CN112037508B - Intersection signal timing optimization method based on dynamic saturation flow rate - Google Patents
Intersection signal timing optimization method based on dynamic saturation flow rate Download PDFInfo
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/081—Plural intersections under common control
- G08G1/083—Controlling the allocation of time between phases of a cycle
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/095—Traffic lights
Abstract
The invention relates to an intersection signal timing optimization method based on dynamic saturation flow rate. Firstly, finely analyzing the traffic flow release characteristics of a high-load intersection, and determining the maximum release flow rate and the duration of 5 stages; secondly, a calculation model of the total loss time of the intersection is provided and is used as an optimization target of signal timing of the high-load intersection; and then, an optimization model of the signal period and the green light is constructed based on the optimization index, so that the optimal signal period and the optimal green light duration are more accurate under the condition. The method can accurately calculate the dynamic saturation flow rate of the intersection approach in different time periods according to the parameters of the intersection channelized section length, the traffic volume, the acceleration and the like, truly show the vehicle release rule of the intersection during the green light period, and calculate the optimal period and the optimal green light time. The method can solve the problem of surplus cycle time caused by the adoption of a fixed saturated flow rate value in the traditional timing model calculation under the high-load state.
Description
Technical Field
The invention relates to the field of traffic signal control, in particular to a method for periodically calculating a dynamic saturation flow rate signal at an intersection.
Background
In the traditional signal timing model, the saturation flow rate and the loss time of an inlet lane group are assumed to be fixed values, and the traffic flow is used as an input variable to optimize the signal period and the green light time, so that the indexes such as minimum delay, saturation and the like are achieved. However, through practical observation, parameters such as saturation flow rate and loss time vary due to different intersection canalization designs and traffic conditions, which results in failure of the optimization objective function and unreasonable timing scheme. Therefore, the method provides a calculation model of the intersection release flow rate and the loss time by analyzing the traffic flow release characteristics of the intersection in the high-load state, and further designs a signal timing optimization model of the high-load intersection so as to provide guidance for signal timing design of the supersaturation intersection.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a dynamic saturation flow rate signal timing optimization calculation method.
The purpose of the invention is realized by the following technical scheme:
the invention comprises the following steps:
A) firstly, establishing a dynamic saturated flow rate vehicle release model at an intersection
a) Analyzing traffic flow characteristics
When the green light of the intersection is turned on, vehicles waiting for the stop line sequentially pass through the intersection, and the release process is divided into 3 stages and 5 states according to the difference of the release rate: red light status (OA); a queued vehicle release state (AB) within the trench section; a saturated release state (BC) of vehicles in the outer queue of the canalization section; a vehicle unsaturated release state (CD) of an outer platoon of the channeling section; the release state (DE) is reached randomly.
b) Determining intersection design parameters
Measuring traffic flow driving-away rate S of a current intersection canalization section on site, and measuring length L of the intersection canalization section1Mean acceleration a of the vehicle in a following state1The average acceleration in the non-following state is a2Speed V when vehicle in outer queue of channeling section is about to enter channeling lanei,0And waiting for intersection parameters.
c) Establishing intersection dynamic saturation flow rate vehicle release model
1) In-canalization section queuing vehicle release model
At the initial stage of turning on the green light, waiting vehicles in the canalization section start to move forward, the flow rate changes rapidly, the flow rate gradually reaches saturated flow from zero, the saturated flow sequentially passes through a stop line, and the time required by saturated release of the queued vehicles in the canalization section is obtained according to the release rule.
2) Building a saturated release model of vehicles in an outer platoon of a channelized section
When the starting wave is transmitted to the last vehicle in the canalization section, the vehicle is started and accelerated along with the front vehicle, the vehicle is still released at the saturated flow, at the moment, the vehicles in the outer row in the canalization section gradually enter the canalization lane in different directions, at the moment, the speed of the front vehicle is lower, the subsequently entering vehicles can quickly catch up and form a following state, the traffic flow is still released according to the saturated flow, and the time required by the saturated release of the vehicles in the outer row in the canalization section is obtained according to the release rule.
3) Determining out-of-queue vehicle unsaturated release model in channelized section
When the front vehicle is high in speed and the rear vehicle cannot catch up with the front vehicle before reaching the designed hourly speed, the vehicle belongs to an unsaturated release state at the moment, and the time required by unsaturated release of vehicles in the outward-discharging queue of the channeling section is obtained according to the release rule.
B) Then establishing an intersection dynamic saturation flow rate signal timing optimization model
a) Establishing a signal period calculation model based on dynamic saturation flow rate
The number of vehicles released in the AD section in the figure 1 is subtracted from the total number of arriving vehicles in the period, the remaining vehicles are released according to the free flow driving rate within a certain time, no vehicle is left, no green light time is left, and the optimal period is calculated.
b) An optimal green light duration based on the dynamic saturation flow rate is calculated.
The invention has the beneficial effects that:
the method can accurately calculate the dynamic saturation flow rate of the intersection approach in different time periods according to the parameters of the intersection channelized section length, the traffic volume, the acceleration and the like, truly show the vehicle release rule of the intersection during the green light period, and calculate the optimal period and the optimal green light time. The method can solve the problem of surplus cycle time caused by the adoption of a fixed value of the saturation flow rate in the traditional timing model calculation under the high-load state.
Drawings
FIG. 1 is a diagram of the process of traffic flow release at an intersection saturation state of the present invention;
FIG. 2 is a diagram of the operational status of an intersection during a red light of the present invention;
FIG. 3 is a diagram of the traffic flow operation at the initial stage of turning on the green light according to the present invention;
FIG. 4 is a diagram of the initial release state of vehicles in an outer platoon in a trench segment according to the present invention;
FIG. 5 is a diagram of the driving process of vehicles in a queue outside a channelized section according to the present invention;
FIG. 6 is a diagram of a late release state of vehicles in a channelized out-of-bank vehicle in accordance with the present invention;
FIG. 7 is a free reach-release state diagram of the vehicle of the present invention;
fig. 8 is a flow chart of the method of the present invention.
Detailed Description
The invention is explained in further detail below with reference to the drawings and examples;
the method comprises the following steps:
A) firstly, establishing a dynamic saturated flow rate vehicle release model at an intersection
a) Analyzing traffic flow characteristics
When the green light of the intersection is turned on, vehicles waiting for the stop line sequentially pass through the intersection, and the release process is divided into 3 stages and 5 states according to the difference of the release rate: red light status (OA); a queued vehicle release state (AB) within the trench section; a saturated release state (BC) of vehicles in the outer queue of the canalization section; a vehicle unsaturated release state (CD) of an outer platoon of the channeling section; randomly reaching a release state (DE); as shown in fig. 1, 2 and 3. Each operating state is then analyzed in depth to determine the state duration and corresponding parameters.
b) Determining intersection design parameters
Measuring traffic flow driving-away rate S of a current intersection canalization section on site, and measuring length L of the intersection canalization section1Mean acceleration a of the vehicle in a following state1The average acceleration in the non-following state is a2Green light initial vehicle start lost time l0And saturated release headway h0And waiting for intersection parameters.
c) Establishing an intersection dynamic saturation flow rate vehicle release model, see fig. 3, 4 and 5;
1) in-canalization section queuing vehicle release model
The calculation parameters here include: time delta t required for saturated release of queued vehicles in a channeling sectionAB(ii) a Traffic flow driving away ratio SAB(ii) a Length L of intersection canalization section1(ii) a Green light initial vehicle starting lost time l0。
Corresponding to segment AB in fig. 1, this time is calculated by:
ΔtAB＝L1/(6*SAB)+l0
2) building a saturated release model of vehicles in an outer platoon of a channelized section
21) Speed of vehicle i in queue outside channelized section about to enter channelized lane
The calculation parameters here include: speed V when outer platoon vehicle i in channeling section is about to enter channeling lanei,0(ii) a Average acceleration a of vehicle in following state1。
The speed when the outer platoon vehicle i of the canalization section is about to enter the canalization lane is as follows:
Vi,0＝(2a1*6(i-1))1/2
22) moment when outer queue vehicles i in the channeling section pass through stop line in following state
The calculation parameters here include: average headway h when queued vehicles enter a straight-ahead lanesTime headway h of saturated release0The time point Ti when the vehicle i in the outer queue of the channelized section passes through the stop line in the following state, and the time point T when the vehicle i in the outer queue of the channelized section passes through the stop line in the free running statei' the proportion beta of the straight-ahead vehicle in the traffic flow.
The average head spacing when the queued vehicles enter the straight lane is:
hs＝h0/β
the time when the vehicle i in the drainage section passes through the stop line in a following state is as follows:
Ti＝ΔtAB+i*h0
23) time required for saturated release of vehicles in outer queue of canalization section
The calculation parameters here include: time T when vehicle i-1 in outer queue of canalization section passes through stop line in following statei-1In-canalization section platoon vehicle dissipation time DeltatBCThe number n of vehicles in the outer queue of the channelized section is saturated and released, and the speed V of the vehicle i in the outer queue of the channelized section is about to exit the channelized lanedThe average acceleration in the non-following state is a2。
The saturated release of vehicles in the outer queue of the canalization section needs to meet the conditions:
Ti'-Ti-1≥(hs-h0)
the time when the vehicle i in the outer platoon of the canalization section passes through the stop line in the free running state is as follows:
the time when the vehicle i-1 in the outer platoon of the canalization section passes through the stop line in the following state is as follows:
the duration of this state is:
ΔtBC＝3600n/SBC
3) model for determining unsaturated release of vehicles in outer platoon in channelized section
The calculation parameters here include: red light time r, release rate S of vehicles in outer platoon in canalization sectionCDVehicle arrival rate q, CD segment vehicle dissipation time Δ tCD。
The queued vehicle release rate is:
SCD＝1/hs＝β/h0
the unsaturated release time of the vehicles in the outer queue of the canalization section is as follows:
B) then establishing an intersection dynamic saturation flow rate signal timing optimization model, as shown in FIG. 7;
the process of establishing the intersection dynamic saturated flow rate signal timing optimization model comprises the following steps:
a) and establishing a signal period calculation model based on the dynamic saturation flow rate.
The calculation parameters here include: period duration Cmin(ii) a The time L is lost.
b) Calculating optimal green light duration based on dynamic saturation flow rate
In conclusion, the intersection traffic efficiency is the highest, the unreasonable scheme design problem caused by the adoption of fixed parameters in the traditional timing model is solved, on the basis of fully considering intersection canalization and supply and demand relations, the traffic flow release characteristics of the high-load intersection are firstly subjected to fine analysis, and the maximum release flow rate and the duration of 5 stages are determined; secondly, a calculation model of the total loss time of the intersection is provided and is used as an optimization target of signal timing of the high-load intersection; then, an optimization model of the signal period and the green light is constructed based on the optimization index, so that the optimal signal period and the optimal green light duration under the condition are more accurate, and the method is shown in fig. 8.
Claims (1)
1. An intersection signal timing optimization method based on dynamic saturation flow rate is characterized by comprising the following steps:
A) establishing intersection dynamic saturation flow rate vehicle release model
a) Analyzing traffic flow characteristics
When the green light of the intersection is turned on, vehicles waiting for the stop line sequentially pass through the intersection, and the release process is divided into 5 states according to different release rates: a red light state; a state of vehicle release in the channeling section; the vehicles in the outer queue of the canalization section are in a saturated release state; the vehicles in the outer queue of the canalization section are in an unsaturated release state; randomly reaching a release state;
b) determining intersection design parameters
Measuring traffic flow driving-away rate S of a current intersection canalization section on site, and measuring length L of the intersection canalization section1Mean acceleration a of the vehicle in a following state1The average acceleration in the non-following state is a2Green light initial vehicle start loss time l0And saturated release headway h0；
c) Establishing intersection dynamic saturation flow rate vehicle release model
1) Establishing a vehicle release model for queuing in a canalization section
At the initial stage of turning on the green light, waiting vehicles in the canalization section start to move forward, the flow rate changes rapidly, the flow rate gradually reaches saturated flow from zero, the saturated flow sequentially passes through a stop line, and the time required by saturated release of the queued vehicles in the canalization section is calculated according to the release rule of the saturated flow;
2) building a saturated release model of vehicles in an outer platoon of a channelized section
When the starting wave is transmitted to the last vehicle in the canalization section, the vehicle is accelerated along with the starting of the front vehicle, the vehicle is still released at the saturated flow, the vehicles in the outer row of the canalization section gradually enter the canalization lane in different directions, the speed of the front vehicle is slow at the moment, the subsequent vehicles can quickly catch up and form a following state, the traffic flow is still released according to the saturated flow, and the time required by the saturated release of the vehicles in the outer row of the canalization section is solved according to the release rule, specifically:
21) speed V when outer platoon vehicle i in channeling section is about to enter channeling lanei,0：
Vi,0＝(2a1*6(i-1))1/2
Wherein a is1The average acceleration of the vehicle in a following state;
22) time T when vehicle i in queue outside channelized section passes through stop line in following statei：
Ti＝ΔtAB+i*h0
Where Δ tABRepresents the time required for the queued vehicle to be fully released in the channeling section, h0Representing a saturated release headway;
23) time required for saturated release of vehicles in outer queue of canalization section
The saturated release of vehicles in the outer queue of the canalization section needs to meet the conditions:
T′i-T′i-1≥(hs-h0)
wherein T'iRepresents the time T when the vehicle i in the outer platoon of the canalization section passes through the stop line in the free running statei-1Represents the time when the vehicle i-1 in the outer platoon of the canalization section passes through the stop line in a following state, hsRepresenting the average head spacing;
the time when the vehicle i in the outer platoon of the canalization section passes through the stop line in the free running state is as follows:
wherein VdRepresenting the speed of the vehicle i in the outer platoon in the canalization section to be driven out of the canalization lane;
the time when the vehicle i-1 in the outer platoon of the canalization section passes through the stop line in the following state is as follows:
duration of this state Δ tBCComprises the following steps:
ΔtBC＝3600n/SBC
wherein n represents the number of vehicles in the outer queue of the canalization section which are released in a saturated mode, L represents the loss time, and SBCRepresenting the traffic flow driving-off rate of vehicles in the state of saturated release of vehicles in the outer queue of the canalization section;
3) determining out-of-queue vehicle unsaturated release model in channelized section
When the front vehicle is faster in speed and the rear vehicle cannot overtake the front vehicle before reaching the designed speed, the vehicle is in an unsaturated release state, and the time required by unsaturated release of the vehicle in the outer queue of the channeling section is calculated according to the release rule;
B) establishing intersection dynamic saturation flow rate signal timing optimization model
a) Establishing a signal period calculation model based on dynamic saturation flow rate
Subtracting the number of vehicles released by the canalization section from the total number of vehicles reached in the period, and calculating the optimal period when the rest vehicles are released according to the free flow driving rate within a certain time, and no vehicle is detained or green light time is left;
wherein C isminIndicating a cycle duration; subscript AC represents a channelized section queued vehicle release status; subscript CD represents the unsaturated release condition of vehicles in the outer fleet of the channeling section; the subscript DE indicates the random arrival at the release state;
b) calculating an optimal green light duration based on the dynamic saturation flow rate;
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