CN110288828B - Method for calculating traffic capacity of intersection entrance lane influenced by upstream bay stop - Google Patents

Method for calculating traffic capacity of intersection entrance lane influenced by upstream bay stop Download PDF

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CN110288828B
CN110288828B CN201910530085.7A CN201910530085A CN110288828B CN 110288828 B CN110288828 B CN 110288828B CN 201910530085 A CN201910530085 A CN 201910530085A CN 110288828 B CN110288828 B CN 110288828B
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intersection
bus
traffic capacity
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CN110288828A (en
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李锐
侍威
李诗洁
王曌亚
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Hohai University HHU
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Abstract

The invention discloses a method for calculating the traffic capacity of an intersection entrance under the influence of an upstream bay stop, which comprises the steps of constructing a data set of relevant traffic characteristics of the intersection entrance; determining a road traffic capacity reduction coefficient influenced by the process of bus queuing and arrival and overflow at peak hours by analyzing traffic characteristics of the process of bus overflowing, queuing and arrival; determining a reduction coefficient of the influence of each bus lane change behavior on the road traffic capacity by analyzing the influence of the bus lane change process on the social traffic flow operation characteristics; determining the times of changing lanes of the bus, which influence the traffic capacity of each entrance lane at the intersection, by analyzing the selection characteristics of the bus on the entrance lane at the intersection; and determining that the upstream bay stop affects the traffic capacity of the entrance lane of the lower intersection. By quantifying the traffic capacity of the intersection entrance lane influenced by the upstream bay stop, the traffic running state of the intersection entrance lane is better mastered, and the traffic jam is early warned in advance, so that the traffic efficiency of the intersection is improved.

Description

Method for calculating traffic capacity of intersection entrance lane influenced by upstream bay stop
Technical Field
The invention relates to a method for calculating the traffic capacity of an intersection entrance lane in a traffic scene of a public transport vehicle, in particular to a method for calculating the traffic capacity of the intersection entrance lane by considering the influence of an upstream bay stop, and belongs to the technical field of urban public transport operation management and control.
Background
Along with the development of social economy and the continuous acceleration of urbanization process in China, the urban traffic problem becomes more and more severe, and the traffic jam problem becomes more and more prominent. To better solve the problem of traffic congestion, more and more cities are beginning to vigorously develop public transportation. Although the development of public transport can improve the traffic operation efficiency, the public transport also has certain influence on the operation of social vehicles, and particularly in the range of an intersection in a bottleneck area of the operation of the social vehicles, the arrangement of the bus stop station can reduce the traffic efficiency of a downstream intersection entrance lane to a great extent.
Therefore, the influence of the upstream bus stop and the running process of the bus on the road traffic flow characteristics needs to be analyzed urgently, and the reduction situation of the traffic capacity of the intersection entrance lane in the processes of queuing, entering and changing the lane is researched, so that the traffic capacity of the intersection entrance lane under the influence of the upstream bus stop is quantized, and the calculation method of the traffic capacity of the intersection entrance lane considering the influence of the upstream harbor bay stop is determined.
Disclosure of Invention
The invention mainly aims to overcome the defects in the prior art, and provides a method for calculating the traffic capacity of an intersection entrance lane by considering the influence of an upstream bay stop, which can accurately calculate the reduction influence of the traffic capacity of each entrance lane at the intersection, and further determine the influence degree of the upstream bay bus stop on the traffic capacity of the intersection entrance lane, thereby better mastering the traffic running state of the intersection entrance lane, improving the road traffic running efficiency, relieving traffic jam, providing reference for the optimized design of intersection traffic, and having industrial utilization value.
In order to achieve the purpose, the invention adopts the technical scheme that:
a method for calculating the traffic capacity of an intersection entrance lane by considering the influence of an upstream bay stop is characterized by comprising the following steps:
1) constructing a data set of relevant traffic characteristics of an intersection entrance lane;
for an intersection entrance lane influenced by an upstream bay stop, constructing an intersection entrance lane related traffic characteristic data set, specifically comprising an entrance lane geometric characteristic data subset, a stop line quantity characteristic data subset, an intersection signal timing characteristic data subset and a peak time road traffic flow traffic characteristic data subset;
2) determining a road traffic capacity reduction coefficient influenced by the bus queuing station entering and overflowing process in the peak period;
determining the average occurrence frequency and duration time of the bus queuing station-entering overflow at the peak time according to the number of times of the bus queuing station-entering overflow at the outermost lane at the peak time and the duration time of each time, and determining a road traffic capacity reduction coefficient influenced by the bus queuing station-entering overflow process at the peak time on the basis;
3) determining a reduction coefficient of the influence of each bus lane change behavior on the road traffic capacity;
determining the average headway time of vehicles in each steering target lane according to the number of vehicles passing through each lane in the green light period of the intersection in the peak period and the time when the vehicles in each lane pass through the section of the bus stop; determining a reduction coefficient of the influence of each bus lane change behavior on the road traffic capacity according to the bus lane change time and the minimum head time interval of the vehicle operation in the basic characteristic parameter of traffic engineering basic theory;
4) determining the times of changing lanes of the public transport vehicles, which influence the traffic capacity, of each entrance lane at the intersection;
determining the daily average bus lane changing times of each entrance lane at the intersection influencing the traffic capacity according to the number of buses arriving at each lane at the intersection in the bus lines of the stop station every day; queuing vehicles in each entrance lane to exceed the duration of the lane change section of the bus at the stop station when the signal red light is on the intersection in the peak time period every day; determining the average daily duration time that vehicles in each entrance lane queue to exceed the lane change section of the bus when the intersection signal is red; determining the times of changing lanes of the buses, which influence the traffic capacity, of each entrance lane at the intersection according to the red light time and the green light time of each turn of the entrance lane in the peak period;
5) determining the traffic capacity of an entrance lane of a lower intersection influenced by an upstream bay stop;
and determining that the upstream bay stop affects the traffic capacity of the lower intersection entrance lane according to the reduction coefficient of the influence of the bus lane change behavior on the road traffic capacity and the bus lane change times affecting the traffic capacity of each entrance lane.
The invention is further configured to: in the step 1), constructing a data set of the relevant traffic characteristics of the intersection entrance lane specifically comprises,
the geometric characteristic data subset A of the inlet road is { Rx, Ty, Lz }, wherein Rx, Ty and Lz are lanes for right turn, straight going and left turn of the inlet road of the intersection respectively;
parking station line quantity characteristic data subset
Figure BDA0002099466100000031
Wherein the content of the first and second substances,
Figure BDA0002099466100000032
Figure BDA0002099466100000033
the number of buses arriving at the station of the routes turning left, going straight and turning right at the intersection in the bus routes at the stop stations at each time period every day is respectively;
intersection signal timing characteristic data subset T
T＝{Tr(L),Tg(L),Tr(T),Tg(T),Tr(R),Tg(R),TC}
Wherein, Tr(L)、Tg(L)、Tr(T)、Tg(T)、Tr(R)、Tg(R)Red light time and green light time, T, of left turn, straight run and right turn of the entrance way in peak time periodCIs the intersection signal period;
characteristic data subset I of road traffic flow in peak hours
Figure BDA0002099466100000041
Wherein the content of the first and second substances,
Figure BDA0002099466100000042
are respectively provided withThe number of times of bus queue-in overflow and the duration of each time for the bus in the outermost lane in the peak period,
Figure BDA0002099466100000043
the number of vehicles passing through a left-turn lane, a straight lane and a right-turn lane in the green light period of the intersection in the peak period respectively,
Figure BDA0002099466100000044
Figure BDA0002099466100000045
the time when the vehicles on the left-turn lane, the straight lane and the right-turn lane pass through the bus and exit the cross section of the stop station,
Figure BDA0002099466100000046
vehicles in the left-turn, straight-going and right-turn entrance lanes are queued for the duration exceeding the lane change section of the bus at the stop station when the signal red light is on the intersection in the peak time every day.
The invention is further configured to: in the step 2), a road traffic capacity reduction coefficient influenced by the queuing, arrival and overflow process of the buses in the peak period is determined, specifically,
2-1) determining average occurrence number and duration of bus queuing station-entering overflow in peak period
According to the traffic video data in the peak time period in M days (generally, M is more than 30 days), analyzing the number of times of queuing, entering and overflowing of the bus in the outermost lane in the peak time period on the mth day
Figure BDA0002099466100000047
The nth time of the day of the duration of bus queue-in overflow
Figure BDA0002099466100000048
Determining the duration of the nth time of bus queuing station-entering overflow occurring at the right turn green light of the intersection on the mth day by analyzing the timing condition of the signal lights at the intersection in the bus queuing station-entering overflow duration
Figure BDA0002099466100000049
Calculating the average number of times of bus queuing station-entering overflow in peak period within M days
Figure BDA0002099466100000051
Bus queuing in-station overflow average duration time of each occurrence in peak period within M days
Figure BDA0002099466100000052
The average duration of each time when the buses are queued to enter the station and overflow occurs at the right turn green light at the intersection in the peak period of M days
Figure BDA0002099466100000053
2-2) determining road traffic capacity reduction coefficient influenced by bus queuing station entering overflow process
When the vehicles are queued to overflow, if the right turn signal of the intersection is at the red light, the traffic capacity of the lane cannot be influenced, and only the reduction influence of the queuing overflow on the traffic capacity of the lane is considered when the right turn signal is at the green light;
the process of bus queuing, entering and overflowing influences the reduction coefficient of the traffic capacity of the lane (the lane is generally an intersection right-turn lane)
Figure BDA0002099466100000054
The invention is further configured to: in the step 3), a reduction coefficient of the influence of each bus lane change behavior on the road traffic capacity is determined, specifically,
3-1) determining the average headway of vehicles in each steering target lane
According to traffic video data of the peak time period in M days (generally, M is more than 30 days), the number of vehicles passing through a left-turn lane, a straight-going lane and a right-turn lane in the green light time period of the intersection in the peak time period of the M day is determined to be respectively
Figure BDA0002099466100000055
And respectively recording the time when the vehicles on the left-turn lane, the straight-going lane and the right-turn lane pass through the cross section of the stop station
Figure BDA0002099466100000056
Figure BDA0002099466100000057
Accordingly, the headway time of the left-turn, straight-going and right-turn lane vehicles and the vehicles behind the left-turn, straight-going and right-turn lane vehicles on the mth day are respectively calculated
Figure BDA0002099466100000061
In particular to a method for preparing a high-performance nano-silver alloy,
Figure BDA0002099466100000062
Figure BDA0002099466100000063
Figure BDA0002099466100000064
on the basis, the average headway time of left-turn lanes, straight lanes and right-turn lanes in the green light period of the intersection in the peak period of M days is respectively determined
Figure BDA0002099466100000065
Figure BDA0002099466100000066
Figure BDA0002099466100000067
3-2) determining the reduction coefficient of the influence of each bus lane change behavior on the road traffic capacity
According to the basic characteristic parameter of the traffic engineering basic theory, the bus lane change time tLC(generally, t isLC4-7 seconds), the minimum head time h for vehicle running0(in general, h)02-4 seconds) respectively researching the reduction coefficient of the influence of the lane change behavior of the bus on the traffic capacity of the target lane when the target lane is a left-turn lane, a straight lane and a right-turn lane respectively
Figure BDA0002099466100000068
Figure BDA0002099466100000069
As follows below, the following description will be given,
Figure BDA00020994661000000610
Figure BDA00020994661000000611
Figure BDA00020994661000000612
the invention is further configured to: in the step 4), determining the times of changing lanes of the public transport vehicles, which influence the traffic capacity of each entrance lane at the intersection, specifically,
4-1) times of lane change of the public transport vehicles at the left-turn, straight-going and right-turn entrance lanes of the intersection
Counting the number of buses arriving at the station in the left-turn, straight-going and right-turn routes at the intersection in the stop bus routes every day according to the traffic video data of the peak period in M days (generally, M is more than 30 days)
Figure BDA0002099466100000071
Calculating the number of changing times of day-average buses with the influence on traffic capacity caused by left-turn, straight-going and right-turn entrance lanes at the intersection in M days
Figure BDA0002099466100000072
Figure BDA0002099466100000073
4-2) the average duration time of queuing vehicles of left-turn, straight-going and right-turn entrance lanes exceeding the lane-changing section of the bus at the red signal light of the intersection
According to traffic video data of peak periods in M days (generally, M is more than 30 days), counting the duration of queuing left-turn, straight-going and right-turn vehicles entering an entrance lane exceeding a bus stop lane change section of buses at the stop station when the vehicles are red at an intersection signal in the peak period every day
Figure BDA0002099466100000074
Figure BDA0002099466100000075
While
Figure BDA0002099466100000076
Respectively representing the duration of queuing the vehicles at the entrance lane of left turn and right turn, left turn and straight going, straight going and right turn, and left turn and straight going and right turn over the lane change section of the bus at the stop station, respectively calculating the average day continuous red light time of each entrance lane queuing over the lane change section of the bus in M days as,
Figure BDA0002099466100000077
Figure BDA0002099466100000078
Figure BDA0002099466100000081
Figure BDA0002099466100000082
Figure BDA0002099466100000083
Figure BDA0002099466100000084
Figure BDA0002099466100000085
4-3) number of bus changing passes with influence on traffic capacity of each entrance lane at intersection
According to the intersection signal timing scheme in the peak time period, determining that the red light time and the green light time of the entrance way turning left, going straight and turning right in the peak time period are respectively Tr(L)、Tg(L)、Tr(T)、Tg(T)、Tr(R)、Tg(R)Respectively calculating the number of times of bus changing which influences traffic capacity by left-turn, straight-going and right-turn inlet lanes at the intersection
Figure BDA0002099466100000086
Respectively, are as follows,
Figure BDA0002099466100000087
Figure BDA0002099466100000088
Figure BDA0002099466100000089
if the number of the right-turn and straight-going lanes exceeds 1, the number of the bus lane changing times influencing the traffic capacity in the process of changing lanes from the outer straight-going lane to the inner adjacent straight-going lane
Figure BDA00020994661000000810
Number of lane changes from right lane on outer side to right lane on inner side
Figure BDA00020994661000000811
Are respectively as
Figure BDA00020994661000000812
Figure BDA0002099466100000091
The invention is further configured to: in the step 5), determining that the influence of the upstream bay stop on the traffic capacity of the entrance lane of the lower intersection is determined, specifically,
5-1) influence of upstream bay stop on traffic capacity of each turning inlet lane at lower intersection
According to the intersection signal timing scheme in the peak time period, determining the effective green light time of the entrance way for turning left, going straight and turning right in the peak time period as
Figure BDA0002099466100000092
Respectively calculating the green signal ratio lambda of the left turn, the straight run and the right turn of the inlet lane of the intersection(L)、λ(T)、λ(R)In order to realize the purpose,
Figure BDA0002099466100000093
Figure BDA0002099466100000094
Figure BDA0002099466100000095
wherein is TCThe signal period of the intersection is as follows,
for the right-turn entrance lane at the outermost side of the intersection, the traffic capacity C(R1)In order to realize the purpose,
Figure BDA0002099466100000096
wherein, C0The basic traffic capacity of the lane (generally 1600pcu/h-1800pcu/h),
for the 2 nd to the x-th right-turn entrance lanes, the traffic capacity is respectively
Figure BDA0002099466100000097
For the 1 st straight-going inlet lane at the intersection, the traffic capacity C(T1)Is composed of
Figure BDA0002099466100000098
For the 2 nd to the y th straight entry lanes, the traffic capacity is respectively
Figure BDA0002099466100000101
For the 1 st left-turn entrance lane at the intersection, the traffic capacity C(L1)Is composed of
Figure BDA0002099466100000102
For the 2 nd to the z th left-turn entrance lane, the traffic capacity is still C0；
5-2) influence of upstream bay stop on traffic capacity of lower intersection entrance lane
The traffic capacity C of the entrance lane at the intersection is the sum of the traffic capacities of all the entrance lanes, namely,
Figure BDA0002099466100000103
in the formula, X is the number of right-turn lanes of the intersection entrance lane, Y is the number of straight lanes of the intersection entrance lane, and Z is the number of left-turn lanes of the intersection entrance lane.
The invention achieves the following beneficial effects:
the invention provides a method for calculating the traffic capacity of an intersection entrance lane by considering the influence of an upstream bay stop, which can accurately calculate the reduction influence of the traffic capacity of each entrance lane of the intersection and further determine the influence degree of the upstream bay bus stop on the traffic capacity of the intersection entrance lane, thereby better mastering the traffic running state of the intersection entrance lane, improving the road traffic running efficiency, relieving traffic jam, simultaneously providing reference for the optimization design of intersection traffic, and having great industrial utilization value.
The foregoing is only an overview of the technical solutions of the present invention, and in order to more clearly understand the technical solutions of the present invention, the present invention is further described below with reference to the accompanying drawings.
Drawings
FIG. 1 is a flowchart of the present embodiment;
FIG. 2 is a schematic diagram showing the distribution of the step 1) intersection approach lane in the present embodiment;
FIG. 3 is a schematic diagram of the bus queue overflow and traffic running characteristics in step 2) of the present embodiment;
FIG. 4 is a cross-sectional view of each vehicle at the approach lane in step 3) exiting the stop station through the bus in the present embodiment;
fig. 5 is a schematic operation process of the left-turn bus lane-changing exit and entrance lane entering the intersection in step 4) in the embodiment;
fig. 6 is a schematic operation process of the straight-running bus in step 4) of the embodiment when changing lanes and exiting and entering into the entrance lane of the intersection;
fig. 7 is a schematic operation process of the right-turn bus lane changing, exiting and entering the intersection entrance lane in step 4) of the embodiment.
Detailed Description
The invention is further described with reference to the accompanying drawings.
A method for calculating the capacity of an intersection entrance lane considering the influence of an upstream bay stop, as shown in fig. 1, comprises the following steps:
1) constructing a data set of relevant traffic characteristics of an intersection entrance lane;
for an intersection entrance lane influenced by an upstream bay stop, constructing an intersection entrance lane related traffic characteristic data set, specifically comprising an entrance lane geometric characteristic data subset, a stop line quantity characteristic data subset, an intersection signal timing characteristic data subset and a peak time road traffic flow traffic characteristic data subset;
the geometric characteristic data subset a of the entrance lane is { Rx, Ty, Lz }, where Rx, Ty, Lz are right-turn, straight-going, and left-turn lanes of the entrance lane at the intersection, respectively, as shown in fig. 2;
parking station line quantity characteristic data subset
Figure BDA0002099466100000121
Wherein the content of the first and second substances,
Figure BDA0002099466100000122
Figure BDA0002099466100000123
the number of buses arriving at the station of the routes turning left, going straight and turning right at the intersection in the bus routes at the stop stations at each time period every day is respectively;
intersection signal timing characteristic data subset T
T＝{Tr(L),Tg(L),Tr(T),Tg(T),Tr(R),Tg(R),TC}
Wherein, Tr(L)、Tg(L)、Tr(T)、Tg(T)、Tr(R)、Tg(R)Red light time and green light time, T, of left turn, straight run and right turn of the entrance way in peak time periodCIs the intersection signal period;
characteristic data subset I of road traffic flow in peak hours
Figure BDA0002099466100000124
Wherein the content of the first and second substances,
Figure BDA0002099466100000125
respectively queuing the number of the station-entering overflow and the duration of each time for the bus on the outermost lane in the peak time period,
Figure BDA0002099466100000126
the number of vehicles passing through a left-turn lane, a straight lane and a right-turn lane in the green light period of the intersection in the peak period respectively,
Figure BDA0002099466100000127
Figure BDA0002099466100000128
the time when the vehicles on the left-turn lane, the straight lane and the right-turn lane pass through the bus and exit the cross section of the stop station,
Figure BDA0002099466100000129
vehicles in the left-turn, straight-going and right-turn entrance lanes are queued for the duration exceeding the lane change section of the bus at the stop station when the signal red light is on the intersection in the peak time every day.
2) Determining a road traffic capacity reduction coefficient influenced by the bus queuing station entering and overflowing process in the peak period;
determining the average occurrence frequency and duration time of the bus queuing station-entering overflow of the bus at the peak time period by means of the number of times of the bus queuing station-entering overflow of the bus at the outermost lane at the peak time period and the duration time of each time, and determining a road traffic capacity reduction coefficient influenced by the bus queuing station-entering overflow process at the peak time period on the basis, wherein the queuing overflow is shown in figure 3;
in particular to a method for preparing a high-performance nano-silver alloy,
2-1) determining average occurrence number and duration of bus queuing station-entering overflow in peak period
Analyzing the number of times of queuing station-entering overflow of the bus in the outermost lane in the peak period of the mth day by using the traffic video data in the peak period in M days (generally, M is more than 30 days)
Figure BDA0002099466100000131
The nth time of the day of the duration of bus queue-in overflow
Figure BDA0002099466100000132
Determining the duration of the nth time of bus queuing station-entering overflow occurring at the right turn green light of the intersection on the mth day by analyzing the timing condition of the signal lights at the intersection in the bus queuing station-entering overflow duration
Figure BDA0002099466100000133
Calculating the average number of times of bus queuing station-entering overflow in peak period within M days
Figure BDA0002099466100000134
Bus queuing in-station overflow average duration time of each occurrence in peak period within M days
Figure BDA0002099466100000135
The average duration of each time when the buses are queued to enter the station and overflow occurs at the right turn green light at the intersection in the peak period of M days
Figure BDA0002099466100000136
2-2) determining road traffic capacity reduction coefficient influenced by bus queuing station entering overflow process
When the vehicles are queued to overflow, if the right turn signal of the intersection is at the red light, the traffic capacity of the lane cannot be influenced, and only the reduction influence of the queuing overflow on the traffic capacity of the lane is considered when the right turn signal is at the green light;
the process of bus queuing, entering and overflowing influences the reduction coefficient of the traffic capacity of the lane (the lane is generally an intersection right-turn lane)
Figure BDA0002099466100000141
In the formula, 3600 units are seconds, namely 1 hour.
3) Determining a reduction coefficient of the influence of each bus lane change behavior on the road traffic capacity;
determining the average headway of vehicles in each turning target lane by means of the number of vehicles passing through each lane in the green light period of the intersection in the peak period and the time when the vehicles in each lane pass through the section of the bus stop; determining a reduction coefficient of the influence of each bus lane change behavior on the road traffic capacity by means of the bus lane change time and the minimum head time interval of the vehicles in the basic theory of traffic engineering;
in particular to a method for preparing a high-performance nano-silver alloy,
3-1) determining the average headway of vehicles in each steering target lane
With the help of traffic video data of peak periods in M days (generally, M should be more than 30 days), the number of vehicles passing through left-turn lanes, straight lanes and right-turn lanes in green light periods of an intersection in the peak period of the M day is determined to be
Figure BDA0002099466100000142
And respectively recording the time when the vehicles on the left-turn lane, the straight lane and the right-turn lane pass through the bus and exit the cross section (the cross section is shown in figure 4) of the stop
Figure BDA0002099466100000143
Accordingly, the headway time of the left-turn, straight-going and right-turn lane vehicles and the vehicles behind the left-turn, straight-going and right-turn lane vehicles on the mth day are respectively calculated
Figure BDA0002099466100000144
In particular to a method for preparing a high-performance nano-silver alloy,
Figure BDA0002099466100000145
Figure BDA0002099466100000146
Figure BDA0002099466100000147
on the basis, the average headway time of left-turn lanes, straight lanes and right-turn lanes in the green light period of the intersection in the peak period of M days is respectively determined
Figure BDA0002099466100000151
Figure BDA0002099466100000152
Figure BDA0002099466100000153
3-2) determining the reduction coefficient of the influence of each bus lane change behavior on the road traffic capacity
Bus lane changing time t by means of basic characteristic parameter in basic theory of traffic engineeringLC(generally, t isLC4-7 seconds), the minimum head time h for vehicle running0(in general, h)02-4 seconds) respectively researching the reduction coefficient of the influence of the lane change behavior of the bus on the traffic capacity of the target lane when the target lane is a left-turn lane, a straight lane and a right-turn lane respectively
Figure BDA0002099466100000154
Figure BDA0002099466100000155
As follows below, the following description will be given,
Figure BDA0002099466100000156
Figure BDA0002099466100000157
Figure BDA0002099466100000158
4) determining the times of changing lanes of the public transport vehicles, which influence the traffic capacity, of each entrance lane at the intersection;
determining the daily average bus lane changing times of each entrance lane at the intersection influencing the traffic capacity by means of the number of buses arriving at each line at the intersection in the bus lines of the stop station every day; queuing vehicles in each entrance lane to exceed the duration of the lane change section of the bus at the stop station when the signal red light is on the intersection in the peak time period every day; determining the average daily duration time that vehicles in each entrance lane queue to exceed the lane change section of the bus when the intersection signal is red; determining the times of changing lanes of the buses, which influence the traffic capacity, of each entrance lane at the intersection by means of the red light time and the green light time of each turn of the entrance lane in the peak period;
in particular to a method for preparing a high-performance nano-silver alloy,
4-1) times of lane change of the public transport vehicles at the left-turn, straight-going and right-turn entrance lanes of the intersection
Counting the number of buses arriving at the station of a left-turn, straight-going and right-turn line at an intersection in bus lines at the station of each day by means of traffic video data of peak periods in M days (generally, M should be more than 30 days)
Figure BDA0002099466100000161
Calculating the number of changing times of day-average buses with the influence on traffic capacity caused by left-turn, straight-going and right-turn entrance lanes at the intersection in M days
Figure BDA0002099466100000162
Figure BDA0002099466100000163
4-2) the average duration time of queuing vehicles of left-turn, straight-going and right-turn entrance lanes exceeding the lane-changing section of the bus at the red signal light of the intersection
By means of traffic video data of peak periods in M days (generally, M is more than 30 days), counting the duration of queuing left-turn, straight-going and right-turn vehicles entering an entrance lane exceeding a bus stop lane change section of buses at the stop station when the vehicles are red at an intersection signal in the peak period every day
Figure BDA0002099466100000164
Figure BDA0002099466100000165
While
Figure BDA0002099466100000166
Respectively showing the duration of queuing the vehicles at the entrance lane of left turn and right turn, left turn and straight going, straight going and right turn, and left turn and straight going and right turn simultaneously exceeding the lane change section of the bus at the stop, and respectively calculating the continuous red days that all the entrance lanes queue and exceed the lane change section of the bus within M daysThe lamp time is as follows,
Figure BDA0002099466100000167
Figure BDA0002099466100000171
Figure BDA0002099466100000172
Figure BDA0002099466100000173
Figure BDA0002099466100000174
Figure BDA0002099466100000175
Figure BDA0002099466100000176
4-3) number of bus changing passes with influence on traffic capacity of each entrance lane at intersection
According to the intersection signal timing scheme in the peak time period, determining that the red light time and the green light time of the entrance way turning left, going straight and turning right in the peak time period are respectively Tr(L)、Tg(L)、Tr(T)、Tg(T)、Tr(R)、Tg(R)Analyzing the running processes (as shown in fig. 5, 6 and 7) of the left-turn, straight-going and right-turn buses during the lane change, the exit and the entrance of the intersection, and respectively calculating the number of times of lane change of the buses, which influence the traffic capacity, of the left-turn, straight-going and right-turn entrance lanes of the intersection
Figure BDA0002099466100000177
Respectively, are as follows,
Figure BDA0002099466100000178
Figure BDA0002099466100000179
Figure BDA00020994661000001710
if the number of the right-turn and straight-going lanes exceeds 1, the number of the bus lane changing times influencing the traffic capacity in the process of changing lanes from the outer straight-going lane to the inner adjacent straight-going lane
Figure BDA00020994661000001711
Number of lane changes from right lane on outer side to right lane on inner side
Figure BDA0002099466100000181
Are respectively as
Figure BDA0002099466100000182
Figure BDA0002099466100000183
5) Determining the traffic capacity of an entrance lane of a lower intersection influenced by an upstream bay stop;
determining the influence of the upstream bay stop on the traffic capacity of the lower intersection entrance lane by means of the reduction coefficient of the influence of each bus lane change behavior on the road traffic capacity and the bus lane change times influencing the traffic capacity of each entrance lane;
in particular to a method for preparing a high-performance nano-silver alloy,
5-1) influence of upstream bay stop on traffic capacity of each turning inlet lane at lower intersection
According to the intersection signal timing scheme in the peak time period, determining the effective green light time of the entrance way for turning left, going straight and turning right in the peak time period as
Figure BDA0002099466100000184
Respectively calculating the green signal ratio lambda of the left turn, the straight run and the right turn of the inlet lane of the intersection(L)、λ(T)、λ(R)In order to realize the purpose,
Figure BDA0002099466100000185
Figure BDA0002099466100000186
Figure BDA0002099466100000187
wherein is TCThe signal period of the intersection is as follows,
for the right-turn entrance lane at the outermost side of the intersection, the traffic capacity C(R1)In order to realize the purpose,
Figure BDA0002099466100000188
wherein, C0The basic traffic capacity of the lane (generally 1600pcu/h-1800pcu/h),
for the 2 nd to the x-th right-turn entrance lanes, the traffic capacity is respectively
Figure BDA0002099466100000191
For the 1 st straight-going inlet lane at the intersection, the traffic capacity C(T1)Is composed of
Figure BDA0002099466100000192
For the 2 nd to the y th straight entry lanes, the traffic capacity is respectively
Figure BDA0002099466100000193
For the 1 st left turn at the intersectionDriveway, traffic capacity C(L1)Is composed of
Figure BDA0002099466100000194
For the 2 nd to the z th left-turn entrance lane, the traffic capacity is still C0；
5-2) influence of upstream bay stop on traffic capacity of lower intersection entrance lane
The traffic capacity C of the entrance lane at the intersection is the sum of the traffic capacities of all the entrance lanes, namely,
Figure BDA0002099466100000195
in the formula, X is the number of right-turn lanes of the intersection entrance lane, Y is the number of straight lanes of the intersection entrance lane, and Z is the number of left-turn lanes of the intersection entrance lane.
Example (b):
further explanation is given to the intersection entrance lane traffic capacity calculation method considering the influence of the upstream bay stop according to the present invention by an example, and the intersection entrance lane traffic capacity is determined by the following specific steps of the intersection entrance lane traffic capacity calculation method considering the influence of the upstream bay stop.
S1: constructing a data set of relevant traffic characteristics of an intersection entrance lane;
through field investigation, an entrance lane geometric feature data subset is constructed, and it is determined that the intersection entrance lane has a right-turn lane, two straight lanes and a left-turn lane.
Through field investigation, a characteristic data subset of the number of lines of the stop is constructed, the investigation time selects the working day early peak time (8:00-9:00), and the number of buses arriving at the stop of the lines turning left, going straight and turning right at the intersection in the bus lines of the stop is shown in table 1 (listing partial data):
days of investigation Number of left-turn buses Number of buses in straight run Number of buses turning right
1 12 18 6
2 12 20 8
3 11 19 5
4 14 17 4
5 13 16 8
6 13 20 7
7 12 18 6
8 11 15 5
9 14 19 6
10 9 20 7
11 14 18 6
12 10 21 8
13 10 19 5
14 11 16 6
15 14 17 4
16 12 19 5
17 10 18 8
18 14 20 7
19 10 19 6
20 12 20 6
TABLE 1
Through field investigation, a signal timing characteristic data subset of the intersection is constructed, and the red light time, the green light time and the signal period of the intersection at the entrance lane during the peak period are shown in the table 2
Figure BDA0002099466100000201
Figure BDA0002099466100000211
TABLE 2
Through field investigation, a road traffic flow characteristic data subset in a peak period is constructed, the number of times of queuing station-entering overflow of buses in the outermost lane in the peak period and the duration of each time are shown in table 3 (listing partial data), the number of vehicles passing through left-turn lanes, straight lanes and right-turn lanes and the time when the vehicles passing through the left-turn lanes, the straight lanes and the right-turn lanes exit the section of the bus station in the green light period of the intersection in the peak period are shown in table 4 (listing partial data), and the duration of queuing the vehicles in the left-turn lanes, the straight lanes and the right-turn lanes exceeding the section of the bus station in the lane-changing state when the intersection signals red light in the peak period is shown in table 5 (listing partial data).
Days of investigation Number of queue overflows Duration(s) Days of investigation Number of queue overflows Duration(s)
1 2 18 11 3 16
2 3 13 12 2 13
3 2 15 13 2 14
4 3 14 14 3 15
5 3 17 15 4 16
6 2 15 16 2 17
7 3 16 17 2 15
8 3 17 18 3 14
9 4 14 19 4 16
10 3 17 20 2 18
TABLE 3
Figure BDA0002099466100000212
Figure BDA0002099466100000221
TABLE 4
Figure BDA0002099466100000222
TABLE 5
S2: and determining a road traffic capacity reduction coefficient influenced by the process of bus queuing, arrival and overflow in peak hours.
S21: by means of the number of times of bus queuing, entering and overflowing of the bus on the outermost lane in the peak period and the duration of bus queuing, entering and overflowing of each time, and according to the situation of signal lamp timing at the intersection within the duration of bus queuing, entering and overflowing, the duration of bus queuing, entering and overflowing at the right turn green lamp of the intersection each time is determined to be as shown in table 6 (listing part of data):
Figure BDA0002099466100000231
TABLE 6
The average number of times of occurrence of bus queuing station-entering overflow in peak time is calculated to be 3 times, the average duration time of each occurrence of bus queuing station-entering overflow in peak time is 18 seconds, and the average duration time of each occurrence of bus queuing station-entering overflow in peak time is 4 seconds when the bus queuing station-entering overflow occurs at the right turn green light of the intersection.
S22: the reduction coefficient of the traffic capacity of right-turn lanes at the intersection influenced by the queuing, entering and overflowing process of the buses at the peak time is 0.996.
S3: and determining a reduction coefficient of the influence of the bus lane change behavior on the road traffic capacity each time.
S31: with the number of passing vehicles in the left-turn, straight-going and right-turn lanes in the green time period of the intersection and the time when the bus vehicles exit the section of the stop in the peak time period, the headway time of the vehicles in the left-turn, straight-going and right-turn lanes and the vehicles behind the vehicles are respectively calculated as shown in table 7 (enumerating part of data):
Figure BDA0002099466100000241
TABLE 7
On the basis, the average headway time of the left-turn lane, the straight-going lane and the right-turn lane in the green light period of the intersection in the peak period is respectively determined to be 4 seconds, 3 seconds and 5 seconds.
S32: by the basis of the basic theory of traffic engineeringCharacteristic parameter bus lane change time tLC(generally, t isLC4-7 seconds), the minimum head time h for vehicle running0(in general, h)02-4 seconds) respectively, and respectively researching that when the target lane is a left-turn lane, a straight lane and a right-turn lane, the reduction coefficients of the influence of the lane changing behavior of the bus on the traffic capacity of the target lane are 0.998, 0.997 and 0.998.
S4: and determining the times of changing lanes of the bus, wherein each imported lane at the intersection influences the traffic capacity.
S41: the number of times of changing lanes of the daily average buses influencing traffic capacity of left-turn, straight-run and right-turn entrance lanes at the intersection is respectively determined to be 12 times, 18 times and 5 times by means of the number of arrival buses of left-turn, straight-run and right-turn routes at the intersection in the stop bus routes.
S42: by means of the duration that vehicles of left-turn, straight-going and right-turn entrance lanes queue to exceed the lane change section of the bus at the stop station during the red light signal at the intersection in the peak period, the daily average duration red light duration that the vehicles of the left-turn, straight-going, right-turning and entrance lanes queue to exceed the lane change section of the bus is respectively determined to be 90 seconds, 111 seconds and 70 seconds, and the duration that the vehicles of the left-turn, right-turn, left-turn, straight-going and right-turn entrance lanes queue to exceed the lane change section of the bus at the stop station simultaneously is respectively determined to be 7 seconds, 16 seconds, 8 seconds and 4 seconds.
S43: according to the red light time and the green light time of the entrance lane for left turn, straight going and right turn in the peak time period, the number of times of bus changing of the entrance lane for left turn, first straight going, second straight going and right turn at the intersection to influence the traffic capacity is respectively determined to be 1 time, 1 time and 1 time.
S5: and determining that the upstream bay stop affects the traffic capacity of the entrance lane of the lower intersection.
S51: according to the intersection signal timing scheme in the peak time, the effective green light time of the entrance lane for left turning, straight going and right turning is respectively determined to be 20 seconds, 59 seconds and 59 seconds, and the signal green ratio of the entrance lane for left turning, straight going and right turning is respectively determined to be 0.14, 0.42 and 0.42.
For the intersection right-turn entrance lane, the traffic capacity is 668pcu/h,
for the 1 st straight-going entrance lane at the intersection, the traffic capacity is 670pcu/h,
for the 2 nd straight-going entrance lane at the intersection, the traffic capacity is 670pcu/h,
for an intersection left-turn entrance lane, the traffic capacity is 224 pcu/h.
S52: the traffic capacity C of the entrance lane at the intersection is the sum of the traffic capacities of all the entrance lanes, namely 2232 pcu/h.

Claims (5)

1. A method for calculating the traffic capacity of an intersection entrance lane under the influence of an upstream bay stop is characterized by comprising the following steps:
1) constructing a data set of relevant traffic characteristics of an intersection entrance lane;
for an intersection entrance lane influenced by an upstream bay stop, constructing an intersection entrance lane related traffic characteristic data set, specifically comprising an entrance lane geometric characteristic data subset, a stop station line quantity characteristic data subset, an intersection signal timing characteristic data subset and a peak time road traffic flow traffic characteristic data subset;
2) determining a road traffic capacity reduction coefficient influenced by the bus queuing station entering and overflowing process in the peak period;
determining the average occurrence frequency and duration time of the bus queuing station-entering overflow at the peak time according to the number of times of the bus queuing station-entering overflow at the outermost lane at the peak time and the duration time of each time, and determining a road traffic capacity reduction coefficient influenced by the bus queuing station-entering overflow process at the peak time on the basis;
3) determining a reduction coefficient of the influence of each bus lane change behavior on the road traffic capacity;
determining the average headway time of vehicles in each steering target lane according to the number of vehicles passing through each lane in the green light period of the intersection in the peak period and the time when the vehicles in each lane pass through the section of the bus stop; determining a reduction coefficient of the influence of each bus lane change behavior on the road traffic capacity according to the bus lane change time and the minimum head time interval of the vehicle operation in the basic characteristic parameter of traffic engineering basic theory;
4) determining the times of changing lanes of the public transport vehicles, which influence the traffic capacity, of each entrance lane at the intersection;
determining the daily average bus lane changing times of each entrance lane at the intersection influencing the traffic capacity according to the number of buses arriving at each lane at the intersection in the bus lines of the stop station every day; determining the average daily duration time of queuing vehicles in each entrance lane over the lane change section of the bus at the stop station when the traffic signals are red at the intersection in the peak time every day; determining the times of changing lanes of the buses, which influence the traffic capacity, of each entrance lane at the intersection according to the red light time and the green light time of each turn of the entrance lane in the peak period;
5) determining the traffic capacity of an entrance lane of a lower intersection influenced by an upstream bay stop;
and determining that the upstream bay stop affects the traffic capacity of the lower intersection entrance lane according to the reduction coefficient of the influence of the bus lane change behavior on the road traffic capacity and the bus lane change times affecting the traffic capacity of each entrance lane.
2. The method for calculating the traffic capacity of an intersection entrance lane influenced by an upstream bay docking station as claimed in claim 1, wherein: in the step 1), constructing a data set of the relevant traffic characteristics of the intersection entrance lane specifically comprises,
the geometric characteristic data subset A of the inlet road is { Rx, Ty, Lz }, wherein Rx, Ty and Lz are lanes for right turn, straight going and left turn of the inlet road of the intersection respectively;
parking station line quantity characteristic data subset
Figure FDA0002488464250000021
Wherein the content of the first and second substances,
Figure FDA0002488464250000022
Figure FDA0002488464250000023
the number of buses arriving at the station of the routes turning left, going straight and turning right at the intersection in the bus routes at the stop stations at each time period every day is respectively;
intersection signal timing characteristic data subset T
T＝{Tr(L),Tg(L),Tr(T),Tg(T),Tr(R),Tg(R),TC}
Wherein, Tr(L)、Tg(L)、Tr(T)、Tg(T)、Tr(R)、Tg(R)Red light time and green light time, T, of left turn, straight run and right turn of the entrance way in peak time periodCIs the intersection signal period;
traffic characteristic data subset I of road traffic flow in rush hour
Figure FDA0002488464250000031
Wherein the content of the first and second substances,
Figure FDA0002488464250000032
respectively queuing the number of the station-entering overflow and the duration of each time for the bus on the outermost lane in the peak time period,
Figure FDA0002488464250000033
the number of vehicles passing through a left-turn lane, a straight lane and a right-turn lane in the green light period of the intersection in the peak period respectively,
Figure FDA0002488464250000034
Figure FDA0002488464250000035
the time when the vehicles on the left-turn lane, the straight lane and the right-turn lane pass through the bus and exit the cross section of the stop station,
Figure FDA0002488464250000036
vehicles in the left-turn, straight-going and right-turn entrance lanes are queued for the duration exceeding the lane change section of the bus at the stop station when the signal red light is on the intersection in the peak time every day.
3. The method for calculating the traffic capacity of an intersection entrance lane influenced by an upstream bay docking station as claimed in claim 1, wherein: in the step 3), a reduction coefficient of the influence of each bus lane change behavior on the road traffic capacity is determined, specifically,
3-1) determining the average headway of vehicles in each steering target lane
According to the traffic video data of the peak time period in M days, determining the number of vehicles passing through left-turn lanes, straight lanes and right-turn lanes in the green light time period of the intersection in the peak time period of the M day as
Figure FDA0002488464250000037
Figure FDA0002488464250000038
And respectively recording the time when the vehicles on the left-turn lane, the straight-going lane and the right-turn lane pass through the cross section of the stop station
Figure FDA0002488464250000039
Accordingly, the headway time of the left-turn, straight-going and right-turn lane vehicles and the vehicles behind the left-turn, straight-going and right-turn lane vehicles on the mth day are respectively calculated
Figure FDA00024884642500000310
Figure FDA00024884642500000311
On the basis, the average headway time of left-turn lanes, straight lanes and right-turn lanes in the green light period of the intersection in the peak period of M days is respectively determined
Figure FDA0002488464250000041
Figure FDA0002488464250000042
Figure FDA0002488464250000043
3-2) determining the reduction coefficient of the influence of each bus lane change behavior on the road traffic capacity by means of the bus lane change time t of the basic characteristic parameter in the basic theory of traffic engineeringLCMinimum head time h for vehicle running0Respectively researching the reduction coefficient of the influence of each bus lane changing behavior on the traffic capacity of the target lane when the target lane is respectively a left-turn lane, a straight-going lane and a right-turn lane
Figure FDA0002488464250000044
As follows below, the following description will be given,
Figure FDA0002488464250000045
Figure FDA0002488464250000046
Figure FDA0002488464250000047
4. the method for calculating the traffic capacity of an intersection entrance lane influenced by an upstream bay docking station as claimed in claim 1, wherein: in the step 4), determining the times of changing lanes of the public transport vehicles, which influence the traffic capacity of each entrance lane at the intersection, specifically,
4-1) times of lane change of the public transport vehicles at the left-turn, straight-going and right-turn entrance lanes of the intersection
According to the traffic video data of the peak time period in M days, counting the arrival of the routes of left turn, straight run and right turn at the intersection in the bus routes of the stop station on the M dayNumber of buses in station
Figure FDA0002488464250000051
Calculating the number of changing times of day-average buses with the influence on traffic capacity caused by left-turn, straight-going and right-turn entrance lanes at the intersection in M days
Figure FDA0002488464250000052
4-2) the average duration time of queuing vehicles of left-turn, straight-going and right-turn entrance lanes exceeding the lane-changing section of the bus at the red signal light of the intersection
According to the traffic video data of the peak time period in M days, counting the duration of queuing of left-turn, straight-going and right-turn vehicles entering the entrance lane exceeding the lane change section of the bus at the stop station when the red light signal is sent at the intersection in the peak time period of the M days
Figure FDA0002488464250000053
While
Figure FDA0002488464250000054
Respectively representing the duration of queuing left-turn and right-turn, left-turn and straight-going, straight-going and right-turn, left-turn and straight-going and right-turn entrance lane vehicles exceeding the lane-changing section of the bus stop, respectively calculating the daily-average continuous red light time of queuing left-turn, straight-going, right-turn, left-turn and straight-going, straight-going and right-turning, left-turn and straight-going and right-turn entrance lane exceeding the lane-changing section of the bus within M days as,
Figure FDA0002488464250000055
Figure FDA0002488464250000056
Figure FDA0002488464250000057
Figure FDA0002488464250000058
Figure FDA0002488464250000059
Figure FDA0002488464250000061
Figure FDA0002488464250000062
4-3) number of bus changing passes with influence on traffic capacity of each entrance lane at intersection
According to the intersection signal timing scheme in the peak time period, determining that the red light time and the green light time of the entrance way turning left, going straight and turning right in the peak time period are respectively Tr(L)、Tg(L)、Tr(T)、Tg(T)、Tr(R)、Tg(R)Respectively calculating the number of times of bus changing which influences traffic capacity by left-turn, straight-going and right-turn inlet lanes at the intersection
Figure FDA0002488464250000063
Respectively, are as follows,
Figure FDA0002488464250000064
Figure FDA0002488464250000065
Figure FDA0002488464250000066
if the number of the right-turn and straight-going lanes exceeds 1, the buses influencing the traffic capacity in the lane changing process from the outer straight-going lane to the inner adjacent straight-going laneNumber of vehicle change passes
Figure FDA0002488464250000067
Number of lane changes from right lane on outer side to right lane on inner side
Figure FDA0002488464250000068
Are respectively as
Figure FDA0002488464250000069
Figure FDA00024884642500000610
5. The method for calculating the traffic capacity of an intersection entrance lane influenced by an upstream bay docking station as claimed in claim 1, wherein: in the step 5), determining that the influence of the upstream bay stop on the traffic capacity of the entrance lane of the lower intersection is determined, specifically,
5-1) influence of upstream bay stop on traffic capacity of each turning inlet lane at lower intersection
According to the intersection signal timing scheme in the peak time period, determining the effective green light time of the entrance way for turning left, going straight and turning right in the peak time period as
Figure FDA0002488464250000071
Respectively calculating the green signal ratio lambda of the left turn, the straight run and the right turn of the inlet lane of the intersection(L)、λ(T)、λ(R)In order to realize the purpose,
Figure FDA0002488464250000072
Figure FDA0002488464250000073
Figure FDA0002488464250000074
wherein is TCThe signal period of the intersection is as follows,
for the right-turn entrance lane at the outermost side of the intersection, the traffic capacity C(R1)In order to realize the purpose,
Figure FDA0002488464250000075
wherein, C0Basic traffic capacity of the lane, f0The reduction coefficient influencing the traffic capacity of the right-turn lane at the outermost side of the intersection in the process of queuing, entering and overflowing of the bus is obtained;
Figure FDA0002488464250000076
the reduction coefficient is the influence of each bus lane changing behavior on the traffic capacity of the right-turn lane at the outermost side of the intersection;
Figure FDA0002488464250000077
changing the lane times of the buses with the traffic capacity influenced by the right-turn entrance lane at the outermost side of the intersection;
for the 2 nd to the x-th right-turn entrance lanes, the traffic capacity is respectively
Figure FDA0002488464250000078
Wherein the content of the first and second substances,
Figure FDA0002488464250000079
the number of times of lane changing of the bus which influences the traffic capacity in the process of changing the lane from the outer right-turn lane to the inner adjacent right-turn lane is determined;
for the 1 st straight-going inlet lane at the intersection, the traffic capacity C(T1)Is composed of
Figure FDA0002488464250000081
Wherein the content of the first and second substances,
Figure FDA0002488464250000082
the reduction coefficient is the influence of the bus lane changing behavior on the straight lane traffic capacity each time;
Figure FDA0002488464250000083
changing the lane times of the buses with the traffic capacity influenced by the straight-going entrance lane at the intersection;
for the 2 nd to the y th straight entry lanes, the traffic capacity is respectively
Figure FDA0002488464250000084
Wherein the content of the first and second substances,
Figure FDA0002488464250000085
the number of times of lane changing of the bus which influences the traffic capacity in the process of changing the lane from the outer straight lane to the inner adjacent straight lane is increased;
for the 1 st left-turn entrance lane at the intersection, the traffic capacity C(L1)Is composed of
Figure FDA0002488464250000086
Wherein the content of the first and second substances,
Figure FDA0002488464250000087
the reduction coefficient is the influence of each bus lane change behavior on the left-turn lane traffic capacity;
Figure FDA0002488464250000088
changing the lane times of the buses with the traffic capacity influenced by the left-turn entrance lane at the intersection;
for the 2 nd to the z th left-turn entrance lane, the traffic capacity is still C0；
5-2) influence of upstream bay stop on traffic capacity of lower intersection entrance lane
The traffic capacity C of the entrance lane at the intersection is the sum of the traffic capacities of all the entrance lanes, namely,
Figure FDA0002488464250000089
in the formula, X is the number of right-turn lanes of the intersection entrance lane, Y is the number of straight lanes of the intersection entrance lane, and Z is the number of left-turn lanes of the intersection entrance lane.
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