CN102592465A - Bidirectional dynamic coordination control method for oversaturated trunk road - Google Patents

Abstract

The invention discloses a bidirectional dynamic coordination control method for an oversaturated trunk road. The bidirectional dynamic coordination control method comprises the steps of determining ideal phase difference according to the running properties of queued vehicle stream and arrived vehicle stream, determining the green time for meeting the traffic demands and avoiding the intersection congestion, determining queued vehicle weight impact factors by different control strategies, and taking maximal release amount as a target for realizing coordination control of the trunk road in a first direction; based on the coordination control in the single direction, calculating and coordinating the phase difference, the green time and the release amount at the intersection of the trunk road in another direction for different status combinations in three statuses of green lamp loss, intersection congestion and new traffic stream compensation at the intersection in the other direction of the trunk road; and in combination with coordination control algorithms in two directions, realizing the bidirectional dynamic coordination control of the oversaturated trunk road. The bidirectional dynamic coordination control method for the oversaturated trunk road is suitable for traffic oversaturated trunk roads in big cities, and is capable of effectively reducing the queuing length and the delay time at the intersection on the trunk road, improving the overall passing capability of the trunk road and avoiding the spread of traffic congestion.

Description

The two-way dynamic coordinate control method in arterial highway under the supersaturation

Technical field

The present invention relates to regional traffic and coordinate control, the particularly two-way dynamic coordinate control method in the arterial highway under the supersaturation.

Background technology

China's vehicle guaranteeding organic quantity sharp increase at present, the rate of growth of individual traffic amount is significantly higher than the public transport amount, causes the urban highway traffic total amount significantly to increase.Bear the arterial highway of the main share of traffic total amount, because of the restriction of path space capacity, road passage capability, the traffic stream characteristics of its peak period presents " high density ", " high flow capacity " characteristic.And the red signal of crossing, arterial highway is got involved factor as the outside of traffic flow, causes traffic flow to be interrupted characteristic, forms the intersection delay of vehicle, so the traffic capacity of crossing, arterial highway is lower than the traffic capacity in highway section, arterial highway, becomes arterial highway traffic capacity bottleneck.The superfluous traffic capacity with the crossing, arterial highway of the magnitude of traffic flow of arterial highway is not enough, forms sharp-pointed imbalance between supply and demand, causes crossing, arterial highway crowd to be in hypersaturated state, and the superfluous volume of traffic is " queuing fleet " periodic existence.Queuing fleet not only significantly increases the arterial highway stroke and incurs loss through delay (comprising highway section delay and intersection delay); Even the loss of the initiation arterial highway traffic capacity (comprising road section capacity and intersection capacity); Under the situation of arterial highway traffic capacity deficiency (being the supersaturation traffic) already, further aggravated the deterioration of supersaturation traffic.

Chinese scholars is coordinated control to the arterial highway and has been done a large amount of theory and practice research, but the focus of its research and emphasis all are the control method for coordinating under the unsaturation, and the control method for coordinating under the unsaturation is inappropriate for the situation under the supersaturation.Though, all do not propose the arterial highway dynamic coordinate control method under the supersaturation situation for some research of the research under the supersaturation.Therefore, the two-way dynamic coordinate control method in the arterial highway under the supersaturation has great Research Significance and actual application value.

Summary of the invention

The present invention overcomes the shortcoming that exists in the prior art with not enough, proposes the two-way dynamic coordinate control method in arterial highway a kind of supersaturation under, makes also to realize that two-way dynamic coordinate controls under the arterial highway traffic supersaturated condition.

The present invention adopts following technical scheme:

The two-way dynamic coordinate control method in arterial highway under a kind of supersaturation, comprising arterial highway principal direction coordination process and coordinating with arterial highway principal direction is master's inferior direction coordination process;

Said arterial highway principal direction coordination process comprises:

Step 1 confirms the desired phase difference of principal direction and as the actual phase difference between adjacent crossing, arterial highway, the desired phase difference of said principal direction need satisfy following condition:

${\mathrm{\φ}}_{i,i+1}\left(m\right)={\mathrm{\τ}}_{i,i+1}\left(m\right)-{\mathrm{\α}}_{i+1}\left(m\right)={\mathrm{\τ}}_{i,i+1}\left(m\right)-\frac{q_{i+1}\left(m\right)l_{\mathrm{veh}}}{\mathrm{\λ}}$

In the formula: be provided with two adjacent crossing i and crossing i+1, i+1 is coordination direction, φ to i to the crossing from the crossing _{I, i+1}(m) be illustrated in the side-play amount of coordination phase place green time starting point of coordination phase place and the crossing i+1 of m cycle crossing i under the hypersaturated state, τ _{I, i+1}(m) expression crossing i green light first garage of opening bright moment queuing wagon flow sails to the time of last car of crossing i+1 queuing wagon flow, α _I+1(m) expression crossing i+1 green light opens bright back starting wave in traffic flow and is delivered to queuing wagon flow used time of last car, l _VehThe average length of expression vehicle, λ representes to start wave propagation velocity, q _I+1(m) m cycle crossing i+1 green light of expression opens the queuing vehicle number that the principal direction entrance driveway is coordinated in arterial highway of the bright moment;

Step 2 is confirmed the green time of arterial highway coordination principal direction,

The green time g of principal direction is coordinated in the arterial highway _i(m) satisfy following condition:

g _i(m)≤g _i+1(m)+φ _i，i+1(m)+β _i+1(m)

In two adjacent cycles, satisfy following condition between the desired phase difference of non-coordination phase place green time, coordination phase place green time and arterial highway principal direction:

gcr _i+1(m)＝gcr _i(m)+φ _i，i+1(m+1)+g _i(m)-φ _i，i+1(m)-g _i+1(m)

In the formula: β _I+1(m) for the parking ripple of crossing i+1 is delivered to the used time of crossing, upper reaches i,

Gcr _iThe green time of the non-coordination phase place of crossing i when (m) being m cycle,

C is a cycle duration;

Arrive crossing, the upper reaches when the vehicle queue of crossing, downstream is congested; Be green time though cause crossing, the upper reaches to coordinate direction, vehicle is impassable, causes the green light loss of a part; This section green light is equivalent to red time lost time; " equivalent red light " time not only has influence on the current of arterial highway direction, also has influence on the current of road intersection simultaneously, is prone to cause the current paralysis of whole crossing.For fear of the appearance of this situation, the green time of arterial highway coordination principal direction also need satisfy g in the said step 2 _Min≤g _i(m)≤g _Max, g wherein _MinFor coordinating the green time of the minimum of direction, g in the arterial highway _MaxCoordinate the green time of the maximum of direction for the arterial highway;

The queuing vehicle number satisfied

of principal direction crossing is coordinated in arterial highway in the step 2

Step 3 confirms to coordinate in the one-period the i.e. clearance amount of the vehicle flowrate D that arterial highway principal direction is sailed out of crossing i _i(m), said D _i(m) satisfy following condition:

$D_i\left(m\right)=q_i\left(m\right)+\min (A_i\left(m\right),\left(\frac{A_i\left(m\right)}{g_{i-1}\left(m\right)}\right)(g_i\left(m\right)-\frac{q_i\left(m\right)}{S_i}))$

Obtain the queue length of following one-period of this crossing through following relational expression:

q _i(m+1)＝q _i(m)+A _i(m)-D _i(m)

In the formula: the saturation flow amount of crossing i is S _i, the vehicle flowrate of arrival is A _i(m);

When not considering to turn to the influencing of wagon flow, A is arranged _I+1(m)=D _i(m-1); When considering to turn to the influencing of wagon flow, A then _I+1(m)=D _i(m-1)+r _i(m-1), r wherein _i(m-1) be illustrated in m-1 in the cycle by the intersection through about forward the vehicle flowrate that reaches the arterial highway to;

The green light duration of coordinating beyond the phase place is ∑ gcr _i(m)=C _i(m)-g _i(m), one-period total clearance amount in crossing is to coordinate the clearance amount summation of phase place and non-coordination phase place: D _i(m)+gcr _i(m) Scr _i, gcr wherein _i(m) Scr _iThe clearance amount of representing non-coordination phase place.

Step 4 obtains the coordination control algolithm of arterial highway principal direction according to step as stated:

${\mathrm{<figure-callout\; id="1"\; label="Q"\; filenames="HDA0000131465850000012.png,HDA0000131465850000013.png"\; state="\{\{state\}\}">Q</figure-callout>}}_1=\underset{m=1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}{\mathrm{gcr}}_i\left(m\right){\mathrm{Scr}}_i+\underset{m=1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}\frac{L_i}{L_{\max }}{D}_i\left(m\right)-\underset{m=1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}{\mathrm{\&eta;}}_i\left(m\right)\max \left(\begin{array}{c}0\\ q_i\left(m\right)-q_i^{\max }\end{array}\right)$

In the formula: first is the clearance amount of non-coordination phase place, and second portion is for coordinating the clearance amount of phase place, and L representes road section length, uses The weight proportion of representing different highway sections, third part are represented different queuing policys, η _i(m) the queuing weight factor under the expression Different Strategies;

The queue length that crossing i coordinates direction does not allow to increase to some extent, then can pass through η _i(m) be set to big integer and realize, when the queue length of import only allows to reach certain-length q _MaxThe time, then can make

Represent the permission queue length that this import is maximum,, then can make when hope is restricted to queue length hour $q_i^{\mathrm{Max}}=0.$

The said coordination with arterial highway principal direction is master's inferior direction coordination process:

It is the coordination control algolithm of master's arterial highway time direction that step 5 obtains with the coordination of arterial highway principal direction according to above-mentioned steps

$Q^s=\underset{m=1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}\frac{L_i^s}{L_{\mathrm{Max}}}{D}_i^s\left(m\right)-\underset{m=1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}{\mathrm{\&eta;}}_i^s\left(m\right)\mathrm{Max}\left(\begin{array}{c}0\\ q_i^s\left(m\right)-q_i^{s\mathrm{Max}}\end{array}\right),$ Wherein, $L_i^s=L_{n+1-i}.$

If the phase differential of the actual setting in crossing, arterial highway

is poor for first desired phase of coordinating direction; Both might not equate the desired phase difference of the other direction of arterial highway for

; When existing difference; Combine other actual traffic elements again, can traffic be reduced three kinds of situations

The traffic of arterial highway time direction is divided into three kinds of situation:

(1) green light loss,, promptly the crossing direction is the current period of green light, but does not have traffic flow to pass through, green time is not utilized effectively, and has the green light loss;

(2) crossing is congested, and promptly the crossing direction is the current period of green light, but traffic flow can't advance because of the congested crossing that is stuck in, and causes the deadlock of this direction of crossing;

(3) new traffic flow compensation, promptly in the current period of the green light of this crossing, the wagon flow of crossing, the upper reaches can be passed through this crossing continuously, has new traffic flow to compensate to this crossing and passes through.

The traffic conditions of the crossing of said arterial highway time direction is the combination in any of above-mentioned three kinds of situation, and then the clearance amount of the crossing of various combination is as follows:

Green light loss-no is congested-there is not a new traffic flow

$D_i^s\left(m\right)=q_i^s\left(m\right),$

The new traffic flow of green light loss-congested-do not have

$D_i^s\left(m\right)=q_i^s\left(m\right),$

No green light loss-congested-Xin traffic flow

$D_i^s\left(m\right)=q_i^s\left(m\right)+\{\min (g_i^s\left(m\right),g_i^{\mathrm{ac}}\left(m\right))-[\frac{q_i\left(m\right)}{S_i}+t_i^{\mathrm{los}}\left(m\right)\left]\right\}\&times;\left(\frac{A_i^s\left(m\right)}{g_{i-1}^s\left(m\right)}\right),$

No green light loss-no is congested-the Xin traffic flow

$D_i^s\left(m\right)=q_i^s\left(m\right)+\{\min (g_i^s\left(m\right),g_i^{\mathrm{ac}}\left(m\right))-\frac{q_i^s\left(m\right)}{S_i}]\}\&times;\left(\frac{A_i^s\left(m\right)}{g_{i-1}^s\left(m\right)}\right),$

The new traffic flow of no green light loss-congested-do not have

$D_i^s\left(m\right)=\min \{q_i^s\left(m\right),[g_i^s-t_i^{\mathrm{los}}\left(m\right)]\&times;S_i\},$

Green light loss-congested-Xin traffic flow

Green light loss-no is congested-the Xin traffic flow

No green light loss-no is congested-there is not a new traffic flow

$D_i^s\left(m\right)=g_i^s\left(m\right)S_i;$

In the formula:

representes that respectively clearance amount, the crossing i green light of arterial highway time direction crossing i in m cycle open the queuing vehicle number of coordinating time direction entrance driveway in arterial highway of the bright moment, the green time of crossing i, the vehicle flowrate that crossing i arrives;

VL _i(m) be illustrated in road section length

Situation under the average overall travel speed of wagon flow;

It is poor that expression arterial highway time direction realizes coordinating the desired phase of control, but because of its with principal direction in same phase place, the phase differential settings of primary and secondary direction needs consistent, so there is the phase difference value of a reality setting in time direction

Because there is congestion phenomenon in the crossing, the actual green time that has wagon flow to pass through the crossing does in green time

And the part green time of loss does

Two two adjacent crossing clearance amounts that coordinate in time direction arterial highway in the said step 5 need satisfy:

$D_i^s\left(m\right)\&le;D_{i-1}^s\left(m\right)+q_i^s\left(m\right);$

The queuing vehicle need satisfy: $q_i^s(m+1)\text{=}{q}_i^s\left(m\right)+A_i^s\left(m\right)-D_i^s\left(m\right).$

When not considering to turn to the influencing of wagon flow, have

When consideration turns to influencing of wagon flow, then $A_i^s\left(m\right)=D_i^s(m+1)+r_i^s(m-1).$ The actual phase difference of crossing does

Promptly there is relation with first desired phase difference of coordinating direction.Another coordinates the green time of direction $g_i^s\left(m\right)=g_{n+1-i}\left(m\right).$

The objective function of the two-way dynamic coordinate control method in arterial highway under the said supersaturation is: Q=Q ₁+ Q ^s, optimal value is the maximal value of this target function value, constraint condition is the above-mentioned relational expression of mentioning.

Said principal direction is according to the actual traffic situation in city and management and control demand, and a certain direction of confirming the arterial highway is as coordinating principal direction.

Beneficial effect of the present invention:

The two-way dynamic coordinate control method in the arterial highway that the present invention provides can be realized the arterial highway coordination control under the supersaturation; Can control the queue length of crossing through different queuing management strategies effectively; Avoid the deterioration of traffic congestion, be applicable to the different regulatory requirements in arterial highway under the supersaturation.Theoretical analysis and example checking explanation, this method can reduce the queue length of crossing effectively, can carry out the management of corresponding strategy to the queue length of each crossing, avoids the phenomenon of crossing deadlock to take place, and avoids the deterioration of traffic congestion; Can reduce delay time at stop, start-stop time, exhaust emissions and the fuel consume of arterial highway through vehicles, for creating a good traffic environment in the city; Can improve the capacity and level-of-service of arterial highway, ensure that the arterial highway in city is unimpeded, reduce resident trip time and cost, for trip provides convenience etc.

Description of drawings

Fig. 1 is the two-way dynamic coordinate control method process flow diagram in the arterial highway under the supersaturation,

Fig. 2 is the phase differential analysis figure of adjacent crossing,

Fig. 3 is the equivalent red light analysis chart of adjacent crossing,

Fig. 4 is that the crossing exists green light loss analysis figure,

Fig. 5 is that the crossing exists congestion analysis figure,

Fig. 6 is that the crossing has new traffic flow compensation analysis chart.

Embodiment

Below in conjunction with accompanying drawing and embodiment the present invention is described further, but the scope that the present invention requires to protect is not limited to the scope that embodiment is explained.

The two-way dynamic coordinate control method in arterial highway under the supersaturation as shown in Figure 1; The desired phase difference of at first definite principal direction as shown in Figure 2; Confirm green time then; Further limit green time as shown in Figure 3 based on " equivalent red light "; And combine four kinds of different queuing policys, realize the coordination control of principal direction; Under the situation that arterial highway principal direction is coordinated; Inferior direction possibly exist green light loss as shown in Figure 4, the crossing is as shown in Figure 5 congested and the new traffic flow compensation various combination situation of three kinds of states as shown in Figure 6; Confirm its corresponding phase difference, green time and queuing policy based on different state, can obtain the coordination control of arterial highway time direction; Combine the principal direction and the coordination control of time direction to accomplish the arterial highway control under the supersaturation at last.

Embodiment:

On known certain city one north-south main road 5 crossings are arranged, the periodicity that the arterial highway is in hypersaturated state is made as 10 cycles, and the number of track-lines on the main road is two-way 4 tracks; Two phase place symmetry release manner is adopted in crossing on the arterial highway, and promptly a phase place is that main road is let pass, and another is let pass for branch road; The green light duration scope of main road phase place is 40-70 second, and the green light duration scope of branch road phase place is 20-60 second, and the length in highway section 1 is 244 meters; 5 length all is 305 meters to the highway section in highway section 2; Arterial highway expectation travel speed is 12 meter per seconds, and the startup acceleration of vehicle is 1.22 meter per seconds, and the average vehicle commander's (comprising following distance and safe spacing) of the equivalence of vehicle is 7.6 meters; The transmission speed of starting ripple is 4.88 meter per seconds, and the transmission speed of parking ripple is 4.27 meter per seconds.At the supersaturation initial time, establishing highway section 1 has 20 cars, and 15 cars are arranged on all the other highway sections, does not consider the influence of vehicle here, and vehicle all is assumed to be the standardization equivalent car.

The two-way dynamic coordinate control method in arterial highway under the utilization supersaturation obtains the different timing schemes under the two-way dynamic coordinate control in arterial highway, and is as shown in the table:

(1) adopts first kind of queuing management strategy; The all directions of all crossings all have identical right of priority; The right of priority that direction has no is coordinated in the arterial highway; Method is with the maximum objective function of the traffic capacity of main road and branch road, and the signal timing dial information that obtains each each cycle of crossing is as shown in table 1.

Crossing timing scheme under first kind of queuing management strategy of table 1

(2) adopt second kind of queuing management strategy, guaranteed that the coordination direction wagon flow of crossing can be passed through adjacent crossing, downstream continuously, the signal timing dial information that obtains each each cycle of crossing is as shown in table 2.

Crossing timing scheme under second kind of queuing management strategy of table 2

(3) adopt the third queuing management strategy, guaranteed that the coordination direction wagon flow of crossing can be passed through all crossings, downstream continuously, the signal timing dial information that obtains each each cycle of crossing is as shown in table 3.

Crossing timing scheme under the third queuing management strategy of table 3

(4) adopt the 4th kind of queuing management strategy; With the main road is that limit priority is other; Realized the coordination control of main road direction, guaranteed that the coordination direction wagon flow of crossing can be passed through the crossing, downstream continuously, the signal timing dial information that obtains each each cycle of crossing is as shown in table 4.

Crossing timing scheme under the 4th kind of queuing management strategy of table 4

Comprehensive above-mentioned four kinds of queuing management strategies; It is as shown in table 5 in the clearance amount during the supersaturation to obtain under the various strategies crossing: wherein under first kind of strategy; The total amount of sailing out of of arterial highway is 1671, and total duration of supersaturation situation is 1231 seconds, and the amount of sailing out of of average per second is 1.3573; Under second kind of strategy, the total amount of sailing out of of arterial highway is 1495, and total duration of supersaturation situation is 1064 seconds, and the amount of sailing out of of average per second is 1.4059; Under the third strategy, the total amount of sailing out of of arterial highway is 1371, and total duration of supersaturation situation is 964 seconds, and the amount of sailing out of of average per second is 1.4223; Under the 4th kind of strategy, the total amount of sailing out of of arterial highway is 1375, and total duration of supersaturation situation is 966 seconds, and the amount of sailing out of of average per second is 1.4239.Find through contrast, the amount of the sailing out of maximum of the 4th kind of strategy, effect is optimum, secondly is the third strategy, then is second kind of strategy, the amount of the sailing out of minimum of first kind of strategy, this has also explained the correctness and the Practical significance of method.

Component analysis is sailed out of in the crossing under the various strategies of table 5

In like manner, can obtain the queue length summation of crossing during supersaturation under the various strategies, be digit with the vehicle number, as shown in table 6.Wherein under first kind of strategy, the queuing total length of all crossings is 586, and queue length is 0.4759 under the average per second situation; Under second kind of strategy, the queuing total length of all crossings is 380, and queue length is 0.3574 under the average per second situation; Under the third strategy, the queuing total length of all crossings is 336, and queue length is 0.3490 under the average per second situation; Under the 4th kind of strategy, the queuing total length of all crossings is 300, and queue length is 0.3107 under the average per second situation.Find through contrast; The queue length of the 4th kind of strategy is minimum; Next is the third strategy, then is second kind of strategy, and the queue length under first kind of strategy is maximum; Explained that four kinds of different queuing management strategies can manage and control the queue length of crossing effectively, reached the desirable effect of method.

The queue length analysis of crossing under the various strategies of table 6

Claims (4)

1. the two-way dynamic coordinate control method in arterial highway under the supersaturation is characterized in that comprising the steps:

Step 1 confirms the desired phase difference of principal direction and as the actual phase difference between adjacent crossing, arterial highway, the desired phase difference of said principal direction need satisfy following condition:

${\mathrm{\&phi;}}_{i,i+1}\left(m\right)={\mathrm{\&tau;}}_{i,i+1}\left(m\right)-{\mathrm{\&alpha;}}_{i+1}\left(m\right)={\mathrm{\&tau;}}_{i,i+1}\left(m\right)-\frac{q_{i+1}\left(m\right)l_{\mathrm{veh}}}{\mathrm{\&lambda;}}$

In the formula: be provided with two adjacent crossing i and crossing i+1, i+1 is coordination direction, φ to i to the crossing from the crossing _{I, i+1}(m) be illustrated in the side-play amount of coordination phase place green time starting point of coordination phase place and the crossing i+1 of m cycle crossing i under the hypersaturated state, τ _{I, i+1}(m) expression crossing i green light first garage of opening bright moment queuing wagon flow sails to the time of last car of crossing i+1 queuing wagon flow, α _I+1(m) expression crossing i+1 green light opens bright back starting wave in traffic flow and is delivered to queuing wagon flow used time of last car, l _VehThe average length of expression vehicle, λ representes to start wave propagation velocity, q _I+1(m) m cycle crossing i+1 green light of expression opens the queuing vehicle number that the principal direction entrance driveway is coordinated in arterial highway of the bright moment;

Step 2 is confirmed the green time of arterial highway coordination principal direction,

The green time g of principal direction is coordinated in the arterial highway _i(m) satisfy following condition:

g _i(m)≤g _i+1(m)+φ _i，i+1(m)+β _i+1(m)

In two adjacent cycles, satisfy following condition between the desired phase difference of non-coordination phase place green time, coordination phase place green time and arterial highway principal direction:

gcr _i+1(m)＝gcr _i(m)+φ _i，i+1(m+1)+g _i(m)-φ _i，i+1(m)-g _i+1(m)

In the formula: β _I+1(m) for the parking ripple of crossing i+1 is delivered to the used time of crossing, upper reaches i,

Gcr _iThe green time of the non-coordination phase place of crossing i when (m) being m cycle;

Step 3 confirms that the i.e. clearance amount of the vehicle flowrate D that principal direction is sailed out of crossing i is coordinated in the arterial highway in the one-period _i(m), said D _i(m) satisfy following condition:

$D_i\left(m\right)=q_i\left(m\right)+\min (A_i\left(m\right),\left(\frac{A_i\left(m\right)}{g_{i-1}\left(m\right)}\right)(g_i\left(m\right)-\frac{q_i\left(m\right)}{S_i}))$

Obtain the queue length of following one-period of this crossing through following relational expression:

q _i(m+1)＝q _i(m)+A _i(m)-D _i(m)

In the formula: the saturation flow amount of crossing i is S _i, the vehicle flowrate of arrival is A _i(m);

Step 4 obtains the coordination control algolithm of arterial highway principal direction according to step as stated:

$Q_1=\underset{m=1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}{\mathrm{gcr}}_i\left(m\right){\mathrm{Scr}}_i+\underset{m=1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}\frac{L_i}{L_{\max }}{D}_i\left(m\right)-\underset{m=1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}{\mathrm{\&eta;}}_i\left(m\right)\max \left(\begin{array}{c}0\\ q_i\left(m\right)-q_i^{\max }\end{array}\right)$

In the formula: first is the clearance amount of non-coordination phase place, and second portion is for coordinating the clearance amount of phase place, and L representes road section length, uses

The weight proportion of representing different highway sections, third part are represented different queuing policys, η _i(m) the queuing weight factor under the expression Different Strategies;

Step 5 is the coordination control algolithm of master's arterial highway time direction with the coordination of arterial highway principal direction:

$Q^s=\underset{m=1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}\frac{L_i^s}{L_{\mathrm{Max}}}{D}_i^s\left(m\right)-\underset{m=1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}{\mathrm{\&eta;}}_i^s\left(m\right)\mathrm{Max}\left(\begin{array}{c}0\\ q_i^s\left(m\right)-q_i^{s\mathrm{Max}}\end{array}\right),$ Wherein, $L_i^s=L_{n+1-i};$

Said traffic with arterial highway time direction is divided into three kinds of situation: the loss of (1) green light, and (2) crossing is congested, (3) new traffic flow compensation,

The traffic conditions of the crossing of said arterial highway time direction is the combination in any of above-mentioned three kinds of situation, and then the clearance amount of the crossing of various combination

is as follows:

Green light loss-no is congested-there is not a new traffic flow

$D_i^s\left(m\right)=q_i^s\left(m\right),$

The new traffic flow of green light loss-congested-do not have

$D_i^s\left(m\right)=q_i^s\left(m\right),$

No green light loss-congested-Xin traffic flow

$D_i^s\left(m\right)=q_i^s\left(m\right)+\{\min (g_i^s\left(m\right),g_i^{\mathrm{ac}}\left(m\right))-[\frac{q_i\left(m\right)}{S_i}+t_i^{\mathrm{los}}\left(m\right)\left]\right\}\&times;\left(\frac{A_i^s\left(m\right)}{g_{i-1}^s\left(m\right)}\right),$

No green light loss-no is congested-the Xin traffic flow

$D_i^s\left(m\right)=q_i^s\left(m\right)+\{\min (g_i^s\left(m\right),g_i^{\mathrm{ac}}\left(m\right))-\frac{q_i^s\left(m\right)}{S_i}]\}\&times;\left(\frac{A_i^s\left(m\right)}{g_{i-1}^s\left(m\right)}\right),$

The new traffic flow of no green light loss-congested-do not have

$D_i^s\left(m\right)=\min \{q_i^s\left(m\right),[g_i^s-t_i^{\mathrm{los}}\left(m\right)]\&times;S_i\},$

Green light loss-congested-Xin traffic flow

Green light loss-no is congested-the Xin traffic flow

No green light loss-no is congested-there is not a new traffic flow

$D_i^s\left(m\right)=g_i^s\left(m\right)S_i;$

In the formula:

Clearance amount, the crossing i green light of representing arterial highway time direction crossing i in m cycle respectively open the queuing vehicle number of coordinating time direction entrance driveway in arterial highway of the bright moment, the green time of crossing i, the vehicle flowrate that crossing i arrives; VL _i(m) be illustrated in road section length

Situation under the average overall travel speed of wagon flow;

Expression arterial highway time direction realizes that the desired phase of coordination control is poor, the phase difference value of the actual setting of inferior direction

Because there is congestion phenomenon in the crossing, the actual green time that has wagon flow to pass through the crossing does in green time And the part green time of loss does

2. according to the two-way dynamic coordinate control method in arterial highway under the said supersaturation of claim 1, it is characterized in that said strategy comprises four kinds of situation:

(1) all directions of all crossings have identical right of priority, then queuing management weight factor η _i(m)=0;

(2) the queuing wagon flow of certain direction of crossing i is through crossing i+1, then queuing management weight factor η _i(m)=L _I+1/ L _Min

(3) certain direction queuing wagon flow of crossing i is through all crossings, downstream, then queuing management weight factor η _i(m)=(L _I+1+ L _I+2+ L+L _n)/L _Min, 1≤i≤n-1;

(4) the queuing wagon flow from the crossing 1 to the crossing n do not stop wait, then η _i(m)=(L ₁+ L ₂+ L+L _n)/L _Min

3. the two-way dynamic coordinate control method in arterial highway under the supersaturation according to claim 1 is characterized in that the green time of coordination principal direction in arterial highway in the said step 2 also need satisfy g _Min≤g _i(m)≤g _Max, g wherein _MinFor coordinating the green time of the minimum of direction, g in the arterial highway _MaxCoordinate the green time of the maximum of direction for the arterial highway;

The queuing vehicle number satisfied

of principal direction crossing is coordinated in arterial highway in the step 2

4. the two-way dynamic coordinate control method in arterial highway under the supersaturation according to claim 1 is characterized in that two two adjacent crossing clearance amounts that coordinate in time direction arterial highway in the said step 5 need satisfy:

$D_i^s\left(m\right)\&le;D_{i-1}^s\left(m\right)+q_i^s\left(m\right);$

The queuing vehicle need satisfy: $q_i^s(m+1)\text{=}{q}_i^s\left(m\right)+A_i^s\left(m\right)-D_i^s\left(m\right).$

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