CN111882895A - Intersection delay determination method used under modern tramcar signal priority control - Google Patents

Intersection delay determination method used under modern tramcar signal priority control Download PDF

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CN111882895A
CN111882895A CN202010587108.0A CN202010587108A CN111882895A CN 111882895 A CN111882895 A CN 111882895A CN 202010587108 A CN202010587108 A CN 202010587108A CN 111882895 A CN111882895 A CN 111882895A
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intersection
detector
modern
delay
signal
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李耘
徐雨洁
蔡其燕
应海峰
石卫华
叶雷
陈益宝
朱胜雪
姜晴
包旭
李心为
胡丽
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JIANGSU TS TRAFFIC DESIGN & RESEARCH INSTITUTE Co.,Ltd.
Huaiyin Institute of Technology
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    • G—PHYSICS
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Abstract

The invention relates to the technical field of intersection signal control in the intelligent traffic technology, and discloses an intersection delay determination method under the signal priority control of a modern tramcar, which comprises the following steps: 1) determining a detector position; 2) analyzing decision judgment implemented by the priority control signal; 3) calculating delay of the modern tramcar; 4) conventional vehicle delay calculation; 5) and calculating total delay of the intersection. The invention considers the induction control scheme of non-priority phase conventional vehicle queuing through the detector layout and control logic analysis, takes the upstream detector and the upstream trigger detector as the reference, considers the signal timing change condition in a layering way, provides an intersection delay determination method under the signal priority control of the modern tramcar, obtains the delay control key parameter, and solves the problem of the limit of the real-time change of the signal period and the timing scheme on the delay calculation.

Description

Intersection delay determination method used under modern tramcar signal priority control
Technical Field
The invention relates to the technical field of intersection signal control in the intelligent traffic technology, in particular to an intersection delay determination method under the signal priority control of a modern tramcar.
Background
Modern trams are public transport modes upgraded on the basis of traditional trams, and have larger transport capacity and more environment-friendly and energy-saving transport means compared with buses. In recent years, modern tramcars in China are rapidly developed, and by the end of 2019, 16 cities including Shenyang, Dalian, Huaian, Changchun, Tianjin, Shanghai, Suzhou, Nanjing, Qingdao, Guangzhou, Zhuhai, Wuhan, Shenzhen, Beijing, Chengdu and Buddha in China are put into operation, 30 lines are counted, and the total operation mileage reaches 417.414 km.
As a ground rail public transportation mode, the modern tramcar is one of main measures for ensuring the running efficiency and improving the service level by leading the modern tramcar to pass through an intersection preferentially, and particularly, active priority control is generally adopted. However, the use of active priority control strategies and schemes introduces significant complexity and uncertainty in calculating intersection delays in evaluating intersection service levels. Therefore, in view of the above situation, the present invention provides a method for determining intersection delay under modern tram signal priority control.
Disclosure of Invention
The purpose of the invention is as follows: aiming at the technical problems, the invention provides an intersection delay determination method under the prior control of modern tramcars, which effectively solves the complexity and uncertainty in intersection delay calculation under the prior control of modern tramcars.
The technical scheme is as follows: the invention is realized by the following technical scheme: an intersection delay determination method under modern tram signal priority control comprises the following steps:
step 1: collecting traffic operation parameters and signal timing parameters of an intersection, and determining the positions of detectors, including positions of an upstream detector, an upstream trigger detector and a downstream detector in the direction of a modern tramcar; determining the position of a vehicle queuing detector on a road different from the direction of modern tram running;
step 2: analyzing decision judgment implemented by the priority control signal, wherein the decision judgment analysis implemented by the signal comprises delay control parameter analysis and decision judgment analysis implemented by the signal when the modern tramcar reaches an upstream trigger detector and an upstream detector;
and step 3: the method comprises the following steps of calculating the modern tramcar delay, wherein the calculation comprises the steps of analyzing delay calculation parameters and mutual relations and calculating the modern tramcar delay;
and 4, step 4: conventional vehicle delay calculation includes analyzing and calculating vehicle delay in a signal control phase by using a delay triangle;
and 5: and (4) calculating the total delay of the intersection, wherein the total delay of the intersection is the sum of the delay of a modern rail and the delay of a conventional vehicle, and an intersection total delay calculation model is established by taking 1s as an interval unit.
Further, the step1 of collecting traffic operation parameters and signal timing parameters at the intersection and determining the position of the detector comprises the following steps:
1.1) determining the upstream detector position, which is calculated as follows: l is1＝v·Cmin
In the formula, L1Is the distance between the position of the upstream detector and the stop line of the intersection, v is the running speed of the modern tram, CminIs the minimum cycle duration;
Figure BDA0002555079380000021
wherein G isiminFor i phase minimum green time, DiFor i-phase pedestrian delay or left-turn vehicle delay, WiDistance of a pedestrian or vehicle passing through the intersection in phase i, V is speed of the pedestrian or vehicle, YiI phase green interval time;
1.2) determining the position of the upstream trigger detector, and calculating the position according to the following formula: l is2＝L+Lz
In the formula, L2The distance between the position where the upstream trigger detector is placed and a stop line of an intersection is determined, L is the length of a modern tramcar, A is the safe braking distance of the modern tramcar, and Lz is v2The a is the deceleration of the modern tramcar;
1.3) determining the downstream detector position, which is calculated as follows: l is3＝L
In the formula, L3The distance between the position of the downstream detector of the modern tramcar passing through the intersection and the stop line of the entrance lane is equal to the distance between the position of the downstream detector of the modern tramcar passing through the intersection and the stop line of the entrance lane;
1.4) determining the position of a vehicle queuing detector on a road with a direction different from that of the modern tram, wherein the calculation formula is as follows:
Figure BDA0002555079380000022
in the formula, L4The position of the vehicle queuing detector is the road intersection entrance lane in the same direction as the modern tram, W is the longest signal cycle number that the driver can wait, C is the original signal cycle length, q is the original signal cycle lengthmax(PHF15) The maximum flow rate corresponding to the 15min peak flow rate of the inlet channel,
Figure BDA0002555079380000032
is the distance between the car heads, N is the distance between the car heads and the modernThe number of the lanes at the entrance of the streetcars at the road intersections in different directions.
Further, the step2 of analyzing the decision judgment implemented by the priority control signal includes the following steps:
2.1) combining the current phase of the intersection and the data feedback of the vehicle queuing detector, dividing the situation that the modern tramcar reaches the upstream detector into 8 types: ag1、Ag1+D、Ag2、Ag2+D、Ag3、Ag3+D、Ag4And Ag4+ D, wherein AgiRepresenting a modern tram arriving at the upstream detector in phase i; + D represents that the vehicle queuing detector detects a queued vehicle, and the signal control is in decision layer A at the moment to perform first real-time signal control; the arrival of modern trams at the upstream trigger detector is divided into two categories: bgi and Bgi + D, wherein BgiThe situation that the modern tramcar reaches the upstream trigger detector at the ith phase is shown, and the signal control of a decision layer B not only influences the vehicle at the intersection, but also influences the operation of the modern tramcar, so that corresponding delay is generated;
2.2) deeply analyzing the possibility operation of the A, B decision layer, determining a priority strategy macro analysis idea, and establishing a phase decision layer;
2.3) when the modern tramcar reaches the upstream detector, analyzing by a phase decision layer, enabling an intersection signal lamp to be in the ith phase, and performing first real-time control on the intersection signal lamp by combining feedback information of the vehicle queuing detector;
2.4) analysis of the phase decision layer when the modern tram reaches said upstream trigger detector, passing the journey L when the modern tram reaches the upstream trigger detector1And L2And the quantitative relation shows the phase position of the current signal of the intersection, and the intersection is controlled for the second time in real time by combining the feedback information of the vehicle queuing detector.
Further, the step3 of calculating the delay of the modern tram comprises the following steps: the time difference between the time of the modern tramcar at the real-time signal control intersection and the time of smooth operation is solved through the physical relation between the distance and the speed to obtain the time difference and obtain a delay value, and the calculation formula is as follows:
Figure BDA0002555079380000031
in the formula: step1, determining the initial green time of 4 phases; step2, the arrival of the modern tramcar at the upstream detector is the second phase of the signal phase for the first second; step3, the modern tramcar arrives at the upstream detector and is the second phase and the vehicle queuing detector does not detect the vehicle, the second phase is kept unchanged, the third phase is shortened to the minimum green time, the modern tramcar arrives at the upstream trigger detector and is the fourth phase and the queuing detector does not detect the vehicle, and the intersection implements the shortest signal period; cj: signal period(s) under priority control; gi: green time(s) for each phase; b isgi: an upstream trigger detector signal(s);
Figure BDA0002555079380000041
a modern tram runs for a unit time(s); t is ty: acceleration and deceleration time(s) of the modern tramcar; t is tstop: the stop time of the modern tramcar at the station.
Further, the conventional vehicle delay calculation in the step 4 adopts a delay triangle, and under the signal control condition, the vehicle delay of the entrance way with the phases of one, two, three and four is half of the product of the conventional vehicle arrival rate and the sum of the green light time of other phases during the current phase.
Further, in the step 5, in the arrival period of the modern tramcar, the sum of delays of the modern tramcar and the conventional vehicle integrates the intersection delays of the signal period duration number into an average delay in the original signal period by taking 1s as an interval unit and actively considering the vehicle queuing condition in combination with the vehicle arrival theory, and the calculation formula is as follows:
Figure BDA0002555079380000042
in the formula:
Figure BDA0002555079380000043
average delay at intersection, s/pcu;
Figure BDA0002555079380000044
delaying the modern tramcar arriving at the jth second of the modern tramcar by s/veh;
Figure BDA0002555079380000045
conventional vehicle delay of the modern tram arriving in the jth second, s/pcu; p: vehicle queuing probability,%; c0: and (5) setting a periodic signal at the intersection, s.
Has the advantages that:
the invention can provide quantitative guidance for delay calculation under the signal priority control of the modern tramcar intersection, detects the arrival state of the modern tramcar by an upstream detector and an upstream trigger detector arranged in the running direction of the modern tramcar, carries out decision judgment on a priority control signal, respectively calculates the modern tramcar delay, the conventional vehicle delay and the intersection total delay, calculates a result to evaluate the intersection service level after the signal priority control scheme is implemented, and provides a basis for evaluating and perfecting the implementation effect of the signal priority control scheme.
Drawings
FIG. 1 is a schematic view of a modern tramcar at an intersection detector setting position;
FIG. 2 is a block diagram of a priority policy macro analysis concept of the present invention;
FIG. 3 is a schematic diagram illustrating the operation of a decision layer according to the present invention;
FIG. 4 is a diagram illustrating 4 possible scenarios that an intersection signal timing may have according to a priority strategy macro analysis idea of the present invention;
fig. 5 is a schematic diagram illustrating delay in signal periods of vehicles entering each lane at an intersection according to an embodiment of the present invention.
Detailed Description
So that the manner in which the above recited features of the present invention can be understood and appreciated and attained, a more particular description of the invention, briefly summarized above, may be had by reference to the embodiments, some of which are illustrated in the appended drawings, wherein it is to be understood that these examples are intended in the description of the invention, rather than in the limitations of the invention, which are appended to the claims, as interpreted by those skilled in the art, and that all changes that are equivalent to the invention are intended to fall within the scope of the invention, as defined by the appended claims.
The invention mainly aims to solve the problems of complexity, uncertainty and the like in intersection delay calculation under the prior tramcar priority control, and provides an intersection delay determination method for the prior tramcar signal priority control, which comprises the following steps:
step 1: collecting traffic operation parameters and signal timing parameters of an intersection, and determining the positions of detectors, including positions of an upstream detector (A), an upstream trigger detector (B) and a downstream detector (C) in the direction of the modern tramcar; the position of a vehicle queue detector (D) is determined on a road different from that on which a modern tram is travelling.
The method for acquiring the traffic operation parameters and the signal timing parameters of the intersection and determining the position of the detector comprises the following steps:
1) the upstream detector position is determined, which is calculated as follows:
L1＝v·Cmin
Figure BDA0002555079380000051
in the formula, L1And v is the distance between the position of the upstream detector and the stop line of the intersection, and the running speed of the modern tramcar. CminIs the minimum cycle duration, Gi minI phase minimum green time; wherein D isiFor i-phase pedestrian delay or left-turn vehicle delay, WiDistance of a pedestrian or vehicle passing through the intersection in phase i, V is speed of the pedestrian or vehicle, YiI-phase green interval. In this example, for the first phase and the third phase of the straight-going vehicle, the pedestrian crosses the street, and the minimum green time calculation parameter is the parameter corresponding to the pedestrian walking. Second specially adapted for left-turning of vehicleAnd in the phase and the fourth phase, no pedestrian crosses the street, and the left-turn vehicle driving parameter is taken as the minimum green light time calculation parameter.
Minimum green time for north-south straight travel in first phase:
Figure BDA0002555079380000061
second phase south-north left-turn minimum green time:
Figure BDA0002555079380000062
third phase east-west straight going minimum green time:
Figure BDA0002555079380000063
the minimum green time of the south-north left turn of the fourth phase:
Figure BDA0002555079380000064
Figure BDA0002555079380000065
therefore, the upstream trigger position: l is1＝v·Cmin＝5.28×70＝369.6m。
1) Determining the upstream trigger detector position by the following calculation formula: l is2＝L+Lz
In the formula, L2The distance between the position where the upstream trigger detector is placed and a stop line of an intersection is determined, L is the length of a modern tramcar, A is the safe braking distance of the modern tramcar, and Lz is v2And/2 a, a is the deceleration of the modern tram. In this example, Lz ═ va 2/2a＝4.4422 × 2 ═ 4.9m, then L2＝L+Lz＝30+4.9＝34.9m。
1) Determining the downstream detector position by the following calculation formula: l is3＝L
In the formula, L3The distance between the position of the downstream detector and the parking line of the entrance lane is the distance between the position of the downstream detector and the parking line of the entrance lane when the modern tramcar passes through the intersection. L in this example3＝L＝30m。
1) Determining the position of a vehicle queuing detector on a road with a direction different from that of the modern tram, wherein the calculation formula is as follows:
Figure BDA0002555079380000066
in the formula, L4The position of the vehicle queuing detector is the road intersection entrance lane in the same direction as the modern tram, W is the longest signal cycle number that the driver can wait, C is the original signal cycle length, q is the original signal cycle lengthmax(PHF15) The maximum flow rate corresponding to the 15min peak flow rate of the inlet channel,
Figure BDA0002555079380000071
the distance between the car heads is N, and N is the number of lanes at the entrance of the road intersection in the direction different from that of the modern tramcar.
In this example
Figure BDA0002555079380000072
Figure BDA0002555079380000073
Step 2: and the decision judgment implemented by analyzing the priority control signal comprises delay control parameter analysis and decision judgment analysis implemented by the signal when the modern tramcar reaches the upstream trigger detector and the upstream detector.
The decision making implemented by analyzing the priority control signal comprises the following steps:
1) combining the current phase of the intersection and the data feedback of the vehicle queue detector, the situation that the modern tramcar reaches the upstream detector (A) is divided into 8 types: ag1、Ag1+D、Ag2、Ag2+D、Ag3、Ag3+D、Ag4And Ag4+ D, wherein AgiRepresenting a modern tram arriving at the upstream detector in phase i; + D represents said vehicleThe vehicle queuing detector detects a queued vehicle, the signal control is in a decision layer A at the moment, the first real-time signal control is carried out, the modern tramcar is not influenced in operation in the period and has no delay, but the changed signal control strategy causes corresponding delay to the vehicle at the intersection. The arrival of trams at the upstream trigger detector (B) is divided into two categories: bgi and Bgi + D, wherein BgiThe signal control of the decision layer B not only influences the vehicles at the intersection, but also influences the running of the tramcar to generate corresponding delay when the tramcar reaches the ith phase of the upstream trigger detector.
2) Deeply analyzing the possible operation of A, B decision layer, determining the macro analysis idea of priority strategy, and establishing phase decision layer, as shown in FIG. 2, TAg1For the constant-speed running distance L of the modern tramcar1Time of (d).
The change of the signal control affects the change of vehicle delay at the intersection, and the analysis of the real-time delay at the signal intersection needs to determine the real-time change of the signal control at the intersection. Since modern trams arrive at intersections at random, in variables, it is necessary to find the amount of delay variation that is brought about by the change of the control signal. Wherein the distance between the vehicle detector and the intersection stop line is quantitative (the distance between the upstream detector (A) and the upstream trigger detector (B) is L1、L2) And the modern tramcar does not touch the detector, and the intersection signal timing is quantitative. Variables include the time at which the modern tram arrives at the upstream detector, the upstream detector and changes in the upstream trigger detector signal control.
3) When the modern tramcar reaches the upstream detector (A), the phase decision layer analyzes that the intersection signal lamp is in the ith phase, and the intersection signal lamp is controlled for the first time in real time by combining the feedback information of the vehicle queuing detector (D). Since the distance between the upstream detector (A) and the stop line is L1Modern trams then travel a minimum signal period (T) no matter how the intersection signal control changesL1) Eliminating general stopping time (T)stop) The tail end of the vehicle range is the stop line of the intersection, and the distance L from the tail end of the vehicle range to the upstream of the stop line2Then is the upstream trigger detector (B)As shown in fig. 3. In the graph, # gi denotes the minimum green time for each phase.
4) The phase decision layer analysis when the modern tramcar reaches the upstream trigger detector, and the passing distance L when the modern tramcar reaches the upstream trigger detector1And L2The quantitative relation of the intersection is used for showing the phase position of the current signal of the intersection, and the intersection is controlled for the second time in real time by combining the feedback information of the vehicle queuing detector. Taking the modern tramcar as an example that the tramcar arrives at the second phase of the intersection signal phase within the first second, according to a priority strategy macroscopic analysis thought diagram, the intersection signal timing has 4 possible schemes:
firstly, the arrival upstream detector of the modern tramcar is in the second phase, the queuing detector does not detect the vehicles, the second phase is kept unchanged, the third phase is shortened to the minimum green time, the arrival upstream trigger detector of the modern tramcar is in the fourth phase, the queuing detector does not detect the vehicles, and the intersection is in the shortest signal period.
Secondly, the modern tramcar reaches the upstream detector to be the second phase and the queuing detector detects the vehicles, the second phase is shortened to the minimum green time, the third phase is unchanged temporarily, the modern tramcar reaches the upstream trigger detector to be the third phase and the queuing detector detects the queued vehicles, and the signal period is kept unchanged.
And thirdly, when the modern tramcar arrives at the upstream detector, the second phase is detected by the queue detector, the second phase is shortened to the minimum green time, the third phase is unchanged temporarily, when the modern tramcar arrives at the upstream trigger detector, the third phase is 35 seconds and no queued vehicle is detected, the third phase is finished immediately, and the fourth phase is shortened to the minimum green time.
Fourthly, when the modern tramcar reaches the upstream detector, the second phase is the second phase, the queuing detector does not detect the vehicles, the second phase is kept unchanged, the third phase is shortened to the minimum green time, when the modern tramcar reaches the upstream trigger detector, the fourth phase is the fourth phase, the queuing detector detects the vehicles, and the intersection is in the shortest signal period, as shown in fig. 4.
The method can accurately show that the modern tramcar reaches the upstream detector at any time and two subsequent real-time controls are accurately performed, and the specific control mode applied by the real-time priority control in the period is the primary factor influencing intersection delay under the priority control of the modern tramcar.
And step 3: and (3) modern tramcar delay calculation, which comprises the steps of analyzing delay calculation parameters and mutual relations and calculating the modern tramcar delay.
The modern tram delay calculation method comprises the following steps: the time difference between the time of a modern tramcar at a real-time signal control intersection and the time of smooth running is solved through the physical relation between the distance and the speed (including acceleration and deceleration) to obtain a delay value, and the calculation formula is as follows:
Figure BDA0002555079380000091
in the formula: step1, step2, step3, referring to fig. 3 and fig. 4 decision layer operations, step1, determines the initial green time for 4 phases; step2, the arrival of the modern tramcar at the upstream detector is the second phase of the signal phase for the first second; step3, the modern tramcar arrives at the upstream detector and is the second phase and the vehicle queuing detector does not detect the vehicle, the second phase is kept unchanged, the third phase is shortened to the minimum green time, the modern tramcar arrives at the upstream trigger detector and is the fourth phase and the queuing detector does not detect the vehicle, and the intersection implements the shortest signal period; cj: signal period(s), g under priority controli: green time(s), B) of each phasegi: the signal(s) at the upstream trigger detector,
Figure BDA0002555079380000092
modern tram unit vehicle running time(s), ty: acceleration and deceleration time(s), t) of modern tramcarstop: the stop time of the modern tramcar at the station.
The key of the delay model calculation of the invention is that the intersection period changes after the upstream detector (A) is triggered by the modern tramcar at any time. By calculation, key data are obtained. Taking the first second of the modern tram to reach the upstream detector (a) as an example, as shown in table 1, y is the yellow light time, and C is the original signal period duration.
Table 1 intersection partial signal timing unit: s
Figure BDA0002555079380000093
The operation basic feature information of the modern tram and the delay calculation process of the modern tram are shown in tables 2 and 3, wherein the operation basic feature is obtained by field investigation.
TABLE 2 basic characteristic information of modern trams
Figure BDA0002555079380000094
Table 3 unit of calculation process of modern tram delay part: s/veh
Figure BDA0002555079380000101
And 4, step 4: conventional vehicle delay calculations include analyzing and calculating vehicle delays within a signal control phase using a delay triangle.
The conventional vehicle delay calculation includes the steps of:
1) under signal-controlled conditions, the respective phase approach vehicle delay profile is shown in fig. 5. Wherein, the distribution of I, II, III and IV is expressed as the vehicle delay description of the phase I, II, III and IV.
In fig. 5, the horizontal axis t represents time(s), the vertical axis P represents the cumulative number of vehicles (pcu), and giThe effective green time(s) of each phase is shown, q represents the vehicle arrival rate (pcu/s), and s represents the vehicle departure rate (pcu/s). The sum of the delays of all vehicles at the intersection of each approach is the area of the shaded portion shown in the figure.
2) Begin calculating delay with the first second of the signal period, phase one vehicle at giAt a flow rate S over time1Clear passage through the intersection, after the first phase has ended, the following vehicle at flow rate q1And (3) waiting for the next signal period when the intersection is reached, so that delay is generated, and the calculation formula is shown as the following formula:
Figure BDA0002555079380000102
note: AF ═ g2+g3+g4，EF＝AF×q1
3) Vehicle flow rate q of phase two2Arriving at the intersection, after a waiting time of phase one, at a flow rate S2Passing the intersection, after the second phase is over, the following vehicle continues at flow rate q2And when the intersection is reached, waiting for the next signal period, wherein the calculation formula is shown as the following formula:
Figure BDA0002555079380000111
Figure BDA0002555079380000112
note: OB ═ g1,BG＝g2,AF＝g3+g4,AG＝BG×S2,EF＝AF×q2
4) Vehicle speed of phase three q3After the intersection is reached and the waiting time of the first phase and the second phase is passed, the time g is used3At a flow rate S3Passing the intersection, after the third phase is over, the following vehicles continue at flow rate q3And when the intersection is reached, waiting for the next signal period, wherein the calculation formula is shown as the following formula:
Figure BDA0002555079380000113
Figure BDA0002555079380000114
note: OB ═ g1+g2,BG＝g3,AF＝g4,AG＝BG×S3,GD＝g4,EF＝GD×q3
5) Vehicle flow rate q for phase four4Arriving at the intersection, and after waiting for the first three phases, at a flow rate S4Passing through the intersection, the vehicle control delay of phase four is therefore correlated with the first three signal phases, and the calculation is given by:
Figure BDA0002555079380000115
note: OB ═ g1+g2+g3,AD＝BD×S4
In order to realize the differentiated delay of each entrance lane, the vehicle speed, the vehicle arrival rate and the vehicle departure rate of key positions of the intersection need to be investigated, and a data table is shown in tables 4 and 5.
Table 4 intersection key location vehicle speed unit: km/h
Figure BDA0002555079380000116
Table 5 intersection each entrance lane vehicle arrival and departure rate unit: pcu/s
Figure BDA0002555079380000117
Figure BDA0002555079380000121
The survey data and the signal plan parameters are substituted into the conventional vehicle delay calculation part to calculate the conventional vehicle delay, and the calculation process is shown in table 6.
Table 6 conventional vehicle part delay calculation process units: s
Figure BDA0002555079380000122
And 5: and (4) calculating the total delay of the intersection, wherein the total delay of the intersection is the sum of the delay of a modern rail and the delay of a conventional vehicle, and an intersection total delay calculation model is established by taking 1s as an interval unit.
In the arrival period of the modern tramcar, the sum of delays of the modern tramcar and conventional vehicles takes 1s as an interval unit of an original signal period, the queuing condition of the vehicles is actively considered by combining the arrival theory of the vehicles, intersection delays of the time length number of the signal period are integrated into an average delay in the original signal period, and the calculation formula is as follows:
Figure BDA0002555079380000131
in the formula:
Figure BDA0002555079380000132
average delay at intersection, s/pcu;
Figure BDA0002555079380000133
delaying the modern tramcar arriving at the jth second of the modern tramcar by s/veh;
Figure BDA0002555079380000134
conventional vehicle delay of the modern tram arriving in the jth second, s/pcu; p: vehicle queuing probability,%; c0: and (5) setting a periodic signal at the intersection, s.
Therefore, the total delay at the intersection is calculated as follows:
the total delay of the induction signal control intersection is calculated on the basis of the complete probability data of modern trams, conventional vehicle delay and vehicle queuing, as shown in table 7. The expected intersection delay per hour is 23.48 s.
Table 7 unit of total delay per second for signalized intersections: s
Figure BDA0002555079380000135

Claims (6)

1. An intersection delay determination method under modern tram signal priority control is characterized by comprising the following steps:
step 1: collecting traffic operation parameters and signal timing parameters of an intersection, and determining the positions of detectors, including positions of an upstream detector, an upstream trigger detector and a downstream detector in the direction of a modern tramcar; determining the position of a vehicle queuing detector on a road different from the direction of modern tram running;
step 2: analyzing decision judgment implemented by the priority control signal, wherein the decision judgment analysis implemented by the signal comprises delay control parameter analysis and decision judgment analysis implemented by the signal when the modern tramcar reaches an upstream trigger detector and an upstream detector;
and step 3: the method comprises the following steps of calculating the modern tramcar delay, wherein the calculation comprises the steps of analyzing delay calculation parameters and mutual relations and calculating the modern tramcar delay;
and 4, step 4: conventional vehicle delay calculation includes analyzing and calculating vehicle delay in a signal control phase by using a delay triangle;
and 5: and (4) calculating the total delay of the intersection, wherein the total delay of the intersection is the sum of the delay of a modern rail and the delay of a conventional vehicle, and an intersection total delay calculation model is established by taking 1s as an interval unit.
2. The intersection delay determination method under the signal priority control of the modern tram according to claim 1, characterized in that, the step1 of collecting the intersection traffic operation parameters and the signal timing parameters, and the determination of the detector position comprises the following steps:
1.1) determining the upstream detector position, which is calculated as follows: l is1＝v·Cmin
In the formula, L1Is the distance between the position of the upstream detector and the stop line of the intersection, v is the running speed of the modern tram, CminIs the minimum cycle duration;
Figure FDA0002555079370000011
wherein G isiminFor i phase minimum green time, DiIs i phasePosition pedestrian delay or left turn vehicle delay, WiDistance of a pedestrian or vehicle passing through the intersection in phase i, V is speed of the pedestrian or vehicle, YiI phase green interval time;
1.2) determining the position of the upstream trigger detector, and calculating the position according to the following formula: l is2＝L+Lz
In the formula, L2The distance between the position where the upstream trigger detector is placed and a stop line of an intersection is determined, L is the length of a modern tramcar, A is the safe braking distance of the modern tramcar, and Lz is v2The a is the deceleration of the modern tramcar;
1.3) determining the downstream detector position, which is calculated as follows: l is3＝L
In the formula, L3The distance between the position of the downstream detector of the modern tramcar passing through the intersection and the stop line of the entrance lane is equal to the distance between the position of the downstream detector of the modern tramcar passing through the intersection and the stop line of the entrance lane;
1.4) determining the position of a vehicle queuing detector on a road with a direction different from that of the modern tram, wherein the calculation formula is as follows:
Figure FDA0002555079370000021
in the formula, L4The position of the vehicle queuing detector is the road intersection entrance lane in the same direction as the modern tram, W is the longest signal cycle number that the driver can wait, C is the original signal cycle length, q is the original signal cycle lengthmax(PHF15) The maximum flow rate corresponding to the 15min peak flow rate of the inlet channel,
Figure FDA0002555079370000022
the distance between the car heads is N, and N is the number of lanes at the entrance of the road intersection in the direction different from that of the modern tramcar.
3. The method for determining intersection delay under modern tram signal priority control according to claim 1, wherein the step2 of analyzing the decision making judgment implemented by the priority control signal comprises the following steps:
2.1) combining the current phase of the intersection and the vehicle rowThe data feedback of the team detector divides the situation that the modern tram arrives at the upstream detector into 8 types: ag1、Ag1+D、Ag2、Ag2+D、Ag3、Ag3+D、Ag4And Ag4+ D, wherein AgiRepresenting a modern tram arriving at the upstream detector in phase i; + D represents that the vehicle queuing detector detects a queued vehicle, and the signal control is in decision layer A at the moment to perform first real-time signal control; the arrival of modern trams at the upstream trigger detector is divided into two categories: bgi and Bgi + D, wherein BgiThe situation that the modern tramcar reaches the upstream trigger detector at the ith phase is shown, and the signal control of a decision layer B not only influences the vehicle at the intersection, but also influences the operation of the modern tramcar, so that corresponding delay is generated;
2.2) deeply analyzing the possibility operation of the A, B decision layer, determining a priority strategy macro analysis idea, and establishing a phase decision layer;
2.3) when the modern tramcar reaches the upstream detector, analyzing by a phase decision layer, enabling an intersection signal lamp to be in the ith phase, and performing first real-time control on the intersection signal lamp by combining feedback information of the vehicle queuing detector;
2.4) phase decision layer analysis when the modern tram reaches the upstream trigger detector, passing the distance L between the position of the upstream detector and the stop line of the intersection when the modern tram reaches the upstream trigger detector1Distance L between the upstream trigger detector placing position and the intersection stop line2And the quantitative relation shows the phase position of the current signal of the intersection, and the intersection is controlled for the second time in real time by combining the feedback information of the vehicle queuing detector.
4. The intersection delay determination method under modern tram signal priority control as claimed in claim 3, characterized in that said step3 of modern tram delay calculation comprises the steps of: the time difference between the time of the modern tramcar at the real-time signal control intersection and the time of smooth operation is solved through the physical relation between the distance and the speed to obtain the time difference and obtain a delay value, and the calculation formula is as follows:
Figure FDA0002555079370000031
in the formula: step1, determining the initial green time of 4 phases; step2, the arrival of the modern tramcar at the upstream detector is the second phase of the signal phase for the first second; step3, the modern tramcar arrives at the upstream detector and is the second phase and the vehicle queuing detector does not detect the vehicle, the second phase is kept unchanged, the third phase is shortened to the minimum green time, the modern tramcar arrives at the upstream trigger detector and is the fourth phase and the queuing detector does not detect the vehicle, and the intersection implements the shortest signal period; cj: signal period(s) under priority control; gi: green time(s) for each phase; b isgi: an upstream trigger detector signal(s);
Figure FDA0002555079370000032
a modern tram runs for a unit time(s); t is ty: acceleration and deceleration time(s) of the modern tramcar; t is tstop: the stop time of the modern tramcar at the station.
5. The intersection delay determination method for modern tram signal priority control according to claim 1, characterized in that the step 4 regular vehicle delay calculation uses a delay triangle, and the entrance lane vehicle delays of phases one, two, three and four are half of the product of the regular vehicle arrival rate and the sum of the green time of other phases during the current phase under the signal control condition.
6. The intersection delay determination method under the modern tram signal priority control according to claim 1, characterized in that in the step 5, in the period of arrival of the modern tram, the sum of the delays of the modern tram and the conventional vehicle is obtained by taking the original signal period as an interval unit and actively considering the queuing condition of the vehicle in combination with the theory of arrival of the vehicle, the intersection delays of the number of the signal period durations are integrated into an average delay in the original signal period, and the calculation formula is as follows:
Figure FDA0002555079370000041
in the formula:
Figure FDA0002555079370000042
average delay at intersection, s/pcu;
Figure FDA0002555079370000043
delaying the modern tramcar arriving at the jth second of the modern tramcar by s/veh;
Figure FDA0002555079370000044
conventional vehicle delay of the modern tram arriving in the jth second, s/pcu; p: vehicle queuing probability,%; c0: and (5) setting a periodic signal at the intersection, s.
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