Volume 39 Issue 2
Apr.  2021
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QIANG Tiangang, LIU Tao, PEI Yulong, YANG Shijun. A Green Wave Optimization Control Model of Trunk Buses Considering Green Extension[J]. Journal of Transport Information and Safety, 2021, 39(2): 87-94. doi: 10.3963/j.jssn.1674-4861.2021.02.011
Citation: QIANG Tiangang, LIU Tao, PEI Yulong, YANG Shijun. A Green Wave Optimization Control Model of Trunk Buses Considering Green Extension[J]. Journal of Transport Information and Safety, 2021, 39(2): 87-94. doi: 10.3963/j.jssn.1674-4861.2021.02.011
shu

A Green Wave Optimization Control Model of Trunk Buses Considering Green Extension

doi: 10.3963/j.jssn.1674-4861.2021.02.011

  • School of Traffic and Transportation, Northeast Forestry University, Harbin 150040, China

  • Received Date: 2020-12-25
    Abstract
  • Since the actual travel time of buses at intersections is longer than that of social vehicles due to the green light extension control strategy, this paper proposes an optimization control model of trunk line signal coordination considering a green extension. The starting point of the green light is selected as the basis for calculating the absolute phase difference, considering the bus running speed and stop time in the MAXBAND model. The maximum green extension time is combined to improve the constraints on the green wave bandwidth and the time-distance geometric relation of the bus. Matlab is used to solve the relevant parameters of the improved model. The average queue length, the average delay of social vehicles, the average delay of buses, the average number of stops, and the average delay per person are selected as the evaluation indices of the model, and a simulation is conducted with Vissim software. The results show that when there is no bus lane, and the influences of vehicles queuing is not taken into account, the five evaluation indices of the improved model are improved by at least 2.87% compared with the model based on MAXBAND considering the bus traveling speed and stop time. Compared with the MAXBAND model, the average delay of buses increased by 1.87% in the improved model because the queuing situation of vehicles at intersections is not taken into account; however, the other four indices all increase by 1.71% at least.

     

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