CN111005275A - Cooperative control optimization method for hook-shaped curved intersection signals - Google Patents

Cooperative control optimization method for hook-shaped curved intersection signals Download PDF

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CN111005275A
CN111005275A CN201911402051.6A CN201911402051A CN111005275A CN 111005275 A CN111005275 A CN 111005275A CN 201911402051 A CN201911402051 A CN 201911402051A CN 111005275 A CN111005275 A CN 111005275A
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intersection
hook
vehicles
lane
delay
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CN111005275B (en
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童蔚苹
宋雨嘉
王健
徐志红
郭红敏
刘志远
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Southeast University
CCDI Suzhou Exploration and Design Consultant Co Ltd
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CCDI Suzhou Exploration and Design Consultant Co Ltd
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Abstract

The invention discloses a cooperative control optimization method for hook-shaped curved intersection signals, which comprises the following steps of 1: performing canalization design on the hook-shaped curved intersection and the conventional intersection adjacent to the hook-shaped curved intersection; step 2: calculating the average delay of the motor vehicles at the conventional intersection adjacent to the hook-shaped bend; and step 3: calculating the average delay of the motor vehicles at the hook-shaped intersection; and 4, step 4: dividing the sum of the delays of each lane in the hook-shaped intersection and the adjacent conventional intersection by the total flow in the two intersections to obtain the average delay of the vehicles in the hook-shaped intersection and the adjacent conventional intersection; the method comprises the steps of establishing a signal cooperative optimization model of the hook-shaped intersection and the conventional intersection by taking the minimum average delay of vehicles in the hook-shaped intersection and the conventional intersection adjacent to the hook-shaped intersection as an objective function and taking the cycle duration and the phase green time of the two intersections as constraint conditions. The invention effectively reduces the total delay between the hook-shaped bent intersection and the adjacent conventional intersection and improves the passing efficiency.

Description

Cooperative control optimization method for hook-shaped curved intersection signals
The technical field is as follows:
the invention relates to a cooperative control optimization method for hook-shaped curved intersection signals, and belongs to the technical field of traffic management and control.
Background art:
the hook-shaped turn left intersection is an intersection where a vehicle turns left at the intersection by means of two straight-going phases, and is named as a hook-shaped turn intersection because a left-turning track of the vehicle in the intersection is like a hook. By arranging appropriate traffic facilities, the hook-shaped curved intersection can play a role in intersections with insufficient road space resources. In the middle of the twentieth century, the melbourne firstly applies a traffic organization mode of turning in a hook shape of a motor vehicle at an intersection so as to solve the problems of low passing efficiency of a straight-going vehicle and a tramcar in the intersection and conflict between the turning vehicle and the tramcar and a straight-going vehicle. The method was then applied to taiwan, illinois, usa, and the like.
The current research on hook-type curved intersections mainly focuses on evaluation of intersection running performance and optimization of intersection signal control schemes. In the aspect of the operation performance of the hook-shaped curved intersection, the Hounsell and the Yap compare the vehicle operation conditions of the hook-shaped curved intersection with those of the traditional intersection through traffic simulation, and find that the hook-shaped curved intersection can effectively improve the traffic capacity of straight-driving vehicles. Meanwhile, Bie and Liu performed simulation evaluation on the running performance of the hook-shaped intersection adopting the adaptive control method. On this basis, the canopy points out that the rational arrangement of the hook-shaped bends helps to reduce the total delay at the intersection. Currie and Reynolds perform research and review on the traffic organization mode of the hook-shaped curved intersection, and indicate that the safety and traffic efficiency of the intersection are higher than those of the traditional intersection.
In the aspect of signal optimization of the hook-shaped left-turn intersection, a vehicle delay model of a straight lane and a common lane for straight, left and right vehicles of the hook-shaped left-turn intersection is established firstly by the aid of the defense and the like, and a theoretical basis is provided for signal schemes of the intersection. In view of the fact that the timing parameters under the fixed signal scheme cannot be adjusted along with the change of the traffic flow, the inductive control method is applied to signal timing of left turn of the hook-shaped bend by Chengsu and the like, and the application of the simulation verification proves that the method can effectively improve the traffic capacity of the hook-shaped bend intersection. Bie, and the like, from the perspective of signal coordination, signal coordination optimization studies are performed on adjacent hook-shaped intersection junctions.
In the existing research, optimization research is mainly carried out on a single hook-shaped intersection, and the existing hook-shaped intersection generally has the current situation that the traffic organization optimization with the adjacent conventional intersection is not reasonable enough. Aiming at the problem, no theoretical basis for a signal cooperative optimization method of a hook-shaped intersection and an adjacent conventional intersection exists at present. The traffic organization method needs a systematic signal collaborative optimization method.
The invention content is as follows:
the invention aims to provide a cooperative signal control optimization method for a hook-shaped intersection, aiming at establishing a cooperative signal control optimization scheme for the hook-shaped intersection turning left and the conventional intersection, so as to reduce the total delay of the hook-shaped intersection and the adjacent conventional intersection and improve the traffic efficiency.
The above object of the present invention can be achieved by the following technical solutions:
a cooperative control optimization method for hook-shaped curved intersection signals comprises the following steps:
step 1: performing canalization design on the hook-shaped curved intersection and the conventional intersection adjacent to the hook-shaped curved intersection;
step 2: calculating the average delay of the motor vehicles at the conventional intersection adjacent to the hook-shaped bend;
and step 3: calculating the average delay of the motor vehicles at the hook-shaped intersection;
and 4, step 4: dividing the sum of the delays of each lane in the hook-shaped intersection and the adjacent conventional intersection by the total flow in the two intersections to obtain the average delay of the vehicles in the hook-shaped intersection and the adjacent conventional intersection; the method comprises the steps of establishing a signal cooperative optimization model of the hook-shaped intersection and the conventional intersection by taking the minimum average delay of vehicles in the hook-shaped intersection and the conventional intersection adjacent to the hook-shaped intersection as an objective function and taking the cycle duration and the phase green time of the two intersections as constraint conditions.
The method for cooperative control and optimization of the signals of the hook-shaped curved intersection comprises the following specific steps of 1, wherein the specific method for canalization design of the hook-shaped curved intersection and the adjacent conventional intersection comprises the following steps: for a conventional intersection adjacent to the hook-shaped bend, the laying method is carried out according to the canalization of a common intersection; for a hook-shaped bend intersection, firstly, matched traffic marking needs to be set in the hook-shaped bend, characters of a to-be-traveled area and a left-turn marking are set in the hook-shaped bend left-turn waiting area, and the length of the to-be-traveled area is set according to the space size of the specific intersection; secondly, arranging a guide arrow for marking the driving direction in a lane in the direction of the conventional intersection driving into the hook-shaped turn intersection, arranging a striking hook-shaped turn left-turn auxiliary sign board at a hook-shaped turn left-turn waiting area, and arranging a forenotice sign board for reminding a hook-shaped turn left-turn vehicle to enter a right lane in advance outside 10 m; for a conventional intersection, phase 1 controls the straight going and right turning of the main road, phase 2 controls the left turning of the main road, and phase 3 controls the left turning, straight going and right turning of the secondary road; for a hook-shaped intersection, the phase 1 controls the straight movement and the right turning of a main road and the left turning of a main road driving into a waiting area, the phase 2 controls the straight movement and the right turning of a left turning and a secondary road in the waiting area of the main road, and the phase 3 controls the left turning of the secondary road.
In the cooperative control optimization method for the intersection signal of the hook-shaped bend, the specific method for calculating the average delay of the motor vehicle at the conventional intersection adjacent to the hook-shaped bend in the step 2 is as follows:
step 21, selecting the minimum average delay of vehicles at a single conventional intersection as the optimization target of the signal timing scheme, and setting the cycle duration of the intersection signal scheme as C, s according to the Poisson distribution of the arrival of the traffic flow; the period comprises N signal phases, and the green time of the ith signal phase is gi, s; the green light interval time between adjacent phases is Ii, s; the saturation flow rate of the jth inlet channel is Sj, pcu/h;
for the main road straight lane, the vehicle delay formula in the HCM2010 is used to calculate the average delay:
Figure BDA0002345056970000021
in the formula:
Figure BDA0002345056970000022
-vehicle average delay, s, of phase 1 straight lane j; lambda [ alpha ]A1-phase 1 split; x is the number ofA1j-saturation of the phase 1 straight-going lane j, calculated as the actual flow of this lane divided by the traffic capacity; capA1j-the traffic capacity of the phase 1 straight-through lane j calculated as the saturation flow rate of this lane multiplied by the split green, pcu/h; t-analysis duration, which is generally 0.25 h; k is a model correction coefficient, and the value is generally 0.5;
step 22. calculate the vehicle delay at the regular intersection adjacent to the hook bend:
the calculation formula of the average delay of the motor vehicles for the middle section of the two collaborative intersections in the HCM2010 is as follows:
Figure BDA0002345056970000031
in the formula: the PF is a delay adjustment factor considering the signal synergistic effect between two intersections,
Figure BDA0002345056970000032
in the formula: p is the probability of a green light arrival for a vehicle traveling in a lane,
fPAthe adjustment coefficient of the arrival of the green light of the vehicle is generally 1.0;
in the lane delay calculation of the conventional intersection entering the intersection section of the hook-shaped bend, a delay adjustment factor PF needs to be introduced into the first term of the delay formula, so that the total delay of the vehicle in one period of the phase n (n is 1,2,3) of the conventional intersection adjacent to the hook-shaped bend is as follows:
Figure BDA0002345056970000033
in the formula:
qAn_jthe number of all vehicles arriving in one period of a lane j controlled by a phase n in the intersection A is pcu/h;
Figure BDA0002345056970000034
the average vehicle delay, s, for the phase n controlled lane j at the intersection a.
For a conventional intersection A, average vehicle delays of a left-turn lane of a phase 2 and left-turn, straight-going and right-turn lanes of a phase 3 can be obtained by using a formula (1); the formula (2) is adopted to calculate the delay of all lane vehicles on the road section of the conventional intersection driving into the hook-shaped curved intersection, and the formula (4) is adopted to calculate the total delay of all vehicles in one period of the phase 2 and the phase 3.
In the cooperative control optimization method for the hook-shaped intersection signal, the specific method for calculating the average delay of the motor vehicle at the hook-shaped intersection in the step 3 comprises the following steps:
step 31, calculating the delay of the vehicle at the phase 1 of the hook-shaped curve intersection:
step 311, calculating the vehicle delay of the straight special lane: the method is characterized in that a hook-shaped bend left-turn traffic organization mode is set to have no influence on the straight traffic flow operation of a main road, so that the vehicle delay of a straight lane driving from a conventional intersection to the hook-shaped bend direction on the main road is calculated by adopting a formula (2), and the straight lane in the opposite direction is calculated by adopting a formula (1);
step 312, calculating vehicle delay of the shared lane: for lanes sharing left-turn, straight-going and right-turn directions, the vehicle turning left in the hook-shaped bend goes straight into the waiting area to queue within the phase 1 green light time;
if the vehicles in the waiting area are not up to the lane, the vehicles in the left, right and left directions can pass smoothly, and the vehicle delay at the moment is calculated by using the formula (1) or the formula (2);
once the vehicles queued in the waiting area go up to the lane, the blockage is generated, and the vehicle delay is rapidly increased, so that the delay of the left-turn vehicle in the hook-shaped bent intersection is divided into the delay of the vehicle behind the stop line of the entrance lane and the delay of the vehicle in the waiting area;
setting the capacity in the waiting area k corresponding to the common lane j as QkGreen light time g at phase 11Within second, if the left-turn traffic flow passing the stop line is more than QkThen the left-turning motor vehicles in the waiting area are queued up and traced up;
QB1jmax＝g1Sj/3600 (5)
QB1jlmax＝QB1jmax[qB1jl/(qB1jz+qB1jl+qB1jr)](6)
in the formula: sjIs the saturation flow rate of lane j; q. q.sB1jl、qB1jz、qB1jrThe average traffic flow of the lane arriving in the left direction, the straight direction and the right direction respectively, and j is the lane number; qB1jmaxThe maximum traffic flow of the lane passing in the green light time of the phase 1; qB1jlmaxThe maximum left-turn traffic flow for the lane to pass at the green time of phase 1;
when Q isB1jlmax≤QkWhen the vehicle is in a waiting area, the left-turn vehicles in the waiting area cannot be lined up and traced up, the traffic flow of the lane j runs normally, and the average delay of the lane j is calculated by adopting a formula (1) or a formula (2);
when Q isB1jlmax＞QkIn the time, the left-turn vehicles in the waiting area may queue up and trace, and at the moment, two situations, namely a and b, need to be discussed:
a. vehicle delay when queuing up occurs in the waiting area:
according to the poisson distribution of the arrival of the traffic flow, the probability that the left-turn traffic flow of the arrival lane j in the period C is larger than the capacity of the waiting area is as follows:
P(QB1jlmax＞Qk)＝1-P(QB1jlmax≤Qk) (7)
Figure BDA0002345056970000041
Figure BDA0002345056970000042
in the formula: p (A) is the probability that the lane j reaches the left turn of A pcu in the period C;
when the queue up occurs, the number of left turn vehicles crossing the stop line is (Q)k+1), the total number of vehicles Q 'passing the stop line can be obtained according to the flow rate proportion of the vehicles in each direction'B1jComprises the following steps:
Figure BDA0002345056970000043
green light time g 'used in phase 1 at this time'B1Comprises the following steps:
g'B1＝(qB1jz+qB1jl+qB1jr)(C-g1)/[Sj/3600-(qB1jz+qB1jl+qB1jr)](11)
since the upstream queue obstructs the following vehicle from traveling, the actual effective green time at this time is g'B1Then, the average delay of the vehicles in the shared lane when the vehicles queue up in the waiting area is:
Figure BDA0002345056970000044
wherein, λ'B1＝g'B1/C；
b. The vehicle delay of the upstream queue does not occur in the waiting area:
P(QB1jlmax≤Qk) The probability that no queuing is carried out in the waiting area and the vehicle is traced upward is determined, the operation of the motor vehicle is not influenced by the hook-shaped bend, the formula (1) can be still adopted for calculation, and the average delay of the vehicles in the shared lane is determined when no queuing is carried out in the waiting area:
Figure BDA0002345056970000051
considering the two situations comprehensively, the delay of the vehicles sharing the lane is as follows:
Figure BDA0002345056970000052
hook-shaped intersection phase1 total delay d of all vehicles in one cycleB1Comprises the following steps:
Figure BDA0002345056970000053
in the formula:
qB1_jthe number of all vehicles arriving in one period of a lane j controlled by phase 1 at the intersection is pcu/h;
Figure BDA0002345056970000054
average vehicle delay s for lane j controlled by phase 1 in the hook-shaped curved intersection;
step 32, phase 2 vehicle delay calculation:
after the left-turn motor vehicle enters the waiting area, the left-turn motor vehicle is controlled by the phase 2, and in the period duration C of the phase 2, the number of the vehicles which are parked and waiting in the waiting area k is as follows:
Qwk＝min(CqB1jl/3600,QB1jlmax) (16)
the delay is as follows:
Figure BDA0002345056970000055
in the formula: swkThe saturation flow rate of the motor vehicle in the waiting area k, pcu/h;
the motor vehicles in the straight right lane in the north-south direction can be started after waiting for the vehicles in the front waiting area to leave due to the influence of the vehicles in the waiting area, the actual green time of the straight vehicles in the north-south direction and the actual green time of the vehicles turning right are reduced, and the time required for the vehicles to leave in the waiting area k is set as twkAnd s, then the calculation formula is:
Figure BDA0002345056970000056
setting the actual green time of the straight right lane of the secondary road as g2eS, the calculation formula is:
g2e＝g2-twk(19)
using the green ratio of phase 2 as g2eSubstituting the equation C into the equation (1) can obtain the delay of all vehicles on the straight right lane of the secondary road,
therefore, the total delay d of all vehicles in one cycle of hook-turn intersection phase 2B2Equal to:
Figure BDA0002345056970000057
in the formula: q. q.sB2_j-total number of vehicles arriving in one cycle of phase 2 controlled lane j at hook-turn intersection, pcu/h;
Figure BDA0002345056970000058
average vehicle delay s for lane j controlled by phase 2 in the hook-shaped curved intersection;
Figure BDA0002345056970000059
average delay of vehicles in the waiting area k is s; qwkThe number of vehicles waiting for parking in the waiting area k is pcu/h.
And step 33, calculating the delay of the phase 3 vehicle:
the vehicle delay of the motor vehicle running at the phase 3 of the hook-shaped intersection is calculated by adopting the formula (1), and the total delay d of all vehicles in one period of the phase 3 of the hook-shaped intersection is the same as the vehicle running condition of the conventional intersection under the special left-turn phaseB3Comprises the following steps:
Figure BDA0002345056970000061
in the formula: q. q.sB3_j-total number of vehicles arriving in one cycle of phase 3 controlled lane j at hook-turn intersection, pcu/h;
Figure BDA0002345056970000062
the average vehicle delay, s, for phase 3 controlled lane j at the hook-turn intersection.
The method for cooperative control and optimization of the signals of the hook-shaped curved intersection comprises the following specific steps of (1) establishing a cooperative optimization model of the signals of the hook-shaped curved intersection and the conventional intersection in step 4:
according to the average delay of vehicles in each phase in one period of the conventional intersection and the hook-shaped intersection, the average delay of the vehicles in the hook-shaped intersection and the adjacent conventional intersection is calculated as follows:
Figure BDA0002345056970000063
in the formula: qATotal number of vehicles arriving in one cycle at a conventional intersection, pcu, QB-total number of vehicles arriving in one cycle of the hook-bend intersection, pcu;
based on the minimum average delay of vehicles in the hook-shaped intersection and the adjacent conventional intersection, a signal cooperative control optimization model between the two intersections is established as follows:
Figure BDA0002345056970000064
variables to be optimized in the model comprise the period duration of the intersection T and the green time of the phase i of the intersection T. And solving the model to obtain a signal timing coordination optimization scheme based on minimum vehicle delay for the hook-shaped intersection and the conventional intersection.
Has the advantages that:
1. the invention aims at minimizing the average delay of vehicles in the hook-shaped intersection and the adjacent conventional intersection, establishes a signal cooperative optimization scheme between the two intersections, and has certain reference function for improving the intersection traffic capacity of the road section.
2. The signal cooperative optimization method for the intersection with the hook-shaped curve and the adjacent intersection can effectively improve the traffic capacity of the intersection, particularly the traffic capacity of straight-going motor vehicles on the trunk road, and reduce the average delay of the vehicles.
3. Under the conditions that the proportion of the main road vehicles at two adjacent intersections is large in total flow and the left-turning vehicle flow is small, the cooperative optimization method of the hook-shaped curved intersections and the conventional intersections is applied, and the traffic capacity of the intersections can be remarkably improved.
Description of the drawings:
fig. 1 is a schematic diagram of a hook-turn left-turn intersection channeling scheme and phase sequence.
Fig. 2 is a schematic diagram of the cooperative layout and phase sequence of a hook-shaped left-turn intersection and a conventional intersection.
Fig. 3 is a schematic diagram of a current canalization and phase scheme of an intersection between a great lake road and a villa road and an intersection between jialing river roads in the embodiment of the invention.
Fig. 4 is a schematic diagram of a signal collaborative optimization scheme of an intersection between a great lake road and a villa road and an intersection between a great lake road and a jialing river road in the embodiment of the invention.
The specific implementation mode is as follows:
the invention is described in further detail below with reference to the figures and the specific embodiments.
As shown in fig. 1, the cooperative control optimization method for the intersection signal of the hook-shaped bend comprises the following steps:
1.1 canalization design of a hook-shaped curved intersection and a conventional intersection:
1.1.1 marking and marking:
for a conventional intersection, the marking and marking method is carried out according to the canalization of the general intersection. For a hook-shaped bend intersection, firstly, matched traffic marking needs to be set in the hook-shaped bend, a character pattern of a to-be-traveled area and a left-turn marking are set in the hook-shaped bend to-be-traveled area, and the length of the hook-shaped bend left-turn to-be-traveled area is set according to the specific intersection space size. And secondly, arranging a guide arrow for indicating the driving direction in a lane in the direction of the conventional intersection driving into the hook-shaped curved intersection. Meanwhile, striking prompt signs are arranged at the position where a left-turn vehicle enters a right lane and the position where the vehicle waits to run.
In the intersection, a tramway is arranged in the east-west direction, and a left-turning vehicle in the east-west direction has great interference on the passing of the tramway, so a hook-shaped turning left-turning traffic organization mode is arranged for the east-west left-turning vehicle. When a left-turning motor vehicle approaches to an intersection, the motor vehicle drives into the rightmost lane in the entrance lane; vehicles traveling in the left, right, and left directions share a signal phase. And the south-north direction adopts a conventional organization method of a left-turning vehicle, and a left-turning special phase is set.
1.1.2 Inlet Lane delay analysis
In the middle of the intersection shown in fig. 1, a tramway is arranged, and vehicles are prohibited from staying in the tramway, so that the left-turning motor vehicles in the direction are hindered by the opposite-going train and the tramway, and the vehicle delay is increased. And the hook-shaped curved intersection can effectively avoid the conflict between the left-turning vehicle and the opposite straight-going vehicle and the tramcar, and improve the traffic capacity of the straight-going vehicle. Fig. 2 is a common cooperative layout scheme of a hook-type left-turn intersection and a conventional intersection. For a conventional intersection, phase 1 controls the straight and right turns of the main road, phase 2 controls the left turn of the main road, and phase 3 controls the left, straight and right turns of the secondary road. For a hook-shaped intersection, phase 1 controls left turn (driving into a waiting area), straight running and right turn of a main road, phase 2 controls left turn, straight running and right turn of a secondary road in the waiting area of the main road, and phase 3 controls left turn of the secondary road.
1.2 conventional intersection vehicle delay model
For a single conventional intersection, the method selects the minimum average delay of the vehicles at the single conventional intersection as the optimization target of the signal timing scheme. Setting the cycle duration of an intersection signal scheme as C, s according to Poisson distribution of arrival of a traffic flow; the period comprises N signal phases, and the green time of the ith signal phase is gi, s; the green light interval time between adjacent phases is Ii, s; the saturation flow rate of the jth inlet channel is Sj, pcu/h. Taking the conventional intersection a in fig. 2 as an example, a method for calculating vehicle delay of each phase in one signal cycle is discussed.
1.2.1 conventional intersection vehicle delay
For a main road straight lane, based on the actual running conditions of the intersection, the HCM2010 is applied[10]The vehicle delay formula in (1) performs calculation of its average delay:
Figure BDA0002345056970000081
in the formula:
Figure BDA0002345056970000082
-vehicle average delay, s, of phase 1 straight lane j; lambda [ alpha ]A1-phase 1 split; x is the number ofA1j-saturation of the phase 1 straight-through lane j (calculated as the actual flow of this lane divided by the traffic capacity); capA1j-the traffic capacity of the phase 1 straight-through lane j (calculated as the saturation flow rate of this lane multiplied by the split green), pcu/h; t-analysis duration, which is generally 0.25 h; k-model correction coefficient, generally takes 0.5.
1.2.2 vehicle delay calculation at adjacent cooperative intersections
HCM2010[10]The calculation formula of the average delay of the motor vehicles aiming at the middle road section of the two collaborative intersections is as follows:
Figure BDA0002345056970000083
in the formula: the PF is a delay adjustment factor considering the signal synergistic effect between two intersections.
Figure BDA0002345056970000084
In the formula: p is the probability of a green light arrival for a vehicle traveling in a lane,
fPAis the adjustment coefficient of the arrival of the green light of the vehicle, and the value is generally 1.0.
In the lane delay calculation of a conventional intersection driving into a hook-shaped curved intersection road section, a delay adjustment factor PF needs to be introduced into a first item of a delay formula, and the delay adjustment factor PF is not repeated in the subsequent calculation process.
Therefore, the total delay of all vehicles in one cycle of the conventional intersection phase n (n ═ 1,2,3) is:
Figure BDA0002345056970000085
in the formula:
qAn_jthe number of all vehicles arriving in one period of a lane j controlled by a phase n in the intersection A is pcu/h;
Figure BDA0002345056970000086
the average vehicle delay, s, for the phase n controlled lane j at the intersection a.
For a conventional intersection, the average vehicle delays of a left-turn lane of the phase 2 and left-turn, straight-going and right-turn lanes of the phase 3 can be obtained by using a formula (1); the formula (2) is adopted to calculate the delay of all the lane vehicles of the road section of the conventional intersection driving into the hook-shaped curved intersection. The total delay of all vehicles in one period of the phases 2 and 3 can adopt the formula (4), and the detailed process is not discussed.
1.3 hook-shaped curve intersection vehicle delay model
For the hook-shaped curved intersection, the minimum average delay of the vehicles at the intersection is also selected as the optimization target of the signal scheme. The traffic organization difference between the hook-shaped turn left intersection and the conventional turn left intersection is as follows: (1) for a hook-shaped bent left-turning motor vehicle, the motor vehicle needs to drive into a left-turning waiting area to wait for left turning; (2) the vehicles going straight and turning right in the south-north direction need to wait for the vehicles in the front waiting area to drive away, so the effective green time is compressed; (3) the straight running of the east and the west on each lane has no conflict with the left-turning vehicles, and the vehicles can smoothly pass.
The vehicle delay calculation method for each phase of the hook-shaped intersection is discussed, taking the same assumptions as those of the aforementioned conventional intersection.
1.3.1 phase 1 vehicle delay calculation
(1) Straight-through lane vehicle delay
The hook-shaped bend left-turn traffic organization mode is set to have no influence on the straight traffic flow operation of the main road, so that the vehicle delay of a straight lane driving from a conventional intersection to the hook-shaped bend direction on the main road can be calculated by adopting a formula (2) and a straight lane in the opposite direction can be calculated by adopting a formula (1).
(2) Common lane vehicle delay
For the lanes sharing the left turn, the straight going and the right turn, the vehicle turning left in the hook shape enters the waiting area to queue in a straight going way within the green light time of the phase 1. If the vehicles in the waiting area are not up to the lane, the vehicles in the left, right and left directions can pass smoothly, and the vehicle delay can be calculated by using the formula (1) or the formula (2); once the vehicles queued in the waiting area go up to the lane, the traffic jam is generated, and the vehicle delay is rapidly increased.
In view of this, the delay of turning left a vehicle in a hook-turn intersection is divided into the delay of the vehicle after the approach lane stop line and the delay of the vehicle in the waiting area. Setting the capacity in the waiting area k corresponding to the common lane j as Qk. The green light time g at phase 11Within second, if the left-turn traffic flow passing the stop line is more than QkAnd the left-turning motor vehicles in the waiting area are queued up and traced up.
QB1jmax＝g1Sj/3600 (5)
QB1jlmax＝QB1jmax[qB1jl/(qB1jz+qB1jl+qB1jr)](6)
In the formula: sjIs the saturation flow rate of lane j; q. q.sB1jl、qB1jz、qB1jrThe average traffic flow of the lane arriving in the left direction, the straight direction and the right direction respectively, and j is the lane number; qB1jmaxThe maximum traffic flow of the lane passing in the green light time of the phase 1; qB1jlmaxThe maximum left-turn traffic flow for the lane to pass at the green time of phase 1.
When Q isB1jlmax≤QkAnd (3) in the process, the left-turn vehicles in the waiting area can not be queued up and traced up, the traffic flow of the lane j runs normally at the moment, and the average delay of the lane j can be calculated by adopting a formula (1) or a formula (2).
When Q isB1jlmax＞QkIn the meantime, the left-turn cars in the waiting area may queue up and trace, and at this time, two cases, namely a and b, are needed to be discussed.
a. Vehicle delay of backtracking when queuing occurs in waiting area
According to the poisson distribution of the arrival of the traffic flow, the probability that the left-turn traffic flow of the arrival lane j in the period C is larger than the capacity of the waiting area is as follows:
P(QB1jlmax＞Qk)＝1-P(QB1jlmax≤Qk) (7)
Figure BDA0002345056970000101
Figure BDA0002345056970000102
in the formula: p (A) is the probability of lane j reaching A pcu left turn in cycle C.
When the queue up occurs, the number of left turn vehicles crossing the stop line is (Q)k+1), the total number of vehicles Q 'passing the stop line can be obtained according to the flow rate proportion of the vehicles in each direction'B1jComprises the following steps:
Figure BDA0002345056970000103
green light time g 'used in phase 1 at this time'B1Comprises the following steps:
g'B1＝(qB1jz+qB1jl+qB1jr)(C-g1)/[Sj/3600-(qB1jz+qB1jl+qB1jr)](11)
since the upstream queue obstructs the following vehicle from traveling, the actual effective green time at this time is g'B1Then, the average delay of the vehicles in the shared lane when the vehicles queue up in the waiting area is:
Figure BDA0002345056970000104
wherein, λ'B1＝g'B1/C。
b. Vehicle delay of backtracking when queuing does not occur in waiting area
P(QB1jlmax≤Qk) For the probability that no queue is arranged in the waiting area and the vehicle is not influenced by the hook-shaped bend, the formula (1) can be used for calculating, and the average delay of the vehicles in the shared lane is not generated when the queue is arranged in the waiting area and the vehicle is traced upwardComprises the following steps:
Figure BDA0002345056970000105
considering the two situations comprehensively, the delay of the vehicles sharing the lane is as follows:
Figure BDA0002345056970000106
total delay d of all vehicles in one cycle of hook-bend intersection phase 1B1Comprises the following steps:
Figure BDA0002345056970000107
in the formula:
qB1_jthe number of all vehicles arriving in one period of a lane j controlled by phase 1 at the intersection is pcu/h;
Figure BDA0002345056970000108
the average vehicle delay, s, for phase 1 controlled lane j at the hook-turn intersection.
1.3.2 phase 2 vehicle delay calculation
After the left-turning motor vehicle enters the waiting area, the left-turning motor vehicle is controlled by the phase 2. In the period duration C of the phase 2, the number of vehicles parked and waiting in the waiting area k is:
Qwk＝min(CqB1jl/3600,QB1jlmax) (16)
the delay is as follows:
Figure BDA0002345056970000111
in the formula: swkThe saturation flow rate of the motor vehicle in the waiting range k is pcu/h.
Due to the influence of vehicles in the waiting area, the motor vehicles in the lanes on the right and left in the north and south directions can be started after waiting for the vehicles in the waiting area in front to leave. Straight-going and right-turning vehicleThe inter-green time is thus reduced. Setting the time t required for the vehicle to drive away in the waiting area kwkS. Then the calculation formula is:
Figure BDA0002345056970000112
setting the actual green time of the straight right lane of the secondary road as g2eS. The calculation formula is as follows:
g2e＝g2-twk(19)
using the green ratio of phase 2 as g2eSubstituting the/C into the formula (1) can obtain the delay of all vehicles on the straight right lane of the secondary road.
Therefore, the total delay d of all vehicles in one cycle of hook-turn intersection phase 2B2Equal to:
Figure BDA0002345056970000113
in the formula: q. q.sB2_j-total number of vehicles arriving in one cycle of phase 2 controlled lane j at hook-turn intersection, pcu/h;
Figure BDA0002345056970000114
average vehicle delay s for lane j controlled by phase 2 in the hook-shaped curved intersection;
Figure BDA0002345056970000115
average delay of vehicles in the waiting area k is s; qwkThe number of vehicles waiting for parking in the waiting area k is pcu/h.
1.3.3 phase 3 vehicle delay calculation
The vehicle delay of the motor vehicle running at the phase 3 of the hook-shaped curved intersection is calculated by adopting the formula (1), and the vehicle delay is the same as the vehicle running condition of the conventional intersection under the special left-turn phase.
Total delay d for all vehicles in one cycle of hook-bend intersection phase 3B3Comprises the following steps:
Figure BDA0002345056970000116
in the formula: q. q.sB3_j-total number of vehicles arriving in one cycle of phase 3 controlled lane j at hook-turn intersection, pcu/h;
Figure BDA0002345056970000117
average vehicle delay s for lane j controlled by phase 3 in the hook-shaped curved intersection;
1.4 cooperative optimization model establishment for intersection signal of hook-shaped bend and conventional intersection
The average delay of vehicles in each phase in one period of the conventional intersection and the hook-shaped intersection can be obtained by the formula, and the average delay of the vehicles in the hook-shaped intersection and the adjacent conventional intersection is as follows:
Figure BDA0002345056970000121
in the formula: qA-total number of vehicles arriving in one cycle at a conventional intersection, pcu.
QBThe total number of vehicles arriving in one cycle of the hook-turn intersection, pcu.
Based on the minimum average delay of vehicles in the hook-shaped intersection and the adjacent conventional intersection, a signal cooperative control optimization model between the two intersections is established as follows:
Figure BDA0002345056970000122
variables to be optimized in the model comprise the period duration of the intersection T and the green time of the phase i of the intersection T. And solving the model to obtain a signal timing coordination optimization scheme based on minimum vehicle delay for the hook-shaped intersection and the conventional intersection.
The invention uses VISSIM software to respectively carry out traffic simulation aiming at the current intersection and the optimal scheme, and verifies the effectiveness of the algorithm. And establishing a simulation model by using the VISSIM, outputting a simulation result, and comparing and evaluating the simulation result with the current intersection operation data.
The specific embodiment is as follows:
in the embodiment, the established method is tested by taking the intersection of the Taihu great road and the Jiangling river along the first line of the Suzhou tramcar as an example. The major trunk Taihu lake major road is a bidirectional six-lane road, and the minor trunk road villa road and the Jialing river road are bidirectional four-lane roads; the intersection (A) of the great Taihu lake road and the villa road has three signal phases, and the intersection (B) of the great Taihu lake road and the Jialing river has four signal phases. And the two intersections execute a time-interval signal control scheme. The specific intersection layout and signal phase scheme is shown in fig. 3, and the detailed signal control scheme is shown in table 1.
And setting the Taihu great road, the villa road intersection and the Jialing river road intersection as intersections A and B respectively, wherein the green light interval time of each phase of the intersections A and B is 3 seconds.
TABLE 1 State Signal scheme (Unit: s) at intersections of Taihu lake and Villa and Jialing river
Table 1Current signal timing schemes of Taihu Avenue and TongshuRoadintersection and Taihu Avenue and Jialingjiang Road intersection
Figure BDA0002345056970000123
And (3) counting the traffic data of 3 time intervals of early peak, average peak and late peak at two intersections, and counting the traffic flow of left-turn vehicles, straight-going vehicles and right-turn vehicles in four import directions of east, west, south and north in one day. Specific data are shown in table 2.
TABLE 2 traffic survey traffic at intersections of great Taihu lake and Villa and Jialing river (Unit: pcu/h)
Table 2Investigated Traffic Volumes of Taihu Avenue and Tongshu Roadintersection and Taihu Avenue and Jialingjiang Road intersection(Unit:pcu/h)
Figure BDA0002345056970000131
2.2 cooperative optimization scheme for intersection signal of hook-shaped bend and conventional intersection
The hook-shaped turn left intersection is mainly aimed at intersections with relatively small left-turn traffic, the traffic data in the table 2 can be obtained, the left-turn vehicles in the east-west direction of the intersection B are few, and the road is a main road for tramcars to run in the road. Based on the above applicable conditions regarding the hook-shaped bend, a left turn of the hook-shaped bend of the vehicle is set for the east-west direction, and a specific channelization scheme and a signal control scheme are shown in fig. 4.
And (3) calculating the optimal signal timing of the hook-shaped bend design scheme according to the flow data of each inlet channel of the intersection and a formula (22). The interval of the set period duration is [50, 130], the interval of the green light duration of each phase is [15, 50], and the green light interval time between phases is 3 seconds. And programming and calculating the average delay of the two intersections in Python to obtain an optimal timing scheme which meets constraint conditions and minimizes the total average delay, wherein the detailed timing scheme is shown in a table 3.
TABLE 3 cooperative optimization of Taihu great road with Villa road intersection and Jialing river intersection (Unit: second)
Table 3Coordinated signal timing scheme of Taihu Avenue and TongshuRoad intersection and Taihu Avenue and Jialingjiang Road intersection(unit:s)
Figure BDA0002345056970000132
2.3 cooperative optimization simulation result and analysis of hook-shaped intersection signal
In order to further compare and analyze the influence of the improved scheme on the running efficiency of the motor vehicles at the intersection, a current state model and an improved intersection model of the Taihu lake great road and the Jialing river road intersection and the Taihu lake great road and the villa road intersection are established in VISSIM simulation software. According to the traffic flow characteristics between the hook-shaped curved intersection and the adjacent conventional intersection, the intersection delay evaluation indexes selected by the invention are as follows:
d1: average delay of motor vehicles travelling on east-west road section between crossings A and B
D2: average delay of motor vehicles running in the north-south direction at intersection a
D3: average delay of motor vehicles running in the north-south direction at intersection B
D4: average delay of motor vehicles in research area
Respectively establishing a current situation timing scheme and an optimized signal cooperative control optimization scheme in the VISSIM. Selecting 8 different random seeds for simulation, simulating every 5600 seconds, and collecting evaluation indexes in a period of 500 to 4000 seconds, wherein the evaluation indexes comprise the average delay (D1) of the motor vehicles running on the east-west road section from the intersection A to the intersection B, the average delay (D2) of the motor vehicles running in the north-south direction of the intersection A, the average delay (D3) of the motor vehicles running in the north-south direction of the intersection B and the average delay (D4) of the motor vehicles in a research area; for each evaluation index, the average of 8 times of simulation data was calculated as the evaluation index value, and the detailed data is shown in table 4.
TABLE 4 evaluation index (unit: second) for two protocols
Table 4Evaluation indicators of two schemes(unit:s)
Figure BDA0002345056970000141
The optimization effect of the four indexes is analyzed as follows:
(1) d1 average delay of vehicles traveling on the east-west road segment between intersections a and B. The average delay of the improved scheme under the condition of D1 is obviously smaller than that of the existing scheme, and the main analysis reason is that firstly, the optimization model considers the characteristics of the straight traffic flow of the main road and sets a phase difference, so that the set phase scheme can better adapt to the arrival mode of the motor vehicles. Secondly, in the current scheme, four entrance lanes in the east-west direction allow straight running, and in the improved scheme, six entrance lanes in the east-west direction all allow straight running; meanwhile, in the current scheme, the lanes in the east and west directions are all provided with the special phases for the left turning of the motor vehicles, but for the intersection B, the actual left turning flow is not large, so that the waste of green light time is caused to a certain extent, and the delay of the motor vehicles running straight in the east and west directions is increased.
(2) D2: average delay of vehicles traveling north and south of intersection a. The D2 index of the improved scheme is slightly smaller than the D3 index of the existing scheme. In the improvement, the green signal ratio of the vehicle in the north-south direction of the intersection A is improved, but the direct vehicle and the vehicle turning to the left still have conflict during the green light display in the north-south direction, so the average delay of the vehicle in the north-south direction of the improvement is only slightly reduced.
(3) D3: average delay of vehicles traveling north and south at intersection B. The D3 index of the improved scheme is larger than the average delay of the south and north motor vehicles of the existing scheme. The main reasons are that the intersection B is subjected to phase optimization of hook-shaped turning, the total period duration is shortened, the phases of the vehicles in the north and south directions are reduced, the proportion of the phase time to the total period duration is reduced, and the passing time is reduced to a certain extent. Meanwhile, the motor vehicles turning left in a hook shape in the improved scheme need to occupy partial green light time of the motor vehicles in the north-south direction, and effective green light time of the motor vehicles in the north-south direction is further shortened. Thus, the D3 index that ultimately results in the improved solution is greater than the index of the current solution.
(4) D4: mean delay of motor vehicles in the area of study: compared with the current scheme, the D4 index of the improved scheme is obviously reduced. The main reason is that the proportion of the flow of east and west straight-going motor vehicles at the great roads of Taihu lake and villa roads, the great roads of Taihu lake and Jialing river roads of adjacent intersections in the total motor vehicle flow of the intersections is large, and the signal collaborative optimization method is beneficial to improving the traffic capacity of the intersection of the trunk road. Meanwhile, the left-turn traffic flow of the intersection of the great Taihu lake road and the Jiangling river road is small, and the hook-shaped turn left-turn traffic organization is arranged, so that the green ratio of straight-going vehicles is improved, namely more green time is obtained within one period of time, and the delay of the straight-going vehicles is reduced. Therefore, the average delay of the motor vehicle in the research area of the improved scheme is lower than that of the current scheme.
The present invention is capable of other embodiments and its several details are capable of modifications in various obvious respects, all without departing from the spirit and scope of the present invention.

Claims (5)

1. A cooperative control optimization method for signals at a hook-shaped curved intersection is characterized by comprising the following steps:
step 1: performing canalization design on the hook-shaped curved intersection and the conventional intersection adjacent to the hook-shaped curved intersection;
step 2: calculating the average delay of the motor vehicles at the conventional intersection adjacent to the hook-shaped bend;
and step 3: calculating the average delay of the motor vehicles at the hook-shaped intersection;
and 4, step 4: dividing the sum of the delays of each lane in the hook-shaped intersection and the adjacent conventional intersection by the total flow in the two intersections to obtain the average delay of the vehicles in the hook-shaped intersection and the adjacent conventional intersection; the method comprises the steps of establishing a signal cooperative optimization model of the hook-shaped intersection and the conventional intersection by taking the minimum average delay of vehicles in the hook-shaped intersection and the conventional intersection adjacent to the hook-shaped intersection as an objective function and taking the cycle duration and the phase green time of the two intersections as constraint conditions.
2. The cooperative signal control optimization method for the hook-shaped curved intersection according to claim 1, wherein the specific method for channeling the hook-shaped curved intersection and the conventional intersection adjacent to the hook-shaped curved intersection in the step 1 is as follows: for a conventional intersection adjacent to the hook-shaped bend, the laying method is carried out according to the canalization of a common intersection; for the intersection of the hook-shaped bend, firstly, the matched traffic marking needs to be set in the hook-shaped bend, the word of the area to be driven and the left-turning marking are set in the left-turning area to be driven of the hook-shaped bend, and the length of the left-turning area to be driven of the hook-shaped bend is set according to the space size of the specific intersection; secondly, arranging guide arrows for indicating the running direction in a guide lane in the direction of the conventional intersection entering the hook-shaped turn intersection to indicate the running direction of each lane, arranging a striking hook-shaped turn left-turning auxiliary sign board at a hook-shaped turn left-turning waiting area, and arranging a forenotice sign board for reminding a hook-shaped turn left-turning vehicle to enter a right lane in advance outside 10 m; for a conventional intersection, phase 1 controls the straight going and right turning of the main road, phase 2 controls the left turning of the main road, and phase 3 controls the left turning, straight going and right turning of the secondary road; for a hook-shaped intersection, the phase 1 controls the main road to pass through, including straight and right-turn straight, right-turn and left-turn driving into a waiting area, the phase 2 controls the main road to pass through, the secondary road to pass through and right-turn, and the phase 3 controls the secondary road to pass through.
3. The cooperative signal control optimization method for the intersection with the hook bend as claimed in claim 1, wherein the specific method for calculating the average delay of the motor vehicle at the regular intersection adjacent to the hook bend in the step 2 is as follows:
step 21, selecting the minimum average delay of vehicles at a single conventional intersection as the optimization target of the signal timing scheme, and setting the cycle duration of the intersection signal scheme as C, s according to the Poisson distribution of the arrival of the traffic flow; the period comprises N signal phases, and the green time of the ith signal phase is gi, s; the green light interval time between adjacent phases is Ii, s; the saturation flow rate of the jth inlet channel is Sj, pcu/h;
for the main road straight lane, the vehicle delay formula in the HCM2010 is used to calculate the average delay:
Figure FDA0002345056960000011
in the formula:
Figure FDA0002345056960000012
-vehicle average delay, s, of phase 1 straight lane j; lambda [ alpha ]A1-phase 1 split; x is the number ofA1j-saturation of the phase 1 straight-going lane j, calculated as the actual flow of this lane divided by the traffic capacity; capA1j-the traffic capacity of the phase 1 straight-through lane j calculated as the saturation flow rate of this lane multiplied by the split green, pcu/h; t-analysis duration, which is generally 0.25 h; k is a model correction coefficient, and the value is generally 0.5;
step 22. calculate the vehicle delay at the regular intersection adjacent to the hook bend:
the calculation formula of the average delay of the motor vehicles for the middle section of the two collaborative intersections in the HCM2010 is as follows:
Figure FDA0002345056960000021
in the formula: the PF is a delay adjustment factor considering the signal synergistic effect between two intersections,
Figure FDA0002345056960000022
in the formula: p is the probability of a green light arrival for a vehicle traveling in a lane,
fPAthe adjustment coefficient of the arrival of the green light of the vehicle is generally 1.0;
in the lane delay calculation of the conventional intersection entering the intersection section of the hook-shaped bend, a delay adjustment factor PF needs to be introduced into the first term of the delay formula, so that the total delay of the vehicle in one period of the phase n (n is 1,2,3) of the conventional intersection adjacent to the hook-shaped bend is as follows:
Figure FDA0002345056960000023
in the formula:
qAn_jthe number of all vehicles arriving in one period of a lane j controlled by a phase n in the intersection A is pcu/h;
Figure FDA0002345056960000024
the average vehicle delay, s, for the phase n controlled lane j at the intersection a.
For a conventional intersection A, average vehicle delays of a left-turn lane of a phase 2 and left-turn, straight-going and right-turn lanes of a phase 3 are obtained by using a formula (1); the formula (2) is adopted to calculate the delay of all lane vehicles on the road section of the conventional intersection driving into the hook-shaped curved intersection, and the formula (4) is adopted to calculate the total delay of all vehicles in one period of the phase 2 and the phase 3.
4. The cooperative signal control optimization method for the hook-shaped intersection according to claim 1, wherein the specific method for calculating the average delay of the motor vehicle at the hook-shaped intersection in the step 3 comprises the following steps:
step 31, calculating the delay of the vehicle at the phase 1 of the hook-shaped curve intersection:
step 311, calculating the vehicle delay of the straight special lane: the method is characterized in that a hook-shaped bend left-turn traffic organization mode is set to have no influence on the straight traffic flow operation of a main road, so that the vehicle delay of a straight lane driving from a conventional intersection to the hook-shaped bend direction on the main road is calculated by adopting a formula (2), and the straight lane in the opposite direction is calculated by adopting a formula (1);
step 312, calculating vehicle delay of the shared lane: for lanes sharing left-turn, straight-going and right-turn directions, the vehicle turning left in the hook-shaped bend goes straight into the waiting area to queue within the phase 1 green light time;
if the vehicles in the waiting area are not up to the lane, the vehicles in the left, right and left directions can pass smoothly, and the vehicle delay at the moment is calculated by using the formula (1) or the formula (2);
once the vehicles queued in the waiting area go up to the lane, the blockage is generated, and the vehicle delay is rapidly increased, so that the delay of the left-turn vehicle in the hook-shaped bent intersection is divided into the delay of the vehicle behind the stop line of the entrance lane and the delay of the vehicle in the waiting area;
setting the capacity in the waiting area k corresponding to the common lane j as QkGreen light time g at phase 11Within second, if the left-turn traffic flow passing the stop line is more than QkThen the left-turning motor vehicles in the waiting area are queued up and traced up;
QB1jmax＝g1Sj/3600 (5)
QB1jlmax＝QB1jmax[qB1jl/(qB1jz+qB1jl+qB1jr)](6)
in the formula: sjIs the saturation flow rate of lane j; q. q.sB1jl、qB1jz、qB1jrThe average traffic flow arriving in the left direction, the straight direction and the right direction of the lane respectively,j is a lane number; qB1jmaxThe maximum traffic flow of the lane passing in the green light time of the phase 1; qB1jlmaxThe maximum left-turn traffic flow for the lane to pass at the green time of phase 1;
when Q isB1jlmax≤QkWhen the vehicle is in a waiting area, the left-turn vehicles in the waiting area cannot be lined up and traced up, the traffic flow of the lane j runs normally, and the average delay of the lane j is calculated by adopting a formula (1) or a formula (2);
when Q isB1jlmax＞QkIn the time, the left-turn vehicles in the waiting area may queue up and trace, and at the moment, two situations, namely a and b, need to be discussed:
a. vehicle delay when queuing up occurs in the waiting area:
according to the poisson distribution of the arrival of the traffic flow, the probability that the left-turn traffic flow of the arrival lane j in the period C is larger than the capacity of the waiting area is as follows:
P(QB1jlmax＞Qk)＝1-P(QB1jlmax≤Qk) (7)
Figure FDA0002345056960000031
Figure FDA0002345056960000032
in the formula: p (A) is the probability that the lane j reaches the left turn of A pcu in the period C;
when the queue up occurs, the number of left turn vehicles crossing the stop line is (Q)k+1), the total number of vehicles Q 'passing the stop line can be obtained according to the flow rate proportion of the vehicles in each direction'B1jComprises the following steps:
Figure FDA0002345056960000033
green light time g 'used in phase 1 at this time'B1Comprises the following steps:
g'B1＝(qB1jz+qB1jl+qB1jr)(C-g1)/[Sj/3600-(qB1jz+qB1jl+qB1jr)](11)
since the upstream queue obstructs the following vehicle from traveling, the actual effective green time at this time is g'B1Then, the average delay of the vehicles in the shared lane when the vehicles queue up in the waiting area is:
Figure FDA0002345056960000041
wherein, λ'B1＝g'B1/C；
b. The vehicle delay of the upstream queue does not occur in the waiting area:
P(QB1jlmax≤Qk) The probability that no queuing is carried out in the waiting area and the vehicle is traced upward is determined, the operation of the motor vehicle is not influenced by the hook-shaped bend, the formula (1) can be still adopted for calculation, and the average delay of the vehicles in the shared lane is determined when no queuing is carried out in the waiting area:
Figure FDA0002345056960000042
considering the two situations comprehensively, the delay of the vehicles sharing the lane is as follows:
Figure FDA0002345056960000043
total delay d of all vehicles in one cycle of hook-bend intersection phase 1B1Comprises the following steps:
Figure FDA0002345056960000044
in the formula:
qB1_jthe number of all vehicles arriving in one period of a lane j controlled by phase 1 at the intersection is pcu/h;
Figure FDA0002345056960000045
for phase 1 controlled lanes j at hook-type curve intersectionsAverage vehicle delay, s;
step 32, phase 2 vehicle delay calculation:
after the left-turn motor vehicle enters the waiting area, the left-turn motor vehicle is controlled by the phase 2, and in the period duration C of the phase 2, the number of the vehicles which are parked and waiting in the waiting area k is as follows:
Qwk＝min(CqB1jl/3600,QB1jlmax) (16)
the delay is as follows:
Figure FDA0002345056960000046
in the formula: swkThe saturation flow rate of the motor vehicle in the waiting area k, pcu/h;
the motor vehicles in the straight right lane in the north-south direction can be started after waiting for the vehicles in the front waiting area to leave due to the influence of the vehicles in the waiting area, the actual green time of the straight vehicles in the north-south direction and the actual green time of the vehicles turning right are reduced, and the time required for the vehicles to leave in the waiting area k is set as twkAnd s, then the calculation formula is:
Figure FDA0002345056960000051
setting the actual green time of the straight right lane of the secondary road as g2eS, the calculation formula is:
g2e＝g2-twk(19)
using the green ratio of phase 2 as g2eSubstituting the equation C into the equation (1) can obtain the delay of all vehicles on the straight right lane of the secondary road,
therefore, the total delay d of all vehicles in one cycle of hook-turn intersection phase 2B2Equal to:
Figure FDA0002345056960000052
in the formula: q. q.sB2_j-total number of vehicles arriving in one cycle of phase 2 controlled lane j at hook-turn intersection, pcu/h;
Figure FDA0002345056960000053
average vehicle delay s for lane j controlled by phase 2 in the hook-shaped curved intersection;
Figure FDA0002345056960000054
average delay of vehicles in the waiting area k is s; qwkThe number of vehicles waiting for parking in the waiting area k is pcu/h.
And step 33, calculating the delay of the phase 3 vehicle:
the vehicle delay of the motor vehicle running at the phase 3 of the hook-shaped intersection is calculated by adopting the formula (1), and the total delay d of all vehicles in one period of the phase 3 of the hook-shaped intersection is the same as the vehicle running condition of the conventional intersection under the special left-turn phaseB3Comprises the following steps:
Figure FDA0002345056960000055
in the formula: q. q.sB3_j-total number of vehicles arriving in one cycle of phase 3 controlled lane j at hook-turn intersection, pcu/h;
Figure FDA0002345056960000056
the average vehicle delay, s, for phase 3 controlled lane j at the hook-turn intersection.
5. The cooperative intersection signal control optimization method according to claim 1, wherein the specific method for establishing the cooperative intersection signal optimization model of the hook-shaped intersection and the conventional intersection in the step 4 is as follows:
according to the average delay of vehicles in each phase in one period of the conventional intersection and the hook-shaped intersection, the average delay of the vehicles in the hook-shaped intersection and the adjacent conventional intersection is calculated as follows:
Figure FDA0002345056960000057
in the formula: qATotal number of vehicles arriving in one cycle at a conventional intersection, pcu, QB-total number of vehicles arriving in one cycle of the hook-bend intersection, pcu;
based on the minimum average delay of vehicles in the hook-shaped intersection and the adjacent conventional intersection, a signal cooperative control optimization model between the two intersections is established as follows:
Figure FDA0002345056960000061
variables to be optimized in the model comprise the period duration of the intersection T and the green time of the phase i of the intersection T. And solving the model to obtain a signal timing coordination optimization scheme based on minimum vehicle delay for the hook-shaped intersection and the conventional intersection.
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CN109826063A (en) * 2019-01-11 2019-05-31 山东师范大学 A kind of two-way, multilane, multilayer rail freeway facility and its working method
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CN116052451A (en) * 2023-01-10 2023-05-02 南京理工大学 Method and system for timing signals of cross-shaped intersection
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