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CN109903563B - A system and method for optimizing the position of secondary parking lines when bus lanes are mixed - Google Patents

A system and method for optimizing the position of secondary parking lines when bus lanes are mixed Download PDF

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CN109903563B
CN109903563B CN201910237117.4A CN201910237117A CN109903563B CN 109903563 B CN109903563 B CN 109903563B CN 201910237117 A CN201910237117 A CN 201910237117A CN 109903563 B CN109903563 B CN 109903563B
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bus
lane
length
road
social
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CN109903563A (en
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朱顺应
饶浪
罗寅杰
海天睿
冯俊洁
孟少寅
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Wuhan University of Technology WUT
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Abstract

本发明提出了一种公交车道混行时二次停车线位置优化系统及方法。系统包括检测模块、控制模块、控制端无线传输模块、多个路上无线传输模块、多个微处理器以及多个道钉指示灯。方法通过检测模块采集到达车辆压强，控制模块根据到达车辆的压强分别计算社会车辆到达率和公交车到达率；控制模块根据社会车辆到达率以及公交车到达率计算交叉口预留换道区总长度，并无线传输至每个路上无线传输模块；微处理器根据路上无线传输模块接收的交叉口预留换道区总长度，计算出需要进行颜色切换的道钉指示灯数量，并控制道钉指示灯由绿色切换成红色，红色与绿色指示灯的交界处即为二次停车线的位置。本发明保障交叉路口处公交车辆通行，并有效利用道路资源。

Figure 201910237117

The invention proposes a system and method for optimizing the position of a secondary stop line when the bus lanes are mixed. The system includes a detection module, a control module, a wireless transmission module at the control end, a plurality of on-road wireless transmission modules, a plurality of microprocessors and a plurality of road spike indicator lights. Methods The pressure of arriving vehicles is collected by the detection module, and the control module calculates the social vehicle arrival rate and the bus arrival rate respectively according to the pressure of the arriving vehicle; the control module calculates the total length of the reserved lane-changing area at the intersection according to the social vehicle arrival rate and the bus arrival rate. , and wirelessly transmit it to each road wireless transmission module; the microprocessor calculates the number of road stud indicators that need to be color-switched according to the total length of the reserved lane-changing area at the intersection received by the road wireless transmission module, and controls the road stud indication The light switches from green to red, and the junction of the red and green indicator lights is the position of the secondary stop line. The invention guarantees the passage of public transport vehicles at the intersection and effectively utilizes road resources.

Figure 201910237117

Description

Secondary parking line position optimization system and method during mixed traveling of bus lane
Technical Field
The invention belongs to the field of urban traffic control and management, and particularly relates to a secondary stop line position optimization system and method during mixed traffic of a bus lane.
Background
The current bus priority measure is that the bus lane is specially used in the peak time, and when the bus lane does not allow social vehicles to enter, the waste of road resources can be caused; when the social vehicles are allowed to enter, the passing priority of the public transport vehicles is difficult to be guaranteed.
When the social vehicles drive into the bus lane, the bus stop line at the intersection can be blocked in front of the bus, and the phenomenon that the bus passes preferentially is influenced. At present, the prior passing of buses at the intersection is mainly ensured by arranging a secondary stop line. The secondary stop line is a pre-stop line arranged at an entrance approach of the intersection, and the social lane and the bus lane can be matched with each other to finish lane changing by determining a section of reasonable length area. However, the existing secondary stop lines are fixed in arrangement position, and the lane change requirements of the social vehicles cannot be met according to the actual traffic volume.
Disclosure of Invention
In order to solve the technical problem, the invention provides a secondary stop line position optimization system and a secondary stop line position optimization method during mixed traffic of a bus lane.
The technical scheme adopted by the system is a secondary stop line position optimization system during mixed traffic of a bus lane, and the system is characterized by comprising the following steps: the secondary stop line position optimization system during mixed traffic of the bus lane comprises: the system comprises a detection module, a control end wireless transmission module, a plurality of on-road wireless transmission modules, a plurality of microprocessors and a plurality of spike indicator lamps;
the detection module, the control module and the control end wireless transmission module are sequentially connected in series through a lead;
the control end wireless transmission module is respectively connected with each on-road wireless transmission module in sequence through a lead;
the road wireless transmission module, the microprocessor and the spike indicator lamp are sequentially connected in series through a lead;
the detection module is arranged on a road section entrance lane, is orthogonal to the running direction of the vehicle, and is used for collecting the pressure of the arriving vehicle and transmitting the pressure to the control module;
the control module is arranged on the road section entrance side, can calculate the vehicle arrival rate according to the pressure of the arriving vehicle, and calculates the length of the reserved lane change area according to the vehicle arrival rate;
the control end wireless transmission module is arranged at the side of a road section entrance road and can transmit the length of the reserved road changing area to the on-road wireless transmission module;
the on-road wireless transmission module is arranged at the intersection and can transmit the length of the reserved lane change area to the microprocessor;
the microprocessor is arranged at the intersection and can control the spike indicator light to represent the length of the reserved lane change area;
the spike indicator lamp is laid near the intersection S1On the bus lane and social lane separation mark line and the side social lane mark line parallel to the bus lane and on every S2One buried, capable of switching between red and green.
The technical scheme of the method is a method for optimizing the position of a secondary parking line during mixed traveling of a bus lane, and the method specifically comprises the following steps:
step 1: the detection module collects the pressure of arriving vehicles and transmits the pressure to the control module, and the control module respectively calculates the social vehicle arrival rate and the bus arrival rate according to the pressure of the arriving vehicles;
step 2: the control module calculates the length of a reserved lane-changing area of the social vehicle according to the arrival rate of the social vehicle, calculates the length of a reserved lane-changing area of the bus according to the arrival rate of the bus, calculates the total length of the reserved lane-changing area of the intersection according to the length of the reserved lane-changing area of the social vehicle and the length of the reserved lane-changing area of the bus, and wirelessly transmits the total length to each road wireless transmission module through the control end wireless transmission module;
and step 3: and the microprocessor calculates the number of the spike indicating lamps needing color switching according to the total length of the reserved lane changing area of the intersection received by the on-road wireless transmission module, and controls the spike indicating lamps to be switched from green to red, wherein the junction of the red and green indicating lamps is the position of a secondary stop line.
Preferably, the social vehicle arrival rate calculated in step 1 is:
counting the number of arriving vehicles with the arriving vehicle pressure P less than 10kpa in unit time T as N1The social vehicle arrival rate is:
Figure GDA0003139808060000021
in the step 1, the calculation of the bus arrival rate is as follows:
within unit time T, counting the number N of arriving vehicles with the pressure P of the arriving vehicles being more than or equal to 10kpa2The bus arrival rate is:
Figure GDA0003139808060000022
preferably, the reserved lane change area in the step 2 can ensure that the bus lane is changed out when the social vehicles running on the bus lane are about to fail to pass through the intersection, so as to ensure that the buses arriving at the tail of the green light and the red light near the intersection are queued preferentially;
in the step 2, the length of the reserved lane change area of the social vehicles is calculated as follows:
the model of the social vehicle queuing area that remains during yellow lights is:
Figure GDA0003139808060000031
wherein λ is1Is the number of social vehicles, lambda, remaining during yellow lightcarFor social vehicle arrival rate, TyellowIs the yellow light duration;
the model of the social vehicle queuing area switched in during the red light is as follows:
Figure GDA0003139808060000032
wherein h ist,busIs the time distance of the bus head, lambdabusIs the bus arrival rate, nbusIs the number of buses, L is the total length of the road section,
Figure GDA0003139808060000033
is the average driving speed of the bus, dminIs the moving block length, L, of the busblockIs the total block length, L, on the bus laneshareIs a bus lane shareable length, LcarIs a space occupied by a social vehicle and comprises the length l of the bodycAnd a front and rear safety spacing Lsafe，TredIs the red light duration; lambda [ alpha ]inIs the theoretical maximum number of social vehicles which can be driven into the road section, and x is the obedience of lambda2Of the Poisson distribution, λ2Is the number of social vehicles switched in during the red light, k is 0,1,2 … lambdain；
In summary, the algorithm for social vehicle queue length satisfying α ═ 90% confidence is as follows:
Figure GDA0003139808060000034
Lcar,wait＝Ncar·lc+(Ncar-1)·sm
wherein N iscarIs the number of social vehicle lines, l, that meet the confidence of alphacIs the bus length, sm is the parking safety distance, Lcar,waitIs the social vehicle queue length, Aλ is the sum of social vehicles staying during yellow light and social vehicles arriving during red light;
for idling lane change of social vehicles, take out buffer lane change area L0；
In the step 2, the length of the reserved lane change area of the bus is calculated as follows:
the bus queuing area model where the yellow light is retained is as follows:
Figure GDA0003139808060000041
wherein λ is3Is the number of buses, lambda, remaining during the yellow lightbusIs the bus arrival rate (vehicle/h), TyellowIs the yellow light duration;
bus queuing area where red light arrives
Figure GDA0003139808060000042
Wherein λ is4Is the number of buses arriving during the red light, lambdabusIs the bus arrival rate (vehicle/h), TredIs the duration of a red light
To sum up, the algorithm of the bus queuing length satisfying the alpha confidence coefficient is as follows
Figure GDA0003139808060000043
Lbus,wait＝Nbus·lb+(Nbus-1)·sm
Wherein N isbusIs the number of bus queues, l, meeting the confidence level of alphabIs the bus length, sm is the parking safety distance, Lbus,waitIs the bus queuing length, and Blambda is the sum of the buses staying during the yellow light and the buses arriving during the red light;
for idling lane change of social vehicles, take out buffer lane change area L0；
The total length of the reserved lane change area at the intersection in the step 2 is as follows:
Lchange＝max{Lcar,wait,Lbus,wait}+L0
wherein L ischangeIs the total length of the reserved lane change area, Lcar,waitIs the length of the queue of the social vehicles, Lbus,waitIs the bus queuing length, L0Is a zapping buffer.
Preferably, the controlling the number of the spike indicating lamps in the step 3 is calculated as follows:
number of spike indicator lights that need to switch colors:
Figure GDA0003139808060000044
wherein L ischangeIs the total length of the reserved lane change area, S2Is the laying distance of the spike indicating lamp,
Figure GDA0003139808060000045
the maximum integer which does not exceed the calculation result is taken, n is the number of the spike indicating lamps needing to switch colors, and the spike indicating lamp closest to the intersection is specified to be a signal lamp;
the spike indicator light displays red color to indicate that social vehicles in the bus lane need to exit the bus lane;
the spike indicator light displays green, and represents that social vehicles in the bus lane can normally run.
The invention has the advantages that the invention ensures the bus passing at the intersection and effectively utilizes road resources.
Drawings
FIG. 1: is a schematic diagram of the system of the invention;
FIG. 2: the component schematic diagram of the reserved area of the social lane intersection is provided by the embodiment of the invention;
FIG. 3: the invention provides a schematic component diagram of a reserved area of a bus lane intersection.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
A schematic of the system of the present invention is shown in fig. 1, and comprises: the system comprises a detection module, a control end wireless transmission module, a plurality of on-road wireless transmission modules, a plurality of microprocessors and a plurality of spike indicator lamps;
the detection module, the control module and the control end wireless transmission module are sequentially connected in series through a lead;
the control end wireless transmission module is respectively connected with each on-road wireless transmission module in sequence through a lead;
the road wireless transmission module, the microprocessor and the spike indicator lamp are sequentially connected in series through a lead.
The detection module is arranged on a road section entrance lane, is orthogonal to the running direction of the vehicle, and is used for collecting the pressure of the arriving vehicle and transmitting the pressure to the control module;
the control module is arranged on the road section entrance side, can calculate the vehicle arrival rate according to the pressure of the arriving vehicle, and calculates the length of the reserved lane change area according to the vehicle arrival rate;
the control end wireless transmission module is arranged at the side of a road section entrance road and can transmit the length of the reserved road changing area to the on-road wireless transmission module;
the on-road wireless transmission module is arranged at the intersection and can transmit the length of the reserved lane change area to the microprocessor;
the microprocessor is arranged at the intersection and can control the spike indicator light to represent the length of the reserved lane change area;
the spike indicator lamp is laid near the intersection S1On the separation mark line of the bus lane and the social lane and the side social lane mark line parallel to the separation mark line, every S2One is embedded at 4m, and red and green can be switched.
The detection module is selected as an HQ308 diffused silicon pressure transmitter; the control module is selected to be an AMD64 microprocessor; the control end wireless transmission module is selected to be a UWB wireless transmission module; the on-road wireless transmission module is selected as a UWB wireless transmission module; the microprocessor is selected to be an AMD64 microprocessor; the type of the spike indicator lamp is a ZH-08PC plastic solar spike indicator lamp;
the following describes a method for optimizing the position of a secondary stop line during mixed traffic of a bus lane according to a specific embodiment of the present invention with reference to fig. 1 to 3, and the method is characterized by comprising the following steps:
step 1: the detection module collects the pressure of arriving vehicles and transmits the pressure to the control module, and the control module respectively calculates the social vehicle arrival rate and the bus arrival rate according to the pressure of the arriving vehicles;
in the step 1, the social vehicle arrival rate is calculated as follows:
counting the number of arriving vehicles with the arriving vehicle pressure P less than 10kpa within 15 minutes1The social vehicle arrival rate is:
Figure GDA0003139808060000061
in the step 1, the calculation of the bus arrival rate is as follows:
within unit time T, counting the number N of arriving vehicles with the pressure P of the arriving vehicles being more than or equal to 10kpa2The bus arrival rate is:
Figure GDA0003139808060000062
step 2: the control module calculates the length of a reserved lane-changing area of the social vehicle according to the arrival rate of the social vehicle, calculates the length of a reserved lane-changing area of the bus according to the arrival rate of the bus, calculates the total length of the reserved lane-changing area of the intersection according to the length of the reserved lane-changing area of the social vehicle and the length of the reserved lane-changing area of the bus, and wirelessly transmits the total length to each road wireless transmission module through the control end wireless transmission module;
the reserved lane change area in the step 2 can ensure that the bus lane is changed out when the social vehicles running on the bus lane are about to fail to pass through the intersection, so as to ensure that the buses arriving at the tail of the green light and the red light period near the intersection are queued preferentially;
in the step 2, the length of the reserved lane change area of the social vehicles is calculated as follows:
the model of the social vehicle queuing area that remains during yellow lights is:
Figure GDA0003139808060000063
wherein λ is1Is the number of social vehicles, lambda, remaining during yellow lightcarFor social vehicle arrival rate, TyellowIs the yellow light duration;
the model of the social vehicle queuing area switched in during the red light is as follows:
Figure GDA0003139808060000071
wherein h ist,busIs the time distance of the bus head, lambdabusIs the bus arrival rate, nbusIs the number of buses, L is the total length of the road section,
Figure GDA0003139808060000072
is the average driving speed of the bus, dminIs the moving block length, L, of the busblockIs the total block length, L, on the bus laneshareIs a bus lane shareable length, LcarIs a space occupied by a social vehicle and comprises the length l of the bodycAnd a front and rear safety spacing Lsafe，TredIs the red light duration; lambda [ alpha ]inIs the theoretical maximum number of social vehicles which can be driven into the road section, and x is the obedience of lambda2Of the Poisson distribution, λ2Is the number of social vehicles switched in during the red light, k is 0,1,2 … lambdain；
In summary, the algorithm for social vehicle queue length satisfying α ═ 90% confidence is shown in the following formula.
Figure GDA0003139808060000073
Lcar,wait＝Ncar·lc+(Ncar-1)·sm
Wherein N iscarIs the number of social vehicle lines, l, that meet a confidence of 90%cIs the bus length, sm is the parking safety distance, Lcar,waitIs the social vehicle queuing length;
for idling lane change and buffering of social vehiclesLane change area L0＝10m；
In the step 2, the length of the reserved lane change area of the bus is calculated as follows:
the bus queuing area model where the yellow light is retained is as follows:
Figure GDA0003139808060000074
wherein λ is3Is the number of buses, lambda, remaining during the yellow lightbusIs the bus arrival rate (vehicle/h), TyellowIs the yellow light duration;
bus queuing area where red light arrives
Figure GDA0003139808060000081
Wherein λ is4Is the number of buses arriving during the red light, lambdabusIs the bus arrival rate (vehicle/h), TredIs the duration of a red light
In summary, the algorithm for the bus queue length satisfying the confidence coefficient of α ═ 90% is as follows
Figure GDA0003139808060000082
Lbus,wait＝Nbus·lb+(Nbus-1)·sm
Wherein N isbusIs the number of bus queues, l, at which the confidence level of α -90% is satisfiedbIs the bus length, sm is the parking safety distance, Lbus,waitIs the bus queuing length;
for idling lane change of social vehicles, take out buffer lane change area L0＝10m；
The total length of the reserved lane change area at the intersection in the step 2 is as follows:
Lchange＝max{Lcar,wait,Lbus,wait}+L0
wherein L ischangeIs to reserve a lane changeTotal length of the region, Lcar,waitIs the length of the queue of the social vehicles, Lbus,waitIs the bus queuing length, L0Is a zapping buffer.
And step 3: the microprocessor calculates the number of the spike indicating lamps needing color switching according to the total length of the reserved lane changing area of the intersection received by the on-road wireless transmission module, and controls the spike indicating lamps to be switched from green to red, wherein the junction of the red and green indicating lamps is the position of a secondary stop line;
in step 3, the number of the spike indicating lamps is controlled to be calculated as follows:
number of spike indicator lights that need to switch colors:
Figure GDA0003139808060000083
wherein L ischangeIs the total length of the reserved lane change area, S2Is the laying distance of the spike indicating lamp,
Figure GDA0003139808060000084
the maximum integer which does not exceed the calculation result is taken, n is the number of the spike indicating lamps needing to switch colors, and the spike indicating lamp closest to the intersection is specified to be a signal lamp;
the spike indicator light displays red color to indicate that social vehicles in the bus lane need to exit the bus lane;
the spike indicator light displays green, and represents that social vehicles in the bus lane can normally run.
It should be understood that parts of the specification not set forth in detail are well within the prior art.
Although the terms detection module, control end wireless transmission module, plurality of on-road wireless transmission modules, plurality of microprocessors and plurality of spike indicators are used more generally herein, the possibility of using other terms is not excluded. These terms are used merely to more conveniently describe the nature of the invention and they are to be construed as any additional limitation which is not in accordance with the spirit of the invention.
It should be understood that the above description of the preferred embodiments is given for clarity and not for any purpose of limitation, and that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (3)

1.一种基于公交车道混行时二次停车线位置优化系统的优化方法，其特征在于，1. an optimization method based on the secondary stop line position optimization system when the bus lane is mixed, it is characterized in that, 所述公交车道混行时二次停车线位置优化系统包括：检测模块、控制模块、控制端无线传输模块、多个路上无线传输模块、多个微处理器以及多个道钉指示灯；The system for optimizing the position of the secondary parking line when the bus lanes are mixed includes: a detection module, a control module, a wireless transmission module at the control end, a plurality of on-road wireless transmission modules, a plurality of microprocessors, and a plurality of road stud indicator lights; 所述的检测模块、控制模块、控制端无线传输模块通过导线依次串联连接；The detection module, the control module, and the wireless transmission module at the control end are sequentially connected in series through wires; 所述控制端无线传输模块分别与每个路上无线传输模块通过导线依次连接；The control terminal wireless transmission module is respectively connected with each road wireless transmission module through wires in sequence; 所述的路上无线传输模块、微处理器以及道钉指示灯通过导线依次串联连接；The on-road wireless transmission module, the microprocessor and the road spike indicator light are sequentially connected in series through wires; 所述检测模块安装于路段入口车道上，与车辆行驶方向正交，用于采集到达车辆压强并传输至所述控制模块；The detection module is installed on the entrance lane of the road section, which is orthogonal to the driving direction of the vehicle, and is used to collect the pressure of the arriving vehicle and transmit it to the control module; 所述控制模块安装于路段入口路侧，能够根据到达车辆压强计算车辆到达率，根据车辆到达率计算预留换道区长度；The control module is installed on the road side of the entrance of the road section, and can calculate the vehicle arrival rate according to the pressure of the arriving vehicles, and calculate the length of the reserved lane change area according to the vehicle arrival rate; 所述控制端无线传输模块安装于路段入口路侧，能够将预留换道区长度传输给路上无线传输模块；The control terminal wireless transmission module is installed on the road side of the entrance of the road section, and can transmit the length of the reserved lane changing area to the road wireless transmission module; 所述路上无线传输模块安装于交叉口处，能够将预留换道区长度传输给所述微处理器；The on-road wireless transmission module is installed at the intersection, and can transmit the length of the reserved lane-changing area to the microprocessor; 所述微处理器安装于交叉口处，能够控制道钉指示灯表示预留换道区长度；The microprocessor is installed at the intersection and can control the road stud indicator light to indicate the length of the reserved lane changing area; 所述道钉指示灯，铺设在交叉口附近S1公交车道与社会车道分隔标线上以及与其平行的旁侧社会车道标线上，每S2埋设一个，能够切换红色与绿色；The road stud indicator light is laid on the S1 bus lane and social lane separation marking line near the intersection and the side social lane marking line parallel to it, and one is buried in each S2, which can switch between red and green ; 所述优化方法包括以下步骤：The optimization method includes the following steps: 步骤1：所述检测模块采集到达车辆压强并传输至所述控制模块，所述控制模块根据到达车辆的压强分别计算社会车辆到达率和公交车到达率；Step 1: the detection module collects the pressure of the arriving vehicle and transmits it to the control module, and the control module calculates the social vehicle arrival rate and the bus arrival rate respectively according to the pressure of the arriving vehicle; 步骤2：所述控制模块根据社会车辆到达率计算社会车辆预留换道区长度，所述控制模块根据公交车到达率计算公交车预留换道区长度，根据社会车辆预留换道区长度以及公交车预留换道区长度计算交叉口预留换道区总长度，并通过控制端无线传输模块分别无线传输至每个路上无线传输模块；Step 2: The control module calculates the length of the reserved lane-changing area for social vehicles according to the arrival rate of social vehicles, the control module calculates the length of the reserved lane-changing area for buses according to the arrival rate of buses, and the length of the reserved lane-changing area for social vehicles And the length of the reserved lane-changing area of the bus to calculate the total length of the reserved lane-changing area of the intersection, and wirelessly transmit it to each road wireless transmission module through the wireless transmission module of the control terminal; 步骤3：所述微处理器根据所述路上无线传输模块接收的交叉口预留换道区总长度，计算出需要进行颜色切换的道钉指示灯数量，并控制所述道钉指示灯由绿色切换成红色，红色与绿色指示灯的交界处即为二次停车线的位置；Step 3: According to the total length of the reserved lane-changing area at the intersection received by the wireless transmission module on the road, the microprocessor calculates the number of road stud indicators that need to be switched in color, and controls the road stud indicator from green. Switch to red, the junction of the red and green indicator lights is the position of the secondary stop line; 步骤2中所述预留换道区能够确保在公交车道上行驶社会车辆即将无法通过交叉口时，换出公交车道，以保障交叉口附近绿灯末尾和红灯期间到达的公交车优先排队；The reserved lane-changing area described in step 2 can ensure that when social vehicles running on the bus lane are about to be unable to pass through the intersection, the bus lane is changed to ensure that the buses arriving at the end of the green light near the intersection and during the red light period are queued first; 步骤2中所述计算社会车辆预留换道区长度如下:Calculating the length of the reserved lane-changing area for social vehicles described in step 2 is as follows: 黄灯期间滞留的社会车辆排队区域模型为：The queuing area model for social vehicles stranded during the yellow light period is:
Figure FDA0003155117850000021
Figure FDA0003155117850000021
 其中，λ1是黄灯期间滞留的社会车辆数，λcar为社会车辆到达率，Tyellow是黄灯时长；Among them, λ 1 is the number of social vehicles stranded during the yellow light, λ car is the arrival rate of social vehicles, and T yellow is the duration of the yellow light; 红灯期间换入的社会车辆排队区域模型为：The queuing area model of social vehicles exchanged during the red light period is:
Figure FDA0003155117850000022
Figure FDA0003155117850000022
 其中，ht,bus是公交车车头时距，λbus为公交车到达率，nbus是公交车数量，L是路段总长度，
Figure FDA0003155117850000023
是公交车平均行驶速度，dmin是公交车的移动闭塞长度，Lblock是公交专用道上总闭塞长度，Lshare是公交专用道可共享长度，Lcar是一辆社会车辆所占用的空间，包括自身车身长度lc和前后安全间距Lsafe，Tred是红灯时长；λin是全路段上理论最大可驶入的社会车辆数量，x是服从λ2的泊松分布的自变量，λ2是红灯期间换入的社会车辆数，k＝0,1,2…λin；Among them, h t,bus is the headway of the bus, λ bus is the bus arrival rate, n bus is the number of buses, L is the total length of the road section,
Figure FDA0003155117850000023
is the average speed of the bus, d min is the moving block length of the bus, L block is the total block length on the bus lane, L share is the shareable length of the bus lane, and L car is the space occupied by a social vehicle, including The body length l c and the front and rear safety distance L safe , T red is the length of the red light; λ in is the theoretical maximum number of social vehicles that can enter on the entire road section, x is an independent variable obeying the Poisson distribution of λ 2 , λ 2 is the number of social vehicles exchanged during the red light, k=0,1,2... λin ; 综上，满足α＝90％置信度的社会车辆排队长度的算法如下式所示：To sum up, the algorithm of the social vehicle queuing length satisfying α=90% confidence is as follows:
Figure FDA0003155117850000024
Figure FDA0003155117850000024
 Lcar,wait＝Ncar·lc+(Ncar-1)·smL car,wait =N car ·l c +(N car -1) ·sm 其中，Ncar是满足α置信度时的社会车辆排队数，lc是公交车长度，sm是停车安全间距，Lcar,wait是社会车辆排队长度,Aλ是黄灯期间滞留的社会车辆和红灯期间到达的社会车辆的总和；Among them, N car is the number of social vehicles queuing when the confidence level of α is satisfied, l c is the bus length, sm is the parking safety distance, L car, wait is the queue length of social vehicles, and Aλ is the stranded social vehicles and red lights during the yellow light. the sum of social vehicles arriving during the light; 供社会车辆怠速换道，取缓冲换道区L0；For social vehicles to change lanes at idle speed, take the buffer lane change area L 0 ; 步骤2中所述计算公交车预留换道区长度如下:The length of the reserved lane-changing area of the bus is calculated as described in step 2 as follows: 黄灯滞留的公交车排队区域模型为：The model of the bus queuing area where the yellow light is stuck is:
Figure FDA0003155117850000031
Figure FDA0003155117850000031
 其中，λ3是黄灯期间滞留的公交车数，λbus为公交车到达率(辆/h)，Tyellow是黄灯时长；Among them, λ 3 is the number of buses stranded during the yellow light period, λ bus is the bus arrival rate (vehicles/h), and T yellow is the length of the yellow light; 红灯到达的公交车排队区域Bus queuing area arriving at red light
Figure FDA0003155117850000032
Figure FDA0003155117850000032
 其中，λ4是红灯期间到达的公交车数，λbus为公交车到达率(辆/h)，Tred是红灯时长Among them, λ 4 is the number of buses arriving during the red light period, λ bus is the bus arrival rate (vehicles/h), and T red is the red light duration 综上所述，满足α置信度的公交车排队长度的算法如下To sum up, the algorithm for the bus queue length that satisfies the α confidence is as follows
Figure FDA0003155117850000033
Figure FDA0003155117850000033
 Lbus,wait＝Nbus·lb+(Nbus-1)·smL bus,wait =N bus ·l b +(N bus -1) ·sm 其中，Nbus是满足α置信度时的公交车排队数，lb是公交车长度，sm是停车安全间距，Lbus,wait是公交车排队长度，Bλ是黄灯期间滞留的公交车辆和红灯期间到达的公交车辆的总和；Among them, N bus is the number of bus queues when the confidence level of α is satisfied, l b is the bus length, sm is the parking safety distance, L bus, wait is the bus queue length, and Bλ is the stranded bus and red lights during the yellow light. the sum of bus vehicles arriving during the light; 供社会车辆怠速换道，取缓冲换道区L0；For social vehicles to change lanes at idle speed, take the buffer lane change area L 0 ; 步骤2中所述交叉口预留换道区总长度为：The total length of the reserved lane changing area at the intersection described in step 2 is: Lchange＝max{Lcar,wait,Lbus,wait}+L0 L change =max{L car,wait ,L bus,wait }+L 0 其中，Lchange是预留换道区总长度，Lcar,wait是社会车辆排队长度，Lbus,wait是公交车排队长度，L0是换道缓冲区。Among them, L change is the total length of the reserved lane change area, L car, wait is the queue length of social vehicles, L bus, wait is the bus queue length, and L 0 is the lane change buffer. 2.根据权利要求1 所述的基于公交车道混行时二次停车线位置优化系统的优化方法，其特征在于，步骤1中所述计算社会车辆到达率为：2. the optimization method based on the secondary stop line position optimization system when the bus lane is mixed according to claim 1 , it is characterized in that, described in step 1, calculates the social vehicle arrival rate: 在单位时间T内，统计到达车辆压强P＜10kpa的到达车辆数量为N1，社会车辆到达率为：In the unit time T, the number of arriving vehicles with the arriving vehicle pressure P<10kpa is counted as N 1 , and the social vehicle arrival rate is:
Figure FDA0003155117850000041
Figure FDA0003155117850000041
 步骤1中所述计算公交车到达率为：Calculate the bus arrival rate as described in step 1: 在单位时间T内，统计到达车辆压强P≥10kpa的到达车辆为N2，公交车到达率为：In the unit time T, the arriving vehicle whose pressure P ≥ 10kpa is counted as N 2 , and the bus arrival rate is:
Figure FDA0003155117850000042
Figure FDA0003155117850000042
 3.根据权利要求1 所述的基于公交车道混行时二次停车线位置优化系统的优化方法，其特征在于，步骤3中所述控制所述道钉指示灯的数量计算如下：3. the optimization method of the secondary stop line position optimization system based on the mixed traffic of the bus lane according to claim 1 , is characterized in that, described in step 3, the quantity of the described road stud indicator light is calculated as follows: 需要切换颜色的道钉指示灯的数量：Number of spike indicators that need to switch colors:
Figure FDA0003155117850000044
Figure FDA0003155117850000044
 其中，Lchange是预留换道区总长度，S2是道钉指示灯的铺设间距，
Figure FDA0003155117850000045
表示取不超过计算结果的最大整数，n是需要切换颜色的道钉指示灯数量，并且规定距离交叉口最近的道钉指示灯为一号灯；Among them, L change is the total length of the reserved lane change area, S 2 is the laying spacing of the road stud indicator lights,
Figure FDA0003155117850000045
Indicates the maximum integer that does not exceed the calculation result, n is the number of road stud indicators that need to switch colors, and the road stud indicator closest to the intersection is specified as the No. 1 lamp; 所述道钉指示灯显示红色，表示公交车道内的社会车辆需要驶出公交车道；The road stud indicator light shows red, indicating that social vehicles in the bus lane need to drive out of the bus lane; 所述道钉指示灯显示绿色，表示公交车道内的社会车辆可以正常行驶。The road stud indicator light shows green, indicating that social vehicles in the bus lane can drive normally.
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