城市交通信号配时优化模型分析——以太原市太原科技大学(北校区)校门口交通信号灯为例
|
摘要
运用过渡函数延误时间模型和过渡函数停车率模型,以太原科技大学(北校区)校门口的H型路口为例,分别采用基于饱和车头时距测量方法和基于饱和车流量测量方法来确定该交叉路口的最佳周期和绿灯时间。分析了工作日和非工作日各相位的延误时间、停车率以及最佳周期和绿灯时间,结果表明:在工作日期间使用饱和车头时距的配时方法相对比较优化,在非工作日期间采用以饱和车流量为测度的配时方法比较优化。就左转和直行而言,左转的延误时间和停车次数相对比较高,可以适当延长左转相位的绿灯时间,优化H路口的交通秩序。
With the delay time model of transient function and the stop rate model of transient function,the urban traffic problem was studied by taking the H intersection of the north campus of Taiyuan university of science and technology as example. The best cycle and green time of the given intersection was worked out using the method for measuring saturation headway and the flow of saturated vehicle. The delay time,number of stops,the best cycle and green time of each phase between weekdays and weekends were also compared. The findings go as follows: the method for measuring the flow of saturated vehicle is more optimal during the workdays,while the method for measuring saturation headway more optimal during non-working days As to the phase of left turning and straight going,the number of stops and delays of turning left are relatively high,traffic order of H junctions can be optimized by extending left turning phase green time.
With the delay time model of transient function and the stop rate model of transient function,the urban traffic problem was studied by taking the H intersection of the north campus of Taiyuan university of science and technology as example. The best cycle and green time of the given intersection was worked out using the method for measuring saturation headway and the flow of saturated vehicle. The delay time,number of stops,the best cycle and green time of each phase between weekdays and weekends were also compared. The findings go as follows: the method for measuring the flow of saturated vehicle is more optimal during the workdays,while the method for measuring saturation headway more optimal during non-working days As to the phase of left turning and straight going,the number of stops and delays of turning left are relatively high,traffic order of H junctions can be optimized by extending left turning phase green time.
引文
[1]ALI P A.Analytical models of delay estimation at signalized intersections for variable demand and time conditions[D].USA:UMI,1998.
[2]MAY A D,KELLER H E M.A deterministic queuing model[J].Transportations Research,1967,1(2):117-128.
[3]KIMBER R M,HOLLIS E M.Traffic queues and delays at road junctions[R].Transportations Road Research Laboratory,1979,TRRL Report,909.
[4]李立源,曹大铸.道路交通流量最优预测与交叉口最优控制[J].控制理论与应用,1993,10(1):67-72.
[5]万绪军,陆化普.线控系统中相位差优化模型的研究[J].中国公路学报,2001,14(2):99-102.
[6]郑远.信号交叉口延误估计方法研究[D].上海:同济大学,2011.
[7]栗红强.城市交通控制信号配时参数优化方法研究[D].吉林:吉林大学.2004.
[8]蔡锦德.城市道路交叉口的信号配时优化研究[D].北京:北京交通大学.2012.
[9]TROUTBECK R,MIRANDA B.Queuing at Congested Intersections[C]//77th TRB Annual meeting,Washington D.C.1998.
[10]邵长桥,荣建.停车延误、引道延误和控制延误关系研究[J].中国公路学报,2002,15(4):90-93.
[11]杨晓光,杨佩昆.信号灯控交叉口停车线前停车率模型[J].同济大学学报,1993,21(2):169-175.
[12]隽志才,魏丽英.信号交叉口排队长度宏观模拟的自适应分析法[J].中国公路学学报,2000,13(1):77-80.
[13]王英慧,王希云.一种求解二次模型信赖域子问题的Adams方法[J].太原科技大学学报,2016,37(1):72-76.
[2]MAY A D,KELLER H E M.A deterministic queuing model[J].Transportations Research,1967,1(2):117-128.
[3]KIMBER R M,HOLLIS E M.Traffic queues and delays at road junctions[R].Transportations Road Research Laboratory,1979,TRRL Report,909.
[4]李立源,曹大铸.道路交通流量最优预测与交叉口最优控制[J].控制理论与应用,1993,10(1):67-72.
[5]万绪军,陆化普.线控系统中相位差优化模型的研究[J].中国公路学报,2001,14(2):99-102.
[6]郑远.信号交叉口延误估计方法研究[D].上海:同济大学,2011.
[7]栗红强.城市交通控制信号配时参数优化方法研究[D].吉林:吉林大学.2004.
[8]蔡锦德.城市道路交叉口的信号配时优化研究[D].北京:北京交通大学.2012.
[9]TROUTBECK R,MIRANDA B.Queuing at Congested Intersections[C]//77th TRB Annual meeting,Washington D.C.1998.
[10]邵长桥,荣建.停车延误、引道延误和控制延误关系研究[J].中国公路学报,2002,15(4):90-93.
[11]杨晓光,杨佩昆.信号灯控交叉口停车线前停车率模型[J].同济大学学报,1993,21(2):169-175.
[12]隽志才,魏丽英.信号交叉口排队长度宏观模拟的自适应分析法[J].中国公路学学报,2000,13(1):77-80.
[13]王英慧,王希云.一种求解二次模型信赖域子问题的Adams方法[J].太原科技大学学报,2016,37(1):72-76.