CN105489027B - A kind of downstream area signal optimizing method towards "bottleneck" - Google Patents
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Abstract
The invention discloses a kind of downstream area signal optimizing method towards "bottleneck", this method is the space time correlation characteristic by accurately describing region internal node traffic behavior, the signal timing dial parameter of reasonable adjusting downstream node, from regional level dissipation section bottleneck, comprise the following steps that：Wagon flow Mode Share Model is established, regulation and control wagon flow and control area are determined by the threshold value of setting；Driving under former control program is calculated again sails out of flow rate difference；Calculate the total conciliation amount of upstream and downstream input capability needed for initial queue；Always conciliation amount it will distribute；Wagon flow split is adjusted, it is final to obtain bottleneck control program.The inventive method is based on bottleneck road downstream flow rate, considers a variety of traffic flow parameters, and automatic identification bottleneck wagon flow is simultaneously controlled to bottleneck associated cross mouth in real time, fast and effective can solve bottleneck jam situation, and be easy to Project Realization.
Description
Technical Field
The invention relates to a downstream area signal optimization method facing single-point bottleneck, which is used for urban traffic control and management and belongs to the field of intelligent traffic research.
Background
With the continuous development of urban economy and the continuous expansion of urban scale, the problem of urban road traffic congestion is increasingly serious, the daily life of people and the stable development of society are seriously influenced, and how to find an effective method to treat the traffic congestion is one of the popular researches in the field of traffic engineering nowadays.
The imbalance of the spatial-temporal distribution of the traffic demands in the road network can cause the queuing length of individual road sections to be close to or even equal to the length of the road sections, and the normal release of the traffic flow of an upstream intersection is influenced. The road section is called a bottleneck road section, and the corresponding intersection is called a bottleneck intersection. Bottleneck intersections as important nodes in the urban road network may cause 'domino' and 'deadlock' phenomena of urban road network congestion, and as a result, road network traffic operation is seriously paralyzed, and serious economic and social losses are caused. To improve the traffic congestion, the signal optimization at the bottleneck intersection is very important.
Aiming at the current situation and the problems, the invention provides a downstream area signal optimization method facing to single-point bottleneck, and provides a basis for fine management control of urban traffic.
Disclosure of Invention
The invention aims to provide a downstream area signal optimization method facing single-point bottleneck. The method reasonably adjusts the signal timing parameters of the downstream nodes by accurately describing the space-time correlation characteristics of the traffic states of the nodes in the region, and dissipates the bottleneck of the road section from the region level.
The downstream area signal optimization method for the single-point bottleneck comprises three parts, namely bottleneck control node selection, bottleneck road section regulating quantity determination and signal parameter optimization.
The first part, bottleneck control node selection. In the invention, the influence of downstream traffic flow on the bottleneck road section is described by establishing a traffic flow sharing rate expression model.
And in the second part, determining the adjustment amount of the bottleneck section. Calculating a flow rate difference value by taking downstream data of the bottleneck section as a reference, determining a total regulating quantity through ideal dissipation time and dissipation proportion, distributing the total regulating quantity in equal proportion according to the number of paths, and finally determining the green-to-plus ratio of the bottleneck phase by combining a traffic flow share rate expression model.
And in the third part, optimizing signal parameters. And under the condition that the phase sequence and the cycle duration of the intersection are not changed, issuing the optimized bottleneck phase green signal ratio to downstream intersections of the bottleneck road section, and correspondingly adjusting the bottleneck phase and the duration of green lights of other phases.
The bottleneck control method provided by the invention comprises the following steps:
and c1, establishing a traffic flow sharing rate expression model, and determining a regulated traffic flow and control area through a preset sharing rate threshold and a preset saturation threshold.
And c2, determining the total adjustment amount to be borne by the downstream by taking the downstream driving-in flow rate and the downstream driving-out flow rate of the regulated traffic flow, the ideal dissipation time and the dissipation proportion as references.
And c3, calculating the adjustment amount born by each path according to the number of the downstream paths.
And c4, determining the green signal ratio regulating quantity of the phase corresponding to the regulated traffic flow by combining the information of the regulated traffic flow section.
And c5, analyzing the issuing time and the current cycle running state of the scheme in detail, and forming a final bottleneck control scheme.
Step c1, analyzing the influence of downstream traffic flow on the bottleneck road section, and determining a bottleneck control area by using a preset threshold, wherein the detailed steps are as follows:
for the whole city road network or control area, the contained road segment set can be represented by N, N = { N = 1 ,n 2 ,…,n m Where m is the number of road segments, i and j represent road segments n, respectively i And n j The traffic flow of (1).
The traffic flow in the urban road network can be divided into two types of road traffic flow and inlet road turning traffic flow according to different spatial positions of the traffic flow. By means of the basic concepts in the graph theory, let<n i ,n j > represents adjacent road section n i And n j With directional connecting edges in between, the set of all the inlet lane turn traffic in the area can be represented as:
L＝{l i,j |l i,j ＝<n i ,n j >,i,j＝1,2,…,m}
for a particular road segment, its traffic load is directly derived from the inbound of the upstream node. For a section n i And n j In other words, the share rate of the downstream traffic flow entering the upstream traffic flow can be expressed as:
in the formula I i out Downstream intersection place for traffic flow iThere is a set of outgoing traffic; alpha is alpha j,i The sharing rate of the traffic flow j to the traffic flow i is set as the road section; q. q of j,i The flow rate of the outgoing flow i for the flow j, i.e. the diverted flow l i,j Flow rate of (veh/s).
The route is formed by connecting a series of road sections, if two road sections n are connected i And n j While belonging to path k, then traffic flow l i,j Also belonging to path k. Assuming that K paths coexist between the traffic flow i and the traffic flow j, the sharing rate of the traffic flow i by the traffic flow j through the path K can be estimated approximately by the following formula:
the total share rate of the traffic flow j to the traffic flow i is
Whether a certain traffic flow can be used as the regulated traffic flow of the traffic flow on the bottleneck road section depends on two factors: 1) Whether the sharing rate between the traffic flow and the bottleneck traffic flow is greater than a threshold eta d,max (ii) a 2) Aiming at downstream 'leakage flow' traffic flow, whether the saturation of the traffic flow to be selected is lower than a certain threshold value x or not d,max . Only when the two conditions are met, the traffic flow can be used as a regulated traffic flow, and the intersection where the traffic flow is located is brought into the bottleneck control area.
η d,max And x d,max The parameters are important parameters in the process of determining the bottleneck control area, and can be set according to empirical values, and the values can be respectively 0.3 and 0.9 in the embodiment of the invention.
Step c2 is calculated in detail as follows:
when executing a bottleneck control scheme, n s Representing a bottleneck section, if the queuing length of the bottleneck section is kept unchanged, the total traffic capacity needing to be adjusted at the upstream and the downstream should be equal to the flow rate deviation of the driving-in and the driving-out of the bottleneck section at the upstream and the downstream under the original scheme, namely:
in the formula: delta S d The difference (veh/s) of the flow rates of the downstream driving-off flow and the upstream driving-in flow of the original scheme is obtained; q. q.s s,j From the bottleneck section into the exit section n j Flow rate of (veh/s); l is in s Representing bottleneck links n s The upstream drive-in road segment set; l is a radical of an alcohol out s Representing bottleneck links n s Is collected.
Under the premise of not considering the difference value between the upstream and downstream driving-in flow rate and the driving-out flow rate in the original control scheme, in order to ensure that the bottleneck of the road section is eliminated in the ideal elimination time period T, the downstream driving-out flow rate increment is satisfied:
in the formula: l is s,max The method is the road section queuing length (m) when the bottleneck is triggered, and can be approximately replaced by the road section length due to the fact that the queuing length cannot be monitored in real time; l is s,idea The ideal queuing length (m) for the bottleneck road section; n is the number of lanes on the bottleneck section, and l is the average vehicle body length.
Normally, the upstream input per unit time is necessarily greater than the downstream output when the bottleneck is triggered, but under the interference of road section import and export and random factors, the upstream input may be less than the downstream output when the bottleneck is triggered, and Δ S should be defined at this time d Equal to 0. Therefore, to ensure that the bottleneck of the road section is dispersed in a specific time period T, the total adjustment quantity Δ S of the incoming and outgoing flow rates of the upstream and downstream of the bottleneck road section in unit time is as follows:
ΔS＝ΔS a +max{ΔS d ,0}
wherein Δ S is the total regulation (veh/S) of the incoming and outgoing flow rates under the original control scheme.
Step c3 is calculated in detail as follows:
the incoming traffic flow of the bottleneck road section may include the merging of traffic flows of multiple paths, and in order to balance traffic load increment of different paths, the total downstream adjustment amount is uniformly divided by taking the total number of the paths as a reference.
Assuming that there are K paths respectively in the downstream affecting the load degree of the bottleneck section, the adjustment amount to be borne by each path is:
in the formula,. DELTA.S down The amount of adjustment that should be undertaken by the downstream path.
The detailed steps of the step c4 are as follows:
suppose traffic j containsEach lane has a saturation flow rate of Q s,j Then, the green ratio compression amount of the phase corresponding to the traffic flow is:
in the formula, delta lambda s,j The green ratio adjustment amount of the phase corresponding to the traffic stream j.
And c5, considering the difference of the downstream signal optimization schemes, and analyzing the scheme issuing time and the current cycle running state in detail. The detailed steps are as follows:
the traffic j represents the traffic related to the downstream bottleneck, and the phase green ratio compression quantity is delta lambda s,j Then, the execution time of the bottleneck phase green light is:
g' s,j ＝(λ s,j +Δλ s,j )C s,j
in formula (II), g' s,j In the bottleneck control scheme, the green light duration(s) of the phase corresponding to the traffic flow j; lambda s,j The green ratio of the original scheme of the phase corresponding to j; c s,j And the cycle duration(s) of the bottleneck control scheme of the intersection corresponding to the j traffic flow.
Δg s,j ＝Δλ s,j ·C s,j
In the formula,. DELTA.g s,j The green time period that should be added for downstream traffic.
Calculating compressible green time of non-bottleneck related phase: the phase green light duration and the minimum green light duration difference is the maximum compressible green light duration of the phase, and the expression is as follows:
Δg' s,j ＝g s,j -g s,j,min
wherein,. Delta.g' s,j Green light duration compression(s); g is a radical of formula s,j The total green light time(s) in the original control scheme; g s,j,min Is the minimum green light duration(s).
Case 1: if Δ g s,j ≤△g’ s,j Then the actual adjustment amount of the bottleneck-related phase is Δ g s,j The non-bottleneck related phase is distributed with deltag in equal proportion according to the number of the non-bottleneck phases s,j 。
Case 2: if Δ g s,j >△g’ s,j The actual adjustment amount of the bottleneck related phase is Δ g' s,j The non-bottleneck related phases are distributed by delta g 'in equal proportion to the number of the non-bottleneck phases' s,j 。
The invention has the beneficial effects that: the invention automatically identifies the bottleneck traffic flow and controls the intersection related to the bottleneck in real time based on the upstream and downstream flow rates of the bottleneck road section and comprehensively considers various traffic flow parameters, can quickly and effectively solve the bottleneck congestion condition, and is easy for engineering realization.
Drawings
Fig. 1 is a flow chart of the total adjustment amount downstream of the bottleneck control.
Detailed Description
The invention is explained in detail below with reference to the accompanying drawings, and as shown in fig. 1, the method of the invention comprises the following steps:
step one
Determining a regulation traffic flow and a control area:
in the formula I i out The set of all output traffic flows at the downstream intersection of the traffic flow i;
α j,i the sharing rate of the traffic flow j to the traffic flow i is set as the road section;
q j,i the flow rate of the outgoing flow i for the flow j, i.e. the diverted flow l i,j Flow rate of (veh/s).
Suppose a bottleneck segment n is found in the road network s Downstream road section n j The inflow rate contribution rate is 0.4, and the traffic saturation is 0.7. Due to eta d,max And x d,max 0.3 and 0.9, respectively, so that the downstream section n j The method meets the regulation and control requirements, can be used as a bottleneck control area, and can be used as a regulation and control traffic flow.
Step two, calculating and calculating the difference value of the driving-in flow rate and the driving-out flow rate under the original control scheme:
the calculation formula is as follows:
ΔS＝ΔS a +max{ΔS d ,0}
in the formula: delta S d The difference (veh/s) of the flow rates of the downstream driving-off flow and the upstream driving-in flow of the original scheme is obtained;
q s,j the flow rate (veh/s) from the bottleneck section into the exit section ω;
L in s representing a bottleneck section n s The upstream drive-in road segment set;
L out s representing a bottleneck section n s Is collected.
L s,max Queuing length (m) of a road section when the bottleneck is triggered;
L s,idea ideal queuing length (m) for bottleneck road section;
n is the number of lanes of the bottleneck road section;
the delta S is the total regulating quantity (veh/S) of the flow rates of the driving-in flow and the driving-out flow on the upper portion and the lower portion of the bottleneck section;
l is the average body length (m).
Assuming that the upstream driving flow rate is 1000 (veh/h), the downstream driving flow rate is 800 (veh/h), the number of bottleneck lanes is 2, the dispersion is required within 0.1h, the queue length of the road section is 400m when the bottleneck is triggered, the ideal queue length is 300m, the average length of the vehicle body is 5m, and then the Δ S is d ＝200，The total adjustment Δ S =600 (veh/h), i.e., Δ S =0.1667 (veh/S).
Step three paths of adjustment amount calculation:
the downstream influencing the load degree of the bottleneck road section is provided with K paths respectively, and the adjustment amount born by each path is as follows:
in the formula,. DELTA.S down The amount of adjustment to be undertaken by the downstream path.
If there are only 1 path in both the upstream and downstream, the amount of adjustment assumed by the upstream and downstream is unchanged.
ΔS up ＝ΔS＝0.1667(veh/s)
Step four, green ratio regulating quantity of relevant phases:
suppose that flow j containsEach lane has a saturation flow rate of Q s,j And then the green ratio compression amount of the phase corresponding to the traffic flow is as follows:
in the formula, delta lambda s,j The green ratio adjustment amount of the phase corresponding to the traffic stream j.
If there are two lanes downstream and the saturation flow rate of each lane is 1000 (veh/h), then the downstream split increase is given by the assumption above
Step six, optimizing a node signal control scheme:
downstream intersection signal plan optimization
g' s,j ＝(λ s,j +Δλ s,j )C s,j
Δg s,j ＝Δλ s,j ·C s,j
Δg' s,j ＝g s,j -g s,j,min
In the formula (II), g' s,j In the bottleneck control scheme, the green light duration(s) of the phase corresponding to the traffic stream j;
λ s,j the green ratio of the original scheme of the phase corresponding to the j traffic flow;
C s,j the bottleneck control scheme period(s) of the intersection corresponding to the j traffic flow is long;
Δg s,j green time period that should be added for downstream traffic;
Δg s,j the green time period that should be added for downstream traffic.
If Δ g s,j ≤△g’ s,j Then the actual adjustment amount of the bottleneck-related phase is Δ g s,j The non-bottleneck related phase is distributed with deltag in equal proportion according to the number of the non-bottleneck phases s,j 。
If Δ g s,j >△g’ s,j The actual adjustment amount of the bottleneck related phase is Δ g' s,j The non-bottleneck related phase is distributed according to the equal proportion of the non-bottleneck phase number' s,j 。
The above-mentioned embodiments are merely illustrative of the technical concept and features of the present invention, and the purpose thereof is to enable those skilled in the art to understand the content of the present invention and implement the present invention, and not to limit the scope of the present invention, and all equivalent changes or modifications made according to the spirit of the present invention should be covered by the scope of the present invention.
Claims (6)
1. The downstream area signal optimization method facing the single-point bottleneck is characterized by comprising the following steps of:
c1, establishing a traffic flow sharing rate expression model, and determining a regulated traffic flow and control area through a preset sharing rate threshold and a saturation threshold;
c2, determining the total adjustment amount to be borne by the downstream by taking the downstream driving-in flow rate and the downstream driving-out flow rate of the regulated traffic flow, the ideal dissipation time and the dissipation proportion as references;
c3, calculating the adjustment amount born by each path according to the number of the downstream paths;
c4, determining the green signal ratio regulating quantity of the phase corresponding to the regulated traffic flow by combining the information of the regulated traffic flow section;
c5, forming a final bottleneck control scheme according to the scheme issuing time and the current cycle running state:
case 1: if Δ g s,j ≤Δg’ s,j Then the actual adjustment amount of the bottleneck related phase is Δ g s,j The non-bottleneck related phase is distributed with deltag in equal proportion according to the number of the non-bottleneck phases s,j ；
Case 2: if Δ g s,j >Δg’ s,j Then the actual amount of adjustment for the bottleneck related phase is Δ g' s,j The non-bottleneck related phase is in equal proportion to the number of the non-bottleneck phaseDistribute Δ g' s,j ；
In the formula,. DELTA.g s,j Duration of green light, Δ g ', which should be added for the downstream traffic flow' s,j The amount of compression is green duration.
2. The single-point bottleneck-oriented downstream area signal optimization method according to claim 1, wherein the step c1 is to analyze the influence of a downstream traffic flow on a bottleneck road section, and determine a bottleneck control area by using a preset threshold, and comprises the following detailed steps:
for the whole city road network or control area, the contained road segment set can be represented by N, N = { N = 1 ,n 2 ,…,n m Where m is the number of road segments, i and j represent road segments n, respectively i And n j The traffic flow of (1);
the traffic flow in the urban road network is divided into two types of road traffic flow and inlet road steering traffic flow according to different spatial positions of the traffic flow; order to<n i ,n j > represents adjacent road section n i And n j With a directed connecting edge in between, the set of all inlet lane turn flows in the area can be represented as:
L＝{l i,j |l i,j ＝<n i ,n j >,i,j＝1,2,…,m}
for the road sections ni and n j In other words, the sharing rate of the downstream traffic flow entering the upstream traffic flow can be expressed as:
in the formula I i out The set of all output traffic flows at the downstream intersection of the traffic flow i; alpha is alpha j,i The sharing rate of the traffic flow j to the traffic flow i in the road section is set; q. q.s j,i The flow rate of the outgoing flow i for the flow j, i.e. the diverted flow l i,j The flow rate of (c);
the route is formed by connecting a series of road sections, if two road sections n are connected i And n j While belonging to path k, then traffic flow l i,j Also belong to path k(ii) a Assuming that K paths coexist between the traffic flow i and the traffic flow j, the sharing rate of the traffic flow i by the traffic flow j through the path K can be estimated approximately by the following formula:
the total share rate of the traffic flow j to the traffic flow i is
Whether a certain traffic flow can be used as the regulated traffic flow of the traffic flow on the bottleneck road section depends on two factors: 1) Whether the sharing rate between the traffic flow and the bottleneck traffic flow is greater than a threshold eta d,max (ii) a 2) Aiming at downstream 'leakage' traffic flow, whether the saturation of the traffic flow to be selected is lower than a certain threshold value x or not d,max (ii) a When the two conditions are satisfied at the same time, that is, the sharing rate between the traffic flow and the bottleneck traffic flow is greater than the threshold eta d,max And aiming at the downstream 'leakage flow' traffic flow, the saturation of the traffic flow to be selected is lower than a certain threshold value x d,max (ii) a The traffic flow direction can be used for regulating the traffic flow, and an intersection where the traffic flow is located is brought into a bottleneck control area;
η d,max and x d,max The method is an important parameter in the bottleneck control area determining process and is preset according to the actual situation.
3. The single-point bottleneck oriented downstream area signal optimization method according to claim 1, wherein the step c2 is specifically as follows:
with n s Representing a bottleneck section, if the queuing length of the bottleneck section is kept unchanged, the total traffic capacity needing to be adjusted at the upstream and the downstream should be equal to the flow rate deviation between the upstream and the downstream driving-in and driving-out of the bottleneck section under the original scheme, namely:
in the formula: delta S d The difference value of the downstream driving-off flow rate and the upstream driving-in flow rate in the original scheme is obtained; q. q.s s,j From the bottleneck section into the exit section n j The flow rate of (c); l is in s Representing a bottleneck section n s The upstream drive-in road segment set; l is out s Representing a bottleneck section n s A set of downstream exit segments;
under the premise of not considering the difference value between the upstream and downstream driving-in flow rate and the driving-out flow rate in the original control scheme, in order to ensure that the bottleneck of the road section is eliminated in the ideal elimination time period T, the downstream driving-out flow rate increment is satisfied:
in the formula: l is a radical of an alcohol s,max The method is the road section queuing length when the bottleneck is triggered, and can be approximately replaced by the road section length because the queuing length cannot be monitored in real time; l is s,idea The queuing leader is an ideal queuing leader for the bottleneck road section; n is the number of lanes on the bottleneck section, and l is the average vehicle body length;
normally, the upstream input per unit time is necessarily greater than the downstream output when the bottleneck triggers, but the upstream input may be smaller than the downstream output when the bottleneck triggers under the interference of the road section entrance and exit and random factors, and Δ S should be defined at this time d Equal to 0; therefore, to ensure that the bottleneck of the road section is dispersed in a specific time period T, the total adjustment quantity Δ S of the incoming and outgoing flow rates of the upstream and downstream road sections of the bottleneck in a unit time is as follows:
ΔS＝ΔS a +max{ΔS d ,0}
in the formula, Δ S is the total adjustment amount of the driving-in and driving-out flow rate under the original control scheme.
4. The single-point bottleneck-oriented downstream area signal optimization method according to claim 3, wherein the step c3 is specifically as follows:
and (3) equally dividing the total downstream regulating quantity by taking the total number of the paths as a reference, and assuming that K paths exist in the downstream influencing the load degree of the bottleneck road section respectively, the regulating quantity born by each path is as follows:
in the formula,. DELTA.S down The amount of adjustment to be undertaken by the downstream path.
5. The single-point bottleneck-oriented downstream area signal optimization method according to claim 4, wherein the step c4 is specifically as follows:
suppose that flow j containsEach lane has a saturation flow rate of Q s,j Then, the green ratio compression amount of the phase corresponding to the traffic flow is:
in the formula, Δ λ s,j The green ratio adjustment amount of the phase corresponding to the traffic stream j.
6. The single-point bottleneck oriented downstream area signal optimization method according to claim 5, wherein the step c5 is specifically as follows:
the traffic j represents the traffic related to the downstream bottleneck, and the compression amount of the phase green ratio is delta lambda s,j Then, the execution time of the bottleneck phase green light is:
g' s,j ＝(λ s,j +Δλ s,j )C s,j
in formula (II), g' s,j In the bottleneck control scheme, the green light duration(s) of the phase corresponding to the traffic stream j; lambda [ alpha ] s,j The green ratio of the original scheme of the phase corresponding to j; c s,j The bottleneck control scheme period(s) of the intersection corresponding to the j traffic flow is long;
Δg s,j ＝Δλ s,j ·C s,j
in the formula,. DELTA.g s,j Green time period that should be added for downstream traffic;
calculating compressible green time of non-bottleneck related phase: the phase green light duration and the minimum green light duration difference is the maximum compressible green light duration of the phase, and the expression is as follows:
Δg' s,j ＝g s,j -g s,j,min
in the formula,. Delta.g' s,j Green light duration compression; g s,j The total duration of the green light is the original control scheme; g s,j,min Is the minimum green light duration;
case 1: if Δ g s,j ≤Δg’ s,j Then the actual adjustment amount of the bottleneck related phase is Δ g s,j The non-bottleneck related phase is distributed with deltag in equal proportion according to the number of the non-bottleneck phases s,j ；
Case 2: if Δ g s,j >Δg’ s,j Then the actual amount of adjustment for the bottleneck related phase is Δ g' s,j The non-bottleneck related phase is distributed by delta g 'according to equal proportion of the non-bottleneck phase number' s,j 。
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