CN105489027B - A kind of downstream area signal optimizing method towards "bottleneck" - Google Patents
A kind of downstream area signal optimizing method towards "bottleneck" Download PDFInfo
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Abstract
本发明公开了一种面向单点瓶颈的下游区域信号优化方法,该方法是通过精确描述区域内部节点交通状态的时空关联特性,合理调节下游节点的信号配时参数,从区域层面消散路段瓶颈,具体步骤如下:建立车流分担率模型,通过设定的阈值确定调控车流与控制区域;再计算原控制方案下的驶入驶离流率差值;计算初始排队所需的上下游输入能力总调解量;将总调解量分配;调节车流绿信比,最终获得瓶颈控制方案。本发明方法基于瓶颈路段下游流率,综合考虑多种交通流参数,自动识别瓶颈车流并实时对瓶颈相关交叉口进行控制,能快速有效解决瓶颈拥堵情况,且易于工程实现。
The invention discloses a single-point bottleneck-oriented downstream area signal optimization method. The method is to accurately describe the time-space correlation characteristics of the traffic state of the internal nodes in the area, rationally adjust the signal timing parameters of the downstream nodes, and dissipate the bottleneck of the road section from the area level. The specific steps are as follows: establish a traffic sharing rate model, and determine the regulation and control traffic flow and control area through the set threshold; then calculate the difference of the entering and leaving flow rate under the original control scheme; calculate the total mediation of upstream and downstream input capabilities required for the initial queuing amount; distribute the total mediation amount; adjust the green-to-signal ratio of traffic flow, and finally obtain the bottleneck control plan. The method of the invention is based on the downstream flow rate of the bottleneck road section, comprehensively considers various traffic flow parameters, automatically identifies the bottleneck traffic flow and controls the bottleneck-related intersection in real time, can quickly and effectively solve the bottleneck congestion situation, and is easy to implement in engineering.
Description
技术领域technical field
本发明涉及一种面向单点瓶颈的下游区域信号优化方法,用于城市交通控制与管理,属于智能交通研究领域。The invention relates to a single-point bottleneck-oriented downstream area signal optimization method, which is used for urban traffic control and management and belongs to the field of intelligent traffic research.
背景技术Background technique
随着城市经济的不断发展、城市规模的持续扩大,城市道路交通拥堵问题日益严重,严重影响了人们的日常生活和社会的稳定发展,而如何寻找有效的方法来治理交通拥堵,是如今交通工程领域的研究热门之一。With the continuous development of urban economy and the continuous expansion of urban scale, the problem of urban road traffic congestion is becoming more and more serious, which seriously affects people's daily life and the stable development of society. How to find effective ways to control traffic congestion is an important issue in traffic engineering today. One of the research hotspots in this field.
路网中交通需求时空分布的不均衡会导致个别路段的排队长度接近甚至等于路段长度,影响上游交叉口交通流的正常释放。该路段称之为“瓶颈路段”,其所对应的交叉口称之为“瓶颈交叉口”。瓶颈交叉口作为城市路网中的重要节点,可能会引发城市路网拥堵的“多米诺”和“死锁”现象,其结果是导致路网交通运行严重瘫痪,造成严重的经济和社会损失。针对此类现象要改善交通拥挤状况,瓶颈交叉口处的信号优化就显得尤为重要。The unbalanced temporal and spatial distribution of traffic demand in the road network will cause the queue length of individual road sections to be close to or even equal to the length of the road section, which will affect the normal release of traffic flow at upstream intersections. This road section is called "bottleneck road section", and its corresponding intersection is called "bottleneck intersection". As an important node in the urban road network, bottleneck intersections may cause "domino" and "deadlock" phenomena of urban road network congestion, resulting in serious paralysis of road network traffic and serious economic and social losses. In order to improve traffic congestion in response to such phenomena, signal optimization at bottleneck intersections is particularly important.
针对以上现状和问题,本发明提出了一种面向单点瓶颈的下游区域信号优化方法,为城市交通精细化的管理控制提供依据。In view of the above current situation and problems, the present invention proposes a single-point bottleneck-oriented downstream area signal optimization method, which provides a basis for refined management and control of urban traffic.
发明内容Contents of the invention
本发明的目的在于提供一种面向单点瓶颈的下游区域信号优化方法。该方法通过精确描述区域内部节点交通状态的时空关联特性,合理调节下游节点的信号配时参数,从区域层面消散路段瓶颈。The purpose of the present invention is to provide a downstream area signal optimization method oriented to a single point bottleneck. This method accurately describes the temporal and spatial correlation characteristics of the traffic status of internal nodes in the region, reasonably adjusts the signal timing parameters of downstream nodes, and dissipates the bottleneck of the road section from the regional level.
本发明提出的面向单点瓶颈的下游区域信号优化方法,包括了瓶颈控制节点选择、瓶颈路段调节量确定和信号参数优化三部分。The single-point bottleneck-oriented downstream area signal optimization method proposed by the present invention includes three parts: bottleneck control node selection, bottleneck section adjustment amount determination, and signal parameter optimization.
第一部分,瓶颈控制节点选择。本发明中,将通过建立车流分担率表达模型描述下游交通流对瓶颈路段的影响。The first part, bottleneck control node selection. In the present invention, the impact of downstream traffic flow on the bottleneck road section will be described by establishing an expression model of traffic flow sharing rate.
第二部分,瓶颈路段调节量确定。以瓶颈路段下游数据为基准计算流率差值,通过理想消散时间和消散比例确定总调节量并按路径数等比例分配,最后结合车流分担率表达模型确定瓶颈相位的绿信比。In the second part, the adjustment amount of the bottleneck section is determined. The flow rate difference is calculated based on the downstream data of the bottleneck road section, the total adjustment amount is determined by the ideal dissipation time and dissipation ratio and distributed in equal proportions to the number of paths, and finally the green signal ratio of the bottleneck phase is determined by combining the expression model of the traffic flow sharing rate.
第三部分,信号参数优化。在交叉口相位相序和周期时长不变的情况下,将优化得到的瓶颈相位绿信比下发给瓶颈路段下游交叉口,并对瓶颈相位与其他相位绿灯时长做出相应的调整。The third part is signal parameter optimization. When the phase sequence and cycle duration of the intersection remain unchanged, the optimized green signal ratio of the bottleneck phase is sent to the downstream intersection of the bottleneck section, and the green light duration of the bottleneck phase and other phases are adjusted accordingly.
本发明提出的瓶颈控制方法,包括步骤如下:The bottleneck control method that the present invention proposes, comprises steps as follows:
c1、建立车流分担率表达模型,通过预先设定的分担率阈值和饱和度阈值确定调控车流与控制区域。c1. Establish the expression model of the traffic flow sharing rate, and determine the regulation and control of the traffic flow and the control area through the preset sharing rate threshold and saturation threshold.
c2、以调控车流下游驶入流率和驶出流率,理想消散时间和消散比例为基准确定下游应承担总调节量。c2. Determine the total adjustment amount that the downstream should undertake based on the regulation of the downstream inflow rate and outflow rate, ideal dissipation time and dissipation ratio of the traffic flow.
c3、根据下游路径数量,计算每条路径承担的调节量。c3. According to the number of downstream paths, calculate the adjustment amount undertaken by each path.
c4、结合调控车流路段信息,确定调控车流所对应相位的绿信比调节量。c4. Combining with the section information of the traffic flow regulation, determine the green signal ratio adjustment amount of the phase corresponding to the traffic flow regulation.
c5、详细分析方案下发时刻与当前周期运行状态,并形成最终瓶颈控制方案。c5. Detailed analysis of the plan delivery time and current cycle operation status, and form the final bottleneck control plan.
步骤c1分析下游交通流对瓶颈路段的影响,利用预先设定的阈值确定瓶颈控制区域,详细步骤如下:Step c1 analyzes the impact of downstream traffic flow on the bottleneck road section, and determines the bottleneck control area using the preset threshold. The detailed steps are as follows:
针对整个城市路网或控制区域,其所包含的路段集合可用N来表示,N={n1,n2,…,nm},其中,m为路段个数,i和j分别表示路段ni和nj的车流。For the entire urban road network or control area, the set of road sections it contains can be represented by N, N={n 1 ,n 2 ,...,n m }, where m is the number of road sections, and i and j respectively represent road sections n The traffic flow of i and n j .
城市路网中的车流按其所处空间位置的不同,可将其分为路段车流和进口道转向车流两类。借助图论中的基本概念,令<ni,nj>表示相邻路段ni和nj之间的有向连接边,则区域所有进口道转向车流的集合可表示为:The traffic flow in the urban road network can be divided into road section traffic flow and entrance turning traffic flow according to their different spatial positions. With the help of the basic concepts in graph theory, let <n i , n j > represent the directed connection edges between adjacent road segments n i and n j , then the set of turning traffic flows at all entrances in the area can be expressed as:
L={li,j|li,j=<ni,nj>,i,j=1,2,…,m}L={l i,j |l i,j =<n i ,n j >,i,j=1,2,...,m}
针对特定路段,其交通负荷直接来源于上游节点的驶入。针对路段ni和nj而言,下游车流的驶入对上流车流的分担率可表示为:For a specific road section, its traffic load is directly derived from the entry of upstream nodes. For the road sections n i and n j , the share rate of downstream traffic entering to upstream traffic can be expressed as:
式中,Ii out为车流i的下游交叉口所有输出车流的集合;αj,i为路段车流j对车流i的分担率;qj,i为车流j驶出车流i的流率,也即转向车流li,j的流率(veh/s)。In the formula, I i out is the set of all output traffic flows at the downstream intersection of traffic flow i; α j,i is the share rate of traffic flow j on traffic flow i on the road section; q j,i is the flow rate of traffic flow j leaving traffic flow i, and That is, the flow rate (veh/s) of the turning traffic l i,j .
路径是由一系列路段前后连接而成,如果前后两条路段ni和nj同时属于路径k,则车流li,j也属于路径k。假设车流i与车流j之间共存在K条路径,则j车流通过路径k对车流i的分担率可近似用下式估计:A path is formed by connecting a series of road sections before and after. If two road sections n i and n j belong to path k at the same time, then traffic flow l i,j also belongs to path k. Assuming that there are K paths between traffic flow i and traffic j, the sharing rate of traffic flow j passing through path k to traffic flow i can be approximated by the following equation:
车流j对车流i的总分担率为The total share rate of traffic flow j to traffic flow i is
某一车流是否能够作为瓶颈路段车流的调控车流取决于两个因素:1)该车流与瓶颈车流之间的分担率是否大于其阈值ηd,max;2)针对下游“泄流”车流,待选车流本身的饱和度是否低于某一阈值xd,max。只能当上述两个条件同时得以满足时,该车流方可作为调控车流,且该车流所在的交叉口纳入瓶颈控制区域。Whether a certain traffic flow can be used as the control traffic flow of the bottleneck traffic flow depends on two factors: 1) whether the share rate between the traffic flow and the bottleneck traffic flow is greater than its threshold η d,max ; Select whether the saturation of the traffic itself is lower than a certain threshold x d,max . Only when the above two conditions are satisfied at the same time, the traffic flow can be used as a regulated traffic flow, and the intersection where the traffic flow is located is included in the bottleneck control area.
ηd,max和xd,max是瓶颈控制区域确定过程中的重要参数,可依据经验值进行设定,本发明实例中可分别取值为0.3和0.9。η d,max and x d,max are important parameters in the process of determining the bottleneck control area, which can be set according to empirical values, and can be set as 0.3 and 0.9 respectively in the example of the present invention.
步骤c2详细计算如下:Step c2 is calculated in detail as follows:
在执行瓶颈控制方案时,ns表示瓶颈路段,若维持瓶颈路段排队长度不变,则上下游需要调节的总通行能力应等于原方案下瓶颈路段上下游驶入与驶离的流率偏差,即:When implementing the bottleneck control scheme, n s represents the bottleneck road section. If the queuing length of the bottleneck road section remains unchanged, the total traffic capacity that needs to be adjusted in the upstream and downstream should be equal to the flow rate deviation between the upstream and downstream of the bottleneck road section entering and leaving under the original scheme. which is:
式中:△Sd为原方案下游驶离与上游驶入流率差值(veh/s);qs,j由瓶颈路段驶入出口路段nj的流率(veh/s);Lin s表示瓶颈路段ns的上游驶入路段集合;Lout s表示瓶颈路段ns的下游出口路段集合。In the formula: △S d is the flow rate difference (veh/s) between downstream departure and upstream entry in the original scheme; q s,j is the flow rate (veh/s) from the bottleneck section to the exit section n j ; L in s represents the set of upstream inbound segments of the bottleneck segment n s ; L out s represents the set of downstream exit segments of the bottleneck segment n s .
在不考虑原控制方案中上下游驶入与驶出流率差值的前提下,为确保在理想消散时段T内消除路段瓶颈,下游驶出流率增加量应满足:Without considering the difference between the upstream and downstream flow rates between the upstream and downstream entry and exit in the original control scheme, in order to ensure that the bottleneck of the road section is eliminated within the ideal dissipation period T, the increase in the downstream exit flow rate should satisfy:
式中:Ls,max为瓶颈触发时的路段排队长度(m),由于排队长度无法实时监测,可为路段长度近似替代;Ls,idea为瓶颈路段理想排队长(m);n为瓶颈路段车道数,l为平均车身长度。In the formula: L s,max is the queue length of the road section when the bottleneck is triggered (m). Since the queue length cannot be monitored in real time, it can be approximated by the length of the road section; L s,idea is the ideal queue length of the bottleneck road section (m); n is the bottleneck The number of lanes in the road section, l is the average vehicle length.
正常情况下,瓶颈触发时的单位时间内的上游输入必然大于下游输出,但在路段进出口及随机因素干扰下,瓶颈触发时上游输入亦可能会小于下游输出,此时应界定△Sd等于0。因此,为保证特定时段T内消散路段瓶颈,单位时间内瓶颈路段上下游的驶入与驶出流率总调节量△S,为:Under normal circumstances, the upstream input per unit time when the bottleneck is triggered must be greater than the downstream output, but under the interference of road section entrance and exit and random factors, the upstream input may also be smaller than the downstream output when the bottleneck is triggered. In this case, △S d should be defined as 0. Therefore, in order to ensure that the bottleneck of the road section is dissipated within a specific time period T, the total adjustment amount △S of the flow rate of the upstream and downstream of the bottleneck road section per unit time, △S, is:
ΔS=ΔSa+max{ΔSd,0}ΔS=ΔS a +max{ΔS d ,0}
式中,△S为原控制方案下驶入、驶出流率的总调节量(veh/s)。In the formula, △S is the total adjustment value (veh/s) of the incoming and outgoing flow rate under the original control scheme.
步骤c3详细计算如下:Step c3 is calculated in detail as follows:
瓶颈路段的驶入车流可能包含多条路径车流的汇入,为均衡不同路径的交通负荷增量,本文以路径总数为基准均分下游总调节量。The inbound traffic flow of the bottleneck road section may include the inflow of traffic flows from multiple paths. In order to balance the traffic load increment of different paths, this paper divides the total adjustment amount of the downstream equally based on the total number of paths.
假设影响瓶颈路段负荷度的下游分别有K条路径,则每条路径所应承担的调节量为:Assuming that there are K paths downstream that affect the load of the bottleneck section, the amount of adjustment that each path should bear is:
式中,ΔSdown为下游路径所应承担的调节量。In the formula, ΔS down is the adjustment amount that the downstream path should bear.
步骤c4详细步骤如下:The detailed steps of step c4 are as follows:
假设车流j含有条车道,且每条车道的饱和流率均为Qs,j,则车流所对应相位的绿信比压缩量为:Suppose traffic flow j contains lanes, and the saturated flow rate of each lane is Q s,j , then the green signal ratio compression amount of the phase corresponding to the traffic flow is:
式中,△λs,j为车流j所对应相位的绿信比调节量。In the formula, △λ s,j is the green signal ratio adjustment amount of the phase corresponding to the traffic flow j.
步骤c5考虑了下游信号优化方案的差异,并且对方案下发时刻与当前周期运行状态进行详细分析。详细步骤如下:Step c5 takes into account the differences in downstream signal optimization schemes, and conducts a detailed analysis of the time when the scheme is issued and the current cycle running status. The detailed steps are as follows:
车流j代表下游瓶颈相关车流,且其相位绿信比压缩量△λs,j,则瓶颈相位绿灯执行时间为:The traffic flow j represents the traffic flow related to the downstream bottleneck, and its phase green signal ratio compression amount △λ s,j , then the execution time of the bottleneck phase green light is:
g's,j=(λs,j+Δλs,j)Cs,j g' s,j =(λ s,j +Δλ s,j )C s,j
式中,g’s,j为瓶颈控制方案中,车流j所对应的相位绿灯时长(s);λs,j为j所对应相位的原方案绿信比;Cs,j为j车流所对应路口的瓶颈控制方案周期时长(s)。In the formula, g' s,j is the green light duration (s) of the phase corresponding to the traffic flow j in the bottleneck control scheme; λ s,j is the green signal ratio of the original scheme corresponding to the phase j; C s,j is the green signal ratio of the j traffic flow The cycle time (s) of the bottleneck control scheme corresponding to the intersection.
Δgs,j=Δλs,j·Cs,j Δg s,j = Δλ s,j ·C s,j
式中,Δgs,j为下游车流本应增加的绿灯时长。In the formula, Δg s,j is the green light duration that the downstream traffic flow should have increased.
计算非瓶颈相关相位的可压缩绿灯时间:相位绿灯时长与最小绿灯时长的差值即为本相位的最大可压缩绿灯时长,表达式为:Calculate the compressible green light time of the non-bottleneck-related phase: the difference between the phase green light duration and the minimum green light duration is the maximum compressible green light duration of this phase, the expression is:
Δg's,j=gs,j-gs,j,min Δg' s,j =g s,j -g s,j,min
式中,△g’s,j为绿灯时长压缩量(s);gs,j为原控制方案中,总绿灯时长(s);gs,j,min是最小绿灯时长(s)。In the formula, △g' s,j is the amount of green light duration compression (s); g s,j is the total green light duration (s) in the original control scheme; g s,j,min is the minimum green light duration (s).
情况1:若Δgs,j≤△g’s,j,则该瓶颈相关相位的实际调节量为Δgs,j,非瓶颈相关相位按照非瓶颈相位数等比例分配Δgs,j。Case 1: If Δg s,j ≤ △g' s,j , then the actual adjustment amount of the bottleneck-related phase is Δg s,j , and the non-bottleneck-related phases are allocated Δg s,j in proportion to the number of non-bottleneck phases.
情况2:若Δgs,j>△g’s,j,则该瓶颈相关相位的实际调节量为△g’s,j,非瓶颈相关相位按照非瓶颈相位数等比例分配△g’s,j。Case 2: If Δg s,j >△g' s,j , then the actual adjustment amount of the bottleneck-related phase is △g' s,j , and the non-bottleneck-related phases are distributed in proportion to the number of non-bottleneck phases △g' s, j .
本发明的有益效果:本发明基于瓶颈路段上下游流率,综合考虑多种交通流参数,自动识别瓶颈车流并实时对瓶颈相关交叉口进行控制,能快速有效解决瓶颈拥堵情况,且易于工程实现。Beneficial effects of the present invention: the present invention is based on the flow rate of the upstream and downstream of the bottleneck road section, comprehensively considers various traffic flow parameters, automatically identifies the bottleneck traffic flow and controls the bottleneck-related intersection in real time, can quickly and effectively solve the bottleneck congestion situation, and is easy for engineering implementation .
附图说明Description of drawings
图1为瓶颈控制下游总调节量流程图。Figure 1 is a flow chart of the total adjustment downstream of the bottleneck control.
具体实施方式Detailed ways
下面结合附图对本发明进行详细阐述,如图1所示,本发明方法流程步骤如下:Below in conjunction with accompanying drawing, the present invention is elaborated, as shown in Figure 1, the method process step of the present invention is as follows:
步骤一step one
确定调控车流与控制区域:Determine the control traffic flow and control area:
式中,Ii out为车流i的下游交叉口所有输出车流的集合;In the formula, I i out is the set of all outgoing traffic flow at the downstream intersection of traffic flow i;
αj,i为路段车流j对车流i的分担率;α j,i is the sharing rate of traffic flow j to traffic flow i in road section;
qj,i为车流j驶出车流i的流率,也即转向车流li,j的流率(veh/s)。q j,i is the flow rate of vehicle flow j leaving vehicle flow i, that is, the flow rate of turning vehicle flow l i,j (veh/s).
假设路网中发现瓶颈路段ns,下游路段nj流入流量贡献率为0.4,车流饱和度为0.7。由于ηd,max和xd,max分别为0.3和0.9,因此下游路段nj满足调控要求,可以作为瓶颈控制区域,车流j可作为调控车流。Assume that the bottleneck road section n s is found in the road network, the inflow contribution rate of the downstream road section n j is 0.4, and the traffic saturation is 0.7. Since η d,max and x d,max are 0.3 and 0.9 respectively, the downstream section n j meets the control requirements and can be used as a bottleneck control area, and the traffic flow j can be used as a control traffic flow.
步骤二计算计算原控制方案下的驶入、驶离流率差值:Step 2 Calculation Calculate the difference between the entering and leaving flow rates under the original control scheme:
计算公式如下:Calculated as follows:
ΔS=ΔSa+max{ΔSd,0}ΔS=ΔS a +max{ΔS d ,0}
式中:△Sd为原方案下游驶离与上游驶入流率差值(veh/s);In the formula: △S d is the flow rate difference between downstream departure and upstream entry in the original scheme (veh/s);
qs,j由瓶颈路段驶入出口路段ω的流率(veh/s);q s, j is the flow rate (veh/s) from the bottleneck section to the exit section ω;
Lin s表示瓶颈路段ns的上游驶入路段集合;L in s represents the set of upstream incoming road segments of the bottleneck road segment n s ;
Lout s表示瓶颈路段ns的下游出口路段集合。L out s represents the set of downstream exit sections of the bottleneck section n s .
Ls,max为瓶颈触发时的路段排队长度(m);L s,max is the section queue length (m) when the bottleneck is triggered;
Ls,idea为瓶颈路段理想排队长度(m);L s,idea is the ideal queuing length of the bottleneck section (m);
n为瓶颈路段车道数;n is the number of lanes in the bottleneck section;
△S为瓶颈路段上下游的驶入与驶出流率总调节量(veh/s);△S is the total adjustment of the flow rate (veh/s) in and out of the upstream and downstream of the bottleneck section;
l为平均车身长度(m)。l is the average body length (m).
假设上游驶入流率为1000(veh/h),下游驶离流率为800(veh/h),瓶颈车道数为2,需要在0.1h内消散,瓶颈触发时路段排队长度为400m,理想排队长度为300m,车身长度平均为5m,则ΔSd=200,总调节量ΔS=600(veh/h),也即ΔS=0.1667(veh/s)。Assume that the upstream flow rate is 1000 (veh/h), the downstream flow rate is 800 (veh/h), the number of bottleneck lanes is 2, and it needs to be dissipated within 0.1h. When the bottleneck is triggered, the queue length of the road section is 400m. The queue length is 300m, and the average body length is 5m, then ΔS d =200, The total adjustment amount ΔS=600 (veh/h), that is, ΔS=0.1667 (veh/s).
步骤三路径调节量的计算:Step 3 Calculation of path adjustment amount:
影响瓶颈路段负荷度的下游分别有K条路径,则每条路径所应承担的调节量为:There are K paths downstream that affect the load of the bottleneck section, and the adjustment amount that each path should undertake is:
式中,ΔSdown为下游路径所应承担的调节量。In the formula, ΔS down is the adjustment amount that the downstream path should bear.
如果上下游均只有1条路径,则上下游所承担的调节量不变。If there is only one path for the upstream and downstream, the adjustment amount undertaken by the upstream and downstream remains unchanged.
ΔSup=ΔS=0.1667(veh/s)ΔS up =ΔS=0.1667(veh/s)
步骤四相关相位的绿信比调节量:Step 4 The green signal ratio adjustment amount of the relevant phase:
假设车流j含有条车道,且每条车道的饱和流率均为Qs,j,则车流所对应相位的绿信比压缩量为:Suppose traffic flow j contains lanes, and the saturated flow rate of each lane is Q s,j , then the green signal ratio compression amount of the phase corresponding to the traffic flow is:
式中,△λs,j为车流j所对应相位的绿信比调节量。In the formula, △λ s,j is the green signal ratio adjustment amount of the phase corresponding to the traffic flow j.
若下游有两条车道,且每条车道的饱和流率为1000(veh/h),则按照上述假设,下游绿信比增加量为 If there are two lanes downstream, and the saturated flow rate of each lane is 1000 (veh/h), then according to the above assumptions, the increase of the downstream green signal ratio is
步骤六节点信号控制方案优化:Step 6: Node signal control scheme optimization:
下游路口信号方案优化Optimization of downstream intersection signal scheme
g's,j=(λs,j+Δλs,j)Cs,j g' s,j =(λ s,j +Δλ s,j )C s,j
Δgs,j=Δλs,j·Cs,j Δg s,j = Δλ s,j ·C s,j
Δg's,j=gs,j-gs,j,min Δg' s,j =g s,j -g s,j,min
式中,g’s,j为瓶颈控制方案中,车流j所对应的相位绿灯时长(s);In the formula, g' s,j is the green light duration (s) of the phase corresponding to the traffic flow j in the bottleneck control scheme;
λs,j为j车流所对应相位的原方案绿信比;λ s,j is the green signal ratio of the original scheme corresponding to the phase of j traffic flow;
Cs,j为j车流所对应路口的瓶颈控制方案周期时长(s);C s,j is the cycle time (s) of the bottleneck control scheme at the intersection corresponding to the j traffic flow;
Δgs,j为下游车流本应增加的绿灯时长;Δg s,j is the length of the green light that should have been increased by the downstream traffic flow;
Δgs,j为下游车流本应增加的绿灯时长。Δg s,j is the green light duration that the downstream traffic flow should have increased.
若Δgs,j≤△g’s,j,则该瓶颈相关相位的实际调节量为Δgs,j,非瓶颈相关相位按照非瓶颈相位数等比例分配Δgs,j。If Δg s,j ≤△g' s,j , then the actual adjustment amount of the bottleneck-related phase is Δg s,j , and the non-bottleneck-related phases are distributed in proportion to the number of non-bottleneck phases Δg s,j .
若Δgs,j>△g’s,j,则该瓶颈相关相位的实际调节量为△g’s,j,非瓶颈相关相位按照非瓶颈相位数等比例分配△g’s,j。If Δg s,j >△g' s,j , the actual adjustment amount of the bottleneck-related phase is △g' s,j , and the non-bottleneck-related phases are distributed in proportion to the number of non-bottleneck phases △g' s,j .
上述实施例只为说明本发明的技术构思及特点,其目的在于让熟悉此项技术的人能够了解本发明的内容并加以实施,并不能以此限制本发明的保护范围,凡根据本发明精神实质所作的等效变化或修饰,都应涵盖在本发明的保护范围内。The above-mentioned embodiments are only to illustrate the technical concept and characteristics of the present invention. Substantial equivalent changes or modifications shall fall within the protection scope of the present invention.
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