CN108399759B - Traffic design method for continuous flow intersection left-turn non-motor vehicles - Google Patents
Traffic design method for continuous flow intersection left-turn non-motor vehicles Download PDFInfo
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Abstract
The invention relates to a design method of a left-turn non-motor vehicle traffic of a continuous flow intersection, aiming at the type of the continuous flow intersection, the optimal design is carried out on the traffic path space and the signal control of the left-turn non-motor vehicle traffic, so that the conflict between the left-turn non-motor vehicle and a straight-going motor vehicle at a main signal position is eliminated, and the traffic flow capacity of the motor vehicle is improved on the basis of ensuring the traffic safety; in the aspect of space design, a straight-going motor vehicle pre-stop line and a left-turning non-motor vehicle passing channel are arranged at a pre-signal position of a continuous flow intersection, and a left-turning non-motor vehicle lane is arranged between a motor vehicle exit lane and a left-turning lane, so that a left-turning non-motor vehicle passing space path is provided; in the aspect of signal control, the control of the direct-drive motor vehicle is added at a pre-signal position, the maximum throughput of the motor vehicle is taken as an optimization target, and the constraint conditions of signal phase sequence, cycle duration, duration of each flow direction green light, saturation and the like are considered, so that a linear programming model is established for optimization.
Description
Technical Field
The invention relates to a design method for controlling space and signals of an intersection, in particular to a design method for controlling space and signals of a continuous flow intersection aiming at left-turn non-motor vehicle traffic.
Background
The plane intersection is a bottleneck node of urban road traffic, and in order to improve the traffic efficiency of the intersection, an unconventional intersection called a continuous flow intersection is provided. The design sets a pre-signal at the upstream of the main signal and moves the left-turn motor vehicle lane to the left side of the motor vehicle exit lane, so that the conflict between the left-turn motor vehicle flow and the opposite-direction straight motor vehicle flow at the main signal is transferred to the upstream pre-signal of the intersection, the conflict between the left-turn motor vehicle flow and the opposite-direction straight motor vehicle flow at the main signal is eliminated, the main signal can run in two phases, and the traffic capacity of the intersection is improved. However, the current design does not provide a targeted measure for the non-motor vehicle traffic, the conflict between the left-turning non-motor vehicle and the straight-going motor vehicle at the main signal still exists, a targeted optimization design method is not seen, and the invention patent of the method is not searched.
The literature search of the prior art finds that the optimization design of the signalized intersection mainly has the following aspects:
1. conventional signalization controls intersection geometry. The method specifically comprises the steps of passing space and rule of motor vehicles and non-motor vehicles at the intersection, lane width, lane function division and the like. The urban road intersection design specifications GB50647-2011, the urban road engineering design specifications CJJ 37-2012 and the urban road intersection design specifications CJJ 152-2010 in China have relevant regulations.
2. Conventional signalized intersection signalization. The method specifically comprises signal phase sequence, cycle duration, time distribution of each flow to green light and the like. Representative works in China include urban traffic control, traffic management and control, and the like.
3. And designing a continuous flow intersection. The Continuous flow intersection is an unconventional intersection design method, which is introduced in the U.S. patent of invention of Continuous flow intersection (application number US 5049000); the research Report "Alternative Intersections exchange information Report" (No. FHWA-HRT-09-060), academic paper "Optimal operation of displayed left-turn indexes: introduction is made to the space design and signal control of motor vehicle traffic in the research results of an island-based apreach and the like; the academic paper "geometry and operation Improvements Flow interactions to Enhance traffic Safety" introduces the spatial design and signal control of Pedestrian traffic; and the continuous flow intersection is practically applied to Guangdong Shenzhen according to a traffic safety micro-publishing message (https:// weibo.com/2501519087/FqKutCdrz.
Both the method 1 and the method 2 are designed aiming at the conventional signalized intersection, and mature technical achievements exist at present.
The method 3 provides the intersection type of the continuous flow intersection, and the conflict between the left-turn motor vehicle flow and the opposite straight motor vehicle flow at the main signal is transferred to the upstream pre-signal of the intersection, so that the straight motor vehicle flow and the left-turn motor vehicle flow at the main signal can be simultaneously released, and the traffic capacity of the intersection is improved.
However, in China, non-motor vehicle traffic is an important traffic trip mode, and for a conventional signal control intersection, the non-motor vehicle traffic adopts the same traffic mode as that of a motor vehicle. For a continuous flow intersection, the current design method mainly aims at motor vehicle traffic, and eliminates the conflict between left-turning motor vehicle flow and opposite-direction straight-going motor vehicle flow at a main signal, but ignores that under the condition that the main signal adopts two-phase signal control, left-turning non-motor vehicles conflict with the current-direction and opposite-direction straight-going motor vehicles. Therefore, the prior art lacks a scientific and reasonable design method for the non-motor vehicle traffic at the continuous flow intersection, especially for the left-turn non-motor vehicle.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a method for designing the traffic of a left-turn non-motor vehicle at a continuous flow intersection, aiming at the conflict between the left-turn non-motor vehicle and the vehicle which is going straight in the direction and opposite to the direction, the method optimally designs the traffic path space and the signal control of the traffic of the left-turn non-motor vehicle, thereby eliminating the conflict and improving the traffic flow capacity of the motor vehicle on the basis of ensuring the traffic safety.
In order to achieve the purpose, the technical scheme adopted by the invention is as follows:
a design method for left-turn non-motor vehicle traffic at a continuous flow intersection comprises space design and signal control, wherein the space design comprises the following steps: a straight-going motor vehicle pre-stop line and a left-turning non-motor vehicle passing channel are arranged at a pre-signal position of the continuous flow intersection, and a left-turning non-motor vehicle lane is arranged between a motor vehicle exit lane and a left-turning lane, so that a left-turning non-motor vehicle passing space path is provided; the signal control is characterized in that the control of the direct-drive motor vehicle is added at a pre-signal position, the constraint conditions of signal phase sequence, cycle time length, green light time length of each flow direction and saturation are considered with the maximum throughput of the motor vehicle as an optimization target, a linear programming model is established for optimization, so that the conflict between the left-turning non-motor vehicle and the direct-drive motor vehicle at a main signal position is eliminated, and the traffic capacity of the motor vehicle is improved on the basis of ensuring the traffic safety, wherein: signal control optimization objective: the maximum throughput of the motor vehicle is taken as an optimization target, as shown in formula (1),
in the formula: z is the maximum throughput of motor vehicles at the intersection, veh/h; i is an intersection number, i-1 represents an east intersection, i-2 represents a south intersection, i-3 represents a west intersection, and i-4 represents a north intersection; j is a traffic flow number, j equals 1 to represent left turn, j equals 2 to represent straight line, j equals 3 to represent right turn, and j equals 4 to represent exit; mu is an intersection flow coefficient; q. q.sijVeh/h is the motor vehicle traffic demand of the i fork j flow direction;
the phase sequence of the signal is as follows: the main signal is controlled by two phases, namely an east-west passing phase and a south-north passing phase; the pre-signal is controlled by two phases, namely an exit and entrance straight-going passing phase and a left-turning motor vehicle and left-turning non-motor vehicle passing phase; considering the coordination of the main signal and the pre-signal, the start time of the main signal east-west passing phase green light is required to be the same as the start time of the east-west two fork pre-signal outlets and the inlet straight-going flow direction passing phase green light, the start time of the main signal south-north passing phase green light is required to be the same as the start time of the south-north two fork pre-signal outlets and the inlet straight-going flow direction passing phase green light, and the requirements of formulas (2) - (9) are met;
in the formula: giThe starting time of the fork green light of the main signal i is a number between 0 and 1 in relative time in one signal period; lambda [ alpha ]iThe duration of the main signal i fork green, expressed in relative time in one signal period, is a number between 0 and 1; i is the green light interval time, s;
the starting moment of the pre-signal i fork j flowing to the green light is expressed by relative time in one signal period and is a number between O and 1;
the duration of the time for which the pre-signal i fork j flows to green, expressed in relative time in one signal period, is a number between 0 and 1;
the cycle duration constraint is as follows: the main signal and the pre-signal are required to have the same period duration, and in the range of reasonable maximum and minimum signal period durations, in order to ensure that the established model is a linear model, the reciprocal of the period is adopted for representation, namely the requirement of the formula (10) is met;
wherein ξ is the reciprocal of the signal period duration, s, CmaxAnd CminMaximum and minimum signal cycle durations, s, respectively;
and time length constraint of each flow direction to the green light: the duration of each flow direction green light is required to meet the requirement of the minimum duration of the green light, and particularly the duration of the left turn phase green light at the pre-signal position is required to meet the requirement of the street crossing duration of the left turn bicycle, namely the requirements of the formulas (11) to (12) are met;
in the formula: giminThe minimum green light duration requirement of the fork of the main signal i is s;
the minimum green light duration requirement, s, is the flow direction of the pre-signal i fork j;
the saturation degree constraint is as follows: the saturation of each flow direction cannot exceed the maximum saturation limit, namely, the requirements of the formulas (13) to (14) are met;
in the formula: dmaxIs a maximum saturation limit; sijThe main signal i is divided into a fork j and flows to the saturation flow rate, veh/h;
the pre-signal i diverges j towards the saturation flow rate, veh/h.
Compared with the prior art, the invention has the following advantages and beneficial effects:
1. the invention provides a space design and signal control method for a continuous flow intersection left-turning non-motor vehicle;
2. the method eliminates the conflict between the left-turning non-motor vehicle and the straight-going motor vehicle at the main signal position of the continuous flow intersection;
3. the method of the invention can ensure the safety of the left-turning non-motor vehicles passing through and improve the motor vehicle passing capacity of the intersection by reducing the interference of the left-turning non-motor vehicles to the direct-drive motor vehicles.
Drawings
FIG. 1 is a schematic view of the space design of the present invention;
FIG. 2 is a schematic diagram of the phase sequence of the signals in the present invention;
fig. 3 is a schematic view of geometric conditions of an intersection in embodiment 1 of the present invention.
Detailed Description
The invention will be further described with reference to examples of embodiments shown in the drawings.
A traffic design method for a continuous flow intersection turning left non-motor vehicle comprises a space design part and a signal control part. In the aspect of space design, a straight-going motor vehicle pre-stop line and a left-turning non-motor vehicle passing channel are arranged at a pre-signal position of a continuous flow intersection, and a left-turning non-motor vehicle lane is arranged between a motor vehicle exit lane and a left-turning lane, so that a left-turning non-motor vehicle passing space path is provided; in the aspect of signal control, the control of the direct-drive motor vehicle is added at a pre-signal position, the maximum throughput of the motor vehicle is taken as an optimization target, the constraint conditions of signal phase sequence, cycle time, duration of each flow direction green light, saturation and the like are considered, a linear programming model is established for optimization, so that the conflict between the left-turn non-motor vehicle and the direct-drive motor vehicle at a main signal position is eliminated, and the traffic capacity of the motor vehicle is improved on the basis of ensuring traffic safety, wherein:
the method comprises the following steps of (1) designing a space, namely arranging a straight-going motor vehicle pre-stop line A and a left-turning non-motor vehicle passing channel B at a pre-signal position of a continuous flow intersection, and arranging a left-turning non-motor vehicle lane E between a motor vehicle exit lane C and a left-turning lane D, so that a left-turning non-motor vehicle passing space path F is provided, as shown in FIG. 1;
signal control, wherein the maximum throughput of the motor vehicle is an optimization target, as shown in a formula (1);
in the formula: z is the maximum throughput of motor vehicles at the intersection, veh/h; i is an intersection number, i-1 represents an east intersection, i-2 represents a south intersection, i-3 represents a west intersection, and i-4 represents a north intersection; j is a traffic flow number, j equals 1 to represent left turn, j equals 2 to represent straight line, j equals 3 to represent right turn, and j equals 4 to represent exit; mu is an intersection flow coefficient; q. q.sijVeh/h is the motor vehicle traffic demand of the i fork j flow direction;
the phase sequence of the signal, as shown in fig. 2, the main signal is two-phase control, namely an east-west passing phase and a south-north passing phase; the pre-signal is controlled by two phases, namely an exit and entrance straight-going passing phase and a left-turning motor vehicle and left-turning non-motor vehicle passing phase; considering the coordination of the main signal and the pre-signal, the start time of the main signal east-west passing phase green light is required to be the same as the start time of the east-west two fork pre-signal outlets and the inlet straight-going flow direction passing phase green light, the start time of the main signal south-north passing phase green light is required to be the same as the start time of the south-north two fork pre-signal outlets and the inlet straight-going flow direction passing phase green light, and the requirements of formulas (2) - (9) are met;
the input and output parameters of the line planning model are shown in table 1.
TABLE 1
Example 1:
in the geometric condition of the continuous flow intersection in the embodiment 1 of the invention, as shown in fig. 3, the left-turn non-motor vehicle passes along the left-turn non-motor vehicle passing space path F at the main signal according to the traditional design, and forms a conflict point G with the present and opposite straight-going motor vehicles. The method of the invention is adopted to optimize the space design and the signal control, and is compared with the traditional design scheme. The design input parameters are as follows: left turn and straight traffic demand at each fork, qi1And q isi2Respectively taking 1000veh/h and 1500 veh/h; maximum and minimum signal cycle duration, CmaxAnd CminRespectively taking 120s and 60 s; minimum green duration requirement of main and pre-signal, GiminAnd Gp ijminTaking 10 s; the interval time of green lights, I, is taken for 4 s; the main signal and pre-signal single lane saturation flow rates are 1800 veh/h; maximum saturation limit, dmaxTaking 1.0; flow rate of each flow direction of non-motor vehicles at intersection qbAnd taking 1000 bicycles/h.
The specific process is briefly described as follows:
step 1: according to the space design method, a straight-going motor vehicle pre-stop line A and a left-turning non-motor vehicle crossing channel B are arranged at a pre-signal position of a continuous flow intersection, and a left-turning non-motor vehicle lane E is arranged between a motor vehicle exit lane C and a left-turning lane D, so that a left-turning non-motor vehicle passing space path F is provided, a conflict point G on the original left-turning non-motor vehicle passing space path is eliminated, and the space design scheme shown in figure 1 is obtained.
Step 2: the input parameters are substituted into the signal control line type programming model.
And step 3: the model is a linear programming model, a simplex method or mathematical software (such as LINGO) can be adopted for solving, and a signal control scheme is shown in table 2.
TABLE 2
And 4, step 4: and evaluating a design scheme. The traffic capacity of the motor vehicle is used as an evaluation index, and the traditional design scheme is compared with the improved scheme of the invention. The motor vehicle traffic capacity of each lane group at the intersection is shown as a formula (15). The traditional design scheme is the same as the improved scheme in signal timing, but because the straight-going motor vehicle is interfered by a left-turning non-motor vehicle, the saturation flow rate of the straight-going motor vehicle needs to be reduced, and the HCM2010 formula is adopted, as shown in a formula (16).
cij＝Sijnijfijλij(15)
In the formula: c. CijThe traffic capacity of the flow direction of the fork j at the intersection i is veh/h; sijUniformly taking 1800veh/h for the saturated flow rate flowing to the intersection i and the intersection j; f. ofijFor a saturated flow rate correction coefficient flowing to the intersection i and the intersection j, the calculation of a formula (16) is needed for a traditional design scheme; lambda [ alpha ]ijThe split j is the split ratio at the intersection i.
In the formula: q. q.sbijThe traffic of the non-motor vehicles conflicted with the flow direction of the intersection i and the intersection j is bicycle/h.
The calculation results are shown in table 3, the method of the invention can eliminate the conflict between the left-turning non-motor vehicle and the straight-going motor vehicle at the main signal position in the embodiment, improve the traffic safety of the left-turning non-motor vehicle, respectively improve the total traffic capacity of the straight-going motor vehicle and the intersection by 34.8 percent and 18.3 percent, and fully exert the traffic efficiency of the continuous flow intersection.
TABLE 3
The embodiments described above are intended to facilitate one of ordinary skill in the art in understanding and using the present invention. It will be readily apparent to those skilled in the art that various modifications to this embodiment can be readily made, and the generic principles described herein may be applied to other embodiments without the use of the inventive faculty. Therefore, the present invention is not limited to the embodiments described herein, and those skilled in the art should make improvements and modifications within the scope of the present invention based on the disclosure of the present invention.
Claims (1)
1. A traffic design method for a continuous flow intersection turning left non-motor vehicle comprises space design and signal control, and is characterized in that: the space design: a straight-going motor vehicle pre-stop line and a left-turning non-motor vehicle passing channel are arranged at a pre-signal position of the continuous flow intersection, and a left-turning non-motor vehicle lane is arranged between a motor vehicle exit lane and a left-turning lane, so that a left-turning non-motor vehicle passing space path is provided; the signal control is characterized in that the control of the direct-drive motor vehicle is added at a pre-signal position, the constraint conditions of signal phase sequence, cycle time length, green light time length of each flow direction and saturation are considered with the maximum throughput of the motor vehicle as an optimization target, a linear programming model is established for optimization, so that the conflict between the left-turning non-motor vehicle and the direct-drive motor vehicle at a main signal position is eliminated, and the traffic capacity of the motor vehicle is improved on the basis of ensuring the traffic safety, wherein: signal control optimization objective: the maximum throughput of the motor vehicle is taken as an optimization target, as shown in formula (1),
in the formula: z is the maximum throughput of motor vehicles at the intersection, and the unit is veh/h; i is an intersection number, i-1 represents an east intersection, i-2 represents a south intersection, i-3 represents a west intersection, and i-4 represents a north intersection; j is a traffic flow number, j equals 1 to represent left turn, j equals 2 to represent straight line, j equals 3 to represent right turn, and j equals 4 to represent exit; mu is an intersection flow coefficient; q. q.sijThe unit is veh/h for the motor vehicle traffic demand of the i fork j flow direction;
the phase sequence of the signal is as follows: the main signal is controlled by two phases, namely an east-west passing phase and a south-north passing phase; the pre-signal is controlled by two phases, namely an exit and entrance straight-going passing phase and a left-turning motor vehicle and left-turning non-motor vehicle passing phase; considering the coordination of the main signal and the pre-signal, the start time of the main signal east-west passing phase green light is required to be the same as the start time of the east-west two fork pre-signal outlets and the inlet straight-going flow direction passing phase green light, the start time of the main signal south-north passing phase green light is required to be the same as the start time of the south-north two fork pre-signal outlets and the inlet straight-going flow direction passing phase green light, and the requirements of formulas (2) - (9) are met;
in the formula: giThe starting time of the fork green light of the main signal i is a number between 0 and 1 in relative time in one signal period; lambda [ alpha ]iThe duration of the main signal i fork green, expressed in relative time in one signal period, is a number between 0 and 1; i is the green light interval time with the unit of s;
the starting moment of the pre-signal i fork j flowing to the green light is represented by relative time in one signal period and is a number between 0 and 1;
the duration of the time for which the pre-signal i fork j flows to green, expressed in relative time in one signal period, is a number between 0 and 1;
the cycle duration constraint is as follows: the main signal and the pre-signal are required to have the same period duration, and in the range of reasonable maximum and minimum signal period durations, in order to ensure that the established model is a linear model, the reciprocal of the period is adopted for representation, namely the requirement of the formula (10) is met;
wherein ξ is the reciprocal of the signal period duration in units of s, CmaxAnd CminMaximum and minimum signal cycle durations, respectively, in units of s;
and time length constraint of each flow direction to the green light: the duration of each flow direction green light is required to meet the requirement of the minimum duration of the green light, and the duration of the left turn phase green light at the pre-signal position is required to meet the requirement of the left turn bicycle street crossing duration, namely the requirements of the formulas (11) to (12) are met;
in the formula: giminThe minimum green light duration requirement of the fork of the main signal i is set as s;
the unit is s, which is the requirement of the minimum duration of green light flowing to the fork j of the pre-signal i;
the saturation degree constraint is as follows: the saturation of each flow direction cannot exceed the maximum saturation limit, namely, the requirements of the formulas (13) to (14) are met;
in the formula: dmaxIs a maximum saturation limit; sijThe flow rate of the main signal i at the fork j is the saturation flow rate, and the unit is veh/h;
the flow rate is branched to saturation for pre-signal i in units of veh/h.
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| CN115223368B (en) * | 2022-08-08 | 2023-12-29 | 启迪设计集团股份有限公司 | Method for judging whether non-motor vehicle lane is suitable for being transformed into unilateral bidirectional traffic |
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