CN102592465B - 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 supersaturation

Technical field

The present invention relates to regional traffic and coordinate to control, the particularly two-way dynamic coordinate control method in the arterial highway under 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 public transport amount, causes 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 " feature.And the red signal of crossing, arterial highway is got involved factor as the outside of traffic flow, cause traffic flow to be interrupted feature, form the intersection delay of vehicle, therefore the traffic capacity of crossing, arterial highway, lower than the traffic capacity in section, arterial highway, becomes arterial highway traffic capacity bottleneck.The magnitude of traffic flow surplus of arterial highway and the traffic capacity deficiency of crossing, arterial highway, form sharp-pointed imbalance between supply and demand, causes arterial highway intersection group in hypersaturated state, and the superfluous volume of traffic is that " queuing fleet " periodically exists.Queuing fleet not only significantly increases arterial highway stroke and incurs loss through delay (comprising section delay and intersection delay), even cause the loss of (comprising road section capacity and intersection capacity) of the arterial highway traffic capacity, the in the situation that of the arterial highway traffic capacity already deficiency (being supersaturation traffic), further aggravate the deterioration of supersaturation traffic.

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

Summary of the invention

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

The present invention adopts following technical scheme:

The two-way dynamic coordinate control method in arterial highway under supersaturation, comprises arterial highway principal direction coordination process and coordinates as main inferior direction coordination process take arterial highway principal direction;

Described arterial highway principal direction coordination process comprises:

Step 1 determines that the desired phase of principal direction is poor and as the actual phase difference between the Adjacent Intersections of arterial highway, and the poor need of the desired phase of described principal direction meet 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 formula: being provided with two adjacent crossing i and crossing i+1, is coordination direction, φ from crossing i to crossing i+1 _{i, i+1}(m) be illustrated in the side-play amount of the coordination phase place of m cycle crossing i under hypersaturated state and the coordination phase place green time starting point of crossing i+1, τ _{i, i+1}(m) represent that first car that crossing i green light opens bright moment queuing wagon flow drives to the time of last car of crossing i+1 queuing wagon flow, α _i+1(m) represent that crossing i+1 green light opens bright rear starting wave in traffic flow and is delivered to last car of queuing wagon flow time used, l _vehthe average length that represents vehicle, λ represents to start wave propagation velocity, q _i+1(m) represent that m cycle crossing i+1 green light opens the queuing vehicle number of arterial highway coordination of bright moment principal direction entrance driveway;

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

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

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

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

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 formula: β _i+1(m) for the parking ripple of crossing i+1 is delivered to crossing, the upstream i time used,

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

C is cycle duration;

When the congested crossing, upstream of arriving of vehicle queue of downstream intersection, coordinate direction for green time though cause crossing, upstream, but vehicle is impassable, cause a part of green light loss, this section of 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, easily causes the current paralysis of whole crossing.For fear of the appearance of this situation, in described step 2, the green time of arterial highway coordination principal direction also needs to meet g _min≤ g _i(m)≤g _max, wherein g _minfor the minimum green time of arterial highway coordination direction, g _maxfor the maximum green time of arterial highway coordination direction;

The queuing vehicle number that principal direction crossing is coordinated in arterial highway in step 2 meets

Step 3 is determined the i.e. clearance amount of the vehicle flowrate D that coordinates arterial highway principal direction in one-period and sail out of crossing i _i(m), described D _i(m) meet 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 in next cycle of this crossing by following relational expression:

q _i(m+1)＝q _i(m)+A _i(m)-D _i(m)

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

In the time not considering to turn to the affecting of wagon flow, there is A _i+1(m)=D _i(m-1); When consideration turns to affecting of wagon flow, A _i+1(m)=D _i(m-1)+r _i(m-1), r wherein _i(m-1) be illustrated in the vehicle flowrate that is arrived arterial highway in the m-1 cycle by intersection by left/right rotation;

Coordinating phase place long green light time is in addition ∑ 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, wherein gcr _i(m) Scr _irepresent the clearance amount of non-coordination phase place.

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

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

In formula: Part I is the clearance amount of non-coordination phase place, Part II is the clearance amount of coordinating phase place, and L represents road section length, uses

the weight proportion that represents different sections of highway, Part III represents different queuing policys, η _i(m) represent the queuing weight factor under Different Strategies;

The queue length that crossing i coordinates direction does not allow to increase to some extent, can pass through η _i(m) be set to large integer mapping, when the queue length of import only allows to reach certain length q _maxtime, can make

represent the permission queue length of this import maximum, when hope by restriction of the queue length for hour, can make $q_i^{\max }=0.$

Described take the coordination of arterial highway principal direction as main inferior direction coordination process:

Step 5 obtains coordinating as the coordination control algolithm of main arterial highway time direction take arterial highway principal direction according to above-mentioned steps

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

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

for first, to coordinate desired phase of direction poor, and the desired phase of the other direction of arterial highway is poor is

both might not equate, in the time existing difference, then in conjunction with other actual traffic elements, traffic can be summarized as to three kinds of situations

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

(1) green light loss,, 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 green light loss;

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

(3) new traffic flow compensation, i.e. the current period of the green light in this crossing, the wagon flow of crossing, upstream can pass through this crossing, have new traffic flow compensate to this crossing and pass through continuously.

The traffic conditions of the crossing of described arterial highway time direction is the combination in any of above-mentioned three kinds of situations, the clearance amount of the crossing of various combination

as follows:

Green light loss-without the new traffic flow of congested-nothing

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

Green light loss-congested-without new traffic flow

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

Without green light loss-congested-Xin traffic flow

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

Without green light loss-without congested-Xin traffic flow

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

Without the new traffic flow of green light loss-congested-nothing

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

Green light loss-congested-Xin traffic flow

Green light loss-without congested-Xin traffic flow

Without green light loss-without congested-without newly traffic flow

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

In formula:

the clearance amount, the crossing i green light that represent respectively arterial highway time direction crossing i within m cycle open the queuing vehicle number of coordinating time direction entrance driveway in arterial highway of 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;

represent that arterial highway time direction realizes that to coordinate the desired phase controlled poor, but because of its with principal direction in same phase place, the phase differential settings of primary and secondary direction need consistent, therefore inferior direction exists the phase difference value of an actual setting

because crossing exists congestion phenomenon, actual in green time have the green time that wagon flow is passed through crossing to be

and the part green time of loss is

Two two adjacent crossing clearance amounts that in described step 5, coordinate in time direction arterial highway need meet:

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

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

In the time not considering to turn to the affecting of wagon flow, have

in the time that consideration turns to affecting of wagon flow, $A_i^s\left(m\right)=D_i^s(m+1)+r_i^s(m-1).$ The actual phase difference of crossing is

coordinate the poor relation that exists of desired phase of direction with first.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 described 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.

Described principal direction is according to the actual traffic situation in city and management and control demand, determines that a direction of arterial highway is as coordinating principal direction.

Beneficial effect of the present invention:

The two-way dynamic coordinate control method in arterial highway that the present invention provides can be realized the arterial road coordinate control under supersaturation, can effectively control by different queuing management strategies the queue length of crossing, avoid the deterioration of traffic congestion, be applicable to the different regulatory requirements in arterial highway under supersaturation.Theoretical analysis and Example Verification explanation, the method can reduce the queue length of crossing effectively, can carry out to the queue length of each crossing the management of corresponding strategy, avoids the phenomenon of crossing deadlock to occur, 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 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.

Accompanying drawing explanation

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

Fig. 2 is the phase differential analysis figure of Adjacent Intersections,

Fig. 3 is the equivalent red light analysis chart of Adjacent Intersections,

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

Fig. 5 is that crossing exists congestion analysis figure,

Fig. 6 is that crossing has new traffic flow Compensation Analysis figure.

Embodiment

Below in conjunction with drawings and embodiments, the invention will be further described, but the scope of protection of present invention is not limited to the scope of embodiment statement.

The two-way dynamic coordinate control method in arterial highway under supersaturation as shown in Figure 1, first the desired phase of determining principal direction is as shown in Figure 2 poor, then determine green time, further limit as shown in Figure 3 green time according to " equivalent red light ", and in conjunction with four kinds of different queuing policys, realize the coordination control of principal direction; In the situation that arterial highway principal direction is coordinated, inferior direction may exist green light loss as shown in Figure 4, the as shown in Figure 5 congested and new traffic flow compensation various combination situation of three kinds of states as shown in Figure 6 in crossing, determine its corresponding phase differential, green time and queuing policy according to different states, can obtain the coordination control of arterial highway time direction; The arterial highway finally completing under supersaturation in conjunction with principal direction and the coordination control of time direction is controlled.

Embodiment:

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

Use the two-way dynamic coordinate control method in arterial highway under supersaturation, obtain the different timing schemes under the two-way dynamic coordinate control in arterial highway, as shown in the table:

(1) adopt the first queuing management strategy, the all directions of all crossings all have identical right of priority, arterial highway coordinate direction without any right of priority, method is with the objective function of the Maximum Traffic Capacity of main road and branch road, and the signal timing dial information that obtains each cycle of each crossing is as shown in table 1.

Crossing timing scheme under table 1 the first queuing management strategy

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

Crossing timing scheme under table 2 the second queuing management strategy

(3) adopt the third queuing management strategy, guaranteed that the coordination direction wagon flow of crossing can be continuously by all crossings, downstream, the signal timing dial information that obtains each cycle of each 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, other take main road as limit priority, realized the coordination control of main road direction, guaranteed that the coordination direction wagon flow of crossing can be passed through downstream intersection continuously, the signal timing dial information that obtains each cycle of each 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, can obtain under various strategies crossing as shown in table 5 in the clearance amount during supersaturation: wherein under the first strategy, the total amount of sailing out of of arterial highway is 1671, and total duration of supersaturation situation is 1231 seconds, and the average per second amount of sailing out of is 1.3573; Under the second strategy, the total amount of sailing out of of arterial highway is 1495, and total duration of supersaturation situation is 1064 seconds, and the average per second amount of sailing out of 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 average per second amount of sailing out of 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 average per second amount of sailing out of is 1.4239.Find by contrast, the 4th kind of tactful amount of sailing out of maximum, effect optimum, is secondly the third strategy, is then the second strategy, the amount of the sailing out of minimum of the first strategy, this has also illustrated correctness and the Practical significance of method.

Under the various strategies of table 5, component analysis is sailed out of in crossing

In like manner, can obtain the queue length summation of crossing during supersaturation under various strategies, take vehicle number as digit, as shown in table 6.Wherein, under the first strategy, the queuing total length of all crossings is 586, and under average situation per second, queue length is 0.4759; Under the second strategy, the queuing total length of all crossings is 380, and under average situation per second, queue length is 0.3574; Under the third strategy, the queuing total length of all crossings is 336, and under average situation per second, queue length is 0.3490; Under the 4th kind of strategy, the queuing total length of all crossings is 300, and under average situation per second, queue length is 0.3107.Find by contrast, the 4th kind of tactful queue length minimum, next is the third strategy, then be the second strategy, queue length maximum under the first strategy, illustrate that four kinds of different queuing management strategies can manage and the queue length of controlling 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 the arterial highway under supersaturation, comprises

Step 1 determines that the desired phase of principal direction is poor and as the actual phase difference between the Adjacent Intersections of arterial highway, and the poor need of the desired phase of described principal direction meet 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 formula: being provided with two adjacent crossing i and crossing i+1, is coordination direction, φ from crossing i to crossing i+1 _{i, i+1}(m) be illustrated in the side-play amount of the coordination phase place of m cycle crossing i under hypersaturated state and the coordination phase place green time starting point of crossing i+1, τ _{i, i+1}(m) represent that first car that crossing i green light opens bright moment queuing wagon flow drives to the time of last car of crossing i+1 queuing wagon flow, α _i+1(m) represent that crossing i+1 green light opens bright rear starting wave in traffic flow and is delivered to last car of queuing wagon flow time used, l _vehthe average length that represents vehicle, λ represents to start wave propagation velocity, q _i+1(m) represent that m cycle crossing i+1 green light opens the queuing vehicle number of arterial highway coordination of bright moment principal direction entrance driveway;

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

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

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

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

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 formula: β _i+1(m) for the parking ripple of crossing i+1 is delivered to crossing, the upstream i time used,

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

It is characterized in that, also comprise the steps:

Step 3 determines that arterial highway in one-period coordinates principal direction and sail out of the i.e. clearance amount of the vehicle flowrate D of crossing i _i(m), described D _i(m) meet 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 in next cycle of this crossing by following relational expression:

q _i(m+1)=q _i(m)+A _i(m)-D _i(m)

In 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 described above:

$Q_1=\underset{m=1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}{\mathrm{gcr}}_i\left(m\right){\mathrm{Scr}}_i+\underset{m=1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}\frac{L_i}{L_{\max }}{D}_i\left(m\right)-\underset{m=1}{\overset{M}{\mathrm{\&Sigma;}}}\underset{i=1}{\overset{n}{\mathrm{\&Sigma;}}}{\mathrm{\&eta;}}_i\left(m\right)\max \left(\begin{array}{c}0\\ q_1\left(m\right)-q_i^{\max }\end{array}\right)$

In formula: Part I is the clearance amount of non-coordination phase place, Part II is the clearance amount of coordinating phase place, and L represents road section length, uses

the weight proportion that represents different sections of highway, Part III represents different queuing policys, η _i(m) represent the queuing weight factor under Different Strategies;

Step 5 is coordinated as the coordination control algolithm of main arterial highway time direction take arterial highway principal direction:

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

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

The traffic conditions of the crossing of described arterial highway time direction is the combination in any of above-mentioned three kinds of situations, the clearance amount of the crossing of various combination

as follows:

Green light loss-without the new traffic flow of congested-nothing

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

Green light loss-congested-without new traffic flow

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

Without green light loss-congested-Xin traffic flow

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

Without green light loss-without congested-Xin traffic flow

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

Without the new traffic flow of green light loss-congested-nothing

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

Green light loss-congested-Xin traffic flow

Green light loss-without congested-Xin traffic flow

Without green light loss-without congested-without newly traffic flow

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

In formula: the clearance amount, the crossing i green light that represent respectively arterial highway time direction crossing i within m cycle open the queuing vehicle number of coordinating time direction entrance driveway in arterial highway of 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;

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

because crossing exists congestion phenomenon, actual in green time have the green time that wagon flow is passed through crossing to be

and the part green time of loss is

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

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

(2) the queuing wagon flow of certain direction of crossing i is by crossing i+1, queuing management weight factor η _i(m)=L _i+1/ L _min;

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

(4) queuing wagon flow is from crossing 1 to not parking waiting of crossing n, η _i(m)=(L ₁+ L ₂+ ... + L _n)/L _min.

3. the two-way dynamic coordinate control method in arterial highway under supersaturation according to claim 1, is characterized in that the green time of coordination principal direction in arterial highway in described step 2 also needs to meet g _min≤ g _i(m)≤g _max, wherein g _minfor the minimum green time of arterial highway coordination direction, g _maxfor the maximum green time of arterial highway coordination direction;

The queuing vehicle number that principal direction crossing is coordinated in arterial highway in step 3 meets

4. the two-way dynamic coordinate control method in arterial highway under supersaturation according to claim 1, is characterized in that two two adjacent crossing clearance amounts that in described step 5, coordinate in time direction arterial highway need meet: $D_i^s\left(m\right)\&le;D_{i-1}^s\left(m\right)+q_i^s\left(m\right);$

Queuing vehicle need meet: $q_i^s(m+1)=q_i^s\left(m\right)+A_i^s\left(m\right)-D_i^s\left(m\right).$

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