evaluation of Service Reliability Impacts of Traffic Signal Priority for Bus Transit[D].Virginia Polytechnic Institute and State University,June 2002.
[37]张明哲,姚冬苹,翟志强.公交优先中的车辆选择检测系统研究[J].城市公共交通,2004(1).
[38]ITS AMERICA.An Overview of Transit Signal Priority[M].United States Department of Transportation:2004
[39]杨佩昆,吴兵.交通管理与控制[M].北京.人民交通出版社,2003.2.
[40]T.Urbanik Ⅱ.Priority Treatment of Buses at Traffic Signals[J].Transportation Engineering,Vol.47,No.11,Washington,D.C.,November 1977:31-33.
[41]Shabardonis A.Control Strategies for Transit Priority[R].Presented at 79th Annual Meeting of the Transportation Research Board,Washington,D.C.,2000.
[42]Balke K,C.Dudek,and T.Urbanik.Development and Evaluation of Intelligent Bus Priority Concept[J].Transportation Research Record 1727,TRB,National Research Council,Washington,D.C.,2000:12-19.
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