CN110889967A - Overflow risk balance signal control optimization method based on main road segmentation - Google Patents
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Abstract
The invention discloses an overflow risk balance signal control optimization method based on main road segmentation. The method comprises the following steps: identifying the overflow state of the intersection by using two indexes, namely a periodic queuing emptying area and an overflow risk area; and then the trunk road is divided into a set of overflow risk prevention and control subareas by a trunk road dividing method, wherein each subarea comprises three different types of intersections: input, output and junction intersections; and then aiming at different types of intersections in the subarea, adopting a signal control optimization strategy of overflow risk balance for the straight-going phase of the trunk road, and then carrying out signal control optimization on the left-turn phase and the branch phase of the trunk road according to the queuing length of each phase to determine the green light duration of each phase.
Description
Technical Field
The application relates to the field of traffic signal control, in particular to an overflow risk balance signal control optimization method based on trunk segmentation.
Background
With the explosive increase of urban traffic demands, urban arterial roads become more congested, so that the phenomenon of queuing and overflowing at intersections is frequent. At present, "internet + signal lamp" becomes a research hotspot. The 'urban brain 2.0' issued by ali takes over the timing optimization of 1300 signal lamps in Hangzhou city; the drip-out line utilizes crowdsourcing trajectory data of taxies, special express buses and the like to construct a 'perception-evaluation-optimization-implementation' closed-loop traffic signal monitoring and optimizing system, and multiple sets of intersection timing optimization schemes are arranged in cities and areas such as Liuzhou, Jinan and Beijing capital airports and the like to land on 1500 roads, so that the problem of traffic jam is relieved to a certain extent.
However, the above practice only enables "coarse-grained" traffic state assessment without lane division, flow direction division and "multi-period" fixed-period signal timing optimization for Time Of Day (TOD) division. In addition, most of the optimization control passively responds to the traffic demand change, and the evolution process and the control strategy of queuing from a normal state to an overflow state are lack of deep analysis. Considering that the urban main road traffic demand is continuously large, intersections are often in a high-risk and high-frequency state of queuing overflow.
The queuing length is an index which is relatively intuitive when traffic running states are depicted on a spatial level, and the direct expression of queuing overflow is the generation of overlong queuing, so how to evaluate the traffic states based on the queuing length, the cycle and the flow direction of fine granularity, timely and accurately predict the queuing overflow risk, establish an optimization theory and a method system for active prevention of queuing overflow and rapid risk elimination, and be a key theory problem to be solved urgently in the field of traffic control.
Disclosure of Invention
1. Objects of the invention
The invention provides an overflow risk balance signal control optimization method based on main channel segmentation, aiming at the problems that the current signal control method cannot timely and accurately identify queuing overflow risks and the signal control strategy is relatively lagged to respond to traffic demands, and achieving elimination of main channel overflow risks.
2. The technical scheme adopted by the invention
The overflow risk balance signal control optimization method based on the trunk segmentation can be realized by the following steps:
(1) calculating two indexes of a periodic emptying area and an overflow risk area of each intersection according to the straight-going phase queuing length of each intersection of the trunk road;
(2) identifying the overflow risk state of the intersection according to the periodic emptying area and the overflow risk area calculated in the step (1), and dividing the overflow risk state of the intersection into three types: low, medium and high risk of flooding;
(3) and (3) according to the identification result in the step (2), accommodating adjacent intersections in a medium or high overflow risk state into the same overflow subarea, and realizing the division of the trunk road into different overflow subareas. Meanwhile, three types of intersections are usually contained in each overflow subarea: input, output and junction intersections;
(4) aiming at different types of intersections in an overflow subarea, signal control optimization strategies such as current limiting, balancing, maximum flow and the like are respectively adopted to realize straight-going phase overflow risk balancing of each intersection of the trunk road.
The step (1) is specifically as follows: due to the fact that the number of vehicles accommodated in each intersection section of the main road is large, the control effect of a signal in one cycle is not good enough to cause the queuing overflow phenomenon, and the queuing overflow phenomenon is usually accumulated after more than 2 cycles. Therefore, how to accurately identify the overflow risk of the intersection in the process of evolution from the saturation state to the overflow state of the intersection is the key of the design of the control scheme for preventing the overflow signal, and the periodic queuing emptying area q is provided in the schemecrAnd overflow risk zone scrThe overflow risk of each period of the intersection is identified by the two indexes, and the trunk road is segmented according to the overflow risk of each intersection.
The periodic queuing and emptying area is an index for evaluating whether the intersection is in a saturated state, and the length is firstly related to the traffic capacity in the period of the intersection. If the queuing length is larger than the cycle passing capacity, the queued vehicles in the cycle cannot be emptied, initial queuing can be generated at the beginning of the next cycle, and the intersection is in a saturated state. The queue emptying capacity can be calculated by the following formula:
qmax＝qsgk(1)
wherein q issFor intersection saturation flow rate (vehicle/second), when the green light starts, the queued vehicles in the cycle pass through the intersection at the saturation flow rate, gkThe green time of the k-th period of the intersection.
The length of the periodic queuing and emptying area is secondarily related to the coordination condition between the intersection and the upstream intersection. The method comprises the following steps that after an upper crossing starts to turn green, queued vehicles at the upper crossing drive into the crossing in a vehicle fleet manner, and if the queued vehicles at the crossing are emptied, the vehicle fleet at the upper crossing can directly pass through the crossing before the green is finished; if the vehicles in line at the intersection are not completely dissipated when the upstream vehicle fleet arrives, the upstream vehicle fleet can join in line, the line length is rapidly increased due to the fact that the flow of the main road vehicles is large, and the risk of overflow is generated. The queuing length threshold under consideration of upstream intersection coordination can be calculated by the following formula:
wherein v is2To dissipate the wave velocity (m/s), vfIs the default free flow velocity (m/s), kjFor the density of congestion (number of vehicles/meter),
and
respectively the start time of the green light and the red light of the kth intersection, L is the distance from the stop line of the upstream intersection to the stop line of the intersection, and T is the distance from the stop line of the upstream intersection to the stop line of the intersectioncoorAnd q iscoorRespectively, a generation time of the queue length threshold and a queue length threshold.
By combining the queuing emptying capacity and the queuing length threshold value of the intersection, the periodic queuing emptying area of the intersection can be determined by adopting the following formula:
qcr＝min(qmax,qcoor) (4)
the overflow risk area is positioned at the tail end of the road section and is an index for judging whether the intersection is in a high overflow risk state. The range of the overflow risk area is in a proportional relation with the length of the road section, the longer the length of the road section is, the larger the range of the overflow risk area is, and otherwise, the smaller the range of the overflow risk area is. The calculation formula of the overflow risk region can be obtained by the following formula:
scr＝βcrLkj(5)
β thereincrIs the coefficient of the overflow area, kjThe congestion density (vehicle/meter) and the length (meter) of the current link are L.
The step (2) is specifically as follows: dividing the trunk road into three types, namely, firstly identifying the overflow risk state of the straight-going phase of each intersection on the trunk road in each period, and dividing the overflow risk state of each intersection into three types based on the queuing emptying area and the overflow risk area introduced in the foregoing manner: low overflow risk, medium overflow risk and high overflow risk, the division principle is as follows:
wherein q istotal＝kjL is the total number of vehicles that can be accommodated by the road section, and L is the length of the road section.
For signalized intersections with low overflow risk in a period, the signalized intersection with the low overflow risk in the period is proved to have good signalized control effect and balanced traffic supply and demand, the next period does not need to optimize signalized control, and the traffic demand of the adjacent intersections on the trunk road can be properly guided to the intersections with the low overflow risk; for signalized intersections with medium overflow risks in a period, the intersections are in a saturated state, the traffic demand is greater than the traffic supply, and the queuing overflow phenomenon caused by continuous accumulation of queued vehicles is prevented by properly optimizing intersection signalization control; for signalized intersections with high overflow risk in a period, the requirement of the intersections is far greater than that of supply of the intersections, queuing overflow phenomena are generated or are about to be generated at the intersections, signal control optimization needs to be carried out in time, traffic inflow is limited, traffic supply is increased, balance of supply and demand of the intersections is achieved, and queuing overflow phenomena in the next period are prevented.
The step (3) is specifically as follows: and (3) according to the overflow risk identification result in the step (2), enabling adjacent intersections with medium and high overflow risks to be included in the same overflow subarea, and dividing the trunk into a plurality of overflow subareas. Each overflow sub-zone contains three types of intersections: input intersections, output intersections, and junction intersections. An upstream intersection of the most upstream overflow intersection in the overflow subarea is called an input intersection, and the traffic flow of the upstream intersection of the overflow subarea flows into the overflow subarea through the input intersection; the output intersection is the most downstream intersection of the overflow subarea, and the traffic flow in the overflow subarea is output to a downstream road section of the overflow subarea through the output intersection; the junction intersections are all intersections between the input intersection and the output intersection, and the traffic flow in the overflow sub-area propagates downstream through the junction intersections.
The step (4) is specifically as follows:
the straight-line phase in the urban trunk road is the main flow direction of the traffic flow of the trunk road, so the key of the control of the trunk road overflow-preventing signal is to prevent the straight-line phase of the trunk road from generating queuing overflow. And the signal control optimization of the straight-going phase adopts different signal control optimization methods according to different intersection types in the overflow subarea.
The input intersection is the intersection located at the most upstream position in the overflow subarea, and external traffic flows into the overflow subarea through the input intersection. The input intersection is in a non-overflow state in a straight-going phase, and the intersections in the overflow subareas are in a saturated state, so that the input intersection signal control aims to limit the traffic flow to flow into the overflow subareas by reducing the time length of a green light in the straight-going phase, and prevent the excessive vehicles from flowing into the overflow subareas to cause queue overflow. The reduction of the time of inputting the green light of the straight-going phase of the intersection reduces the traffic supply, the overflow risk is guided to the upstream intersection from the inside of the overflow sub-area, and the effect of balancing the overflow risk of each intersection of the trunk road is achieved.
The reduction amount of the input intersection green light time length is determined by the queue length of the downstream straight-going phase, and the green light time length calculation formula of the input intersection straight-going phase in the next period is as follows:
wherein
Is the green light time of the kth period of the ith intersection, l +1 is the downstream intersection of the ith intersection,
for the length of the queuing clear area of the kth period of the ith intersection, the min (A, B) function returns the smaller of A and B,
is the residual vehicle capacity, K, in the straight-going phase road section in the kth cycle of the ith intersectioni1And Ki2The increment coefficient of the input intersection.
The output intersection is the most downstream intersection in the overflow subarea, and the traffic flow in the overflow subarea flows out of the overflow subarea through the output intersection. The downstream intersection of the output intersection is in an overflow-free state, so that the traffic supply of the output intersection is maximized by increasing the green time of the straight-going phase, the overflow risk is guided to the downstream intersection, and the overflow risk of each intersection of the trunk road is balanced. The formula for calculating the increase of the green light duration of the output intersection is similar to the formula (7), the increase of the green light duration is jointly determined by the excess of the queuing length exceeding the queuing clearance area and the change of the queuing length in the overflow risk area, and the formula is as follows:
wherein Ko1And Ko2For the incremental coefficient of the output intersection signal control, the definition of the rest parameters is shown in the formula (7).
The junction intersection is located between the input intersection and the output intersection of the overflow sub-area, and traffic flow in the overflow sub-area is transmitted to the downstream through the junction intersection. Because all the junction intersections are in the medium-high overflow risk state, the goal of junction intersection signal control is to make the overflow risk spread to the intersections in the lower overflow risk state in the overflow subarea by adjusting the length of the straight-going phase green light of each junction intersection, so as to balance the overflow risk of each intersection in the overflow subarea.
The change of the green light time of the straight-going phase of each junction intersection in the next period is determined by the overflow risk of the junction intersection and the downstream intersection in the next period, and if the overflow risk degree of the junction intersection is higher than that of the downstream intersection, the green light time of the straight-going phase of the junction intersection in the next period is increased; and if the overflow risk degree of the intersection is lower than that of the downstream intersection, the time length of the straight-going phase green light of the intersection in the next period is reduced. The calculation formula of the period straight-going phase green light duration at the junction is as follows:
wherein Kc1And Kc2The incremental coefficients for the junction crossing signal control, and the remaining parameters, are defined in equation (7).
After the green light duration of the straight-going phase of the trunk in the next period is determined, the green light duration of the left-turn phase of the trunk in the next period needs to be determined. The algorithm firstly determines the duration of the left turn green light of the next period according to the queuing length of the left turn phase in the period on the premise of ensuring the duration of the green light of the straight-going phase of the trunk road, and the calculation formula is as follows:
where a and B are the relative traffic flow directions of the thoroughfare (east and west herein), respectively, T and L represent the straight-ahead phase and left-turn phase, respectively, and g and q represent the green light duration and queue length. Thus, it is possible to provide
Indicating the duration of the left turn green light in the direction of the kth cycle a at the ith intersection,
the queue length of the left turn phase in the direction of the k cycle A at the ith intersection is shown.
For the length of the two-ring structure cut off on one side of the main road (i.e. the total green time of two phases passing through the same ring of the main road), GmaxThe maximum green time allowed for two-phase traffic on the main road.
The signal control optimization method mainly aims to prevent the main road overflow phenomenon, the branch road traffic demand is far lower than the main road traffic demand, but the basic traffic capacity of the branch road also needs to be guaranteed, and the overflow phenomenon of the branch road caused by insufficient traffic supply is avoided. Under the condition that the total length of the green lights of the trunk road is determined, the branch signal control method distributes the remaining green light length of the next period according to the queuing length ratio of the branch phase, and the calculation formula of the branch phase green light length is as follows:
where C is a fixed period length. Since it is assumed that the branch has no signal overlap, cs1 and cs2 represent different branch phases.
In summary, the pseudo code of the overflow risk balance signal control optimization algorithm based on trunk segmentation proposed by the present invention is as follows:
drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a satellite map of an actual road network according to an embodiment of the present disclosure;
fig. 2 is a VISSIM simulation road network and initial signal timing according to an embodiment of the present disclosure;
FIG. 3 is a diagram illustrating a method for segmenting a artery according to an embodiment of the present disclosure;
FIG. 4 is a diagram of a signal-optimized foreroad east-going straight-ahead phase vehicle trajectory according to an embodiment of the present disclosure;
fig. 5 is a diagram of a trajectory of a signal-optimized east-direction straight-ahead phase vehicle in a trunk according to an embodiment of the present disclosure.
FIG. 6 is a main flow chart of the method according to the embodiment of the present disclosure.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the invention, its application, or uses. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments according to the present application. As used herein, the singular is intended to include the plural unless the context clearly dictates otherwise, and it should be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of features, steps, operations, devices, components, and/or combinations thereof.
The relative arrangement of the components and steps, the numerical expressions and numerical values set forth in these embodiments do not limit the scope of the present invention unless specifically stated otherwise. Meanwhile, it should be understood that the sizes of the respective portions shown in the drawings are not drawn in an actual proportional relationship for the convenience of description. Techniques, methods, and apparatus known to those of ordinary skill in the relevant art may not be discussed in detail, but are intended to be part of the specification where appropriate. In all examples shown and discussed herein, any particular value should be construed as merely illustrative, and not limiting. Thus, other examples of the exemplary embodiments may have different values. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, further discussion of it is not necessary in subsequent figures.
The overflow risk balance signal control optimization method based on the trunk segmentation can be realized by the following steps:
(1) calculating two indexes of a periodic emptying area and an overflow risk area of each intersection according to the straight-going phase queuing length of each intersection of the trunk road;
(2) identifying the overflow risk state of the intersection according to the periodic emptying area and the overflow risk area calculated in the step (1), and dividing the overflow risk state of the intersection into three types: low, medium and high risk of flooding;
(3) and (3) according to the identification result in the step (2), accommodating adjacent intersections in a medium or high overflow risk state into the same overflow subarea, and realizing the division of the trunk road into different overflow subareas. Meanwhile, three types of intersections are usually contained in each overflow subarea: input, output and junction intersections;
(4) aiming at different types of intersections in an overflow subarea, signal control optimization strategies such as current limiting, balancing, maximum flow and the like are respectively adopted to realize straight-going phase overflow risk balancing of each intersection of the trunk road.
The specific method of each step is specifically described below.
The step (1): in order to simulate an actual trunk road network, the embodiment adopts microscopic traffic software VISSIM to build a simulation road network model. As shown in figure 1, 6 continuous signalized intersections of ten roads in Jinan City are selected as research objects, the ten roads are important east-west traffic main roads in Jinan City, the traffic flow, especially the traffic flow of the peak in the morning and evening, the main roads are in a saturated state for a long time, and the phenomenon of queue overflow is easily generated. The 6 intersections selected in the part are intersections of a shun plowing road, a Qianfaway road, a Zhanshan road, a Shanshi east road, a loop mountain road, a mountain road and a ten-way road from west to east respectively, the total length of each road section of the intersection is 2.8km, the road speed limit is 50km/h, the initial signal timing plan of each intersection is shown in figure 2, and the cycle length is fixed to 210 s.
In the method, assuming that the queuing length of each intersection of the trunk road can be accurately obtained as input, two indexes of a periodic queuing and emptying area of each intersection and an overflow risk area of a formula (5) are calculated by using formulas (1) to (4), wherein the coefficient of the overflow risk area is set to be 0.2;
step (2): as shown in fig. 3, how to implement the artery segmentation algorithm in one cycle is further described by taking the example of ten consecutive 6 intersections in west-east direction in denna city. In the period, identifying the overflow risk state of each intersection of the trunk road by using a formula (6), and finding that the intersection of the ring mountain road is in a low overflow risk state, the intersection of the Qianfaway mountain road is in a medium overflow risk state, and the intersections of the historic mountain road, the east mountain engineer road and the mountain road are in a high overflow risk state;
step (3): according to the identification result in the step (2), after the adjacent intersections with the intermediate and high overflow risks are brought into the same overflow subarea, the periodic main road is divided into 2 overflow subareas, as shown in fig. 2. In the overflow sub-area 1, an upstream intersection shun road of a first overflow intersection, namely a thousand-Buddha road, is taken as an input intersection, a most downstream eastern mountain road is taken as an output intersection, and two intersections (the thousand-Buddha road and the calendar road) between the input intersection and the output intersection are taken as connecting intersections. The overflow sub-area 2 takes a loop mountain road and a mountain road as an input intersection and an output intersection respectively, and the overflow sub-area 2 is not connected with the intersections because other intersections are not arranged between the input intersection and the output intersection;
step (4): aiming at different intersections in the overflow subarea, formulas (7), (8) and (9) are respectively adopted to carry out straight-going phase signal control optimization, wherein incremental coefficient values are respectively Ki1＝0.15，Ki2＝0.8，Ko1＝0.25， Ko2＝0.8，Kc1＝0.1，Kc20.5. After the green light duration of the straight-going phase of the trunk road is determined, the green light duration of the left-turning phase of the trunk road and the green light duration of the branch phase are determined by respectively using the formulas (10) and (11).
Fig. 3 shows a space-time trajectory diagram of all vehicles in one lane at straight-going phases at intersections in the east direction of the main road before and after signal optimization for 20 cycles. As can be seen from fig. 4, before signal optimization, the main road is in a saturated state, and due to unbalanced traffic supply and demand at the intersection, overflow phenomena at three intersections, namely the kaffir mountain road, the historic mountain road and the eastern mountain road, are serious, and a queuing overflow phenomenon is generated every period, so that the operation efficiency of the intersection is seriously influenced. As shown in fig. 5, after the signal control optimization algorithm provided in this chapter is adopted, the queuing overflow phenomenon at the intersection is significantly reduced, and it can be seen that the overflow risk balance signal optimization algorithm based on the trunk segmentation can effectively reduce the trunk overflow risk.
In the embodiment, by using the overflow risk balance signal control optimization method based on the trunk segmentation, after the trunk in the saturation state is optimized by the signal control optimization algorithm provided in this chapter, the occurrence rate of the trunk queuing overflow phenomenon is obviously reduced, and the passing efficiency of the trunk is obviously improved.
Claims (5)
1. A method for overflow risk balance signal optimization control based on main channel segmentation is characterized by comprising the following steps:
identifying the overflow state of the intersection by using two indexes, namely a periodic queuing emptying area and an overflow risk area;
the main road is divided into a set of overflow risk prevention and control subareas by a main road dividing method, and each subarea comprises three different types of intersections: input, output and junction intersection
Aiming at different types of intersections in the subarea, a signal control optimization strategy of overflow risk balance is adopted for the straight-going phase of the trunk road, and then signal control optimization is carried out on the left-turn phase and the branch phase of the trunk road according to the queuing length of each phase to determine the green light duration of each phase.
2. The method according to claim 1, wherein the operation of calculating two indexes of the intersection periodic emptying area and the overflow risk area according to the straight-ahead phase queuing length of each intersection of the main road comprises the following steps:
and calculating a periodic queuing emptying area according to the queuing emptying capacity of the intersection and the queuing length threshold under the coordination of the upstream intersection. The overflow risk zone is calculated from the length of the road segment.
3. The method of claim 2, wherein the method identifies an overflow risk status of the intersection, including low, medium, and high overflow risk, using periodic emptying zone and overflow risk zone indicators.
4. The method according to claim 3, characterized in that adjacent intersections in a medium or high overflow risk state are incorporated into the same overflow subarea, and the division of the trunk into different overflow subareas is realized. Meanwhile, three types of intersections are usually contained in each overflow subarea: input, output and junction intersections.
5. The method according to claim 4, characterized in that the method (4) adopts signal control optimization strategies such as current limiting, balancing, maximum flow and the like for input, output and connection intersections in the overflow subarea respectively to realize straight-going phase overflow risk balancing of each intersection of the main road.
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| CN112037507A (en) * | 2020-08-10 | 2020-12-04 | 东南大学 | Supersaturated traffic state trunk line adaptive signal coordination design method and device |
| CN113257011A (en) * | 2021-05-13 | 2021-08-13 | 广西交通职业技术学院 | Traffic signal control system based on vehicle-road cooperation |
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