CN112735151A - Road intersection multi-partition traffic organization method - Google Patents
Road intersection multi-partition traffic organization method Download PDFInfo
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- CN112735151A CN112735151A CN202011607818.1A CN202011607818A CN112735151A CN 112735151 A CN112735151 A CN 112735151A CN 202011607818 A CN202011607818 A CN 202011607818A CN 112735151 A CN112735151 A CN 112735151A
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/081—Plural intersections under common control
- G08G1/083—Controlling the allocation of time between phases of a cycle
Abstract
The invention discloses a road intersection multi-zone traffic organization method, which comprises the steps of firstly collecting straight and turning traffic flow data of each entrance road of a road intersection, setting multiple zones of the road intersection when a four-phase signal control method is adopted to calculate main signal timing at the road intersection, and finally determining preset signal timing and cooperatively controlling the main signal and the preset signal. The invention can solve the problems of low left-turn passing efficiency caused by slow starting of the straight-going and left-turn buses and slow running speed after starting, optimize the layout of the non-motor vehicle waiting area and solve the problem of low crossing passing efficiency caused by more non-motor vehicles; the phase difference between the main pre-signals is coordinated and controlled, so that each phase conflict is reasonably avoided, and the passing efficiency is improved. The method for setting the auxiliary facilities such as the intersection marking lines is reasonably improved, the difficulty of the intersection driving task is reduced, and a driver is guided to quickly, accurately and safely pass through the intersection.
Description
Technical Field
The invention belongs to the field of traffic control, and particularly relates to a road intersection multi-partition traffic organization method.
Background
The intersection is a bottleneck node in an urban road network, and the improvement of the traffic efficiency of the intersection becomes an important means for solving urban traffic jam. The traffic efficiency of the intersection is closely related to road organization and signal timing schemes, so that under the existing road conditions, various traffic organization measures are proposed to improve the traffic capacity of the intersection. At present, the comprehensive waiting area and the arrangement of the pre-signal lamp are gradually valued by people as a new traffic organization mode, and are applied to some urban road intersections, so that the preliminary success is achieved.
However, the existing urban road intersection comprehensive waiting area and pre-signal control method still have some problems which are not solved yet, as follows:
[1] the intersection has space waste, and space resources are not fully utilized.
[2] The intersection has limited straight-going and left-turning traffic capacities, and because of the limitation of road width, the intersection cannot develop more motor vehicle lanes. The current intersection's current capacity is difficult to satisfy the current demand of vehicle, and the straight line, the bus that turns to the left start slow and the running speed is slow after the start leads to the problem that the left turn is current efficiently.
[3] The pre-signal is an auxiliary facility of a main signal of the road intersection and is used for standardizing and guiding the driving behavior of vehicles on an entrance road of the road intersection, but the coordination between the main signal and the pre-signal of the existing urban road intersection is unreasonable, so that the passing efficiency of the intersection is reduced.
[4] The existing urban road intersection traffic organization design does not optimize the layout of a non-motor vehicle waiting area, so that the intersection passing efficiency is low due to more non-motor vehicles.
Disclosure of Invention
The invention aims to overcome the defects and provide a road intersection multi-partition traffic organization method, which reasonably avoids each phase conflict and further improves the passing efficiency.
In order to achieve the above object, the present invention comprises the steps of:
s1, acquiring data of straight and turning traffic flow of each entrance lane at the road intersection;
s2, calculating main signal timing at the road intersection by adopting a four-phase signal control method;
s3, setting multiple zones for the road intersection;
and S4, determining the preset signal timing, and cooperatively controlling the main signal and the preset signal.
In S2, the main signal timing includes a main signal cycle time C0At the main signal period time C0Total effective green time GeEffective green time of i phase of main signal, display green time g of i phase of main signaliAnd a split lambda.
In S2, the method for calculating the master signal timing is as follows:
Ge＝C0-L
gi＝gei-Ai+li
wherein, C0For optimum cycle length formula of signalized intersection, L is the loss of each signal cycleTotal time of loss, Y is the traffic ratio at signalized intersection, liTime lost for starting of vehicle at I-th phase of intersection, IiInterval of green light, AiThe time is yellow light time, and n is the set phase number; y isiThe traffic flow ratio of the i-th phase signal critical lane of the intersection, GeIs the total effective green time, g, in the signal periodeiEffective green time, g, for each phaseiFor the green time actually displayed for each phase, λ is the green ratio, qiThe traffic volume s of the i-th phase signal critical lane at the intersectioniThe saturated flow of the i-th phase signal critical lane at the intersection.
In S2, the four-phase signal control method is adopted to control urban road intersections as four-phase signals, the main signals are controlled by signals which are firstly in direct movement before turning left, the first phase is turning left from north to south, the second phase is in direct movement from north to south, the third phase is turning left from east to west, the fourth phase is in direct movement from east to west, and the four phases are circulated in turn.
In S4, the period duration of the pre-signal is equal to the period duration of the main signal, the phase difference between the phases of the pre-signal and the main signal is calculated, and the timing of the pre-signal is determined according to the phase difference between the phases of the pre-signal and the main signal, thereby completing the coordination control of the main signal and the pre-signal.
In S4, in the cooperative control of the signal and the pre-signal, the pre-signal timing calculation method is as follows:
red light start time difference T between main signal and pre-signalrThe calculation formula is as follows:
in the formula, LmIn order to integrate the length sum of the waiting area and the flow guiding area,
the average speed of the motor vehicle in the entrance lane;
minimum time difference of green light start T between main signal and pre-signalgCalculated by the following formula:
wherein a is the average acceleration of the motor vehicle in the entrance way.
In S3, the multiple partitions include a comprehensive waiting area, a traffic guiding area, a pre-signal waiting area, and a non-motor waiting area, and the comprehensive waiting area includes a private waiting area and a bus-dedicated waiting area.
The calculation method of the length of the comprehensive waiting area comprises the following steps:
the method for calculating the parking length of the straight-driving vehicle in the comprehensive waiting area comprises the following steps:
Lstraight bar＝ε×(l1+l2)nStraight bar(1-λStraight bar)
The calculation method of the parking length of the left-turning vehicle in the comprehensive waiting area comprises the following steps:
Lleft side of＝ε×(l1+l2)nLeft side of(1-λLeft side of)
The method for calculating the length of the waiting area comprises the following steps:
wherein ε is a random arrival coefficient, l1For calculating the length of the body, /)2For vehicle queuing gaps, nStraight barAnd nLeft side ofThe average number of vehicles per cycle of straight lanes and left-turn lanes in the comprehensive waiting area is lambdaStraight barAnd λLeft side ofGreen ratio, W, for straight and left-turn lanes, respectivelyStraight barAnd WLeft side ofThe number of straight lanes and left-turn lanes are respectively.
The calculation method of the diversion area is as follows:
in the formula, VdDesigning speed for road, T is changing lane of fixed number of vehiclesAnd (3) removing the solvent.
Compared with the prior art, the method comprises the steps of firstly acquiring the data of straight and turning traffic flow of each entrance lane of the road intersection, setting multiple partitions of the road intersection when a four-phase signal control method is adopted to calculate the timing of a main signal at the road intersection, and finally determining the timing of a pre-signal, wherein the main signal and the pre-signal are cooperatively controlled. The invention can solve the problems of low left-turn passing efficiency caused by slow starting of the straight-going and left-turn buses and slow running speed after starting, optimize the layout of the non-motor vehicle waiting area and solve the problem of low crossing passing efficiency caused by more non-motor vehicles; the phase difference between the main pre-signals is coordinated and controlled, so that each phase conflict is reasonably avoided, and the passing efficiency is improved. The method for setting the auxiliary facilities such as the intersection marking lines is reasonably improved, the difficulty of the intersection driving task is reduced, and a driver is guided to quickly, accurately and safely pass through the intersection.
Drawings
FIG. 1 is a flow chart of the present invention;
FIG. 2 is a diagram of a main signal timing scheme in an embodiment;
FIG. 3 is a schematic diagram of the multi-zone and affiliated facility distribution in an embodiment;
wherein, 1, synthesizing a forenotice sign of the waiting area; 2. a first stop line; 3. direction division driving lane marks and intersection forenotice marks; 4. a non-motor vehicle waiting area; 5. a private car waiting area; 6. a bus waiting area; 7. a flow guide area; 8. a pre-signal waiting area; 9. a variable information board.
Detailed Description
The invention will be further explained with reference to the drawings
Referring to fig. 1, the method comprises the following steps:
s1, acquiring data of straight and turning traffic flow of each entrance lane at the road intersection;
s2, calculating main signal timing at the road intersection by adopting a four-phase signal control method;
s3, setting multiple zones for the road intersection;
and S4, determining the preset signal timing, and cooperatively controlling the main signal and the preset signal.
The timing of the main signal includes the period time C of the main signal0At the main signal period time C0Total effective green time GeEffective green time of i phase of main signal, display green time g of i phase of main signaliAnd a split lambda.
The calculation method of the main signal timing is as follows:
Ge＝C0-L
gi＝gei-Ai+li
wherein, C0Is an optimal cycle duration formula of the signalized intersection, L is the total time lost in each signal cycle, Y is the traffic ratio of the signalized intersection, LiTime lost for starting of vehicle at I-th phase of intersection, IiInterval of green light, AiThe time is yellow light time, and n is the set phase number; y isiFor lanes critical to the ith phase signal at the intersectionTraffic flow ratio, GeIs the total effective green time, g, in the signal periodeiEffective green time, g, for each phaseiFor the green time actually displayed for each phase, λ is the green ratio, qiThe traffic volume s of the i-th phase signal critical lane at the intersectioniThe saturated flow of the i-th phase signal critical lane at the intersection.
The four-phase signal control method is adopted to control urban road intersections as four-phase signals, the main signals are controlled by signals which are firstly in direct movement before turning left, the first phase is turning left from south to north, the second phase is in direct movement from south to north, the third phase is turning left from east to west, the fourth phase is in direct movement from east to west, and the four phases are sequentially circulated in turn.
And (3) making the period duration of the pre-signal equal to the period duration of the main signal, calculating the phase difference between each phase of the pre-signal and each phase of the main signal, determining the timing of the pre-signal according to the phase difference between each phase of the pre-signal and each phase of the main signal, and finishing the coordination control of the main signal and the pre-signal.
In the cooperative control of the signal and the pre-signal, the pre-signal timing calculation method comprises the following steps:
red light start time difference T between main signal and pre-signalrThe calculation formula is as follows:
in the formula, LmIn order to integrate the length sum of the waiting area and the flow guiding area,
the average speed of the motor vehicle in the entrance lane;
minimum time difference of green light start T between main signal and pre-signalgCalculated by the following formula:
wherein a is the average acceleration of the motor vehicle in the entrance way.
The multi-partition comprises a comprehensive waiting area, a flow guiding area, a pre-signal waiting area and a non-motor vehicle waiting area, wherein the comprehensive waiting area comprises a private vehicle waiting area and a bus special waiting area.
The calculation method of the length of the comprehensive waiting area comprises the following steps:
the method for calculating the parking length of the straight-driving vehicle in the comprehensive waiting area comprises the following steps:
Lstraight bar＝ε×(l1+l2)nStraight bar(1-λStraight bar)
The calculation method of the parking length of the left-turning vehicle in the comprehensive waiting area comprises the following steps:
Lleft side of＝ε×(l1+l2)nLeft side of(1-λLeft side of)
The method for calculating the length of the waiting area comprises the following steps:
wherein ε is a random arrival coefficient, l1For calculating the length of the body, /)2For vehicle queuing gaps, nStraight barAnd nLeft side ofThe average number of vehicles per cycle of straight lanes and left-turn lanes in the comprehensive waiting area is lambdaStraight barAnd λLeft side ofGreen ratio, W, for straight and left-turn lanes, respectivelyStraight barAnd WLeft side ofThe number of straight lanes and left-turn lanes are respectively.
The calculation method of the diversion area is as follows:
in the formula, VdThe speed is designed for the road, and T is the lane change time of a fixed number of vehicles.
Each entrance lane of the intersection includes a right-turn lane and non-right-turn lanes (left-turn and straight lanes).
A pre-signal waiting area 8, a flow guide area 7, a comprehensive waiting area and a non-motor vehicle waiting area are arranged in the driving direction of the non-right-turn lane; a plurality of lanes are arranged in the comprehensive traffic waiting area.
The comprehensive waiting area comprises a private car waiting area 5 and a bus special waiting area; the comprehensive waiting area (the waiting area shared by straight going and left turning) is a private car waiting area 5 on the left side and a lane is specially arranged on the right side for a bus special waiting area.
And a diversion area 7 is arranged at the front end (far away from the intersection) of the comprehensive waiting area and used for changing the lanes of the vehicles. A stop line a for controlling straight-ahead or left-turn vehicle parking is provided at the front end (far from the intersection) of the flow guide zone 7.
And arranging a pre-signal lamp 5-10 m downstream (close to the intersection) of the stop line A, and installing the pre-signal lamp in a cantilever manner. And the pre-signal lamp and the variable information board 9 are arranged in parallel on the same bracket. The pre-signal lights are left turn and straight running indicative lights, and provide pre-signals for vehicles in the pre-signal waiting area 8 upstream (away from the intersection) of the pre-signal stop line a. The contents displayed in the variable information panel 9 are "a straight vehicle is allowed to enter the waiting area" or "a left-turn vehicle is allowed to enter the waiting area".
The special lane for left-turn in the pre-signal waiting area 8 is arranged at the center lane position, and the special lane for straight-going is arranged at the two side positions. Therefore, the left-turning vehicle can cover the lanes in the comprehensive waiting area by transversely changing one lane under the condition of not increasing the attribute lanes.
And a stop line B is arranged at the rear end of the comprehensive row waiting area.
Because the arrangement of the special straight-going and left-turning roads in the pre-signal waiting area 8 is different from the arrangement of the current road, a branch driving lane mark needs to be arranged in the direction of the approach lane, and the branch driving lane mark and the intersection pre-notice mark 3 are arranged in a combined manner in consideration of the excessive arrangement of the traffic marks. The distance from the first stop line 2 is 400 m.
The entrance lane is provided with a comprehensive waiting area forenotice mark 1, the distance between the comprehensive waiting area forenotice mark 1 and a first stop line 2 is 200-300m, the comprehensive waiting area forenotice mark 1 comprises a forenotice mark backboard, and forenotice mark notice information and forenotice mark distance information are arranged on the forenotice mark backboard.
Example (b):
referring to fig. 1, fig. 2 and fig. 3, for an urban road intersection, the number of the entrance lanes and the exit lanes should meet the width condition of a road for smooth traffic, and the number of the lanes at the entrance lane should be more than or equal to 3 (namely more than six bidirectional lanes) to ensure the traffic efficiency of the motor vehicles; the number of lanes at the corresponding exit lane should not be less than the number of lanes flowing into the same phase entrance lane, so as to avoid traffic bottleneck caused by artificial manufacture and traffic flow obstruction in the intersection.
In the embodiment, the right-turn traffic flow of each entrance lane is not controlled by an independent signal, and a typical cross-shaped intersection of an urban road is selected, wherein the east-west direction is a bidirectional 8-lane, and the north-south direction is a bidirectional 8-lane. Wherein, the north-south direction is the main road, and the east-west direction is the secondary road. The width of the single lane is 3.5 m.
The specific method of the invention is as follows:
the method comprises the following steps: and (3) acquiring data of straight-going and turning traffic flows of each entrance lane of the road intersection, and performing on-site investigation to obtain the traffic flow of each lane of private cars and buses at the intersection in the late peak period of 18:00-19: 00.
Table 1 intersection entrance lane traffic flow (pcu/h)
Step two: the calculation of the timing of the main signal by using the Webster formula mainly comprises the period time C of the main signal0At the main signal period time C0Total effective green time Ge, effective green time of main signal i phase, and display green time g of main signal i phaseiAnd a split lambda.
The formula for calculating the timing of the main signal is shown in equations (1) to (8):
the optimal cycle duration formula of the signalized intersection is as follows:
wherein L is the total time lost per signal cycle;
y is the flow ratio of the signalized intersection;
total time lost per signal cycle:
in the formula IiTaking 3s as the starting loss time of the vehicle at the ith phase of the intersection;
Iitaking 5s for the green light interval time;
Aitaking 3s for the time of yellow light;
n is a set phase number;
flow ratio at signalized intersection:
in the formula, YiThe traffic flow ratio of the i-th phase signal critical lane of the intersection;
qithe traffic volume of the i-th phase signal critical lane at the intersection;
sithe saturated flow of the i-th phase signal critical lane at the intersection.
Total active green time within a signal period:
Ge＝C0-L (5)
effective green time for each phase:
green time g actually displayed on each phaseiComprises the following steps:
gi＝gei-Ai+li (7)
the green signal ratio: ratio of green time to cycle time for each phase
In this embodiment, the intersection is set to 4 phases with the left turn ahead of the straight line, that is, i is 4; phase one: turning left to the south and north; phase two: the south and the north go straight; phase three: turning left east west; phase four: the east and west go straight. The right-turn traffic flow has a dedicated lane and is not controlled by a signal, so in the design of the scheme, the influence of the right-turn traffic flow is not considered for the moment. The critical lane is the entrance lane where the traffic flow is the largest in each signal phase.
From the data in Table 1 and the above formula, one can see: the total loss time L in each period is 20s, the flow ratio Y at the signalized intersection is 0.66, and the period duration of the main signal period is C 0103s, a total valid green time Ge of 83s, phase one to phase four valid green times of 25s, 25s, 15s, 18s within a signal period; the split was 0.24, 0.24, 0.15, 0.17. The calculation results are summarized as shown in table 2;
table 2 intersection master signal timing scheme
Step three, setting multiple partitions;
multi-partition: the comprehensive waiting area, the diversion area 7, the pre-signal waiting area 8 and the non-motor vehicle waiting area 4. The comprehensive waiting area comprises a private car waiting area 5 and a bus special waiting area.
And integrating the positions of the waiting area, the diversion area 7 and the pre-signal waiting area 8 and the arrangement of the auxiliary facilities.
The comprehensive waiting area (the waiting area shared by straight going and left turning) is a private car waiting area 5 on the left side, and a lane is specially arranged on the right side for a bus special waiting area.
And a diversion area 7 is arranged at the front end (far away from the intersection) of the comprehensive waiting area for vehicle lane changing. A stop line a for controlling straight-ahead or left-turn vehicle parking is provided at the front end (far from the intersection) of the flow guide zone 7.
And arranging a pre-signal lamp 5-10 m downstream (close to the intersection) of the stop line A, and installing the pre-signal lamp in a cantilever manner. And the pre-signal lamp and the variable information board 9 are arranged in parallel on the same bracket. The pre-signal lights are left turn and straight running indicative lights, and provide pre-signals for vehicles in the pre-signal waiting area 8 upstream (away from the intersection) of the pre-signal stop line a. The contents displayed in the variable information panel 9 are "a straight vehicle is allowed to enter the waiting area" or "a left-turn vehicle is allowed to enter the waiting area".
The special lane for left-turn in the pre-signal waiting area 8 is arranged at the center lane position, and the special lane for straight-going is arranged at the two side positions. Thus, the left-hand vehicle can cover the lanes in the main signal waiting area by changing one lane transversely without increasing the attribute lanes.
And a stop line B is arranged at the rear end of the comprehensive row waiting area.
Because the arrangement of the special straight-going and left-turning roads in the pre-signal waiting area 8 is different from the arrangement of the current road, a branch driving lane mark needs to be arranged in the direction of the approach lane, and the branch driving lane mark and the intersection pre-notice mark 3 are arranged in a combined manner in consideration of the excessive arrangement of the traffic marks. The distance from the first stop line 2 is 400 m.
The entrance lane is provided with a comprehensive waiting area forenotice mark 1, the distance between the comprehensive waiting area forenotice mark 1 and a first stop line 2 is 200-300m, the comprehensive waiting area forenotice mark 1 comprises a forenotice mark backboard, and forenotice mark notice information and forenotice mark distance information are arranged on the forenotice mark backboard.
Step three B, calculating the length of the comprehensive waiting area;
the method for calculating the parking length of the straight-driving vehicle in the comprehensive waiting area comprises the following steps:
Lstraight bar＝ε×(l1+l2)nStraight bar(1-λStraight bar) (9)
The calculation method of the parking length of the left-turning vehicle in the comprehensive waiting area comprises the following steps:
Lleft side of＝ε×(l1+l2)nLeft side of(1-λLeft side of) (10)
The method for calculating the length of the waiting area comprises the following steps:
wherein ε is a random arrival coefficient, l1For calculating the length of the body, /)2For vehicle queuing gaps, nStraight barAnd nLeft side ofThe average number of vehicles per cycle of straight lanes and left-turn lanes in the comprehensive waiting area is lambdaStraight barAnd λLeft side ofGreen ratio, W, for straight and left-turn lanes, respectivelyStraight barAnd WLeft side ofThe number of straight lanes and left-turn lanes are respectively.
The right side lane of the comprehensive waiting area is provided with a bus waiting area, and the right side of the comprehensive waiting area is provided with a bus waiting area in consideration of the small number of buses. And the length of the private car waiting area 5 is taken according to the length of the waiting area.
Calculating the length of the diversion area 7:
the length of the diversion area 7 is the necessary lane changing distance, and the length of the necessary lane changing distance is changed along with the influence of factors such as lane changing speed, transverse lane changing distance and the like in the design of the necessary lane changing distance.
The required lane change distance is calculated by finishing transverse lane change according to the average lane change time T when the vehicle runs at the designed speed of 70 percent of the road section, and the following formula is shown as follows:
in the formula, VdThe speed is designed for the road, 40km/h is taken, T is the lane changing time of a fixed number of vehicles, and 5s is taken.
The non-motor vehicle waiting area 4 is arranged at an intersection entrance lane and is a straight-going waiting area, a left-turning non-motor vehicle adopts a secondary street-crossing mode, and the non-motor vehicle is not controlled by a pre-signal lamp and is controlled by a main signal together with the motor vehicle.
In the present embodiment, as can be seen from tables 1 and 2 and the above formulas: the length of the comprehensive waiting area of the south import is 39m, the length of the comprehensive waiting area of the north import is 36m, the length of the comprehensive waiting area of the east import is 30m, and the length of the comprehensive waiting area of the west import is 32 m. The length of the diversion area 7 is 25m according to the formula 12 and the current road condition.
Step four: calculating the timing of the pre-signal according to the phase difference between the phases of the pre-signal and the main signal; and coordinating and setting the main signal timing and the pre-signal timing.
The phase of the main signal can be known by the step one: the motor vehicle traffic release sequence under the control of the main signal lamp is respectively south-north left turn, south-north straight going, east-west left turn and east-west straight going, the intersection is controlled by four-phase signals, the cycle time of the main signal and the pre-signal is the same, and a phase is separated between the left turn pre-signal lamp and the straight going pre-signal lamp of the same inlet.
Phase of the pilot signal lamp:
phase one: the direct signal of the south-north direction pre-signal lamp is used for emitting red light, the left-turning signal is used for emitting green light, and the left-turning vehicle enters the comprehensive waiting area
Phase two: the left turn signal of the south-north direction pre-signal lamp is turned to red, the straight going signal is turned to green, and the straight going vehicle enters the comprehensive waiting area
Phase three: the signal of the straight going of the pre-signal lamp in the east-west direction is put the red light, the signal of the left turn is put the green light, the left turn vehicle enters the comprehensive waiting area
Phase four: the left turn signal of the east-west direction pre-signal lamp is used for emitting red light, the straight-going signal is used for emitting green light, and the straight-going vehicles enter the comprehensive waiting area and circulate in turn in four phases.
Main signal and pre-signal coordination:
in the main signal and pre-signal coordination design, the main signal and the pre-signal are mainly focused on the time difference of the turning-on of the red light and the green light.
Red light start time difference T between main signal and pre-signalrThe calculation formula is as follows:
in the formula, LmThe length sum of the waiting area and the diversion area 7 is integrated, and the unit is m;
Minimum time difference of green light start T between main signal and pre-signalgThe formula is as follows:
wherein a is the average acceleration of the motor vehicle in the entrance way, and is taken as 3m/s2。
In this embodiment, as can be seen from the above formula, the red light start time difference Tr between the north-south main signal and the pre-signal is 8s, and the east-west main signal is 7 s. Minimum time difference T of green light starting between south-north main signal and pre-signalg9s, and 9s for east-west. The pre-signal timing can be determined. The present solution is not described again.
The invention discloses a road intersection multi-zone traffic organization method, which can solve the multi-zone setting mode and the intersection main signal and pre-signal control method through the steps.
In this embodiment, a left-turn driving process of a motor vehicle and a non-motor vehicle is briefly described by taking a certain entrance at an intersection as an example. Before a motor vehicle driver enters an intersection, firstly seeing a direction-divided driving lane mark, and according to the prompt of the direction-divided driving lane mark, a motor vehicle enters a middle left-turning lane; then, seeing a comprehensive waiting area forecasting sign 1, decelerating the vehicle and entering a pre-signal waiting area 8, turning left by a pre-signal lamp to be green and lighting, and enabling the motor vehicle to enter the comprehensive waiting area; when the main signal lamp turns left and the green signal lamp turns on, the vehicle can turn left to pass through the intersection. The non-motor vehicle enters the intersection non-motor vehicle waiting area 4 to wait for secondary street crossing because the non-motor vehicle is not provided with pre-signal control.
Claims (9)
1. A road intersection multi-partition traffic organization method is characterized by comprising the following steps:
s1, acquiring data of straight and turning traffic flow of each entrance lane at the road intersection;
s2, calculating main signal timing at the road intersection by adopting a four-phase signal control method;
s3, setting multiple zones for the road intersection;
and S4, determining the preset signal timing, and cooperatively controlling the main signal and the preset signal.
2. The road intersection multi-partition traffic organization method according to claim 1, characterized in that in S2, the main signal timing comprises a main signal cycle time C0At the main signal period time C0Total effective green time GeEffective green time of i phase of main signal, display green time g of i phase of main signaliAnd a split lambda.
3. The road intersection multi-partition traffic organization method according to claim 1, characterized in that in S2, the calculation method of the main signal timing is as follows:
Ge＝C0-L
gi＝gei-Ai+li
wherein, C0Is an optimal cycle duration formula of the signalized intersection, L is the total time lost in each signal cycle, Y is the traffic ratio of the signalized intersection, LiTime lost for starting of vehicle at I-th phase of intersection, IiInterval of green light, AiThe time is yellow light time, and n is the set phase number; y isiThe traffic flow ratio of the i-th phase signal critical lane of the intersection, GeIs the total effective green time, g, in the signal periodeiEffective green time, g, for each phaseiFor the green time actually displayed for each phase, λ is the green ratio, qiThe traffic volume s of the i-th phase signal critical lane at the intersectioniThe saturated flow of the i-th phase signal critical lane at the intersection.
4. The method for organizing traffic at multiple zones of a road intersection according to claim 1, wherein in S2, a four-phase signal control method is adopted to control the urban road intersection as a four-phase signal, the main signal is controlled by a signal with a left turn preceding a straight run, the first phase is a south-north left turn, the second phase is a south-north straight run, the third phase is an east-west left turn, the fourth phase is an east-west straight run, and the four phases are sequentially circulated in turn.
5. A road intersection multi-partition traffic organization method according to claim 1, characterized in that in S4, the period duration of the pre-signal is made equal to the period duration of the main signal, the phase difference between the phases of the pre-signal and the main signal is calculated, and the main signal and the pre-signal are coordinated and controlled when the pre-signal timing is determined according to the phase difference between the phases of the pre-signal and the main signal.
6. The road intersection multi-partition traffic organization method according to claim 1, characterized in that in S4, in the cooperative control of the signal and the pre-signal, the pre-signal timing calculation method is as follows:
red light start time difference T between main signal and pre-signalrThe calculation formula is as follows:
in the formula, LmV is the average speed of the motor vehicle in the entrance way in order to synthesize the sum of the lengths of the waiting area and the diversion area;
minimum time difference of green light start T between main signal and pre-signalgCalculated by the following formula:
wherein a is the average acceleration of the motor vehicle in the entrance way.
7. The road intersection multi-partition traffic organization method according to claim 1, wherein in S3, the multi-partition includes a comprehensive waiting area, a traffic guiding area, a pre-signal waiting area and a non-motor waiting area, and the comprehensive waiting area includes a private car waiting area and a bus-dedicated waiting area.
8. The road intersection multi-partition traffic organization method according to claim 7, characterized in that the calculation method of the comprehensive waiting area length is as follows:
the method for calculating the parking length of the straight-driving vehicle in the comprehensive waiting area comprises the following steps:
Lstraight bar＝ε×(l1+l2)nStraight bar(1-λStraight bar)
The calculation method of the parking length of the left-turning vehicle in the comprehensive waiting area comprises the following steps:
Lleft side of＝ε×(l1+l2)nLeft side of(1-λLeft side of)
The method for calculating the length of the waiting area comprises the following steps:
wherein ε is a random arrival coefficient, l1For calculating the length of the body, /)2For vehicle queuing gaps, nStraight barAnd nLeft side ofThe average number of vehicles per cycle of straight lanes and left-turn lanes in the comprehensive waiting area is lambdaStraight barAnd λLeft side ofGreen ratio, W, for straight and left-turn lanes, respectivelyStraight barAnd WLeft side ofThe number of straight lanes and left-turn lanes are respectively.
9. The road intersection multi-partition traffic organization method according to claim 7, characterized in that the calculation method of the traffic guidance areas is as follows:
in the formula, VdThe speed is designed for the road, and T is the lane change time of a fixed number of vehicles.
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