A vehicle guidance method for a bus-only road section downstream of an intersection in a networked environment

Abstract

The present invention discloses a vehicle induction method for a bus-only road section downstream of an intersection in a networked environment, and relates to the field of urban public transportation operation management and control technology. The method comprises the following steps: 1) constructing a traffic feature data set of a section downstream of the intersection; 2) identifying the phase setting information of the intersection; 3) determining the equivalent traffic carrying capacity of the section downstream of the intersection; 4) determining the equivalent equivalent traffic volume of the section downstream of the intersection; 5) determining the vehicle induction scheme of the section downstream of the intersection. The present invention can reduce the waste of road resources of bus-only lanes, improve the utilization efficiency of bus-only lanes, and thus improve the road capacity.

Description

Technical Field

[0001] The present invention relates to the technical field of urban public transportation operation management and control, and in particular to a vehicle induction method for a bus-only road section downstream of an intersection in a networked environment. Background Art

[0002] With the rapid development of my country's social economy and urbanization, urban transportation is facing serious traffic congestion problems, which restricts the development of cities. In order to effectively solve the problem of urban traffic congestion, many cities have vigorously developed public transportation and accelerated the construction of bus lanes. The construction of bus lanes has improved the efficiency of buses and effectively alleviated the problem of urban traffic congestion. However, the construction of a large number of bus lanes has also caused a waste of road resources.

[0003] Therefore, it is necessary to design a vehicle induction method that takes into account both bus traffic demand and road resource utilization, considers vehicle lane changing and bus stopping behavior, and allows some vehicles to use bus lanes according to local conditions, thereby improving road use efficiency. Summary of the invention

[0004] In view of the above problems, the present invention proposes a vehicle induction method for a bus-only road section downstream of an intersection in a networked environment, which can reduce the waste of road resources in the bus lane, improve the utilization efficiency of the bus lane, and thus improve the road traffic capacity.

[0005] The technical solution of the present invention is: comprising the following steps:

[0006] 1) Construction of traffic characteristic dataset of the downstream section of the intersection;

[0007] Construct a traffic characteristic dataset of the downstream section of the intersection, including a historical traffic characteristic data subset and a real-time traffic characteristic data subset;

[0008] 2) Identification of intersection phase setting information;

[0009] Combined with the characteristics of the traffic flow entering the downstream section in each phase during the intersection signal cycle, the vehicle flow composition of each phase that intends to enter the target exit road is divided;

[0010] 3) Determination of equivalent traffic carrying capacity of the downstream section of the intersection;

[0011] Using a subset of historical traffic characteristic data, the confident headway distances of buses and cars are determined respectively, and the equivalent conversion coefficient of the headway distance of buses is further determined; the equivalent car carrying capacity of each phase, bus lane and social lane is determined respectively;

[0012] The headway refers to the distance between the front and rear adjacent vehicles. The confident headway indicates that the user selects a suitable headway according to actual needs: such as "historical average headway", "85% headway", "historical maximum headway". Different headway will be selected for different usage needs. In this case, Position letter head spacing, preferred =85%, which means that 85% of the vehicles have a headway below this index;

[0013] 4) Determination of equivalent traffic volume on the downstream section of the intersection;

[0014] Using a subset of historical traffic characteristic data, the confidence lane-changing rate indicators of buses and cars are determined respectively, and then the equivalent coefficients of lane-changing impact of buses and cars, and the equivalent coefficients of the impact of buses entering and exiting stops are determined; using a subset of real-time traffic characteristic data, combined with the characteristics of vehicles entering the downstream lanes of the intersection at each phase, the equivalent number of cars entering the downstream section of the intersection at each phase, considering the impact of vehicle lane changes and buses entering and exiting stops, is determined;

[0015] In the above, the lane change rate index refers to the probability of a vehicle changing lanes on the road section, and the confidence lane change rate index is a suitable lane change rate index selected by the user according to actual needs;

[0016] 5) Determine the vehicle guidance scheme for the downstream section of the intersection;

[0017] By analyzing the relationship between the equivalent car carrying capacity of the downstream section of the intersection and the equivalent number of cars entering the downstream section, the induction strategy for each phase is determined; on this basis, the priority of vehicles entering the downstream section of the intersection is determined and sorted according to the vehicle priority level; and then the vehicle induction plan for the downstream bus-only road section of each phase of the intersection is determined according to the priority level and taking into account passenger travel;

[0018] 5-1) Calculate the saturation of bus lanes and downstream sections of intersections;

[0019] The bus lanes must give priority to special vehicles and buses entering the station. Saturation of the basic bus lane in each phase , and the saturation of the downstream section of the intersection ;

[0020] 5-2) Confirm Vehicle guidance scheme for the downstream section of the intersection in this case;

[0021] when , at this time, the saturation of the bus lane is greater than the saturation of the downstream section of the intersection, and the bus lane only allows special vehicles and incoming buses to pass;

[0022] 5-2) Confirm Vehicle guidance scheme for the downstream section of the intersection in this case;

[0023] Special vehicles and buses entering the station have the highest priority, followed by buses not entering the station and cars. Cars are prioritized and sorted according to the number of passengers, allowing some cars with high priority to pass. The number of passengers in cars is collected based on the real-time data subset of traffic characteristics. ;

[0024] when , at this time, the saturation of the bus lane is less than the saturation of the downstream section of the intersection, allowing some buses and cars that do not enter the station to pass; the equivalent traffic volume of buses and cars that do not enter the station shall not exceed Vehicles, For the Equivalent car carrying capacity of each phase of bus lane.

[0025] In step 1), the subset of historical traffic characteristic data is S.

[0026] ;

[0027] in, Each car, bus, special vehicle (including ambulance, fire truck, police car, etc.) passes through the exit lane downstream Meter section (generally =150) headway, , , Respectively Tiandi The number of cars, buses entering the station, and buses not entering the station during each period, are the lane change times of cars, buses entering the station, and buses not entering the station, Respectively Tiandi Period The time required for a car or bus to change lanes. The length from the lane change starting point to the lane change end point for cars and buses;

[0028] Traffic characteristics real-time data subset ,in, , , , are the number of cars, buses entering the station, buses not entering the station, and special vehicles that are expected to pass through during the study phase. To study the phase duration; is the number of people in the car collected, Indicates All vehicles in the phase pass through the exit lane downstream The average vehicle speed in the section at meters.

[0029] Step 3) is as follows:

[0030] 3-1) Determine the headway between cars, buses and special vehicles;

[0031] According to the subset of historical traffic characteristic data, we select M days before the observation date and N hours per day. The peak hour data of each group records the number of cars, buses, and special vehicles passing through the exit lane downstream. Meter section (generally =150) headroom ; and sort the data separately to determine the Position letter head spacing , ; Select the largest headway among special vehicles as the special vehicle Position letter head spacing , if no special vehicle passes by M days before the observation day, ;

[0032] 3-2) Determine the equivalent conversion coefficients of headway distances between special vehicles and cars, and between buses and cars;

[0033] The formula for the equivalent conversion coefficient of the headway between special vehicles and cars, buses and cars is as follows:

[0034] , ;

[0035] in, Indicates the equivalent conversion factor of the headway between special vehicles and cars, Indicates the equivalent conversion factor of the headway between buses and cars;

[0036] 3-3) Determine the equivalent car load of bus lanes and social lanes in each phase

[0037] For bus lanes, the equivalent car load of the bus lane is calculated using the following formula:

[0038] ;

[0039] in, represents the equivalent car carrying capacity of the bus lane, represents the number of bus lanes, Indicates Phase The remaining space downstream of the bus lane exit, Indicates All vehicles in the phase pass through the exit lane downstream The average speed of the section at m, Indicates The duration of each phase;

[0040] For social lanes, the equivalent car load of the bus lane is calculated using the following formula:

[0041] ;

[0042] in, represents the social lane equivalent car load, represents the number of social lanes, Indicates Phase The remaining space downstream of the social lane exit, Indicates All vehicles in the phase pass through the exit lane downstream The average speed of the section at m, Indicates The duration of a phase.

[0043] Step 4) is as follows:

[0044] 4-1) Calculate the number of lane changes of cars and buses within the phase duration;

[0045] According to the subset of historical traffic characteristic data, select M days (generally M>15) before the observation date, N hours per day, a total of The peak hour data of the group is used to determine the Tiandi The number of cars, buses entering the station, and buses not entering the station in each period are , and record the number of lane changes of cars, buses entering the station, and buses not entering the station during each peak period respectively. ; Based on this, the lane-changing rates of cars, buses entering the station, and buses not entering the station are calculated at each peak hour:

[0046] , , ;

[0047] Sort this data separately to determine the number of cars, buses entering the station, and buses not entering the station. Lane change rate ;

[0048] According to the subset of real-time traffic characteristic data, the number of cars, buses entering the station, buses not entering the station, and special vehicles to be passed during the study phase is determined as follows: ; Determine the phase duration of the research phase ; Calculate the number of lane changes of cars, buses that stop, and buses that do not stop during the study phase:

[0049] ,

[0050] ,

[0051] ;

[0052] 4-2) Determine the equivalent coefficient of the impact of lane changes for cars and buses;

[0053] According to the subset of historical traffic characteristic data, select M days (generally M>15) before the observation date, N hours per day, and a total of The peak hour data of the group is used to record the lane changing process of each car and bus. The time required for the whole lane changing process of the car and bus is obtained through analysis. , ; Determine the length from the starting point to the end point of lane change for cars and buses (this length is the horizontal length of the starting point and the end point mapped to a lane) ; Based on this, calculate the lane change impact equivalent coefficient :

[0054] , ;

[0055] in, They are the number of cars and buses changing lanes respectively;

[0056] The equivalent number of cars of lane-changing behavior is quantified by the equivalent coefficient of lane-changing effect of cars and buses. , :

[0057] ,

[0058] ,

[0059] ;

[0060] Refers to the phase, the equivalent number of cars for the lane-changing behavior of a car, where It refers to a car. It refers to the bus. They refer to buses that enter the station and buses that do not enter the station respectively;

[0061] 4-3) Determine the equivalent coefficient of the impact of public transport vehicles entering and leaving the stop;

[0062] During the process of the bus entering and leaving the stop, two lane changes occurred, so the equivalent coefficient of the bus entering and leaving the stop is , the equivalent number of cars entering and leaving the bus stop is quantified by the equivalent coefficient of the impact of bus entry and exit :

[0063] ,in, For the Number of buses entering the station in each phase;

[0064] 4-4) Calculate the equivalent traffic carrying capacity of the downstream section of the intersection;

[0065] Based on the conversion factor of headway between special vehicles and cars, buses and cars determined in step 3) , , calculate the traffic flow equivalent : ;

[0066] Determine the equivalent traffic volume of the downstream section entering the intersection during the study phase, taking into account the impact of vehicle lane changes and buses entering and leaving the stop: .

[0067] Step 5-1) is as follows:

[0068] The bus lanes must give priority to special vehicles and buses entering the station. Saturation of basic bus lanes in each phase:

[0069] ,in is the number of special vehicles in the kth phase, is the equivalent car load of the bus lane in the kth phase

[0070] The saturation of the downstream section of the intersection is calculated using the following formula:

[0071] ;

[0072] in, For the Equivalent car carrying capacity of each phase of bus lane.

[0073] The present invention can take into account the impact of vehicle lane changing and bus stopping behaviors, select appropriate indicators such as the confident headway and the confident lane changing rate according to the actual operation conditions and target requirements of the road, accurately calculate the equivalent traffic carrying capacity of the downstream section of the intersection and the equivalent equivalent traffic volume of the downstream section of the intersection, and then determine the vehicle induction plan for the bus-only road section downstream of the intersection according to the priority level and taking into account the travel of passengers, thereby reducing the waste of road resources of the bus-only lane, improving the utilization efficiency of the bus-only lane, and thus improving the road capacity.

[0074] Beneficial effects achieved by the present invention: The vehicle induction method for the bus-only road section downstream of the intersection in a networked environment provided by the present invention can reduce the waste of road resources in the bus-only lane, improve the utilization efficiency of the bus-only lane, and thus improve the road traffic capacity. BRIEF DESCRIPTION OF THE DRAWINGS

[0075] Figure 1 is a flow chart of an embodiment of the present case;

[0076] Figure 2 Schematic diagram of the distribution of lanes at the intersection of the embodiment of this case;

[0077] Figure 3-6 2) is a schematic diagram of identifying the intersection phase setting information in step 2 of the embodiment of this case, wherein: Figure 3-6 Corresponding to the 1st, 2nd, 3rd and 4th phases respectively;

[0078] Figure 7-8 This is a schematic diagram of the headway distance measurement in step 1) of the embodiment of this case, wherein: Figure 7 , 8 They correspond to the distance between the front of cars and the front of buses respectively. DETAILED DESCRIPTION

[0079] In order to clearly illustrate the technical features of this patent, this patent is elaborated in detail below through a specific implementation method and in combination with its accompanying drawings.

[0080] like Figure 1 As shown, the following steps are included:

[0081] 1) Construction of traffic characteristic dataset of the downstream section of the intersection;

[0082] Construct a traffic characteristic dataset of the downstream section of the intersection, including a historical traffic characteristic data subset and a real-time traffic characteristic data subset;

[0083] Specifically,

[0084] The subset of historical traffic characteristic data is S,

[0085] ;

[0086] in, Each car, bus, special vehicle (including ambulance, fire truck, police car, etc.) passes through the exit lane downstream Meter section (generally =150) headway, , , Respectively Tiandi The number of cars, buses entering the station, and buses not entering the station during each period, are the lane change times of cars, buses entering the station, and buses not entering the station, Respectively Tiandi Period The time required for a car or bus to change lanes. The length from the lane change starting point to the lane change end point for cars and buses;

[0087] Traffic characteristics real-time data subset ,in, , , , are the number of cars, buses entering the station, buses not entering the station, and special vehicles that are expected to pass through during the study phase. To study the phase duration; is the number of people in the car collected, Indicates All vehicles in the phase pass through the exit lane downstream The average vehicle speed in the section at meters.

[0088] 2) Identification of intersection phase setting information;

[0089] Combined with the characteristics of the traffic flow entering the downstream section in each phase during the intersection signal cycle, the vehicle flow composition of each phase that intends to enter the target exit road is divided;

[0090] Specifically,

[0091] Combined with the characteristics of traffic entering the downstream section in each phase during the intersection signal cycle, the vehicle flow composition of each lane in each phase that intends to enter the target exit road is divided according to different phase compositions.

[0092] 3) Determination of equivalent traffic carrying capacity of the downstream section of the intersection;

[0093] Using a subset of historical traffic characteristic data, the confident headway distances of buses and cars are determined respectively, and the equivalent conversion coefficient of the headway distance of buses is further determined; the equivalent car carrying capacity of each phase, bus lane and social lane is determined respectively;

[0094] Specifically,

[0095] 3-1) Determine the headway between cars, buses and special vehicles;

[0096] According to the subset of historical traffic characteristic data, select M days (generally M>15) before the observation date, N hours per day, and a total of The peak hour data of each group records the number of cars, buses, and special vehicles passing through the exit lane downstream. Meter section (generally =150) headroom ; and sort the data separately to determine the Position signal head spacing (generally =85%) , ; Select the largest headway among special vehicles as the special vehicle Position letter head spacing , if no special vehicle passes by M days before the observation day, ;

[0097] 3-2) Determine the equivalent conversion coefficients of headway distances between special vehicles and cars, and between buses and cars;

[0098] The formula for the equivalent conversion coefficient of the headway between special vehicles and cars, buses and cars is as follows:

[0099] , ;

[0100] in, Indicates the equivalent conversion factor of the headway between special vehicles and cars, Indicates the equivalent conversion factor of the headway between buses and cars;

[0101] 3-3) Determine the equivalent car load of bus lanes and social lanes in each phase

[0102] For bus lanes, the equivalent car load of the bus lane is calculated using the following formula:

[0103] ;

[0104] in, represents the equivalent car carrying capacity of the bus lane, represents the number of bus lanes, Indicates Phase The remaining space downstream of the bus lane exit, Indicates All vehicles in the phase pass through the exit lane downstream The average speed of the section at m, Indicates The duration of each phase;

[0105] For social lanes, the equivalent car load of the bus lane is calculated using the following formula:

[0106] ;

[0107] in, represents the social lane equivalent car load, represents the number of social lanes, Indicates Phase The remaining space downstream of the social lane exit, Indicates All vehicles in the phase pass through the exit lane downstream The average speed of the section at m, Indicates The duration of a phase.

[0108] 4) Determination of equivalent traffic volume on the downstream section of the intersection;

[0109] Using a subset of historical traffic characteristic data, the confidence lane-changing rate indicators of buses and cars are determined respectively, and then the equivalent coefficients of lane-changing impact of buses and cars, and the equivalent coefficients of the impact of buses entering and exiting stops are determined; using a subset of real-time traffic characteristic data, combined with the characteristics of vehicles entering the downstream lanes of the intersection at each phase, the equivalent number of cars entering the downstream section of the intersection at each phase, considering the impact of vehicle lane changes and buses entering and exiting stops, is determined;

[0110] Specifically,

[0111] 4-1) Calculate the number of lane changes of cars and buses within the phase duration;

[0112] According to the subset of historical traffic characteristic data, select M days (generally M>15) before the observation date, N hours per day, a total of The peak hour data of the group is used to determine the Tiandi The number of cars, buses entering the station, and buses not entering the station in each period are , and record the number of lane changes of cars, buses entering the station, and buses not entering the station during each peak period respectively. ; Based on this, the lane-changing rates of cars, buses entering the station, and buses not entering the station are calculated at each peak hour:

[0113] , , ;

[0114] Sort this data separately to determine the number of cars, buses entering the station, and buses not entering the station. Lane change rate (generally =85%) ;

[0115] According to the subset of real-time traffic characteristic data, the number of cars, buses entering the station, buses not entering the station, and special vehicles (including ambulances, fire trucks, police cars, etc.) that are expected to pass through during the study phase is determined as follows: ; Determine the phase duration of the research phase ; Calculate the number of lane changes of cars, buses that stop, and buses that do not stop during the study phase:

[0116] ,

[0117] ,

[0118] ;

[0119] 4-2) Determine the equivalent coefficient of the impact of lane changes for cars and buses;

[0120] According to the subset of historical traffic characteristic data, select M days (generally M>15) before the observation date, N hours per day, and a total of The peak hour data of the group is used to record the lane changing process of each car and bus. The time required for the whole lane changing process of the car and bus is obtained through analysis. , ; Determine the length from the starting point to the end point of lane change for cars and buses (this length is the horizontal length of the starting point and the end point mapped to a lane) ; Based on this, calculate the lane change impact equivalent coefficient :

[0121] , ;

[0122] in, They are the number of cars and buses changing lanes respectively;

[0123] The equivalent number of cars of lane-changing behavior is quantified by the equivalent coefficient of lane-changing effect of cars and buses. , :

[0124] ,

[0125] ,

[0126] ;

[0127] Refers to the phase, the equivalent number of cars for the lane-changing behavior of a car, where It refers to a car. It refers to the bus. They refer to buses that enter the station and buses that do not enter the station respectively;

[0128] 4-3) Determine the equivalent coefficient of the impact of public transport vehicles entering and leaving the stop;

[0129] During the process of the bus entering and leaving the stop, two lane changes occurred, so the equivalent coefficient of the bus entering and leaving the stop is , the equivalent number of cars entering and leaving the bus stop is quantified by the equivalent coefficient of the impact of bus entry and exit :

[0130] ,in, For the Number of buses entering the station in each phase;

[0131] 4-4) Calculate the equivalent traffic carrying capacity of the downstream section of the intersection;

[0132] Based on the conversion factor of headway between special vehicles and cars, buses and cars determined in step 3) , , calculate the traffic flow equivalent : ;

[0133] Determine the equivalent traffic volume of the downstream section entering the intersection during the study phase, taking into account the impact of vehicle lane changes and buses entering and leaving the stop: .

[0134] 5) Determine the vehicle guidance scheme for the downstream section of the intersection;

[0135] By analyzing the relationship between the equivalent car carrying capacity of the downstream section of the intersection and the equivalent number of cars entering the downstream section, the induction strategy for each phase is determined; on this basis, the priority of vehicles entering the downstream section of the intersection is determined and sorted according to the vehicle priority level; and then the vehicle induction plan for the downstream bus-only road section of each phase of the intersection is determined according to the priority level and taking into account passenger travel;

[0136] Specifically,

[0137] 5-1) Calculate the saturation of bus lanes and downstream sections of intersections;

[0138] The bus lanes must give priority to special vehicles and buses entering the station. Saturation of basic bus lanes in each phase:

[0139] ,in is the number of special vehicles in the kth phase, is the equivalent car load of the bus lane in the kth phase

[0140] The saturation of the downstream section of the intersection is calculated using the following formula:

[0141] ;

[0142] in, For the Equivalent car carrying capacity of bus lanes in each phase;

[0143] 5-2) Confirm Vehicle guidance scheme for the downstream section of the intersection in this case;

[0144] when , at this time, the saturation of the bus lane is greater than the saturation of the downstream section of the intersection, and the bus lane only allows special vehicles and incoming buses to pass;

[0145] 5-2) Confirm Vehicle guidance scheme for the downstream section of the intersection in this case;

[0146] Special vehicles and buses entering the station have the highest priority, followed by buses not entering the station and cars. Cars are prioritized and sorted according to the number of passengers, allowing some cars with high priority to pass. The number of passengers in cars is collected based on the real-time data subset of traffic characteristics. ;

[0147] when , at this time, the saturation of the bus lane is less than the saturation of the downstream section of the intersection, allowing some buses and cars that do not enter the station to pass; the equivalent traffic volume of buses and cars that do not enter the station shall not exceed Vehicle.

[0148] Example:

[0149] The method for inducing vehicles on a bus-only road section downstream of an intersection in a networked environment of the present invention is further illustrated by an example. The specific steps of the method for inducing vehicles on a bus-only road section downstream of an intersection in a networked environment are explained below to determine the method for inducing vehicles on a bus-only road section downstream of an intersection.

[0150] S1: Construction of traffic characteristics dataset of the downstream section of the intersection;

[0151] After field investigation, a subset of historical data on downstream road traffic characteristics was constructed. The investigation time was selected during the morning rush hour on weekdays (8:00-9:00). The headway between cars and buses in the four lanes of the downstream section (east exit road: 1 bus lane and 3 social lanes) was studied as shown in Table 1 (partial data are listed), and the number of lane changes for cars and buses is shown in Table 2 (partial data are listed):

[0152] Table 1

[0153]

[0154] Table 2

[0155]

[0156] The lane changing time and distance of lane changing vehicles are shown in Table 3:

[0157] Table 3

[0158]

[0159] Based on the Internet of Vehicles data, a subset of real-time traffic feature data is constructed, which includes the number of vehicles on each road in each direction of the intersection during a signal cycle during peak hours, as shown in Table 4:

[0160] Table 4

[0161]

[0162] The duration of each phase of the intersection and the number of car passengers are shown in Table 5 and Table 6 respectively:

[0163] Table 5

[0164]

[0165] Table 6

[0166]

[0167] S2: intersection phase setting information identification;

[0168] like Figure 3 As shown, combined with the characteristics of the vehicle flow entering the downstream section in each phase during the intersection signal cycle, the vehicle flow composition of each lane in each phase that intends to enter the target exit road is identified according to the phase setting information;

[0169] Phase 1: Traffic going straight on the west entrance lane + turning right from the south entrance lane into the east entrance lane;

[0170] Phase 2: Traffic from the south entrance turns right into the east entrance;

[0171] Phase 3: Traffic from the south entrance turns right into the east entrance;

[0172] Phase 4: Traffic from the north entrance turns left and the south entrance turns right into the east entrance.

[0173] S3: Determination of equivalent traffic carrying capacity of the downstream section of the intersection;

[0174] S31: Determine the headway between a large vehicle and a small vehicle and the conversion factor of a large vehicle to a small vehicle;

[0175] Based on the subset of historical traffic characteristic data, The headway of cars and buses entering the target exit lane during the green light period at the intersection during the peak hours of the day is sorted to determine the headway of cars, buses, and special vehicles. Position signal head spacing ( ), are 12m, 20m and 30m respectively.

[0176] S32: Determine the equivalent conversion factor of the headway between special vehicles and cars, buses and cars;

[0177] The equivalent conversion factors for headway between special vehicles and cars, buses and cars are 2.5 and 1.67;

[0178] S33: Determine the equivalent car carrying capacity of the bus lanes and social lanes in each phase;

[0179] According to the subset of real-time traffic characteristic data, the green light duration of this phase is determined to be 35 seconds, and the average speed of the section in the previous phase is 15 km / h; on this basis, the distance that vehicles can travel during the green light period is calculated to be 145 meters. The real-time remaining distances of the bus lane, social lane 1, and social lane 2 are 42, 25, and 33 meters respectively.

[0180] The spatial resources that can be provided by the bus lane and two social lanes at the target exit during this phase are calculated to be 190, 167, and 178 m respectively.

[0181] It is determined that the equivalent car carrying capacity of the bus-only lane and the two social lanes in this phase are 15.8, 13.9 and 14.8 vehicles respectively.

[0182] The equivalent car carrying capacity of the downstream section of the intersection at this phase is 44.5 vehicles.

[0183] S4: Determination of equivalent traffic volume on the downstream section of the intersection;

[0184] S41: Calculate the number of lane changes of cars and buses during the phase duration;

[0185] Based on the subset of real-time traffic characteristic data, the observation date is determined sky( ) A total of 17 groups of peak hour data on lane change rates of cars, buses entering the station, and buses not entering the station. The 17 groups of data are sorted separately to determine the lane change rates of cars, buses entering the station, and buses not entering the station. Position signal lane change rate ( ), which are 0.3, 0.25, and 0.25 respectively. There are 25 cars, 1 bus entering the station, and 1 bus not entering the station in this phase. The number of lane changes of cars, buses entering the station, and buses not entering the station during the calculation period is 7.5, 0.25, and 0.25 respectively;

[0186] S42: Determine the equivalent coefficient of the lane-changing effect of cars and buses;

[0187] Based on the subset of historical traffic characteristic data, the equivalent coefficients of the lane-changing impact of cars and buses are calculated to be 0.5 and 0.6. The equivalent numbers of cars for cars, buses entering and exiting stops, and buses not entering and exiting stops are quantified based on the equivalent coefficients of the lane-changing impact of cars and buses, which are 3.75, 0.25, and 0.25 equivalent cars, respectively.

[0188] S43: Determine the equivalent coefficient of the impact of bus vehicles entering and leaving the stop;

[0189] During the process of buses entering and leaving the bus stop, two lane changes occurred, so the equivalent coefficient of the bus entering and leaving the bus stop was 1.2. The quantified number of cars equivalent to buses entering and leaving the bus stop was 2.004 equivalent cars.

[0190] S44: Calculate the equivalent traffic carrying capacity of the downstream section of the intersection;

[0191] The equivalent traffic volume entering the downstream section of the intersection is 34.59 equivalent cars.

[0192] S5: The vehicle induction scheme for the downstream section of the intersection is determined;

[0193] S51: Calculate the saturation of the bus lane and the downstream section of the intersection;

[0194] The basic saturation of the bus lane is 0.248, and the saturation of the downstream section of the intersection is 0.777. At this time, the basic saturation of the bus lane is less than the saturation of the downstream section of the intersection, and can provide 8.36 equivalent car carrying capacity for buses and cars that do not enter the station;

[0195] S52: Determine the vehicle guidance scheme for the downstream section of the intersection;

[0196] According to the number of people in cars collected from the subset of traffic characteristics real-time data, the equivalent traffic volume of buses and cars that do not enter the bus stop is not more than 8.36 vehicles, so only one bus that does not enter or exit the bus stop and four cars are allowed to enter the bus lane;

[0197] The specific guidance scheme for bus lanes is shown in Table 7:

[0198] Table 7

[0199]

[0200] There are many specific implementation ways of the present invention. The above is only the preferred implementation mode of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements can be made without departing from the principle of the present invention. These improvements should also be regarded as the protection scope of the present invention.

Claims

1. A method for inducing vehicles on a bus-only road section downstream of an intersection in a networked environment, characterized in that: The following steps are involved: 1) Construction of traffic characteristic dataset of the downstream section of the intersection; Construct a traffic characteristic dataset of the downstream section of the intersection, including a historical traffic characteristic data subset and a real-time traffic characteristic data subset; 2) Identification of intersection phase setting information; Combined with the characteristics of the traffic flow entering the downstream section in each phase during the intersection signal cycle, the vehicle flow composition of each phase that intends to enter the target exit road is divided; 3) Determination of equivalent traffic carrying capacity of the downstream section of the intersection; Using a subset of historical traffic characteristic data, the confident headway distances of buses and cars are determined respectively, and the headway distance equivalent conversion coefficient of buses is further determined; Determine the equivalent car load for each phase, bus lane and social lane respectively; 4) Determination of equivalent traffic volume on the downstream section of the intersection; Using a subset of historical traffic characteristic data, the confidence lane-changing rate indicators of buses and cars are determined respectively, and then the equivalent coefficients of lane-changing impact of buses and cars, and the equivalent coefficients of the impact of buses entering and exiting stops are determined; using a subset of real-time traffic characteristic data, combined with the characteristics of vehicles entering the downstream lanes of the intersection at each phase, the equivalent number of cars entering the downstream section of the intersection at each phase, considering the impact of vehicle lane changes and buses entering and exiting stops, is determined; Step 4) is specifically, 4-1) Calculate the number of lane changes of cars and buses within the phase duration; According to the subset of historical traffic characteristic data, we select M days before the observation date, N hours per day, and a total of M×N groups of peak hour data. We determine the number of cars, buses entering the station, and buses not entering the station in the nth period of the mth day as follows: The number of lane changes of cars, buses entering the station, and buses not entering the station during each peak period are recorded as follows: Based on this, the lane-changing rates of cars, buses entering the station, and buses not entering the station are calculated at each peak hour: Sort this data separately to determine the lane-changing rate of cars, buses entering the station, and buses not entering the station According to the subset of real-time traffic characteristic data, the number of cars, buses entering the station, buses not entering the station, and special vehicles to be passed during the study phase is determined as follows: ; Determine the phase duration t of the study phase k ; Calculate the number of lane changes for cars, buses that stop, and buses that do not stop during the study phase: 4-2) Determine the equivalent coefficient of the impact of lane changes for cars and buses; According to the subset of historical traffic characteristic data, we select M×N groups of peak hour data for N hours every day M days before the observation date, and record the lane changing process of each car and bus respectively. Through analysis, we obtain the time required for the whole lane changing process of cars and buses. Determine the length from the lane change starting point to the lane change end point for cars and buses That is, the starting point and the end point are mapped to the horizontal length of a lane; based on this, the lane change influence equivalent coefficients θ1 and θ2 are calculated respectively: Among them, r1 and r2 are the number of cars and buses changing lanes respectively; The equivalent number of cars of lane-changing behavior is quantified by the equivalent coefficient of lane-changing effect of cars and buses. It refers to the equivalent number of cars of the lane-changing behavior of cars in the kth phase, where a refers to cars, b refers to buses, b1 and b2 refer to buses entering the station and buses not entering the station, respectively; 4-3) Determine the equivalent coefficient of the impact of bus vehicles entering and leaving the stop; During the process of a bus entering and leaving a stop, two lane changes occur. Therefore, the equivalent coefficient of the bus entering and leaving the stop is 2θ2. The equivalent coefficient of the bus entering and leaving the stop is used to quantify the number of cars equivalent to the number of cars entering and leaving the stop. in, is the number of buses entering the station in the kth phase; 4-4) Calculate the equivalent traffic carrying capacity of the downstream section of the intersection; Calculate the traffic flow equivalent RT according to the headway equivalent conversion coefficients α and β between special vehicles and cars, buses and cars determined in step 3). k : Determine the equivalent traffic volume of the downstream section entering the intersection during the study phase, taking into account the impact of vehicle lane changes and buses entering and leaving the stop: 5) Determine the vehicle guidance scheme for the downstream section of the intersection; By analyzing the relationship between the equivalent car carrying capacity of the downstream section of the intersection and the equivalent number of cars entering the downstream section, the induction strategy for each phase is determined; on this basis, the priority of vehicles entering the downstream section of the intersection is determined and sorted according to the vehicle priority level; and then the vehicle induction plan for the downstream bus-only road section of each phase of the intersection is determined according to the priority level and taking into account passenger travel; 5-1) Calculate the saturation of bus lanes and downstream sections of intersections; The bus lane must give priority to special vehicles and buses entering the station. Calculate the saturation of the basic bus lane in the kth phase. and the saturation of the road section downstream of the intersection 5-2) Confirm Vehicle guidance scheme for the downstream section of the intersection in this case; when At this time, the saturation of the bus lane is greater than that of the downstream section of the intersection, and the bus lane only allows special vehicles and incoming buses to pass; 5-2) Confirm Vehicle guidance scheme for the downstream section of the intersection in this case; Special vehicles and buses entering the station have the highest priority, followed by buses not entering the station and cars. Cars are prioritized and sorted according to the number of passengers, allowing some cars with high priority to pass. The number of passengers in cars is collected based on the real-time data subset of traffic characteristics. when At this time, the saturation of the bus lane is less than that of the downstream section of the intersection, allowing some buses and cars that do not enter the station to pass; the equivalent traffic volume of buses and cars that do not enter the station shall not exceed Vehicles, is the equivalent car carrying capacity of the bus lane in the kth phase.

2. According to claim 1, a method for inducing vehicles on a bus-only road section downstream of an intersection in a networked environment is characterized in that: In step 1), the subset of historical traffic characteristic data is S, in, are the head distances of each car, bus, and special vehicle passing through the section 1 meter downstream of the exit, a mn , are the number of cars, buses entering the station, and buses not entering the station in the nth period of the mth day, are the lane change times of cars, buses entering the station, and buses not entering the station, are the time required for the i-th car or bus to change lanes in the n-th period of the m-th day, The length from the lane change starting point to the lane change end point for cars and buses; Traffic characteristics real-time data subset Among them, a k , c k are the number of cars, buses entering the station, buses not entering the station, and special vehicles that are expected to pass through during the study phase, t k To study the phase duration; is the number of people in the car collected, It represents the average speed of all vehicles passing through the section 1 meter downstream of the exit road in the kth phase.

3. The method for inducing vehicles on a bus-only road section downstream of an intersection in a networked environment according to claim 1, characterized in that: Step 3) is specifically: 3-1) Determine the headway between cars, buses and special vehicles; According to the subset of historical traffic characteristic data, we select M days before the observation date, N hours per day, and a total of M×N groups of peak hour data, and record the headway of each car, bus, and special vehicle passing through the section 1 meter downstream of the exit. And sort the data respectively to determine the ε position signal head distance h of cars and buses Fs(car) 、h Fs(bus) ; Select the largest headway among special vehicles as the ε position signal headway h of the special vehicle Fs(spe) , if no special vehicle passes by M days before the observation date, h Fs(spe) =2h Fs(bus) ; 3-2) Determine the equivalent conversion coefficients of headway between special vehicles and cars, buses and cars; The formula for the equivalent conversion coefficient of the headway between special vehicles and cars, buses and cars is as follows: Among them, α represents the headway conversion coefficient between special vehicles and cars, and β represents the headway conversion coefficient between buses and cars; 3-3) Determine the equivalent car load of bus lanes and social lanes in each phase For bus lanes, the equivalent car load of the bus lane is calculated using the following formula: in, represents the equivalent car carrying capacity of the bus lane, X represents the number of bus lanes, represents the remaining space downstream of the exit of the ith bus lane in the kth phase, represents the average speed of all vehicles passing through the section 1 meter downstream of the exit in the k-1 phase, t k represents the duration of the kth phase; For social lanes, the equivalent car load of the bus lane is calculated using the following formula: in, represents the equivalent car carrying capacity of social lanes, Y represents the number of social lanes, represents the remaining space downstream of the exit of the ith social lane in the kth phase, represents the average speed of all vehicles passing through the section 1 meter downstream of the exit in the k-1 phase, t k represents the duration of the kth phase.

4. The method for inducing vehicles on a bus-only road section downstream of an intersection in a networked environment according to claim 1, characterized in that: Step 5-1) is specifically, The bus lane must give priority to special vehicles and buses entering the station. The saturation of the bus lane in the kth phase is calculated as follows: where c k is the number of special vehicles in the kth phase, is the equivalent car load of the bus lane in the kth phase The saturation of the downstream section of the intersection is calculated using the following formula: in, is the equivalent car carrying capacity of the bus lane in the kth phase.

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