CN108010345A - Supersaturated arterial traffic control method for coordinating for overflow prevention and control - Google Patents
Supersaturated arterial traffic control method for coordinating for overflow prevention and control Download PDFInfo
- Publication number
- CN108010345A CN108010345A CN201711235744.1A CN201711235744A CN108010345A CN 108010345 A CN108010345 A CN 108010345A CN 201711235744 A CN201711235744 A CN 201711235744A CN 108010345 A CN108010345 A CN 108010345A
- Authority
- CN
- China
- Prior art keywords
- intersection
- phase difference
- queuing
- length
- lower limit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/081—Plural intersections under common control
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
The present invention provides a kind of supersaturated arterial traffic control method for coordinating for overflow prevention and control, comprises the following steps：Step 1, the initial intersection cycle for coordinating direction, split are calculated；Step 2, the queue length and safety for calculating two intersections that are connected are lined up lower limit parameter；Step 3, whether the queuing before judging reaches the lower limit being lined up safely, if the lower limit being not up to lined up safely, performs desired phase difference algorithm；If reaching the lower limit being lined up safely, anti-overflow phase difference correction algorithm is performed；Step 4, judge whether the phase difference of whole intersections of arterial highway optimizes completely, if it is not, then continuing the optimization of next Adjacent Intersections phase difference, return and perform step 2.
Description
Technical Field
The invention relates to the field of intelligent traffic systems, in particular to a supersaturated traffic main road coordination control method for overflow prevention and control.
Background
Under the condition of supersaturation, due to large traffic demand, if the vehicles continuously pass through a downstream intersection, the downstream green time is required to be longer than the upstream green time, and the traffic flow is ensured not to be blocked by other vehicles. Once the above conditions are not met, the vehicles form a queue at the downstream intersection, and as the queue continues to accumulate, overflow occurs beyond the length of the road segment. At this time, the green wave bandwidth designed by the traditional trunk line coordination method, such as the MAXBAND method, will lose the effect, resulting in traffic deadlock.
In order to solve the above problems, people always seek an ideal technical solution.
Disclosure of Invention
The invention aims to overcome the defects of the prior art, and provides a supersaturated traffic main road coordination control method for overflow prevention and control.
In order to achieve the purpose, the invention adopts the technical scheme that: a supersaturated traffic main road coordination control method for overflow prevention and control comprises the following steps:
step 1, calculating an initial intersection period and a split ratio of a coordination direction;
step 2, calculating the queuing length and the safe queuing lower limit parameter of two connected intersections;
step 3, judging whether the previous queue reaches the lower limit of the safe queue, if not, executing an ideal phase difference algorithm; if the lower limit of the safe queuing is reached, executing an anti-overflow phase difference correction algorithm;
and 4, judging whether the phase differences of all the intersections of the main road are completely optimized, if not, continuing to optimize the phase difference of the next adjacent intersection, and returning to execute the step 2.
Based on the above, in step 3, the ideal phase difference algorithm specifically includes:
wherein off n→n+1 (k) The phase difference of the kth period between n and n +1 at the intersection; v. of i Is used for representing the speed on the road section i and is also the driving speed of the fleet at the n-th intersection; u. of s Starting wave velocity for queuing; l is i The length of the road section between the intersection n and the intersection n + 1; l is Q,n→n+1 (k) The length of the queue at the end of the kth cycle between crossings; c n (k) The cycle duration of the kth cycle of the n at the intersection; c n+1 (k) The cycle duration of the kth cycle for intersection n + 1.
Based on the above, in step 3, the anti-overflow phase difference correction algorithm specifically includes:
YSL i ＝β·L i
off n→n+1 (k)+C n+1 (k)＝off n→n+1 (k)+C n (k)
wherein off n→n+1 (k) The phase difference of the kth period between n and n +1 at the intersection; v. of i Is used for representing the speed on the road section i and is also the driving speed of the fleet at the n-th intersection; u. of s The wave velocity of the starting wave for queuing; l is i The length of the road section between the intersection n and the intersection n + 1; l is a radical of an alcohol Q,n→n+1 (k) The length of the queue at the end of the kth cycle between crossings; YSL (yttria stabilized zirconia) i And beta is the upper limit safety factor of the queuing for the upper limit of the allowed safe queuing length.
Compared with the prior art, the method has outstanding substantive characteristics and remarkable progress, and particularly, the method calculates the period of the initial intersection in the coordinated direction, the split green ratio and the lower limit of safe queuing, judges whether the queuing length before reaches the lower limit of the safe queuing, and selects an ideal phase difference algorithm or an overflow-preventing phase difference correction algorithm for correction and regulation according to the judgment result.
Drawings
FIG. 1 is a schematic flow diagram of the present invention.
Detailed Description
The technical solution of the present invention is further described in detail by the following embodiments.
As shown in fig. 1, a method for coordinating and controlling an oversaturated traffic trunk for overflow prevention and control includes the following steps:
step 1, calculating an initial intersection period and a split ratio of a coordination direction;
constructing a cycle time optimization model of an initial intersection in a trunk road coordination direction:
and a split-log optimization model:
wherein QS is 1,j (t) represents the cumulative queuing number of jth lanes at t time of the initial intersection, N 1,j (t) is the number of vehicles driving into the jth lane at the time of t at the initial intersection, DV is the number of vehicles driving away from the initial intersection, DV 1,j (t) is the number of vehicles driving away from the jth lane at the initial intersection, and C (k) is the cycle duration of the kth cycle at the initial intersection; c max The maximum cycle duration of the initial intersection; c min The minimum cycle duration for the initial intersection;for the initial crossing phase p the minimum green time,is the initial intersection phase p maximum green time, g p (k) The green time of the kth period of the initial intersection phase p;
for the predicted traffic flow for the p phase (k + 1) th cycle of the n phase at the intersection,the green signal ratio of the p phase (k + 1) th period of the cross port n;
according to the model, the period and the green signal ratio of the initial intersection in the coordinated direction can be obtained;
step 2, calculating the queuing length and the safe queuing lower limit parameter YXL of the two connected intersections i ；
Wherein PL n,i Phase set, PR, representing intersection n left-turning to road segment i n,i Set of phases, l, representing right turn to road segment i at intersection n veh Representing the effective length of the vehicle, and alpha is a queuing offline safety factor;the number of vehicles arriving at the intersection n at the p phase; l is a radical of an alcohol i Is the length of road segment i;
step 3, judging whether the previous queue reaches the lower limit of the safe queue, if not, executing an ideal phase difference algorithm; if the lower limit of the safe queuing is reached, executing an anti-overflow phase difference correction algorithm;
and 4, judging whether the phase differences of all the intersections of the main road are completely optimized, if not, continuing the optimization of the phase difference of the next adjacent intersection, and returning to execute the step 2.
Specifically, in step 3, the ideal phase difference algorithm specifically includes:
wherein off n→n+1 (k) The phase difference of the kth period between n and n +1 at the intersection; v. of i The speed is represented on the road section i, and is also the driving speed of the n-th intersection fleet; u. of s Starting wave velocity for queuing; l is i The length of the road section between the intersection n and the intersection n + 1; l is a radical of an alcohol Q,n→n+1 (k) The length of the queue at the end of the kth cycle between crossings; c n (k) The cycle duration of the kth cycle of the n at the intersection; c n+1 (k) The cycle duration of the kth cycle of the intersection n + 1;
the ideal phase difference algorithm indicates that the sum of the phase difference of the k-th period and the period of the n +1 intersection is equal to the sum of the phase difference of the k + 1-th period and the period of the n intersection, so that the coordination stability of the whole trunk system is ensured when the period duration and the phase difference of the upper period and the lower period are changed.
Specifically, in step 3, the anti-overflow phase difference correction algorithm specifically includes:
YSL i ＝β·L i
off n→n+1 (k)+C n+1 (k)＝off n→n+1 (k)+C n (k)
wherein off n→n+1 (k) The phase difference of the kth period between n and n +1 at the intersection; v. of i The speed is represented on the road section i, and is also the driving speed of the n-th intersection fleet; u. u s The wave velocity of the starting wave for queuing; l is a radical of an alcohol i The length of the road section between the intersection n and the intersection n + 1; l is a radical of an alcohol Q,n→n+1 (k) Between intersectionsLength of queue at end of kth cycle; YSL (yttria stabilized zirconia) i And beta is the upper limit safety factor of the queue for the upper limit of the allowed safe queue length.
It should be noted that the choice of β can be determined according to practical situations, but the relationship of β < α is satisfied.
Finally, it should be noted that the above examples are only used to illustrate the technical solution of the present invention and not to limit it; although the present invention has been described in detail with reference to preferred embodiments, it will be understood by those of ordinary skill in the art that: modifications of the embodiments of the invention may be made or equivalents may be substituted for elements thereof; without departing from the spirit of the invention, it is intended to cover the scope of the claims.
Claims (3)
1. A supersaturation traffic main road coordination control method for overflow prevention and control is characterized in that: the method comprises the following steps:
step 1, calculating an initial intersection period and a green signal ratio of a coordination direction;
step 2, calculating the queuing length and the safe queuing lower limit parameter of two connected intersections;
step 3, judging whether the previous queue reaches the lower limit of the safe queue, if not, executing an ideal phase difference algorithm; if the lower limit of the safe queuing is reached, an anti-overflow phase difference correction algorithm is executed;
and 4, judging whether the phase differences of all the intersections of the main road are completely optimized, if not, continuing the optimization of the phase difference of the next adjacent intersection, and returning to execute the step 2.
2. The method for coordinating and controlling the oversaturated traffic trunk road according to claim 1, wherein in step 3, the ideal phase difference algorithm is specifically:
wherein off n→n+1 (k) The phase difference of the kth period between the intersection n and n + 1; v. of i Is used for representing the speed on the road section i and is also the driving speed of the fleet at the n-th intersection; u. of s Starting wave velocity for queuing; l is i The length of the road section between the intersection n and the intersection n + 1; l is Q，n→n+1 (k) The length of the queue at the end of the kth period between crossings; c n (k) The cycle duration of the n th cycle at the intersection is set; c n+1 (k) The cycle duration of the kth cycle for intersection n + 1.
3. The method for coordinating and controlling the oversaturated traffic trunk in accordance with claim 2, wherein in step 3, the algorithm for correcting the phase difference of the overflow prevention is specifically:
YSL i ＝β·L i
off n→n+1 (k)+C n+1 (k)＝off n→n+1 (k)+C n (k)
wherein off n→n+1 (k) The phase difference of the kth period between the intersection n and n + 1; v. of i The speed is represented on the road section i, and is also the driving speed of the n-th intersection fleet; u. of s Starting wave velocity for queuing; l is a radical of an alcohol i The length of the road section between the intersection n and the intersection n + 1; l is a radical of an alcohol Q，n→n+1 (k) The length of the queue at the end of the kth period between crossings; YSL i And beta is the upper limit safety factor of the queuing for the upper limit of the allowed safe queuing length.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711235744.1A CN108010345A (en) | 2017-11-30 | 2017-11-30 | Supersaturated arterial traffic control method for coordinating for overflow prevention and control |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201711235744.1A CN108010345A (en) | 2017-11-30 | 2017-11-30 | Supersaturated arterial traffic control method for coordinating for overflow prevention and control |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN108010345A true CN108010345A (en) | 2018-05-08 |
Family
ID=62055046
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201711235744.1A Pending CN108010345A (en) | 2017-11-30 | 2017-11-30 | Supersaturated arterial traffic control method for coordinating for overflow prevention and control |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108010345A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109003444A (en) * | 2018-07-02 | 2018-12-14 | 北方工业大学 | Urban intersection overflow control method based on wide area radar microwave detector |
| CN109584539A (en) * | 2018-11-26 | 2019-04-05 | 华南理工大学 | Phase difference optimization method between a kind of high saturation section upstream and downstream intersection |
| CN111899506A (en) * | 2020-06-12 | 2020-11-06 | 上海应用技术大学 | Traffic overflow judging method based on electronic police data |
-
2017
- 2017-11-30 CN CN201711235744.1A patent/CN108010345A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109003444A (en) * | 2018-07-02 | 2018-12-14 | 北方工业大学 | Urban intersection overflow control method based on wide area radar microwave detector |
| CN109003444B (en) * | 2018-07-02 | 2020-09-18 | 北方工业大学 | Urban intersection overflow control method based on wide area radar microwave detector |
| CN109584539A (en) * | 2018-11-26 | 2019-04-05 | 华南理工大学 | Phase difference optimization method between a kind of high saturation section upstream and downstream intersection |
| CN111899506A (en) * | 2020-06-12 | 2020-11-06 | 上海应用技术大学 | Traffic overflow judging method based on electronic police data |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108010345A (en) | Supersaturated arterial traffic control method for coordinating for overflow prevention and control | |
| CN103310640B (en) | Motor vehicle stream-oriented intersection traffic pre-signal control method | |
| CN107798868B (en) | A kind of signalized intersections u-turn opening bit selecting method that traffic flow composition influences | |
| CN104134356B (en) | Control method of city intersection model reference self-adaptive signals | |
| CN111260938B (en) | Variable lane self-adaptive control method based on traffic demand | |
| CN104485005B (en) | Crossing multi-line public transport vehicle override requests conflict coordination control method | |
| CN107221177B (en) | A kind of intersection signal timing method that reverse changeable driveway is set | |
| CN108629993B (en) | Bus priority signal timing optimization method suitable for high-saturation intersection | |
| CN106023608B (en) | A kind of method of the real-time dynamic timing of crossroad access signal lamp | |
| CN109637160B (en) | Single-point control method under dynamic traffic condition | |
| CN108648469B (en) | Ramp coordination control method based on multi-bottleneck condition | |
| CN105788309B (en) | A kind of controlling of bus priority policy selection method | |
| CN113851008B (en) | Traffic signal lamp control method, device, equipment and storage medium | |
| CN111833620B (en) | Supersaturated traffic state trunk line one-way signal coordination design method and device | |
| CN102867412B (en) | Setting method for changing urban road into short lane | |
| CN101299298A (en) | Road self-adapting entrance ramp afflux control equipment and method | |
| CN102637364A (en) | Adaptive signal method capable of avoiding deadlock of intersection and device | |
| CN114155724B (en) | Intersection traffic signal control method in Internet of vehicles environment | |
| CN109285362B (en) | Intersection anti-overflow dynamic control method based on priority rule | |
| WO2020093702A1 (en) | Deep q-network learning-based traffic light dynamic timing algorithm | |
| CN106355911B (en) | A kind of bus rapid transit signal priority control method during traffic peak | |
| CN105118311A (en) | Trunk line cooperative control method for intersection of two phase signals | |
| CN109920244A (en) | Changeable driveway real-time control system and method | |
| CN105390004B (en) | A kind of paired intersection time-space distribution distribution method of the short track influence of left-hand rotation | |
| CN111091724B (en) | Dynamic lane design and signal control method for intersection direct-driving vehicle to use opposite left-turn lane |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20180508 |
|
| RJ01 | Rejection of invention patent application after publication |