CN112185101A - Optimal control system simplification and numerical simulation capable of passing through waiting area without stopping - Google Patents

Abstract

As long as the lamp holder keeps driving in the waiting area at a constant speed which is equal to the engineering lowest vehicle speed Vb which can reach the saturation flow rate, the lamp holder can pass through the simplified optimal control system of the waiting area without stopping: have optimal road canalization; more than one pending zone maximum advance entry time, which may be no greater than and most closely equal to the "ratio of the corresponding pending zone length to the engineering minimum vehicle speed Vb at substantially achievable saturation flow rate"; the rest is larger than the ratio; the cycle time is minimal in all the schemes which can satisfy the above conditions; and to meet the current traffic demand proportion as much as possible. The flow rate curve of the intuitive waiting area is drawn, and a right-turning waiting area can be set. All the scheme databases between the minimum period and the optimal period are established off line, and the scheme can be quickly matched on line to adapt to the current flow proportion requirement. There is a numerical simulation of the lane acceleration process. The numerical simulation example demonstrates that the split-green sum on the critical path is ∑ λ_j＝1.625。And can participate in the overall optimization coordination of the whole urban TC system at a higher level.

Description

Optimal control system simplification and numerical simulation capable of passing through waiting area without stopping

The technical field is as follows:

the application relates to the field of Traffic information engineering and Control, in particular to a method, a system and equipment for Traffic signal Control (TC) of an intersection with a waiting area in an urban ground Traffic network.

Background of the invention:

as early as the end of the 20 th century, traffic congestion has become very severe worldwide, and various relief technologies are urgently needed.

Example 1, conflict area and traffic flow compression. The ground traffic network consists of road sections of ground roads and plane intersections. On the road section which is not influenced by the transverse intersection, the traffic flow is in a continuous flow state; at a plane intersection, a common area through which different traffic flows i and j pass is called a conflict area; in order to avoid traffic conflicts, different traffic flows need to enter in a time-sharing manner; when the courtesy method is difficult to improve the traffic efficiency, the traffic flow rights are forcibly distributed through TC, and various continuous traffic flows at the upstream are automatically compressed into discontinuous saturated traffic flows with higher density (the headway is about 2.0sec/pcu, which is equivalent to 1800 pcu/h).

The compression process is derived from the respective self psychology of the traffic flow: it is desirable to pass through the intersection as early as possible with limited clearance opportunities. On the road section, each traffic body wants to loose and free, and the driving density naturally gradually relaxes.

The average compression ratio of an intermittent traffic flow depends on the product between 2 parameters: the method comprises the steps of determining the ratio of the number of lanes at the corresponding traffic flow entrance of a downstream intersection to the number of lanes on a road section, and determining the green-signal ratio lambda value between the effective green light release time and the cycle time of the intersection.

Example 2: comparing the base example questions with the key intersections: for example, according to the conventional 4-phase signal control scheme before 2000 years, the crossroad of figure 1 is cannelized in the early non-standby area standard way according to the conventional textbook^[1]Recommended phase sequence of each import 'left first then straight' and traditional textbook^[2]Table 12.1 shows the green interval times, where the yellow lamp a and the full red R are taken to be 4sec and 3sec respectively, and the green interval times I are taken_ij7 sec; regardless of the TC system design theory, a cycle C-100 sec signal control scheme results: the average green time is only 18sec, which is less than 1/5 of the cycle. When the yellow light is forbidden, the green light loss time L is 5.5sec, the period loss time L is 50sec, and the summation sigma lambda of the green ratio of 4 key traffic flows_j0.50; after "temporarily no penalty for yellow light", the green light loss time L is 1.5sec, the period loss time L is 34sec, and the summation of the green ratio of 4 key traffic streams can only reach sigma lambda_j0.66. Corresponding to only 15.84 hours of effective green light release a day. For period C-150 sec signal control scheme: the average green time can only be 34.5sec, after "yellow light is not penalized temporarily", the green loss time L is 1.5sec, the period loss time L is 34sec, and the summation of the green ratio can only reach sigma lambda_j0.77, average envelope of lunar lettersThe ratio of 0.19 corresponds to a compression ratio of 0.38 even if the number of traffic flow entry lanes at the downstream intersection is 2 times the number of link lanes. The efficiency is extremely low.

Note: this example takes a period of 100(150) sec, and slightly expands the German guideline^[3]p.22 suggests a maximum period of 90(120) sec. Although expanding the cycle can increase the intersection capacity, the cycle cannot be expanded without limitation.

With the economic development, the number of vehicles on the road surface is gradually increased, and the road network traffic flow density is gradually increased. Even if the vehicles can be orderly and alternately released at the downstream signalized intersection without traffic accidents, if the density of the upstream road section continuously exceeds the releasing capacity of the downstream intersection, the backlog of the vehicles and the delay of the time can be formed before the next intersection. The intersection becomes one of the bottlenecks of the road network, and traffic jam is caused. The traffic flow demand is greater than the road supply phenomenon, and the traffic flow demand is the root of traffic jam.

The traffic conflicts of most vehicles occur at intersections, so that the intersections, particularly crossroads, form the bottleneck of the traffic capacity and efficiency of a road network. According to the barrel principle, any technology, method and scheme capable of improving the traffic capacity and even efficiency of the bottleneck crossroads can improve the traffic capacity and even efficiency of the whole ground road network necessarily and synchronously like the application.

The improvement of road traffic capacity and traffic efficiency is urgently needed all over the world. China related personnel find that the waiting area can be set at the signal intersection first^[4-8]And time resources which can enter the waiting area in advance: GB5768-1999^[9]The setting of the left-bending waiting area is formally proposed for the first time. The technology becomes a behavior instruction in the gesture command of the traffic police at the center of the intersection before: a TC signal inheritance of "left-turn vehicle can go a distance close to the central traffic police in a straight-ahead period, waiting for left-turn".

Principle of setting up waiting area^[6]: in countries and regions where right-side driving rules are applied, if the left, right, and left entry roads are arranged in order from the left to the right, the phase sequence of "straight first and then left" can be used to control the right-side driving rulesAny frame traffic j is continuously extended in a region space of the entrance lane to the road entrance, and in a period G immediately before the whole frame traffic is released_jfIn the interior, no other traffic flow is passed, and the traffic flow is allowed to be in the G_jfThe time period enters, and temporary parking is carried out after the area finishing line in sequence to wait for a release signal. The temporary parking area from the inlet parking line to the area finishing line is called the waiting area of the traffic flow j; shortest travel min { s } of lane in waiting area_jThe length of each lane to be driven is shown as the maximum length Maxmin { s }of the lane to be driven_jThe length of the row waiting area j is used as the length of the row waiting area j; the G is_jfThe time period is referred to as an advanceable entry time.

The phase sequence of clockwise single placement of east, south, west and north can also make all the frame traffic flow set with waiting areas, but each waiting area is slightly shorter. Currently, the camped area setting has emerged formally in many countries, nationwide or even worldwide, and is widely popularized.

The current technical design theory and technology of the waiting area are still imperfect, and the actual setting form of the waiting area still has various problems on technology, and needs to be deeply researched and seriously solved:

class 1 issue of fouling-issue of special traffic signal setup: improved GB5768-2009 road traffic signs and marking lines relating to traffic signals in waiting area setting technology^[9]Such text is still documented: ' left bending waiting area lineLeft side of The curved vehicles can enter the waiting area to turn left in the straight-going periodThe left turn period ends, prohibiting the vehicle from staying in the waiting zone) ". Obviously, the underlined parts in the character specifications have a large problem. The above-mentioned defects are compensated by the later display screen prompting characters which display different colors and contents in different phases and at proper time and are matched with the signal lamp. For example, a plurality of four-phase crossroads are respectively added with the following components on the basis of the signal lamps in the non-waiting area: the green display that the straight-driving vehicle can enter the waiting area and the left-turning vehicle can enter the waiting area sequentially occupy one phase; red shows that the straight-ahead vehicles can not enter the waiting area and the 2 phases are continuously exclusive. The auxiliary information of the display screen enables vast passers-by to quickly understand the waiting areaThe new things participate in safe operation in order. Thereby promoting the rapid popularization of the setting technology of the waiting area.

However, the display screen displays that each advance entry time G is mechanically made_jfAll equal to the whole phase time of the previous phase, although safe and reliable, also form artificial constraint and limit the accessible time G_jfFurther expansion of (1).

Class 2 fouling problem-problem of secondary parking in waiting area: even in the waiting area, the phenomenon of 'stopping and waiting for traveling' twice before the finishing line of the waiting area seems to exist for sure. However, the secondary "parking waiting" phenomenon causes the following 5 serious technical problems:

the secondary 'parking waiting' causes the waiting area to have the green light time loss l which is difficult to calculate in the releasing_lAs shown in fig. 4.

Secondly, the vehicle stops for the second time in the straight driving waiting area, transverse pedestrians and non-motor vehicles can safely pass through the whole road surface, so that the dangerous 'group running red light to pass the road' phenomenon can be induced, and law enforcement officers are difficult to dissuade, so that the traffic disorder at the intersection occurs, and even many places dare not to popularize the straight driving waiting area so far.

And thirdly, the phenomenon that the colony runs the red light to pass the road delays the later peak of the passage of the waiting area, and the subsequent green light loss time is increased.

And fourthly, the secondary 'stopping for later use' reduces the success probability of the non-stop coordination control technology between the intersection and the adjacent intersection.

' setting waiting area causes the increase of average parking times of vehicles, and has oil consumption loss, tail gas pollution and brake noise in the process of decelerating parking and accelerating "^[10]2006。

The secondary 'stop waiting' phenomenon is not necessary for the waiting area, and the waiting area in 2014 can be eliminated by the non-stop technology.

The problem of class 3 scaling, the problem of setting a right-turn traffic flow waiting area and signal display of a signal lamp: there are also many intersections where no waiting area is provided for straightgoing vehicles. And a right-turn traffic flow waiting area and signal lamp signal display cannot be set, so that the collision and confusion phenomena of right-turn motor vehicles, passers-by pedestrians and non-motor vehicles still exist. The phenomenon can be actively solved by setting a right-turn traffic flow waiting area, signal lamp signal display and corresponding traffic management.

Class 4 fouling problem-problem of loss of time/of imported green light: the length of each waiting area is generally short or the number of lanes is small, the previous dialing release in the attached figure 4 basically cannot reach the saturation peak value, and the intersection traffic capacity and even the efficiency of the waiting area are difficult to calculate. Which are important parameters for urban planning and design. The difficulty is that the important parameter of the intersection TC, the inlet green light lost time l, appears to be defined as "the lost time for all legal entries to the intersection, not to pass at the saturation flow rate", but those that do not account for the early entry time are negligible. All of these values are difficult to determine in practice in the case of figure 4.

Class 5 issue of fouling-issue compared to the no-wait zone optimal passage scheme: in view of the above problems, the problem is questioned in 2006^[10]: is entering the waiting area in advance and is waiting in the intersection, can the intersection passing efficiency be improved? Whether a waiting area should be set? Exactly what is there an advantage in setting the pending zone? How should one fully, reasonably, scientifically, effectively and safely know and utilize the time and space resources entering the waiting area of the intersection in advance? These problems are not appropriate for blind dissemination without being clarified, and clarification should be actively explored to facilitate active dissemination under favorable circumstances.

Obviously, the first four types of problems are only the detail problems of the setting technology of the waiting area, and the problems are not absolutely impossible to solve as long as the brain is carefully started and the technology is continuously improved. The problem of class 5 fouling is related to the existence and death of the technology in the standby area, which is very important and must be carefully, actively and properly treated and thoroughly solved as soon as possible.

The TC has an objective rule and can be expressed scientifically by theorem and the like. The penman finishes four parts of research works in the last 20 years^[11]：

First part preface: CN1324062 passed 2001^[6]And patent application 201510178579.5, which found and proposed:

A. and setting secondary signal lamps in the waiting area. Because the standby area finishing line is set, a signal light signal needs to be set for the standby area finishing line, and a necessary instruction needs to be set for whether the standby area finishing line can be crossed. Each traffic stream has independent exit signals and signals entering the waiting area. The only requirement of the half-width road right lamp for displaying whether the vehicle can cross the finishing line of the waiting area is 2 lamp colors: stop red light and go green light. The original three-color signal lamp set can be directly converted into an entrance half-amplitude road right signal which only displays whether the vehicle can cross the stop line of the intersection or not. There are six practical combinations of signals for this arrangement, the order and rights of way of which are referred to in the patent application.

Only when the inlet and outlet signals are all green light, the whole green light signal is formed. Considering human visual response capability, the whole green light signal of the inlet and outlet green lights is different from the conventional TC, and can be completely less than 3sec, although the green light signal is required to be greater than or equal to 3sec for each of the inlet and outlet green lights, specifically see fig. 9, 10 and 12 in signal timing of the embodiments of the present application. Therefore, it is still emphasized.

In order to ensure that the waiting area can be completely emptied before the conflicted traffic flow reaches the key conflict point and avoid vehicles from being detained in the waiting area, the closing time of an outlet green light signal is properly delayed compared with the closing time of an inlet yellow light, and the delayed release time of the outlet green light is more than or equal to the maximum lane length/minimum emptying speed of the waiting area. The minimum green interval time is independent of the exit green end time.

The second part is used for making a foundation: by obtaining the authority of China, Russia, America, Australia and Japan^[4]2010The 2010 international PCT patent found and proposed:

B. the principle that pedestrians and non-motor vehicles can not contend for green light time is as follows: the capacity and even efficiency of pedestrians and non-motor vehicles at the intersection can be increased by widening the passing width of the intersection without competing for time resources with other traffic flows. Therefore, the green light release time only needs to meet the minimum green light time 3s which can respond to the coming and timely enter the road.

Limited by buildings at four corners of the intersection, the number of motor vehicle entrance lanes is difficult to increase. Therefore, attention should be paid to Traffic flows with collision between vehicles, called frame Traffic flows, and the frame Traffic flows are used to define the signal phase (Traffic Prase) of the conventional TC:

the frame traffic green lamps which can be always released simultaneously are combined into a phase structure; the phase structure that appears in the TC scheme is the phase; the phase stage starts from all frame traffic green lights in the stage and ends at the frame traffic green light which ends first; the frame traffic green light which is turned on earlier than the stage, the frame traffic green light which is turned off later than the stage is turned off later, and the continuous frame traffic green lights are continuously overlapped in part of time of two or more phase stages; the sequence of the TC scheme phase stages is a phase sequence; the interval time between the phase stages is the phase interval; and (3) topologically combining the whole green light on and off sequence of each frame traffic flow into a whole frame by using a TC scheme with east direct discharge behavior neglecting each time length. The period is the total duration of time that all phase phases occur at least once.

C. Key point and shortest green light interval time definition and practical calculation method

The lamp head is called as the head of an interrupted traffic flow queue when the green lamp is initially set, and the lamp tail is called as the tail of the interrupted traffic flow queue which finally enters the intersection during the set-off period. Traffic conflicts typically occur between the head of one traffic flow j and the tail of another traffic flow i. The shortest green interval time between the end time of the green light i and the start time of the green light j required at the key point of the conflict area is the largest.

-I_mij＝A+Max{t_ci}-Min{t_ej} (1)

In the formula: a-yellow time, (sec);

t_citime taken for the green i trailer to pass the clearing distance over the key point, (sec);

clear distance-the distance the tail of the green i lamp travels from its stop line over the critical point, (m);

t_ejtime taken for the green j burner to reach the key point by the entry distance, (sec);

entry distance-the distance the green j burner has traveled from its stop line to the critical point, (m).

D. By "green ratio on critical routeAnd maximum, the method for designing the optimal control scheme of the non-standby area with the period loss time of a negative value is provided for indexes, and comprises a chain family scheme whole frame design method capable of eliminating machine-non-mixed line interference. See the examples for details. Wherein the conventional cycle lost time L^[1]、[2]Refers to the sum of the lost time of all critical traffic in the critical route:

L＝C-∑G_ei＝∑I_ij-(A-l)×n＝∑(Max{t_ci}-Min{t_ej})+X+∑l (2)

in the formula: c is period, (sec);

∑G_ejis the sum of the effective green time on the key route;

a is yellow lamp time, (sec);

l is green lamp loss time, (sec);

X＝∑(I_ij-I_mij)。

bridging the third part: by applying for the domestic patent 201510178579.5 in 2015, a design and research strategy that the waiting area can be used without stopping is provided, and a theory that the setting scheme of the waiting area can be researched by a traditional method is established. It was found and proposed that:

E. the special case theorem is as follows: all control schemes in the V field are special cases corresponding to the scheme series in the Y field: the lamp holder is at normal speed v_j0Passing through the waiting area without stopping and with a time G for entering in advance_jf0＝Maxmin{s_j}/c_j0. The difference is only in the lighthead vehicle speed. There are infinite options for non-exemplary lighthead vehicle speeds, so it is seen that V is a very small fraction of Y. All concepts, terms, formulas and natural laws in the V field can be inherited in the Y field, and the expression method has great similarity and wider coverage range.

The special case theorem can be actually condensed into an expansion theorem from the V field to the Y field, has very wide significance, and can quickly perfect and mature various TC theories, concepts and technologies in the Y field without stopping the running area. Because the expressions have great similarity, the coverage is wider. Therefore, it is needless to say that the respective existence of the Y-type gene is not required to be repeatedly searched, but careful work is required, and the expression accuracy in the Y field needs to be carefully researched, demonstrated and verified. Without blind abuse.

F. The shortest green light interval time calculation theorem of the whole green light of the to-be-driven area is as follows: y field calculating I between traffic flows_YmijThe formula (1) of (a) is still true formally;

I_Ymij＝A+Max{t_ci}-Min{t_Yej} (3)

each emptying distance is still counted from the entrance stop line, the emptying speed is the same as that of the no-waiting area, and therefore the emptying time t_ciThe method is universal. But differs from the V domain in that: the entering distance of the key point after the terminal line is calculated from the terminal line, and the entering speed is calculated according to the non-stop entering speed, so the entering time t_YejIs not universal. The shortest green light interval time of the whole green light is completely irrelevant to the entering distance of a key point in front of the terminal line and the speed of the lamp holder in the waiting area.

G. The periodic loss time theorem of the field Y in which the waiting area can not be stopped is as follows: the cycle loss time of the Y key route in the field of non-stop in the waiting area is as follows:

L_Y＝C-∑G_ej＝∑(Max{t_ci}-Min{t_Yej})+X-∑(G_jf-l_Yj) (4)

for the optimal channelized TC scheme, the period loss time of the Y field in which the waiting area can not be stopped is necessarily a negative value.

The formula (4) is increased by G compared with the formula (2)_jf". This term does not occur by itself, but is derived from the entry time t of equation (4)_YejIs separated out. Cause "-Min { t_Yej"changes the starting point of the entry distance, separated from the entry time of the shortest green interval time. Essentially the time it takes for the lighthead to slowly traverse the staging area without stopping. Since the speed used by the burner in these two runs differs greatly, it has to be calculated separately. And green light loss time l_YjAnd G_jfClosely related, subscripts have been added.

Thus "G_jf"entry time t of term from equation (4)_YejThe separation is not manufactured artificially, but meets the requirements of different speeds in actual conditions. Because of the front and back lamp holders of finish lineVelocity v_ej0And v_ejThe entering distance and the entering time of the shortest green light interval time are calculated respectively in different speed stages if the values are completely different.

H. Existence theorem of maximum advance access time of the waiting area: for any control scheme of the waiting area, the traffic stream j can not conflict with normal light tails of all traffic streams released before in the time of entering the waiting area in advance, particularly the light tail of the j-1 traffic stream; on a safety premise, the upfront entry time has many selectable values, where there is necessarily a maximum upfront entry time G_Mjf. According to the principle of setting the waiting area, the constraint relation of green light interval time exists in the attached figure 6, and the structure of the constraint relation is very similar to the constraint relation of non-motor vehicles and walking.

The theorem of calculating the maximum advance access time of the waiting area is as follows: maximum advance time G of all pending zones_MjfThe values can be accurately calculated using the recipe framework and green light timing without estimation. In any closed link, if the pin codes are arranged in sequence, the time-stamped relationship shown in FIG. 6 is satisfied. Comprises the following steps:

G_Mjf＝min{T_j；G_j-1+I_Yj-1，j+I_Yj-2，j-1-I_Yj-2，j-G_YYj-2} (5)

in the formula: g_Mjf-maximum advance-able entry time on frame flow j, (sec);

T_j-limit crossing time on frame flow j, (sec);

I_Yj-2，j-1-green interval time (sec) between the whole green of the front traffic stream j-1 and the whole green of the front traffic stream j-2 in the closed link;

G_j-1green time (sec) between the whole of the preceding traffic stream j-1 in the closed link;

I_Yj-1，j-green time interval to front flow j-1, (sec) in closed link;

G_YYj-2-time of late break on the front green light in the closed link, (sec);

I_Yj-2，jthe closed link and the front traffic j-2 are fullInter-green light interval time, (sec).

Special attention is paid to: the establishment of equation (5) is conditional: it is desirable to list all possible pre-existing traffic flow green lights G linked to this traffic flow_j-1Green light times including those relating to non-automotive or pedestrian traffic flow; practical true maximum G_jfThe minimum value can only be chosen among all possible values, the specific calculation is shown in example 6.

However, the above work only clarifies the basic concept of the Y field, and the real optimal control scheme and design method of the waiting area are not obtained yet. Description of specific examples: there are certain scenarios in the Y domain that may have a conventional green lamp loss time of 1.48 sec.

Is this property owned by a special case scenario only? This question was surprised to ask a new world. The answer will become the fourth part of the penholder's contribution in recent 20 years as follows: and (6) fruit setting.

The invention content is as follows:

the fourth part is positive: the root-pursuing and source-tracing research can more accurately define the green light loss time l_Yj"flow rate curve of the keep-alive region.

Clayton (Clayton) proposed in 1940 & 1941 that a flow rate profile at a signalized intersection exists at the entry stop¹⁰. Later, scholars in warburg, webster and Cobbe (Cobbe) followed and developed the cleton model to become one of the figures in fig. 5(a) as we see today. In fig. 5(a), the horizontal axis represents time, and the vertical axis represents the site flow rate passing through the entry stop line. When the signal transitions to a green light, the vehicle waiting behind the stop line begins to surmount the stop line and the flow rate is gradually increased from 0(pcu/h) to a steady value, called the saturation flow rate. Until the vehicle behind the stop line is completely discharged or the discharge time is expired although the vehicle is not completely discharged.

It is clear that this flow rate curve at the inlet stop line, fig. 5(a), is of great significance, from which many important basic concepts in the V field of conventional TC can be precisely defined. Such as: the conventional TC has the following relevant definitions^[1-3]：

The highest point of the flow rate curve is the saturation flow rate Q_sj ^[1]1995The product of the effective green time and the saturation flow rate should equal the maximum number of vehicles that can pass during the release time. The area between the flow rate curve and the horizontal axis is the capacity of the intersection to pass that traffic stream. The rectangular ABCD of equal area is equal to the saturation flow rate. The saturation flow rate in traffic engineering refers to the maximum flow rate that can be achieved when a vehicle that is queued up during a red light or early green light of a certain phase continuously passes through a stop line during the green light time.

Conventional TC definition of imported Green light loss time^[1]1995: the loss time is the time that cannot be fully utilized because of the reasons of traffic safety, traffic flow running characteristics and the like and cannot be released at the saturation flow rate. At the end of the yellow lamp, the traffic flow passing the stop line is not saturated, so the lost release time is called yellow end lost time; in the initial stage of the green light starting, the traffic flow is difficult to enter at the saturation flow rate, so the lost release time is called green initial loss time; the green initial and yellow end unsaturated loss times are combined and called green lamp loss time l.

See fig. 5 (a). According to the UK survey, l is 1.48sec, and the yellow end loss time is 0.13sec^[1]1995。

Effective green time G_ej ^[1]1995Is the time allowed for traffic flow j to pass at the saturation flow rate for a period equal to the length of the equal area rectangle ABCD. For no-waiting-zone scheme, effective green time G_ejI.e. the actual green time G_jThe sum of the yellow time A and the green time l is then removed. Denoted by letters, i.e.:

G_ej＝G_j+A-l＝Cλ_j (6)

in the formula: g_j-is the green time of flow j, (sec);

λ_j＝G_ejthe green-signal ratio is the ratio of the effective green time of a frame traffic flow to the signal period.

All of these concepts described objectively exist as early as before the figure appears, but without the figure, these concepts cannot be described using the geometric features of the figure. After the figure appears, people generally feel that the concepts are described more clearly, more vividly and more realistically by using the structural characteristics of the figure, so that the previous description needs to be abandoned and the current description needs to be used instead.

According to a special theorem, the newly developed waiting area can be used for not stopping the vehicle and the corresponding flow rate curve exists in the Y field, namely, the graph shown in the figure 5(c), thereby depicting the running condition of the traffic flow in the Y field during the period of the effective green light and showing the relation between each relevant parameter and the flow rate.

The following graphical rendering analysis is illustrated for fig. 5(b) and (c) according to the rendering principle of fig. 5(a), noting clause 5:

1. because all control schemes in the V domain are a special case of the scheme corresponding to the Y domain: the lamp holder is at normal speed v_j0Passing through the waiting area and having an accessible advance time G_jf0＝Maxmin{s_j}/v_j0. The same curve shown in fig. 5(a) can be regarded as the variation of the vehicle entrance flow rate-time on the entrance stopping line of a certain control scheme in the V domain, and can be regarded as a corresponding control scheme in the Y domain: the lamp head of the imported vehicle is advanced for a certain time G before the whole vehicle is released_jf0＝Maxmin{s_j}/v_j0And at a vehicle speed v_j0Entering the waiting area, and the change of the inlet flow rate-time of the inlet vehicle flow on the inlet stopping line is brought. Therefore, different speeds in the Y field can be plotted in the same coordinate figure 5(a) (b) (c), and corresponding performance comparison and evaluation analysis can be carried out.

2. The shortest green light interval time of the whole green light in the Y field is irrelevant to the entering distance of a key point in front of a terminal line and the speed of the lamp holder of the to-be-driven area, and the rejected time G for passing through the to-be-driven area_jf0Much larger than the shortest green interval time corresponding to the V domain. See table 1.

3. Unlike fig. 5(a), fig. 5(b) is intended to describe the speed-time change law of the entrance traffic entrance point on the entrance stop line section after the speed of the entrance traffic head in the Y field is slowed; fig. 5(c) is an attempt to describe the behavior of the entrance flow rate-time change of the entrance flow on the entrance stop line cross section after the speed of the entrance traffic head in the Y domain has slowed. Wherein the horizontal axis represents time and the vertical axis of fig. 5(b) represents vehicle speed at a vehicle location passing above the entrance stop line.

4. The black line in fig. 5(b) is a schematic diagram of the variation curve of the speed of the lamp head after the speed of the lamp head is slowed, the lamp head reaches the finish line of the waiting area at the time H, the acceleration is started,EHhas a time length of G_jf0(ii) a If no lane is left, the speed take-off moment of the subsequent traffic flow on the inlet stop line is J, which is delayed from the moment HHJTime length (sec) of the velocity wave propagation time difference caused by the length of the waiting area; since the subsequent traffic flow has lane-dividing acceleration at the road bifurcation point P, the takeoff moment of the vehicle speed of the subsequent traffic flow at the position on the entrance parking line is inevitably moved forward, so that the time period does not need to be accurately concernedHJFor a specific length of time. The drawing of FIG. 5(b) is presented here for the purpose of illustration only of the Y domain saturation flow rate data of FIG. 5 (c).

5. Fig. 5(b) is only an intermediate transition, and the relation between the initial speed of the lamp head, the advance entering time and the saturation flow rate of the non-stop operation of the operation area is displayed through the intermediate transition, so that the saturation flow rate of the non-stop operation of the operation area can be plotted in fig. 5 (c).

6. FIG. 5(c) is a graph of inlet traffic flow rate versus time at the entrance stop line cross-section after the lamp head speed has slowed in the embodiment of FIG. 2 in the Y-domain. The process of the flow rate on the inlet stop line reaching the saturation flow rate and the lane by lane acceleration of the vehicle across the inlet stop line are two completely different processes that are interrelated, the "flow rate on the inlet stop line having substantially reached the saturation flow rate" at a time Q that is earlier than the time R at which the site vehicle speed has substantially reached the maximum emptying vehicle speed. After time Q, although the flow rate on the entry stop line cannot be increased any more, the subsequent vehicles can continue to lane and continue to increase the speed at the point on the entry stop line. The saturation flow rate is mathematically an asymptote, and can only be approached increasingly, almost never. This "curve has substantially reached saturation flow rate" is an engineering language. The traditional TC engineering technology can actually measure the saturation flow rate on the inlet stop line by abandoning the first four or five vehicles released at the intersection and carrying out the operation after the speed is basically stable.

7. It can therefore be concluded that: must exist "The lowest place vehicle speed V corresponding to the flow rate on the inlet stop line reaching the saturated flow rate_b. And this V is_bThe fact exists, has statistical significance, and can be obtained through big data technology.

8. This V is_bThe conventional TC is only unobtrusive and has not been described. Vehicle speed V_bOnly in the transient state of the acceleration process, the conventional TC cannot be utilized. The technique of non-stop in the waiting area needs to be paid more attention because of the possibility of effective utilization.

Split sum sigma lambda over critical path_jAnd (5) historical root analysis of the indexes. Both sides of formula (4) are divided by C, having:

∑λ_j＝1-L_Y/C＝1-[∑(Max{t_ci}-Min{t_Yej})+X-∑(G_jf-l_Yj)]/C (7)

becomes an analytical expression of the traffic capacity optimization index. However, the optimal control scheme is difficult to obtain by this analytic formula because of the variable green light loss time l_YjNon-analytic, non-linear. In the traditional TC, the statistical data belongs to the statistical data in engineering practice and can be obtained only through big data statistics. Where true positive is sigma lambda_jThere are three variables that affect the most. How to make the summation of the split-Green sum on the critical path ∑ λ_jMaximum ", it is necessary to integrate and coordinate the relationship of these three variables.

Through a large number of design example problems, the scheme of minimum period can meet the requirement, the period is minimized, and the loss time l of each green light is reduced_YjThe minimum, but not the maximum, of each advanced entry time, so it is not the optimal solution; the maximum period scheme which can maximize the advance entering time cannot minimize the period and make the green light loss time l_YjMinimum, and therefore not optimal. The third direction needs to be studied to make each green light lose time l_YjAnd minimum. The nonlinearity is both a difficulty and an opportunity. The penners have the fortunate discovery that:

the minimum value of the green light loss time of the waiting area can be obtained as a range G_jfTheorem: the minimum value of the green light loss time of the waiting area is the special green light loss of the non-waiting areaTime l (1.48 sec in UK), which can take range G_jfIncluding, from G of the minimum period scheme_jfTo not more than and almost nearly equal to_bRatio of (G)_jfIs a continuous natural number region.

Precisely these two extremes constitute the most useful solutions and also constitute important matters of the present application. The analysis is as follows

In formula (7), let B be 1- [ ∑ (Max { t [ ])_ci}-Min{t_Yej})+X]Substantially constant, D ═ Σ (G)_jf-l_Yj). Then there is

∑λ_j＝B+D/C (8)

Note that the period C in equation (8) can only be a positive integer, and that D < C is not a positive integer. Constant range G capable of obtaining minimum value of green light loss time in waiting area_jfD will grow with the same amount of C synchronous integer; and the constant range G which can be obtained by exceeding the minimum value of the green light loss time of the waiting area_jfD will become constant and no longer increase with C sync by an equal amount. Then there is a comparison relation

(D+1)/(C+1)＞D/C＞D/(C+1) (9)

There must be some global optimum period C that makes D instinctive grow with C synchronously, making equation (8) variable

∑λ_j＝B+D/C＞B+D/(C+1) (10)

Engineering minimum vehicle speed V at which the saturation flow rate has been substantially reached_bWill be the dividing line of whether D grows equally with the C synchronous integer. At the crossroad, 8 frame traffic flows exist in the control scheme, and the boundary problem of 'whether D grows with the synchronous integer of C in equal quantity' exists. The global optimum period C must ensure that all 8 frame flows can reach the boundary, one cannot be small. Therefore it has the advantages of

1. According to the discovery, the non-linearity between the flow rate curve on the inlet parking line and the lamp holder vehicle speed and the green light loss time is fully utilized, the application can obtain a non-stop signal optimal control and simplified popularization scheme of the waiting area, and the period and the whole frame of the scheme are characterized by meeting the following conditions:

A. the method comprises the following steps of channelizing an optimal road of an intersection;

B. in the maximum advance entering time which can be set in each frame traffic flow waiting area, more than one engineering minimum vehicle speed V which can be not more than and is most closely equal to the length of the corresponding waiting area and the basically achieved saturation flow rate_bThe ratio of "; the rest is larger than the ratio;

C. in all schemes that satisfy the above conditions, the cycle time is minimal.

Since the "ratio" is not necessarily exactly a natural number, the "closest equivalence" relationship between a natural number and the "ratio" can only be described by "not greater than and closest equal to". The exclusion of this relationship is the opposite "much less than" or "greater than" relationship. This is the history of condition B.

In a word, the entering time can be divided into three types, the lamp head speed is lower than the highest speed limit and needs to be changed into a lane acceleration type, the lamp head speed is equal to the highest speed limit and does not need to be changed into a lane, and the lane change type needs to reach the saturation flow rate type. The green light loss time l of the latter two can be treated as a non-standby area scheme, i is 1.48sec, and statistics for determining the green light loss time l is not needed.

Therefore, the boundary judgment standard which needs to reach the saturated flow rate class in the lane change class needs to be accurately found out: engineering minimum vehicle speed V at which the saturation flow rate has been substantially reached_b. This criterion is objectively present and can be statistically derived by big data techniques. When the speed of lamp holder reaches V ═ V_b(m/sec), the saturation flow rate, which is conventionally considered by TC, has been reached. Therefore, the method comprises the following steps:

green light loss time, determined lighthead vehicle speed: when the speed of lamp holder reaches V ═ V_b(m/sec) all following vehicles must reach the lowest vehicle speed V of the conventional saturation flow rate class_bStandard, no green light loss time l can be treated according to a no-standby-zone scheme.

For the traffic flow which basically reaches the saturation flow rate but the speed of the traffic flow does not reach the highest speed limit, a lane borrowing strategy is still required to be executed, namely, the straight-going waiting area temporarily borrows a right-turning lane in the early entering time. Except that the green light loss time/is determined. See 4 and 5 below.

2. According to the theorem: with the relatively fixed cycle and the entire frame described above, it is a sufficient requirement to increase the advance time as much as possible to improve the throughput. Therefore, if all the accessible time is set as the maximum value, an optimal control scheme is provided.

If the ratio is smaller than the preset value, the signal is equal to the preset value, and the signal is subjected to the optimal control of the non-stop signal in the waiting area, so that the method has the following characteristics:

D. the advance entering time of each waiting area is not more than or most closely equal to or equal to the engineering minimum vehicle speed V corresponding to the length of the waiting area and the basically achieved saturation flow rate_bThe ratio of "; so that all the lamp heads are kept at a constant speed V in the to-be-rowed area_bWhen the vehicle moves forwards, the vehicle can meet an exit green light before reaching an exit stop line of the waiting area and pass through the waiting area without stopping.

3. Obviously, making each of them not larger than and most nearly equal to_bThe value of the time for each row waiting area to enter in advance is maximized, and optimal channeling is needed to maximize the length of the corresponding row waiting area. In the figure 2 of the optimal canalization, the number of lanes in the waiting area is as large as possible and can be larger than the number of lanes on the entrance parking line. Then the following special uses are available:

and if the front vehicle speed is slower, the rear vehicle voluntarily divides the lane to accelerate the theorem: if the number of lanes in the waiting area is larger than that of lanes on the inlet stop line, and the front vehicle speed is stable and slow, the rear vehicle voluntarily divides lanes and accelerates from vehicle to vehicle, so that the speed and the flow rate of the rear vehicle on the inlet stop line are in a trend of increasing from vehicle to vehicle until the flow rate on the inlet stop line reaches the saturation flow rate. After the flow rate at the entry stop line reaches the saturation flow rate, the vehicle passing the entry stop line continues to accelerate in lanes until a maximum defined speed of the emptying vehicle is reached.

Obviously, the theorem is that the rear vehicle voluntarily accelerates in a lane to cause the gradual natural transition of the traffic flow speed entering the waiting area from slow to fast, and finally reaches a faster emptying speed and reaches a saturation flow rate. The strange phenomenon of 'slow in and fast out' at the intersection of the waiting area is naturally realized, the exit release efficiency is increased, the time required by exit release is shortened, and the cycle time is shortened.

Therefore, the length of the corresponding waiting area is maximized, the period is minimized, and optimal channeling of the intersection is urgently needed.

The singular phenomenon of 'slow in and fast out' is an objective phenomenon caused by group behaviors in a period of time, and at least a plurality of vehicles are required to continuously enter a waiting area. The overall effect of acceleration of the separation is completely absent from only one or two vehicles or within seconds, just as if the measurement of the saturation flow rate were to ignore the first few vehicles that are not saturated. However, the strange phenomenon of "slow in and fast out" is consistent with the psychological and natural law of the driver, so the theoretic contents are necessarily true, and needless to say. There are obviously:

under a relatively fixed period and a whole frame, the law of accessible time should be enlarged as much as possible: with a relatively fixed cycle and the whole frame, it is a sufficient requirement to increase the possible advance time as much as possible to improve the throughput.

This theorem is also a new discovery of the present application. It was confirmed that the time G could be advanced without changing the period and the whole frame of FIG. 5(b)_jfThe larger the flow rate curve, the larger the area under the green solid line of fig. 5(c), and the longer the effective green time. Can advance the entry time G_jfWhile an increase may result in an increase in green light loss time, the area under the flow rate curve of FIG. 5(c) generally increases. The theorem has no guessing component, and the condition is necessary enough and can be strictly proved to be true at any time. The method is consistent and credible with the non-stop cycle time loss theorem of the prior waiting area adopting the optimal canalization and the formula (4) thereof. All the available time resources are fully utilized without errors.

Thus, many previous approaches to early entry time that are not as large as possible have been neglected because they are not optimal.

The above conclusion is obtained with the period and the whole frame of fig. 5(b) unchanged. This is not the case if the cycle of fig. 5(b) and the entire frame are allowed to vary. The larger the entering time can be advanced, the larger the cycle is, the larger the green light loss time is, and the burden is avoided. This was not previously noted and must be corrected.

Therefore, on the basis of the basic technology, the application also provides a non-stop signal optimal control and simplified popularization scheme for the waiting area, and the scheme is characterized in that the optimum road canalization of the intersection further comprises the following characteristics:

firstly, according to the allowable floor space of the intersection, the number of each inlet lane and each outlet lane is expanded as much as possible, and the number of the left lane, the straight lane and the right lane are distributed according to the annual flow demand proportion of different flow directions, so that each waiting area is as long as possible, and the number of the outlet lanes in each straight waiting area is as equal to the number of the outlet lanes at the intersection as much as possible;

the sum of the number of the exit lanes in each left-turning waiting area and the number of the right-turning lanes at the same exit is made; further comprising:

according to the planning specification of urban road intersections, the allowed floor space of the red line of the intersection is formed by four similar annular roads which are convex outwards, have the outer edges as large as possible and are formed by pi/2 arc streamlines and the roads which pass through the central area on the premise of not touching buildings at four corners according to local conditions;

fourthly, the annular road is used for straight driving; therefore, each arc line of the annular road needs to be smoothly connected with the straight driving inlet road and the straight driving outlet road, the straight driving inlet road and the straight driving outlet road are in streamline to allow vehicles to run, and the joint of each convex pi/2 arc line allows an intersection angle;

the straight-going vehicles are forbidden in the central area inside the similar annular road, and the road passing through the central area is only used for left-turning traffic;

sixthly, the Pi/2 arc of each lane only needs to be smoothly connected with the streamline of the inlet and outlet road, but does not need to be smoothly connected with other arcs; due to different widths and included angles of the crossed road sections at the intersection, the circle center positions of the pi/2 arcs of the similar annular road are possibly not uniform, and the circle center positions are respectively determined according to the intersection points of the radius of the pi/2 arcs;

seventhly, because the quantity of the inlet roads and the quantity of the outlet roads are possibly inconsistent, the quantity of the ring-like roads is also completely inconsistent and does not necessarily keep equal quantity of the roads;

allowing each entrance of the intersection to retreat in the direction of keeping the stop line of the intersection away from the intersection, reserving roads with sufficient width for pedestrians and non-motor vehicles: even a minimum green time of 3sec is given, which is sufficient to meet the passing demand of pedestrians and non-motor vehicles at peak times.

4. On the basis, inspired by a numerical simulation process, the application also provides a non-stop signal optimal control and simplified popularization scheme for the waiting area, and the method is characterized in that the optimal road canalization of the intersection further comprises the following characteristics: the turning lanes and the turning openings can be moved to the back of a left-turning entrance stop line, the space in the intersection of the turning lanes is given to a left-turning waiting area, the left-turning vehicles can be accelerated lane by lane just passing through the entrance stop line, and the lane by lane acceleration is realized again after the left-turning vehicles pass through a pedestrian crosswalk.

5. On the basis, inspired by a numerical simulation process, the application also provides a non-stop signal optimal control and simplified popularization scheme for the waiting area, and the method is characterized in that the optimal road canalization of the intersection further comprises the following characteristics: each straight-going standby area can borrow a right-turning lane at the early stage of release; each imported straight-driving vehicle can be accelerated lane by lane just by crossing an imported parking line, and can be accelerated lane by lane again after crossing a pedestrian crossing in an entrance area; when the right-turning vehicle is allowed to enter the waiting area, the right-turning vehicle is returned to the waiting area for right turning together with a part of straight lanes so as to meet the demand of the waiting area for right turning.

6. On the basis, inspired by a numerical simulation process, the application further provides a design method for the non-stop signal optimal control and simplified popularization scheme of the waiting area, and the detailed description is shown in an attached drawing 11. It is characterized by comprising:

E. firstly, distributing the proportion of each entrance lane according to the annual average traffic demand proportion to perform optimal road canalization at the intersection;

F. according to the big data, the lowest speed V of the traffic engineering with basically reached saturation flow rate is determined statistically_b；

G. All green light interval time is more than or equal to the corresponding shortest green light interval time, and all pedestrians cross the street for more than or equal to 3 sec;

H. each waiting areaThe advanced entry time is not greater than and is most nearly equal to the length of the corresponding waiting area and V_bThe ratio of ";

I. in all schemes of 'meeting the above conditions and traffic flow requirements', the selection cycle time is the minimum;

J. after the back-stepping is finished, a control scheme is designed according to the normal sequence of 'a design period and a link family scheme meeting traffic flow requirements-determining a phase structure-determining the relative starting and stopping time of signal lamps of a row and non-passing time-determining the advanced entering time of a waiting area-determining the green light timing of a right-turn signal-determining a scheme signal timing diagram'; ensure that the lamp cap is kept at a constant speed as long as the lamp cap is V_bForward, one can encounter a staging area exit green light "before reaching a staging area exit stop line.

7. The practice is really known. According to the numerical simulation of the content of the item 9 in the application, a writer finds that the non-stop technology of the waiting area can be further improved and further improved as follows, and the borrowing and returning of lanes of the waiting area of the straight-going traffic flow also has interest, so that the non-stop release capacity and the passing efficiency of the waiting area can be effectively improved. The following are specifically mentioned:

this is an objective phenomenon observed in real life: each inlet of the intersection controlled by the 4 phases is provided with 4 motor vehicle flows, and according to the phase sequence that each inlet firstly releases straight going and then releases left turning, the straight going vehicle flow is released earliest, then the left turning and right turning vehicle flows are released, and finally the turning vehicle flow is turned around. And during the releasing of the U-turn vehicle, pedestrians and non-motor vehicles are released. After the U-turn traffic flow stops releasing, the U-turn traffic flow can start releasing by sharing the same straight-going and right-turn traffic flow waiting area. Therefore it has the advantages of

The principle of accelerating the lane in advance by means of the adjacent lane can be used in the early stage: at the initial stage when the straight traffic flow is allowed to enter the waiting area, the lane of the waiting area of the right-turn traffic flow is idle, as shown in the yellow area in the attached figure 2, the lane can be completely used as the temporary waiting area of the straight traffic flow for the forward lane-dividing acceleration of the straight traffic flow, thereby avoiding the trouble and the bottleneck that the speed cannot be divided and accelerated in a section of the route from the stop line of the intersection to the pedestrian crossing line of the entrance area, and greatly improving the saturated releasing capacity of the straight traffic flow. The necessity can be obviously shown through a numerical simulation process, and unsafe inter-vehicle distance at a secondary lane dividing point can be avoided to a certain extent.

The straight driving waiting area is allowed to be accelerated by means of the lane, so that all convenience is provided for the straight driving. Even so, the throughput of the straight-driving vehicle still has great limitation.

The straight-going waiting area only borrows right-turning lanes because the right-turning traffic flow can enter in advance for more time; and the left turning lane is not used, so that the left turning can be ensured to fully utilize all the time for entering the waiting area in advance. If the straight-driving vehicle is not allowed to borrow right-turning lanes, and the road channeling is shown in fig. 2, the lane dividing point is 35m away, and the lane dividing area is only 75 m. And because of sudden lane separation, the rear vehicle has the verification vehicle headway safety of the lane separation point at the uniform speed, and needs to be remedied if necessary. Similarly, it is necessary to move the turning lanes and the turning openings to the back of the left-turning entrance stop line to give the turning lane space to the left-turning waiting area, so that the left-turning vehicles can be accelerated lane by lane just passing the entrance stop line, and the lane by lane is accelerated again after crossing the pedestrian crossing.

The lane borrowing is not required under all conditions, and is only required when the speed of the vehicle is lower than the highest speed limit and the rear vehicle needs to be divided to accelerate. If the speed of the vehicle is equal to the highest speed limit, the rear vehicle only needs to move forward along with the front vehicle without lane-dividing acceleration, and lane borrowing and lane-dividing are meaningless. Therefore it has the advantages of

The principle that the straight traffic flow can go back and give way after reaching the highest speed limit is as follows: after the straight traffic flow reaches the highest speed limit, the rear vehicles do not divide the lane any more, redundant lane space in the waiting area can be made available for the right-turn traffic flow at the entrance, and the space resource of the waiting area of the right-turn traffic flow can be increased, so that the entrance lane dividing points of the neighbor traffic flows are advanced as far as possible.

The straight-going waiting area is allowed to return to the road in time, even interest is paid, and the need of the right-turning waiting area is satisfied just right. As shown by the green region in fig. 2. The right turn traffic flow which cannot use the waiting area has the waiting area which is convenient to use and large enough. The right-turn traffic capacity and the intersection traffic order can be effectively increased, and the method is another innovation of the application.

Through the observation of the traffic at the intersection, according to the phase sequence of firstly discharging the vehicles to go straight and then discharging the vehicles to turn left at each inlet, after the pedestrians and the non-motor vehicles pass through the outlet of the intersection, the vehicle which firstly reaches the outlet is the right-turning vehicle flow from one side, then the opposite left-turning vehicle flow reaches the outlet, and finally the left-hand straight vehicle flow reaches the outlet. Very regularly.

By utilizing the rule, the space of all exit lanes and the redundant lanes in the straight traffic flow waiting area at the same inlet can be used in time by utilizing the principle that the lanes can be left before the opposite left-turning traffic flow reaches the exit in a period of time, and the space of all exit lanes and the redundant lanes in the straight traffic flow waiting area at the same inlet are used in time to develop the waiting area for the right-turning traffic flow, so that the saturated releasing capacity of the right-turning traffic flow is greatly improved. Of course, the vehicles in the expanded right-turn waiting area must exit the waiting area before the opposite left-turn traffic flow reaches the exit, and the road is cleared in time for the opposite left-turn traffic flow exit. But the right-turning lane parallel to the right-turning lane can still continuously release right-turning traffic, and at the moment, the speed of the left-turning traffic is similar to that of the right-turning traffic, so that even if the right-turning traffic is mixed, the right-turning traffic can not generate safety problems, and the right-turning traffic still needs to be respectively driven to run in order without mutual interference. Any person who interferes with the traffic order in the channel should be subjected to a severe penalty.

Because the shape of the right turn waiting area is special, a special requirement is generated: in order to enable more vehicles to enter a waiting area, the lamp cap and the following vehicles do not stay in the lane, and need to drive into the position of the farthest outlet as far as possible in sequence; and all vehicles need to have an 'gorgeous turning body' after being in place, so that the vehicle head can turn to an outlet, and necessary time and space are reserved for timely in-place and turning of the rear vehicle.

When the right-turn traffic flow exits are released, the protocol of 'lamp head and lamp tail' in Beijing traffic rules is strictly executed in the face of conflict between the right-turn traffic flow and the passing of pedestrians and non-motor vehicles, and as long as the tail units of the pedestrians and the non-motor vehicles pass, safety protocol is required to be given, so that a warm safety corridor must be manufactured for the pedestrians and the non-motor vehicles. The traffic order and safety are improved.

Of course, the lane borrowing, returning and paying in the waiting area of the straight-running traffic flow must have corresponding management measures and is in no way chaotic. As long as the intelligence of the manager is fully exerted and the management is carefully carried out, the order can be completely realized. A strict regulatory regime must be established. For safety reasons, it is absolutely not allowed that the right-turn traffic and the straight-ahead traffic simultaneously appear on the same lane. Otherwise, if a traffic conflict occurs on the lane of the 'returning and paying', the right-turning vehicle as the rear vehicle needs to be responsible. Of course, there is evidence to show that direct motion intentionally hits porcelain. But the person who breaks the rules and touches the porcelain intentionally must be punished strictly to take the effect after all.

Before the right-turning traffic flow passes through the crosswalk in the entrance area, the straight traffic flow is still released quickly in the whole frame, and no redundant lanes are available. The speed cannot be increased in different lanes from the stop line of the intersection to a distance over the pedestrian crossing line, the vehicle can only drive behind the front vehicle, and the extremely short redundant lane in the straight traffic flow waiting area can be used as the own waiting area for expansion and use until the vehicle crosses the entering crossing. The interest paid by the lane lending in the straight traffic flow waiting area is great, the arrangement possibility of the right-turning traffic flow waiting area is directly given, and the traffic order, the right-turning traffic flow passing capacity and the right-turning traffic flow passing efficiency are effectively utilized.

On the basis, the application also provides a design method for optimally controlling the non-stop signal of the waiting area and simplifying the popularization scheme, which is characterized by comprising the following steps:

K. the optimal road canalization of the intersection can ensure that each straight-going waiting area can borrow a right-turning lane at the initial stage of releasing, and the right-turning lane is returned to the right-turning waiting area together with part of straight-going lanes when a right-turning vehicle enters the waiting area;

l, allowing the right-turning vehicle to enter a part of straight lanes, and expanding the number of exit lanes in a right-turning waiting area; the vehicles in the expanded waiting area need to drive out of the waiting area before the opposite left-turning traffic flow reaches the exit, and the road is cleared in time for the opposite left-turning traffic flow exit; the right-turning vehicle can drive out of the intersection by the number of lanes almost the same as the number of exit lanes before the opposite left-turning vehicle is driven out of the waiting area, and because the time-space resources of the waiting area are lost instantly, the right-turning lamp cap and the following vehicles are allowed, on the basis of giving a gift to the tail units of pedestrians and non-motor vehicles, the vehicles arrive at an exit stop line as early as possible and drive into the farthest position in sequence, turn the body in sequence to lead the vehicle cap to the exit direction, and reserve necessary space and time for timely positioning and turning the following vehicles;

m, before the opposite left-turning vehicle exits from the intersection, the right-turning vehicle is reduced to the lane per se, the opposite left-turning vehicle lane is made, the opposite left-turning vehicle lane and the opposite left-turning vehicle lane are parallel to each other, and the opposite left-turning vehicle lane run in sequence without interference and exit from the intersection;

the characteristics enable the right-turning vehicle to have own waiting area and releasing time, expand the waiting and releasing capacity and order of the right-turning vehicle and avoid entanglement with pedestrians and non-motor vehicles.

8. The optimal control of the signal not only needs the maximum releasing capacity of the intersection, but also needs to be capable of automatically meeting the proportion of the demand of adapting to the traffic flow. Obviously, the online design time of the method is long, and online self-adaptation is difficult to realize in time. However, because the number of the optimal schemes is not large, the optimal schemes can be completely designed off line and stored in a database in order according to various flow demand ratios which can be met. Computer storage capabilities are fully available. The signal machine can search and compare the optimal matching scheme through the traffic flow demand proportion on line according to the current various flow demand changes, so that the on-line design time can be greatly shortened, and the signal machine can be quickly put into use.

Therefore, the present application further provides a database for optimally controlling the non-stop signal in the waiting area and simplifying the popularization scheme, which is characterized by comprising: establishing all optimal control and simplified promotion control scheme databases from a minimum period to an optimal period with off-line static design, and carrying out classification and ordered arrangement according to various flow demand proportions; the traffic signal has the capacity of online self-adapting to the change of various flow demand proportions, the optimal control simplified popularization scheme suitable for the current various flow demand proportions can be automatically selected from the database on line according to the change of the current various flow demand proportions, the traffic signal is directly put into practice, a large amount of online design time can be saved, the self-adapting speed is high, the time delay of the putting into practice is short, the optimal control simplified popularization control scheme is high in goodness of fit with traffic demands, and the effect is good.

9. Regarding numerical simulation techniques: practice checking true theory, practice enlightening wisdom and practice discovering true knowledge. Numerical simulation is also an alternative practice before a complete realization of the intersection is not obtained. The traffic simulation is a numerical simulation technology for reproducing the time-space change of the traffic flow by utilizing the calculation of a modern computer, and can find possible errors at the minimum cost and increase the application confidence. Promoting the above innovation in the Y field. The rules of the simulation should be close to the actual objective rules before being trusted. To truly demonstrate and understand the lane-by-lane acceleration condition and V of the waiting lane_bThe present applicant studied the following numerical simulations. The numerical simulation is actually the recursive numerical calculation of the following process, and for this purpose, the following precondition rules close to the actual objective rules are assumed:

the numerical simulation model rule assumes: the lamp holder is V-shaped at constant speed_bEntering a waiting area; each subsequent vehicle is on an entrance parking line, and the entering time is based on the maximum of the minimum driving safety head time distance and the saturation time distance; the time headway from the front vehicle is always not less than the minimum safe driving time headway, and the respective ideal constant speed is achieved.

Since the speed change process of each vehicle before entering the waiting area is common in the traditional TC, the vehicle is well known without simulation and can ensure safety, the speed change process can be ignored and has no contradiction with the following traffic safety model assumption.

There are 2 entry patterns as usual: 1. a row of straight traffic flow outside the waiting area is queued for release and started by a stationary departure. 2. The vehicles are not queued for waiting before the waiting area before arriving at the waiting area, and can directly enter the waiting area at the speed of the road section.

The numerical simulation assumes that the differences between the above 2 entry models are ignored, and the speed change process of each vehicle before entering the waiting area is ignored. In any type of entering model, before the ending line of the waiting area begins to release, the speed of the vehicle in the waiting area is influenced by the speed of the vehicle ahead, the vehicle cannot continuously run at the speed of the road section, and the vehicle needs to obey the running safety model of the waiting area, so that the vehicle can be combined into the entering model: by taking the first channelized lane point shown in the attached figure 2 as a boundary, all vehicles of the fleet enter at the first lane point of the entrance of the to-be-driven area at the moment of the maximum of the minimum driving safety head time interval and the saturation time interval, and all the vehicles reach the ideal constant speed of passing through the to-be-driven area without stopping at the first lane point of the to-be-driven area and always keep going forward at the same constant speed.

Driving safety model rules: the safe vehicle distance is a necessary separation distance that the rear vehicle keeps from the front vehicle during traveling in order to avoid an accidental collision with the front vehicle. The safe distance has no absolute standard and only has a dynamic relative safety standard. The most important factor affecting the safe vehicle distance is the vehicle speed. At the first and second fixed lane-dividing points, the front and rear speeds are the same without sudden change, and only the front and rear vehicle distances are pulled open through lane division; therefore, the space safety time interval between the rear vehicle and the front vehicle can be compressed to the lowest level, and the standard of no rear-end collision and scratch is that the space safety time interval is not lower than A_n＝V_b-1+v_n(m) of the reaction mixture. Meaning that the driver of the rear vehicle should add V according to the vehicle speed (m/sec)_bThe length of the vehicle body-1 controls the minimum distance between the head of the vehicle and the tail of the vehicle ahead, and is consistent with the distance between the vehicles at rest. In the narrow distance space at the intersection, when the vehicle speed does not exceed 15m/sec, the safe distance model is reasonable to a certain extent and is safe enough.

According to the statistics of a general traditional TC textbook, the crossing saturation flow rate is determined when the time interval reaches 2.0 sec/pcu. This means that the vehicle speed v of the vehicle fleet running according to the driving safety model₂＝V_bAt +1(m/sec), A₂＝2v₂The saturation flow rate can just be reached. Each vehicle safety distance model can just display V_bHas the effect of turning point from unsaturated flow rate to saturated flow rate. At present, many safe time-distance models exist all over the world, but can just display V_bThere is little effect of this turning point. Can only be made by itself. The safety time-distance model is not unique per se and is related to specific environment parameters of canalization. Because the driver of the rear vehicle n fully knows that the speed is v_n(m/sec), so as to ensure traffic safetyThe time distance model is possible to master the space safety time distance between the rear vehicle n and the front vehicle n-1, and if a traffic rear-end accident happens, the driver of the rear vehicle n is responsible.

Obviously, the fleet is always in progress, G_efThe headway at a moment is only a transient value, and transient values at other moments can be inferred through respective speeds. For the uniform speed rear vehicle with the same lane number following the uniform speed front vehicle, if the speed of the rear vehicle is slower than that of the front vehicle, the time interval is larger and larger, and the rear vehicle can never collide with the front vehicle. If the speed of the rear vehicle is faster than that of the front vehicle, the time interval is smaller and smaller, but only at the lane re-dividing point and the G th last vehicle_efThe front vehicle can not be overtaked at any time, and the rear-end collision can not occur in the whole process.

The uniform speed advancing in the waiting area is the most ideal simulation condition, the oil is saved, the noise is reduced, and drivers are willing to execute the method. The very essence of traffic simulation is to draw data conclusions, not those of dazzling visual changes. In contrast, numerical simulations are more pertinent.

These assumptions do not generalize all traffic situations. However, other traffic conditions can be analogized completely, so that they are not listed one by one.

Therefore, the application also provides a numerical simulation method for optimal control of the non-stop signal of the waiting area and simplification of the popularization scheme, which is characterized by comprising numerical simulation recursion of the non-stop lane-by-lane vehicle-by-vehicle acceleration process of the waiting area; the lamp holder is V-shaped at constant speed_bEntering a waiting area; each subsequent vehicle is on an entrance parking line, and the entering time is based on the maximum of the minimum driving safety head time distance and the saturation time distance; the headway from the front vehicle is always not less than the minimum driving safety headway; each vehicle reaches the ideal constant speed of passing through the waiting area without stopping at the first lane point of the waiting area; before the green light at the exit is turned on, all vehicles always keep going forward at the same constant speed; at the last G_efThe time accords with the distribution of safe headway; the lane re-dividing point is larger than the safe headway time; ensuring that the rear-end collision cannot happen in the whole safety process in the waiting area.

10. Y field lamp holder speed is V_bLaw of variation of driving flow rate-time on inlet stopping line

Having the same properties as those of FIG. 5(a) drawn in the V domain of the conventional TC, with respect to the description of the Y domain having a lamp head speed of V_bThe inlet stop line of (2) is the origin of FIG. 7(c) showing the variation law of the inflow rate versus time. The difference and the connection between the flow rate increasing process and the rate increasing process are highlighted. Can be regarded as the transition from (b) of FIG. 7, the speed curve of which becomes part of (b) and is formed by V_bIncreasing to the maximum speed limit transition line of the intersection; it can also be regarded as using the minimum green light loss time acquirable range theorem of the waiting area to the limit, which is obtained by directly shifting the curve OK part forward from the figure 7(a) to a limit position. The limit position is not more than and most closely equal to the length and V of the corresponding waiting area_bThe ratio of (a)' the waiting area enters the time G in advance_ef。

During this translation, the intersection capacity will only be increased by increasing the area under the flow rate curve as long as any green light lost time remains unadded. What is happy but not? It is thus understood that the necessity of providing a staging area and the various discoveries of the present application are all the way through. And thoroughly and positively answers the first proposed class 5 problem of the candidate area.

This also fully demonstrates the importance of fig. 7(a) (b) (c) in the present application and even throughout the TC design theory.

However, in summary, FIG. 7(c) is presented, and the qualitative large direction is absolutely correct. The method can be used for qualitative and quantitative research of the technology of the waiting area, technical popularization and schematic teaching, and can also be continuously improved, enriched and perfected through experience and data accumulation.

In the accompanying drawings 7(a), (b) and (c), different lamp holder speeds in the Y field are drawn in the same coordinate for comparison, evaluation and analysis, and the change relation between the physical quantities can be visually and vividly shown by line segments and areas with magnitude value coordinates in the graph. And displaying the relation between the optimal benefit of the TC system in which the Y field waiting area can be set without stopping and the optimal benefit of the completely-set but unset waiting area field V, and allowing the benefits to be superposed according to a special case theorem so as to further expand the optimal benefit of the TC system.

In summary, the present application also provides a flow rate curve representation method on an import stop line for the optimal control of non-stop signals in a waiting area and the simplification of a popularization scheme, which is characterized in that the flow rate curve on the import stop line for the optimal control of non-stop signals in the waiting area, which can keep the optimal control without increasing any green light loss time but only increase the intersection traffic capacity, is composed of 3 parts:

(a) the part is as follows: the optimal signal control flow rate curve on an entrance stop line of a traditional TC non-waiting area is characterized in that the horizontal axis represents time, and the vertical axis represents the site flow rate of driving on the entrance stop line;

(b) the part is as follows: at the inlet of the traffic light head, the speed is V_bUnder the condition, the variation rule of the spot speed-time of the inlet traffic flow on the section of the Y-field inlet stop line, wherein the horizontal axis represents time, and the vertical axis represents the spot speed of the traffic flow passing through the inlet stop line;

(c) the part is as follows: at the inlet of the traffic light head, the speed is V_bUnder the condition, the entrance flow rate-time change rule of the entrance vehicle flow on the section of the Y-field entrance stop line, wherein the horizontal axis represents time, and the vertical axis represents the site flow rate of the entrance vehicle flow passing through the entrance stop line;

the coordinate origin E of the three parts is the same; except that portions (b) and (c) both extend forward of portion (a) by an OE segment, meaning that an "not greater than and most closely equal to the initial velocity of the burner is V_bLimit advanced entry time ";

(b) the ascending section OK of the part (c) is similar to the ascending section of the part (a) except that the maximum value of the ascending section of the part (b) is V_b(ii) a Lamp head speed up to V_bRear holding constant velocity V_bThe velocity curve becomes the horizontal dotted line of the part (b) without change; the subsequent vehicles are accelerated one by the lane, the site speed of the inlet traffic flow on the section of the inlet stop line is gradually increased until the maximum speed limit of the intersection, and the speed curve becomes the V-shaped part of the section (b)_bIncreasing to the maximum speed limit transition line of the intersection; it is equivalent to raising the speed curve on the traditional TC inlet parking line to V_bThe segments are translated directly forward to a "speed no greater than and most closely equal to the initial speed of the burner V_bOf (2)Limited advance time "position, during which no green light lost time is increased, but only the area under the flow rate curve.

The invention has the beneficial effects;

through 15 embodiment data, the application can show that the sum of the split ratios of the green lights on the key route of the obtained optimal control simplified popularization scheme of the uniform lamp holder speed of 48sec in a certain period of certain key intersections is sigma lambda_j1.625. 2 period 150sec sigma lambda compared to the conventional TC system empirical recommender_jThe capacity is indeed increased by a factor of 2.11, more than one, at 0.77. The average split reaches 0.406. The simplified popularization scheme utilizes a traffic coordination control system among intersections of an authorized patent ZN200510117553.6 "^[12]The technology can participate in the overall optimization coordination of the whole urban TC system at a higher level.

Description of the drawings:

fig. 1 shows a conventional TC-standard intersection, in which: 11-18 are frame traffic entrance signal lights, 19-22 are right turn entrance signal lights, 23-26 are non-motor vehicle signal lights, 31-38 are pedestrian signal lights, and 39-42 are u-turn signal lights.

Fig. 2 shows an optimal channeling scheme for the waiting area of a level crossing, in which: the blue area where the points 1-10 are located is a conflict area between every two frame traffic streams, 1-10 and 55 are key points (for the clarity of the drawing, the rest 33 similar to the frame traffic streams are marked with a little), 11-18 are frame traffic stream inlet signal lamps, 19-22 are right-turning inlet signal lamps, 23-30 are non-motor vehicle signal lamps, 31-38 are pedestrian signal lamps, 39-42 are turning-around signal lamps, and 43-54 are traffic stream outlet signal lamps.

FIG. 3 shows a schematic diagram of division of a new signal control field, 56 shows a control field U of an incompletely settable waiting area for performing optimal road canalization, 57 shows a control field V of an optimally canalized road, which can be provided with a waiting area but not provided with a waiting area, namely, a field of a situation where a head unit passes through the waiting area at a conventional normal speed, U + V is a conventional signal control field for performing optimal road canalization, 58 shows a field Y of a situation where a head unit passes through the waiting area at a lower conventional normal speed, V + Y shows a control field of "no stopping of the waiting area", 59 shows a control field V + Y + Z of an optimally canalized fully settable waiting area, 60 shows a control field Z of "stopping of the waiting area", which performs optimal road canalization, 61 denotes a control field in which optimal road channeling is not performed.

Fig. 4 shows the flow rate curve on the inlet stop line for "waiting area stop".

Fig. 5 shows a flow rate curve at the inlet stop line for "no stop in the staging area", wherein,

in fig. 5(a), the horizontal axis represents time and the vertical axis represents flow rate across the entry stop line. When the signal transitions to a green light, the vehicle waiting behind the stop line begins to surmount the stop line, gradually increasing from 0 to a steady value, i.e., the saturation flow rate. And the release time is cut off until the vehicles accumulated behind the stop line are completely released or the vehicles are not released.

Fig. 5(b) is an attempt to describe the change law of the speed-time of the entrance traffic entering point on the entrance stop line section after the speed of the entrance traffic head is slowed in the Y field.

Fig. 5(c) is an attempt to describe the behavior of the entrance flow rate-time change of the entrance flow on the entrance stop line cross section after the speed of the entrance traffic head in the Y domain has slowed.

FIG. 6 shows "limiting the maximum advance possible entry time G_MjfWherein 62 represents the advance accessible time G_MjfThe second-previous phase end time of (1); 63 denotes an advance accessible time G_MjfIs preceded by a green light delay time of traffic flow j-2; 64 denotes an advance accessible time G_MjfThe green light interval time between the frame traffic flow j and the front traffic flow j-2; 65 represents the maximum advance-able entry time G for the frame flow j_Mjf(ii) a 66 denotes the start time of the entire green light of the frame flow j; 67 represents the green light interval time I after the front frame traffic stream j-1_Yj-1，j(ii) a 68 represents the green time of the front frame flow j-1; 69 front frame vehicleGreen light interval time I before stream j-1_Yj-2，j-1；

FIG. 7 shows a Y-range lamp head velocity V_bThe inlet stop line of (1) the variation law of the inflow rate-time, wherein,

FIG. 7(a) is a graph, similar to FIG. 5(a), of optimal signal control flow rate at the inlet stop line of a conventional TC no-standby zone;

FIG. 7(b) shows the lamp head velocity V in the Y region_bIn the case, the law of change of the site speed-time on the entrance stop line;

FIG. 7(c) is an attempt to describe the Y region at a lamp head velocity V_bThe inlet flow rate-time variation rule on the inlet stop line.

Figure 8 shows a block diagram of the straight-before-left chain family scheme of figure 2 with a cycle length of 48 sec.

Figure 9 shows the optimum timing diagram for a 48sec cycle period.

Figure 10 shows a scheme with a period of 48sec to simplify the promotional signal timing.

FIG. 11 shows a simplified scheme design flow diagram.

FIG. 12 shows a flow chart of adaptive online optimization.

The specific implementation mode is as follows:

example 1: so as to average the "straight-first-then-left" chain familyLThe optimal road canalization is carried out by taking smaller as an index, and as shown in the attached figure 2, sigma (Max { t) in (4) can be used_ci}-Min{t_Yej}) smaller; enabling the distribution of each import lane to meet the annual average traffic demand proportion; an inlet 5 lanes, 2.9m wide, road edge 0.25 m; road width is 15 m; 4 lanes at the outlet, 3.5m wide and 14.5m wide; the bicycle is 2m long and can be released for the second time along with the pedestrians; the central security island is 3.6 m. And the optimal road canalization of the intersection can make each waiting area in the intersection longest. As can be seen from the measurement, the straight-going sections of east, west, south and north in FIG. 2 are 104, 105, 103 and 104m, respectively, and the left-turning sections of east, west, south and north in FIG. 2 are 117, 116 and 116m, respectively. The number of lanes in the waiting area is the largest, and each straight waiting area has 4 lanes, and the number of lanes is the same as that of exit lanes; each left-turn waiting area has 3 lanes and the number of right-turn lanesAnd equal to the number of egress lanes; each entrance of the intersection backs for 20m by making the stop line of the intersection far away from the intersection, and a road with enough width is reserved for pedestrians and non-motor vehicles: even a minimum green time of 3sec is given to cover peak time passing demands of pedestrians and non-motor vehicles.

Example 2: from example 1 and the accompanying figure 2 it is known that: the width of each inlet road is 15m, the width of each outlet road is 14.5m, so that the pedestrians are taken to empty the red light for 10sec, the minimum green light for the pedestrians is 3sec, and the green flashes for the pedestrians are 5 sec. Vehicle speed v for clearing according to frame traffic flow_eiMaximum entrance speed Max { v } of the lamp head when the frame traffic enters the waiting area at 15m/sec_ej}＝V_bAcceleration a of 7m/sec_ej＝3.5m/sec²Acceleration time t₀＝Max{v_ej}_j/a_ej2.0 sec; acceleration distance s₀＝Max{v_ej}t₀/2＝7m，s_ejMin { t > 7m_ej}＝1.0+s_ej(iii)/7; otherwise, t is(s)_ej/2)^1/2. For safety purposes, the secondary entry frame traffic speed is considered to have reached the maximum entry speed v_ej15 m/sec. The time of entry is Min { t }_ej}＝s_ej/15. Speed v of non-motor vehicle_nj4m/sec, pedestrian speed v_pi1.5m/sec, yellow lamp time a 4 sec. The entry distance and clearance distance of each traffic flow can be measured according to the proportions and key point positions given in figure 2, and the shortest green light interval time between each whole green light is calculated according to equation (3), as shown in table 1.

TABLE 1, FIG. 2. matrix of shortest green light interval time between each whole green light of channelized intersection

Example 3: in order to demonstrate the situation of accelerating the vehicles one by one in the lane to be distinguished, the following numerical simulation is specially carried out. The numerical simulation is actually the recursive numerical calculation in the car following process, and needs the following rule assumption close to the actual objective rule:

assume that 1: static distribution assumptions before entering the pending area. The east-straight line waiting area is from the rightThe lengths to the left are 104, 102, 101, 98m, respectively. Assuming that from the big data, the traffic engineering minimum vehicle speed V of which the saturation flow rate is basically reached is statistically determined_b7m/sec (equivalent to 25.2km/h) ". The average length of each car was 5 m. When the vehicle crosses the inlet stop line, lane division is started from 2 inlet lanes to 3 lanes, and the vehicle crosses the inlet stop line 35m to reach a lane re-division point, and lane division is started from 3 lanes to 4 lanes.

Assume 2: in the embodiment, only the acceleration process from the rightmost inlet straight lane to the lanes 1 and 2 in the waiting area is simulated, and the other processes can be analogized. Since each vehicle is expected to be as close as possible to the exit when the exit is released, lanes 1, 2, 1 and 2 are selected in sequence after lane splitting points again. Only G can be advanced to enter time due to straight going_ef14sec, so the straight lighthead entering the waiting area is driven by v₁＝V_bThe vehicle can be stopped when the vehicle moves forward at a constant speed of 7m/sec, the vehicle arrives at the re-lane separation point at the 5 th sec, and the distance from the ending line of the waiting area lane 1 at the 14 th sec is R104-14V_b＝6m。

Assume that 3: and the vehicles in the other lanes of the waiting area after lane division cannot exceed the lamp caps.

Assume that 4: at the 14 th sec moment when the green light of the exit of the waiting area is turned on, the vehicle in the waiting area is immediately exposed to exit acceleration, and the safety needs to be paid attention to. The characteristic is that the respective accelerating places are different and gradually move backwards from front to back; the respective acceleration moments are also different and are accelerated successively according to the sequence. Therefore, the safety distribution model of the vehicles in the waiting area before acceleration accords with the safe driving distance, namely the distance between the front vehicle head and the rear vehicle head is equal to A_n＝v_n+V_b-1 (m/pcu). If the rear-end collision happens, the rear vehicle takes charge of the whole duty.

These rules assume that conditions are necessary to simulate the recursion process as follows. The key is to look at the actual data conclusions.

Such as: the 2 nd vehicle is driven out at the lamp head (v)₂+6)/v₁(sec) then reaches the entry stop line and starts lane acceleration. At the G th_efAt 14sec, the lane 2 finish line is reached, and the lane 2 finish line R is reached₂R6 m, which starts its own stroke S after lane acceleration₂102-R-96 m, KThe self-time consumption after the initial lane acceleration is T₂＝14-(v₂+6)/7 (sec). Therefore, it can be known that if the speed is substantially constant after starting lane-dividing acceleration, the speed should be v₂＝S₂/T₂＝96/{14-(v₂+6)/7}. The equation needs to be solved:

{14-(v₂+6)/7}v₂＝96；v₂ ²-92v₂+672＝0

v₂＝{92-√(92²-4×672)}/2＝{92-√(8464-2688)}/2＝8.0

slightly larger than the speed of the front vehicle.

And (3) verification: the moment of arrival at the entry stop line is: t is_2，1＝(v₂+6)/7＝2.0sec。

The self-time after starting lane acceleration is T₂＝14-(v₂+6)/7＝12(sec)

v₂T₂＝S₂＝96

Compared with 96, the method is accurate and the data is credibly available.

Time interval T of parking line_2，2＝T_2，1-T_1，12.0 sec. Just to reach the saturation time span. Time to reach the re-lane point: 2.0+35/8.0 is 6.375, and the head time distance of the lane re-diversion point on the 1.5 times of lane is (6.375-5) and 1.5 is 2.063, which is larger than the saturation time distance, and is safe.

The moment when the 3 rd vehicle reaches the entrance stop line is as follows: t is_3，1＝T_2，1+(v₃+6)/8.0sec。

At the G th_efFinish line from lane 1 [ cumulative (body length + spacing) for the 3 rd vehicle at 14sec time]：R₃＝R+A₃＝12+v₃. The travel time of the self-body is (G th)_efTime-time of arrival at the entrance stop):

T₃＝G_ef-T_3，1＝14-{2.0+(v₃+6)/8.0}sec.

the self travel is (length of lane 1-R)₃)：S₃＝104-R-{6+v₃}＝92-v₃The product of constant speed and self-use time is the stroke:

v₃T₃＝S₃i.e., {12- (v)₃+6)/8.0}v₃＝92-v₃Normalization of solution equations

v₃ ²-90v₃+736 is 0, with:

v₃＝{90-√(90²-4*736)}/2＝{90-√(8100-2944)}/2＝18.195/2＝9.097m/sec。

and (3) verification: specific time of arrival at the entry stop line, T_3，1＝2.0+(v₃+6)/8.0＝3.887

Time interval T of parking line_3，2＝T_3，1-T_2，1＝1.887sec。

Is already less than the saturation time span. Should be limited by the saturation flow rate, take the time interval T of the stop line_3，22.00 sec. Need to recalculate: the moment when the 3 rd vehicle reaches the entrance stop line is as follows: t is_3，1＝2.0+2＝4.0sec。

At the G th_efFinish line from lane 1 [ cumulative (body length + spacing) for the 3 rd vehicle at 14sec time]：R₃＝R+A₃＝12+v₃. The travel time of the self-body is (G th)_efTime-time of arrival at the entrance stop):

T₃＝G_ef-T_3，1＝14-4.0＝10.0sec.

the self travel is (length of lane 1-R)₃)：S₃＝104-R-{6+v₃}＝92-v₃The product of constant speed and self-use time is the stroke:

v₃T₃＝S₃i.e. 10v₃＝92-v₃The solution equation has:

v₃＝92/11＝8.364m/sec。

and (3) verification: time to reach the re-lane point: the 4+35/8.364 is 8.184, the head time distance of the lane re-diversion point on the 1.5 times lane is (8.184-6.375) × 1.5 is 2.714, which is larger than the saturation time distance and is safe.

The moment when the 4 th vehicle reaches the entrance stop line is as follows: t is_4，1＝4.0+2＝6.0sec。

At the G th_efFinish line to lane 2 for the 4 th vehicle at time 14sec[ cumulative (vehicle body length + spacing)]：R₄＝R+A₄＝18+v₄. The travel time of the self-body is (G th)_efTime-time of arrival at the entrance stop):

T₄＝G_ef-T_4，1＝14-6.0＝8sec.

the self travel is (length of lane 2-R)₄)：S₄＝102-{18+v₃}＝84-v₃The product of constant speed and self-use time is the stroke:

v₄T₄＝S₄i.e. 8v₄＝84-v₄The solution equation has:

v₄＝84/9＝9.333m/sec。

and (3) verification: r₄27.333 m. Time to reach the re-lane point: 6.0+35/9.333 is 9.750, and the head time distance of the lane re-diversion point on the 1.5 times lane is (9.750-8.184) and 1.5 is 2.349, which is larger than the saturation time distance and is safe.

The moment when the 5 th vehicle reaches the entrance stop line is as follows: t is_5，1＝6.0+2＝8.0sec。

At the G th_efLane 1 finish line, 14sec time 5 th vehicle: r₅＝R₄+A₅＝33.333+v₅。

The travel time of the self-body is (G th)_efTime-time of arrival at the entrance stop): t is₅＝G_ef-T_5，1＝14-8.0＝6.0sec.

The self travel is (length of lane 1-R)₅)：S₅＝104-{33.333+v₅}＝70.667-v₅，

The product of constant speed and self-service time is the stroke: v₅T₅＝S₅I.e. 6.0v₅＝70.667-v₅The solution equation has:

V₅＝70.667/7.0＝10.095m/sec。

and (3) verification: r₅43.428 m. Time to reach the re-lane point: 8.0+35/10.095 is 11.467, and the head-hour distance of the lane re-diversion point on the 1.5 times lane is (11.467-9.750) and 1.5 is 2.576, which is larger than the saturation time distance and is safe.

The moment when the 6 th vehicle reaches the entrance stop line is as follows: t is_6，1＝8.0+2＝10.0sec。

At the G th_efVehicle 6 at time 14sec, finish line to lane 2: r₆＝R₅+A₆＝49.428+v₆。

The travel time of the self-body is (G th)_efTime-time of arrival at the entrance stop): t is₆＝G_ef-T_6，1＝14-10.0＝4.0sec.

The self travel is (length of lane 2-R)₆)：S₆＝102-{49.428+v₆}＝52.572-v₆，

The product of constant speed and self-service time is the stroke: v₆T₆＝S₆I.e. 4.0v₆＝52.572-v₆The solution equation has:

V₆＝52.572/5.0＝10.514m/sec。

and (3) verification: r₆59.942 m. Time to reach the re-lane point: the 10.0+35/10.514 is 13.329, the head time distance of the lane re-diversion point on the 1.5 times lane is (13.329-11.467) and 1.5 is 2.793, which is larger than the saturation time distance, and the safety is realized.

The moment when the 7 th vehicle reaches the entrance stop line is as follows: t is_7，1＝10.0+2＝12.0sec。

At the G th_efAt time 14sec, vehicle 7, finish line to lane 1: r₇＝R₅+A₇＝65.942+v₇。

The travel time of the self-body is (G th)_efTime-time of arrival at the entrance stop): t is₇＝G_ef-T_7，1＝14-12.0＝2.0sec.

The self travel is (length of lane 1-R)₇)：S₇＝104-{65.942+v₇}＝38.058-v₇，

The product of constant speed and self-service time is the stroke: v₇T₇＝S₇I.e. 2.0v₇＝38.058-v₇The solution equation has:

V₇＝38.058/3.0＝12.686m/sec。

authentication: at time R of 14sec₇78.628 m. The point of re-lane separation has not been reached. And (4) safety.

The numbers have great persuasion. The above numerical simulation data results are reliable enough to indicate that the following conclusions exist:

1. the scheme of no-parking in the waiting area can be safely operated. The rear lane is accelerated one by one, and the safe operation can be ensured.

2. The number of lanes in the staging area being greater than the number of lanes on the entry stop results in a process of the flow rate on the entry stop reaching a saturation flow rate. The underlying cause of this process is not the full green release of conventional TCs, since the process begins at the early entry into the staging area where full green release has not yet begun. Therefore, the fundamental inducement of the process is that the number of lanes in the waiting area is larger than that of lanes on the inlet stop line, and the front vehicle speed is stable and slow, the rear vehicle voluntarily divides the lanes and accelerates from vehicle to vehicle, so that the speed and the flow rate of the rear vehicle on the inlet stop line are in the trend of increasing from vehicle to vehicle.

3. The rear car speed rise-by-car process and the flow rate rise-by-car process on the entrance parking line are indeed 2 completely different and interrelated processes: the flow rate is caused to be in the vehicle-by-vehicle ascending process; the flow rate basically ends after the vehicle-by-vehicle ascending process reaches the engineering limit saturation flow rate, and the vehicle speed vehicle-by-vehicle ascending process is continued until the flow rate reaches the limit speed limit in the intersection. The end time of the two is not only completely different, but also the distance time difference is obvious.

4. The saturation flow rate condition is reached from the 2 nd vehicle much earlier than the 5 th vehicle required for the conventional TC to measure the saturation flow rate. V corresponding to traffic engineering minimum vehicle speed at which substantially saturated flow rate has been achieved_bDoes exist, and happens to be 7m/sec, and at the lowest vehicle speed V_bThe point completes the transition from the unsaturated flow rate to the saturated flow rate, just enough to achieve a 2sec headway of saturated flow rate pcu. Of course, this result is closely related to a series of ideal assumptions.

5. The head distance safety model can just display V_bPoint from unsaturated flow rate to saturated flow rateThe turning point of (2). Of course, it is possible to establish the uncertainty and modification of the safety model of the head distance of the vehicle. Therefore, the head distance safety model is not applied for protection, and only the numerical simulation method is applied for protection.

6. The straight-going waiting area borrows the right-turning waiting area because the safety time interval needs to be verified at the secondary lane dividing point, otherwise, the speed may need to be changed because the safety time interval needs to be verified at the secondary lane dividing point due to the fact that the speed is unsafe.

7. According to the increasing speed of the vehicle speed, the 8 th straight-driving vehicle speed is basically close to the emptying speed of 15m/sec at the time of 14sec early entering time, and the rear vehicle basically does not need to be divided for accelerating, so that the straight-driving waiting area does not need to borrow the lane any more, and partial lanes of the vehicle can be used as interest to be returned to the right-turning waiting area, thereby achieving the beauty of the full right-turning waiting area.

8. The singular phenomenon that the lamp head is slow and the lamp tail is fast is caused by the lane-by-lane acceleration of the rear vehicles. Fig. 7 shows only the external appearance of the phenomenon on the parking line at the entrance, and the real internal reason is that the number of lanes in the waiting area is more than that of the lanes at the entrance, so that the 'rear lane is accelerated one by one'.

9. As long as the waiting area is long enough and the number of lanes in the waiting area is enough, the strange phenomena of slow lamp head and fast lamp tail can be caused to be fully and vividly, and the benefit is obvious; the necessity for optimal road channeling is also illustrated.

10. The singular phenomena of slow lamp head and fast tail highlight the' minimum vehicle speed V meeting the traffic engineering with basically reached saturation flow rate_bThe presence of (a) and the salient effect of the turning point of the flow rate increase, amplify the distinction and inherent link of the flow rate increase with the vehicle speed increase.

11. In the same way, the acceleration numerical simulation of the left-turning lane to be distinguished can be realized, and the operation is omitted.

The comparison of data is enormous. The numerical simulation shows that the conclusion can sufficiently show the necessity, importance and feasibility of numerical simulation.

Example 4: for the intersection canalization shown in figure 2, the advance entry time of each waiting area is not more than and is most nearly equal to the length and V of the corresponding waiting area_bThe ratio of (d), "and 105/V_b＝105/7＝15，104/V_b＝14.857，103/V_b＝14.71， 117/V_b＝16.714，116/V_b16.57, except that the advance time of the west forward waiting area can be just 15sec, the advance time of each of the other forward waiting areas can only be 14 sec. Each left-turn waiting area can only take 16sec to advance the entering time. If the calculation result does not meet the requirement, the period redesign is needed to be changed. Therefore, a 48-sec cycle scheme exists through sea election and backward pushing. In the design, taking into account the flow requirement as much as possible, a "straight first then left" chain family scheme is shown in fig. 8.

Example 5: fig. 8 corresponds to the phase structure framework: east-west straight phase stage 1sec, interval 11sec, east-west left phase stage 3sec, interval 10sec, north-south straight phase stage 1sec, north straight early start 1sec, interval 11sec, north-south left phase stage 3sec, interval 9 sec.

Example 6: calculating the relative time of starting and stopping of the signal lamp at the line and non-passing time, as shown in table 2:

table 2 and fig. 2 show relative turn-on and turn-off times of signal lamps in the row and non-passing time of the intersection cycle C of the waiting area of 48sec

A series of embodiments of the application give a detailed and rigorous logic calculation process of forward design of the TC scheme, and imply a method for finding some parameter characteristics by reverse push in each scheme, which is limited by space and a detailed explanation.

Example 7: calculation design of maximum advance accessible time of each frame traffic flow

As shown in table 3:

note: the cumulative interval from the end of phase II to the start of green light is not the start of phase II. Consistent with fig. 6. The difference is that the early entry time, which is superimposed on the full green light early start time, cannot ignore the full green light early start time of the frame traffic stream. This is completely different from the cumulative interval times of tables 2 and 4.

Table 3, fig. 2 shows maximum advance accessible time of each frame traffic flow for which intersection period C of waiting area is 48sec

Indeed, there are at least 2 maximum advance entry times, west and north, equal to the desired value, and the others greater than the desired value.

Example 8: the emptying under the east, west, south and north right turns is equal to the traffic flow on the corresponding right turns, and the corresponding phase stages are the west, east, north, south and left turns respectively. The table for the upper and lower relative time calculations for the right turn is shown in table 4. Because the waiting area of the straight-driving vehicle is allowed to borrow the lane until the whole releasing of the straight-driving vehicle begins. The right turn is not allowed to enter the right turn waiting area before. The early start time on the right turn is at the earliest equal to the start of the straight phase in the same direction. In order to avoid the collision between the right turning lamp head and the straight-ahead vehicle which is not on the road, the right turning lamp head is specially started for 2sec later. So the start of the straight phase in the same direction minus 2sec is the start of the early entry time in the right turn. Table 4 lists a table of this constraint.

From the calculation results in table 4, it can be seen that the minimum green light requirement is satisfied when each of the up and down times of the right turn is greater than 3 sec.

Example 9: the optimal control scheme signal timing is derived from the chain family scheme framework, figure 8, and the results of tables 2, 3, and 4, as shown in figure 9. From the data obtained in table 3, each advance entry time is available to the limit, and east-east straight advance entry time is 15sec, east-west left turn advance entry time is 19sec, and north-south left turn advance entry time is 20 sec. According to the theorem: with a relatively fixed cycle and the whole frame, it is a sufficient requirement to increase the possible advance time as much as possible to improve the throughput. Can be assured that their 3 rd vehicle begins to travel at a speed in excess of V_bTherefore, the scheme shown in fig. 10, which limits the advance entry time of each entry, increases the green light loss time by only 0.1sec per cycle, i.e., 1.6sec, almost every cycleOne more pass is made for the period pcu, allowing the maximum split to reach a larger value. It is controlled optimally. But the driver needing lamp holder controls the vehicle speed to be lower than V_b”。

Example 10: the present application proposes a simplified generalization scheme for optimal control that limits the individual possible early entry times, with signal timing as shown in fig. 10. It avoids the lamp head calculating the speed of the vehicle itself, according to the statistical speed of the vehicle_bThe vehicle speed is controlled, so that the vehicle is easy to match with drivers and is widely popularized.

According to the length and V of the corresponding waiting area, the advanced entry time of each waiting area is not more than and is most equal to_bThe ratio of the sum of the. Each left-turn waiting area can only take 16sec to advance the entering time. Although some vehicles can not be fully utilized in advance, the vehicle speed can be prevented from being calculated by the lamp holder, and the vehicle speed V is uniformly counted_bThe vehicle speed is controlled, so that the vehicle is easy to cooperate with drivers and is easy to popularize widely. The excellent effect is seen earlier.

Table 4 and fig. 2 show right turn signal green timing with cycle C of 48sec at intersection of waiting area

Example 11: the specific ability to pass through simplified generalized signal timing for the scheme shown in fig. 10 is analyzed as follows.

The east-west forward entering time is 14sec, and the east-west straight running waiting area length is 104m, the lamp head speed is equal to V_bNo stopping is achieved at 7 m/sec. The loss time of green lamp can be 1.5sec according to the scheme of no waiting area because the standard of saturation flow rate is achieved. Since the entire phase time is 1sec and the yellow lamp time is 4sec, the effective green lamp discharge time is 17.5sec, and the split λ is 0.365.

Taking the West-Takeda early entry time as 15sec, the waiting area as long as 105m, and the lamp head speed as V_bNo stopping is achieved at 7 m/sec. Green lamp lost time due to reaching the saturated flow rate standardl can be 1.5sec according to the scheme of the no-waiting area. The entire phase time is 1sec, the yellow lamp time is 4sec, and the effective green lamp discharge time is 18.5sec, so the green ratio λ is 0.385.

The south straight ahead advance entry time is 14sec, the waiting area is 103m long, and the lamp head speed is equal to V_bNo stopping is achieved at 7 m/sec. The saturated flow rate standard is achieved, so that the green lamp loss time l can be 1.5sec according to the scheme of the no-waiting area. The entire phase time is 1sec, plus 1sec, the early start, the yellow lamp time is 4sec, so the effective green lamp discharge is 17.5sec, so the green ratio lambda is 0.365.

The north straight advance entry time is 14sec, the waiting area is 104m long, and the lamp head speed is equal to V_bNo stopping is achieved at 7 m/sec. The saturated flow rate standard is achieved, so that the green lamp loss time l can be 1.5sec according to the scheme of the no-waiting area. Since the entire phase time is 1sec and the yellow lamp time is 4sec, the effective green lamp discharge time is 17.5sec, and the split λ is 0.365.

The time of getting east and west left to enter in advance is 16sec, the length of a waiting area is 117m, the speed of lamp head selection is equal to V_bNo stopping is achieved at 7 m/sec. The saturated flow rate standard is achieved, so that the green lamp loss time l can be 1.5sec according to the scheme of the no-waiting area. Since the entire phase time is 2sec and the yellow lamp time is 4sec, the effective green lamp discharge time is 20.5sec, and the split λ is 0.427.

The time of the south-north left advance entrance is 16sec, the length of the waiting area is 116m, and the lamp head speed is equal to V_bNo stopping is achieved at 7 m/sec. The saturated flow rate standard is achieved, so that the green lamp loss time l can be 1.5sec according to the scheme of the no-waiting area. Since the entire phase time is 3sec and the yellow lamp time is 4sec, the effective green lamp discharge time is 21.5sec, and the split λ is 0.448.

The summation of the green ratio along the key route of west straight-east left-south straight-north left is sigma lambda_j1.625. 2 period 150sec sigma lambda compared to the conventional TC system empirical recommender_jThe capacity is indeed increased by a factor of 2.11, more than one, at 0.77. The average split ratio is 0.406, and the average split ratio is 0.812 when the number of lanes corresponding to the traffic flow entrance at the downstream intersection is 2 times the number of lanes at the road section. The maximum split sum on the critical route of the optimal control solution can be reachedTo a larger value.

Intersections have been very close to uncompressed states, and the ideal state for completely eliminating traffic network congestion has not been far away. Therefore, the TC system can multiply the traffic capacity and even the efficiency of the ground road network in an optimized way, which is equivalent to adding an urban ground road network by means of space. The technology has revolutionary and essential technical progress and leap, and becomes an epoch-making wonderful track of TC all over the world.

The overall efficiency optimization, the design process optimization and the online intelligent response optimization of the TC can be realized firstly. The urban peak congestion time can be greatly shortened, the road fatigue of traffic participants is greatly relieved when the roads of office workers are used, and the physical health, the mental activity and the working efficiency of the office workers are improved. Benefiting the whole mankind.

Example 12: the above examples show the normal sequence of design: determining a phase structure according to a cycle and a chain family scheme meeting traffic flow requirements, determining the relative starting and stopping time of a row and a non-passing signal lamp, determining the time for the advanced entering of a waiting area, determining the green lamp timing of a right-turn signal, and determining a scheme signal timing diagram. A reverse cycle is also possible.

Example 13: similarly, a minimum period 34sec scheme can be designed, and the design process is omitted. The scheme that is used the longest in reality is the minimum period scheme. Although it is a car at night for a short period of time, it requires a long period of time to implement this scheme. Therefore, the design must be carefully and accurately designed to avoid traffic accidents and waste of time without end.

Example 14: obviously, between the minimum cycle 34sec scheme and the optimum cycle 48sec, the available non-stop scheme of the waiting area is extremely limited, and can be completely designed off line, as shown in fig. 11, and the scheme is orderly arranged and stored in a database according to various flow demand ratios which can be met. The existing computer has extremely strong storage capability and can be completely stored. The signal machine can automatically select an optimal control scheme suitable for various current flow demands on line from a database according to various current flow demand changes and the ultra-strong search capability of a benefit computer, such as an attached drawing 12, and the method is put into practice, not only has the capability of online self-adaption to various flow demand changes, but also can save a large amount of online design time, and has the advantages of high self-adaption speed, short time delay of putting into practice, high scheme and demand goodness of fit and good effect.

Example 15: according to the comparison relations (8), (9) and (10), although the period and the whole frame of the optimal control and simplified popularization scheme in the Y field without stopping the vehicle in the waiting area belong to the global optimal period and the whole frame, the corresponding optimal control and simplified popularization scheme belongs to the global optimal. In fact, with the database of example 14, the clumsy sea-choosing and selecting process of example 15 must become very simple and clear. The optimization of the scheme belongs to engineering, and complicated theoretical analysis is not needed.

Since any simulation will eventually rely on data to make a conclusion, the numerical simulation described above yields a conclusion that is sufficient to conquer the world. The people all over the world can enjoy the happiness and joy of the intelligent innovation and creation of Chinese people.

The present application fully confirms that none of the aforementioned optimal control and simplified generalization schemes, design methods, scheme databases, numerical simulation models, and methods are in-flight through 15 example data. The content is close to the real condition, and the method is credible, detailed, full, reliable, reproducible and popularized.

The applicant acknowledges that the independent claims of the present application are certainly numerous and include a scheme for optimal control of non-stop signals in a waiting area and simplified generalization, a design method, a scheme database, a numerical simulation model and a method, and a flow rate curve representation method on an inlet stop line. However, these "two or more inventions or utility models" belonging to a general inventive concept- "no-parking signal optimal control and simplified popularization scheme in waiting area" meet the 31 st provisions of patent law and should "be proposed as an application".

Therefore, the scheme, the design method, the scheme database, the numerical simulation model and the method for optimally controlling the non-stop signal of the waiting area and simplifying the popularization scheme, the design method, the scheme database, the numerical simulation model and the method also comprise a flow rate curve representation method on an entrance stop line, if large-area popularization is obtained, the traffic capacity and the efficiency of a ground road network can be necessarily multiplied, and equivalently, an urban ground road network is added by virtue of the air. The overall efficiency optimization, the design process optimization and the online intelligent response optimization of the TC can be realized firstly. The urban peak congestion time can be greatly shortened, the road fatigue of traffic participants is greatly relieved when the road of office workers is shortened, and the physical health, the mental activity and the working efficiency of the office workers are improved.

The optimal control scheme and the simplified popularization scheme which enable the green letter ratio on the key route to be the maximum sum have advantages and disadvantages, specifically, which one is used is selected, the selection right is given to a user, and non-applicants cannot climb ancient sacrificial morals. The term "periodic and the same as the whole frame" also belongs to the protection scope of the present application. The application is hereby claimed without undue experimentation.

These embodiments are around large data statistics V_bDeveloped at 7m/sec for other statistically derived V_bNumerical values are also applicable. Of course, those who have resorted to the technology of this application only slightly loose some of the critical features protected by this application, such as the use of a scheme of expanding the period, although similar to this, but with slightly less advantage; such a solution is slightly different from the present application, and also belongs to the protection scope of the present application.

Reference to the literature

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2. The theory and method of traffic safety design at level intersections of highways [ M ], written by continental health, strong zhang, et al, beijing: scientific press 2009.

The de road and traffic engineering research institute compilation, leckeping translation, 2006. Traffic signal control guide-german current Regulations (RiLSA), Edition 1992, beijing: china architecture industry press.

4. Wang Da Hai, Wang Qian, 2010. Control method of dynamic signal control system with negative cycle lost time [ P ], patent ZN 201010103079.2; the invention takes the priority of the traffic signal control system, the design method and the special equipment, and is also disclosed in international patent [ P ], PCT/CN2011/070879, which is currently granted by Chinese, Russia, America, Australia and Japanese patents.

5. The periodic loss time L enters a negative value refined optimal adaptive traffic signal control [ J ], the ninth China Intelligent transportation annual meeting excellent corpus, the ninth China Intelligent transportation annual meeting academic Committee, the electronic industry Press, 2014 for 10 months. P.191-200.

6. Wang Da Hai, Wang Qian, 2005. A half-width right-of-way control system for a multiphase intersection and a design method of a deformation of the half-width right-of-way control system are disclosed in the road traffic technology, 2005, No.4.

7. Setting research [ J ] of a left-turn waiting area of a motor vehicle at a signalized intersection, Niying, Likeping, Xuhongfeng, [ traffic and transportation ] 2006 (B12): 32-36.

8. Royal palace sea, li, cheng heng, critical condition [ J ] set in waiting turning area of left bend of motor vehicle, 11 th year in 2009 (road traffic science).

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Claims (10)

1. A non-stop signal optimal control and simplified popularization scheme for a waiting area is characterized in that the period and the whole frame meet the following conditions:

A. the method comprises the following steps of channelizing an optimal road of an intersection;

B. in the maximum advance entering time which can be set in each frame traffic flow waiting area, more than one engineering minimum vehicle speed V which can be not more than and is most closely equal to the length of the corresponding waiting area and the basically-reachable saturation flow rate_bThe ratio of "; the others are all larger thanThe "ratio";

C. in all schemes that satisfy the above conditions, the cycle time is minimal.

2. A no-stop signal optimal control and simplified generalization scheme for areas to be traveled according to claim 1, characterized in that the so-called simplified generalization scheme further comprises the following features:

D. the advance entering time set in each waiting area is not more than or most closely equal to or equal to the engineering minimum vehicle speed V corresponding to the length of the waiting area and the basically reachable saturation flow rate_bSo that all burners remain at a constant velocity "V" in the area to be lined_bWhen the vehicle moves forwards, the vehicle can meet an exit green light before reaching an exit stop line of the waiting area and pass through the waiting area without stopping.

3. The non-stop signal optimal control and simplified popularization scheme for the waiting area according to the claim 1 or 2, characterized in that the intersection optimal road canalization further comprises the following characteristics:

firstly, according to the allowable floor space of the intersection, the number of each inlet lane and each outlet lane is expanded as much as possible, and the number of the left lane, the straight lane and the right lane are distributed according to the annual flow demand proportion of different flow directions, so that each waiting area is as long as possible, and the number of the outlet lanes in each straight waiting area is as equal to the number of the outlet lanes at the intersection as much as possible;

the sum of the number of the exit lanes in each left-turning waiting area and the number of the right-turning lanes at the same exit is made; further comprising:

according to the planning specification of urban road intersections, the allowed floor space of the red line of the intersection is formed by four similar annular roads which are convex outwards, have the outer edges as large as possible and are formed by pi/2 arc streamlines and the roads which pass through the central area on the premise of not touching buildings at four corners according to local conditions;

fourthly, the annular road is used for straight driving; therefore, each arc line of the annular road needs to be smoothly connected with the straight driving inlet road and the straight driving outlet road, the straight driving inlet road and the straight driving outlet road are in streamline to allow vehicles to run, and the joint of each convex pi/2 arc line allows an intersection angle;

the straight-going vehicles are forbidden in the central area inside the similar annular road, and the road passing through the central area is only used for left-turning traffic;

sixthly, the Pi/2 arc of each lane only needs to be smoothly connected with the streamline of the inlet and outlet road, but does not need to be smoothly connected with other arcs; due to different widths and included angles of the crossed road sections at the intersection, the circle center positions of the pi/2 arcs of the similar annular road are possibly not uniform, and the circle center positions are respectively determined according to the intersection points of the radius of the pi/2 arcs;

seventhly, because the quantity of the inlet roads and the quantity of the outlet roads are possibly inconsistent, the quantity of the ring-like roads is also completely inconsistent and does not necessarily keep equal quantity of the roads;

allowing each entrance of the intersection to retreat in the direction of keeping the stop line of the intersection away from the intersection, reserving roads with sufficient width for pedestrians and non-motor vehicles: even a minimum green time of 3sec is given, which is sufficient to meet the passing demand of pedestrians and non-motor vehicles at peak times.

4. A non-stop signal optimal control and simplified promotion scheme for the waiting area according to claim 1 or 2, characterized in that the optimal road canalization of the intersection further comprises the following characteristics: the turning lanes and the turning openings can be moved to the back of a left-turning entrance stop line, the space in the intersection of the turning lanes is given to a left-turning waiting area, the left-turning vehicles can be accelerated lane by lane just passing through the entrance stop line, and the lane by lane acceleration is realized again after the left-turning vehicles pass through a pedestrian crosswalk.

5. A non-stop signal optimal control and simplified promotion scheme for the waiting area according to claim 1 or 2, characterized in that the optimal road canalization of the intersection further comprises the following characteristics: each straight-going standby area can borrow a right-turning lane at the early stage of release; each imported straight-driving vehicle can be accelerated lane by lane just by crossing an imported parking line, and can be accelerated lane by lane again after crossing a pedestrian crossing in an entrance area; when the right-turning vehicle is allowed to enter the waiting area, the right-turning vehicle is returned to the waiting area for right turning together with a part of straight lanes so as to meet the demand of the waiting area for right turning.

6. A design method for optimally controlling the no-parking signal of the waiting area and simplifying the popularization scheme according to the claim 1 or 2, which is characterized by comprising the following steps:

E. firstly, performing optimal road canalization at the intersection;

F. according to the big data, the lowest speed V of the traffic engineering which can basically reach the saturation flow rate is determined in a statistical mode_b；

G. With V_bCalculating the interval time of each shortest green light for the entering speed of the frame traffic light head; all green light interval time is more than or equal to the corresponding shortest green light interval time, and all pedestrians cross the street for more than or equal to 3 sec;

H. the advance entering time of each frame traffic waiting area is not more than and is most closely equal to the length and V of the corresponding waiting area_bThe ratio of ";

I. in all schemes of 'meeting the above conditions and traffic flow demand ratio', the selection cycle time is minimum;

J. a control scheme is designed according to the normal sequence of 'a design cycle and a chain family scheme meeting traffic flow requirements-determining a phase structure-determining relative starting and stopping time of a signal lamp of a line and non-passing time-determining advance entering time of a frame traffic flow waiting area-determining green light timing of a right-turn signal-determining a scheme signal timing diagram'.

7. A design method for optimally controlling the no-parking signal of the waiting area and simplifying the popularization scheme according to the claim 1 or 2, which is characterized by further comprising the following steps:

K. the optimal road canalization of the intersection can ensure that each straight-going waiting area can borrow a right-turning lane at the initial stage of releasing, and the right-turning lane is returned to the right-turning waiting area together with part of straight-going lanes when a right-turning vehicle enters the waiting area;

l, allowing the right-turning vehicle to enter a part of straight lanes, and expanding the number of exit lanes in a right-turning waiting area; the vehicles in the expanded waiting area need to exit the expanded waiting area before the opposite left-turning traffic flow reaches the exit, and the road is cleared in time for the opposite left-turning traffic flow exit; the right-turning vehicle can drive out of the intersection by the number of lanes almost the same as the number of exit lanes before the opposite left-turning vehicle is driven out of the waiting area, and because the time-space resources of the waiting area are lost instantly, the right-turning lamp cap and the following vehicles are allowed, on the basis of giving a gift to the tail units of pedestrians and non-motor vehicles, the vehicles arrive at an exit stop line as early as possible and drive into the farthest position in sequence, turn the body in sequence to lead the vehicle cap to the exit direction, and reserve necessary space and time for timely positioning and turning the following vehicles;

m, before the opposite left-turning vehicle exits from the intersection, the right-turning vehicle is reduced to the lane of the right-turning vehicle, the opposite left-turning vehicle lane is made, and the right-turning vehicle and the opposite left-turning vehicle are divided into lanes and run out of the intersection;

the characteristics enable the right-turning vehicle to have own waiting area and releasing time, expand the waiting and releasing capacity and order of the right-turning vehicle and avoid entanglement with pedestrians and non-motor vehicles.

8. A database for optimal control of non-stop signals in waiting areas and simplified generalization schemes according to claim 1 or 2, comprising: establishing all optimal control and simplified promotion control scheme databases from a minimum period to an optimal period with off-line static design, and carrying out classification and ordered arrangement according to various flow demand proportions; the traffic signal has the capacity of online self-adapting to the change of various flow demand proportions, the optimal control simplified popularization scheme suitable for the current various flow demand proportions can be automatically selected from the database on line according to the change of the current various flow demand proportions, the traffic signal is directly put into practice, a large amount of online design time can be saved, the self-adapting speed is high, the time delay of the putting into practice is short, the optimal control simplified popularization control scheme is high in goodness of fit with traffic demands, and the effect is good.

9. A numerical simulation method for optimal control of non-stop signals in a waiting area and simplification of a popularization scheme according to claim 1 or 2, which is characterized by comprising numerical simulation recursion of a non-stop lane-by-lane vehicle-by-vehicle acceleration process in the waiting area; lamp holderAt a constant speed V_bEntering a waiting area; each subsequent vehicle is on an entrance parking line, and the entering time is based on the maximum of the minimum driving safety head time distance and the saturation time distance; the headway from the front vehicle is always not less than the minimum driving safety headway; each vehicle reaches the ideal constant speed of passing through the waiting area without stopping at the first lane point of the waiting area; before the green light at the exit is turned on, all vehicles always keep going forward at the same constant speed; at the last G_efThe time accords with the distribution of safe headway; the lane re-dividing point is larger than the safe headway time; ensuring that the rear-end collision cannot happen in the whole safety process in the waiting area.

10. A flow rate curve representation method on an import stop line for the no-stop signal optimal control of waiting area and simplified popularization scheme according to claim 1 or 2, characterized in that the flow rate curve on the import stop line for the no-stop signal optimal control of waiting area which can keep the characteristics of no-stop signal optimal control of waiting area, no increase of any green light loss time, but only increase of crossing traffic capacity is revealed to be composed of 3 parts:

(a) the part is as follows: the optimal signal control flow rate curve on an entrance stop line of a traditional TC non-waiting area is characterized in that the horizontal axis represents time, and the vertical axis represents the site flow rate of driving on the entrance stop line;

(b) the part is as follows: at the inlet of the traffic light head, the speed is V_bUnder the condition, the variation rule of the spot speed-time of the inlet traffic flow on the section of the Y-field inlet stop line, wherein the horizontal axis represents time, and the vertical axis represents the spot speed of the traffic flow passing through the inlet stop line;

(c) the part is as follows: at the inlet of the traffic light head, the speed is V_bUnder the condition, the entrance flow rate-time change rule of the entrance vehicle flow on the section of the Y-field entrance stop line, wherein the horizontal axis represents time, and the vertical axis represents the site flow rate of the entrance vehicle flow passing through the entrance stop line;

the coordinate origin E of the three parts is the same; except that portions (b) and (c) both extend forward of portion (a) by an OE segment, meaning that an "not greater than and most closely equal to the initial velocity of the burner is V_bLimit advanced entry time ";

(b) the ascending section OK of the part (c) is similar to the ascending section of the part (a) except that the maximum value of the ascending section of the part (b) is V_b(ii) a Lamp head speed up to V_bRear holding constant velocity V_bThe velocity curve becomes the horizontal dotted line of the part (b) without change; the subsequent vehicles are accelerated one by the lane, the site speed of the inlet traffic flow on the section of the inlet stop line is gradually increased until the maximum speed limit of the intersection, and the speed curve becomes the V-shaped part of the section (b)_bIncreasing to the maximum speed limit transition line of the intersection; it is equivalent to raising the speed curve on the traditional TC inlet parking line to V_bThe segments are translated directly forward to a "speed no greater than and most closely equal to the initial speed of the burner V_bAdvanced into the time "position, during this translation, without increasing any green light lost time, but only the area under the flow rate curve.

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