CN113178075A - Efficient management method for traffic flow at urban intersection - Google Patents
Efficient management method for traffic flow at urban intersection Download PDFInfo
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- G—PHYSICS
- G08—SIGNALLING
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- G08G1/00—Traffic control systems for road vehicles
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- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
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- G—PHYSICS
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- G08G1/00—Traffic control systems for road vehicles
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- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
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Abstract
The invention discloses an efficient management method for traffic flow at an urban intersection, which researches traffic characteristics, operation effects and detailed transformation conditions of the method, provides a traffic flow management strategy for the urban intersection, is a fundamental method for solving congestion of the intersection, reducing traffic accidents and improving the traffic efficiency of the intersection, and has very important practical significance.
Description
Technical Field
The invention relates to the technical field of road traffic management, in particular to an efficient management method for traffic flow at urban intersections.
Background
With the rapid development of economy in China, various traffic problems are highlighted and complicated while the demand of the whole society for urban traffic travel is increased day by day, and traffic jam and multiple accidents are serious when urban road intersections are used as intersection points of an urban road network. Data show that traffic delay caused by congestion at intersections accounts for more than 1/3 of total traffic delay of urban roads, and accidents occurring at the intersections account for more than 50% of the whole traffic accidents, so that intersection treatment and optimization are a crucial link for improving road traffic operation. However, due to the constraints of the city overall planning strategy and the space, environment and capital required by the construction of various infrastructures, the optimization and improvement of urban road traffic are usually changed as little as possible or the existing road geometric conditions are not changed. Under such a background, an optimal method considering the existing road conditions, construction cost and traffic efficiency is often needed to be found, and efficient management of intersection traffic flow is strived to be realized.
Disclosure of Invention
The application aims to provide an efficient management method for traffic flow at urban intersections.
In order to realize the purpose of the invention, the specific scheme of the urban intersection traffic flow efficient management method provided by the invention is as follows:
an efficient management method for traffic flow at urban intersections follows the following steps:
(1) if the overall passing efficiency of the common plane intersection is low and the left-turning traffic flow proportion is lower than 10%, taking into consideration to implement left-forbidding measures; when the proportion of left-turn traffic is higher than 20%, considering to implement overpass and carry out traffic organization measures when the road network conditions allow;
(2) when the common plane intersection meets the road network conditions, the distribution of left-turn traffic benefits needs to be considered and measures for prohibiting left traffic are adopted to improve the traffic efficiency of the intersection, the intersection can be reformed into overpass parallel construction,
wherein, under different left turn traffic flow proportions, the recommended value of the traffic flow detouring distance is as follows:
when the left-turn traffic flow proportion is 10%, the traffic flow detouring distance is less than or equal to 200 m;
when the left-turn traffic flow proportion is 20%, the traffic flow detouring distance is less than or equal to 300 m;
when the left-turn traffic flow proportion is 30%, the traffic flow detouring distance is less than or equal to 400 m;
when the left-turn traffic flow proportion is 40%, the traffic flow detouring distance is less than or equal to 500 m;
wherein the minimum value of the traffic flow bypassing distance is 100 m;
(3) when the improvement of the overpass is considered, firstly, the influence status of traffic benefits of left-turn traffic flows is analyzed, when the left-turn proportion is very large and the optimal detour distance recommendation value is not met, the overpass is not recommended to be used for improvement, other measures are considered, and secondly, whether the traffic bearing capacity of a branch road network around the improved intersection meets the requirement of traffic flow transfer or not and the influence of non-conflict on machines and road condition facilities on the branch road network is considered;
(4) for the tidal crossing meeting the overpass parallel construction condition, considering the difference of traffic demand change in different time periods and the disadvantage of the overpass parallel construction on left-turn traffic distribution, the method can select to implement the overpass parallel construction organization measure in a limited time, starts to implement in a peak time period, and recovers to a common signal control crossing in a peak time period, so that the traffic benefit distribution is maximized.
Wherein the content of the first and second substances,
the calculation of the recommended value of the traffic detour distance is based on the following:
after the transformation, the average detour time of left-turning vehicles after the overpass is made is close to the average driving delay of all vehicles when the common intersection before the transformation reaches the saturated traffic level, namely the average driving delay generated by left-turning detour is offset to a certain extent due to the improvement of the average speed of a road network and the traffic efficiency of the intersection after the transformation;
by definition, we specify the ratio:
when T isRound trip time/TMean delay before transformationWhen the road network density is less than or equal to 1+0.05, the road network density is optimal, and the detour distance is short;
when 1+0.00 < TRound trip time/TMean delay before transformationWhen the road network density is less than or equal to 1+0.20, the road network density is moderate, and the detour speed can be effectively increased and the detour time can be reduced by re-allocating the optimized signal lamps and improving the road conditions of the branch road network;
when T isRound trip time/TMean delay before transformationWhen the intersection distance is more than or equal to 1+0.20, the detour distance is too long, and intersection optimization is not suitable to be performed by setting overpass under a non-special condition, and other methods are required to be selected.
Wherein the content of the first and second substances,
the corresponding relation among the detouring distance, the vehicle detouring time, the vehicle average delay proportion and the left-turn traffic flow proportion is as follows:
when the bypassing distance is 100m and the left-turning traffic flow proportion is 10%, 20%, 30% and 40% respectively, the bypassing time of the vehicle and the average delay proportion of the vehicle are 1.04, 0.96, 0.98 and 0.81 respectively;
when the bypassing distance is 200m and the left-turning traffic flow proportion is 10%, 20%, 30% and 40% respectively, the bypassing time of the vehicle and the average delay proportion of the vehicle are 1.15, 1.09, 1.04 and 0.79 respectively;
when the bypassing distance is 300m and the left-turning traffic flow proportion is 10%, 20%, 30% and 40% respectively, the bypassing time of the vehicle and the average delay proportion of the vehicle are 1.28, 1.17 and 1.03 respectively;
when the bypassing distance is 400m and the left-turning traffic flow proportion is 10%, 20%, 30% and 40% respectively, the bypassing time of the vehicle and the average delay proportion of the vehicle are 1.36, 1.23, 1.20 and 1.06 respectively;
when the bypassing distance is 500m and the left-turning traffic flow proportion is 10%, 20%, 30% and 40% respectively, the bypassing time of the vehicle and the average delay proportion of the vehicle are 1.46, 1.28, 1.23 and 0.97 respectively;
when the bypassing distance is 600m and the left-turn traffic flow proportion is 10%, 20%, 30% and 40%, the bypassing time of the vehicle and the average delay proportion of the vehicle are 2.17, 2.00, 2.01 and 1.08 respectively.
Compared with the prior art, the method has the beneficial effects that the method for efficiently managing the traffic flow at the urban intersection is provided, the traffic characteristics, the operation effect and the detailed transformation conditions of the method are researched, the strategy for managing the traffic flow at the urban intersection is provided, the method is a fundamental method for solving the congestion of the intersection, reducing the occurrence of traffic accidents and improving the traffic efficiency of the intersection, and has very important practical significance.
Drawings
FIG. 1 is a diagram of an intersection simulation model in an application example of the present application;
FIG. 2 is a schematic diagram of a overpass parallel model III of the present application;
Detailed Description
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
The invention is described in further detail below with reference to the figures and specific examples. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
The specific meaning of the above terms in the present application can be understood by those skilled in the art as the case may be.
According to the method, the factors and the consideration of actual urban traffic conditions are combined, the simulation environment used for research is set as the signalized intersection under the two-way six-lane intersection, and due to the fact that the traffic conditions at the plane intersection are complex, in order to obtain research results conveniently and guarantee the scientific accuracy of results, the following three VISSIM simulation models are adopted to carry out simulation verification on the conventional plane signalized intersection, and CAD auxiliary drawing is adopted to improve the model accuracy.
A conventional intersection model I;
in a conventional cross signal intersection, the south, the north and the east and west directions adopt a bidirectional six-lane design, and the lane function of the east and west entrance lane is divided into straight right and double straight going; left-turn traffic is reserved in the north-south direction, and lane functions are divided into straight right, straight going and left turning. The fixed three-phase signal control is adopted, and the phase sequence is south-north straight going, south-north left turning and east-west straight going. In order to highlight the main conflict contradiction between motor vehicles, the model does not consider the influence of pedestrians and non-motor vehicles, all the motor vehicles are set to be standard cars, the expected speed distribution is 50km/h, and the departure and arrival of traffic flow both accord with the Poisson distribution. The distance between the input and output ports of the traffic flow is 300m, the road width of the motor vehicle is 3.75m, and the design requirements of urban main roads are met. In order to highlight the influence of the left-turn traffic flow on the traffic efficiency of the intersection and facilitate the research and the recording of data, the left-turning control measure is implemented in the east-west direction of the intersection, and the relevant data are output by adjusting the left-turn traffic flow in the north-south direction and traffic control conditions. The influence of direct left conflict on the crossing traffic efficiency is analyzed and explained by researching the conventional signalized crossing under different left-turn traffic flow proportions.
Forbidding a left intersection model II;
the modeling parameters are consistent with those of the model 1, except that in the model II, a left forbidding measure is also implemented in the north-south direction, two phase signals are adopted for control, and the phase sequence is that the north-south moves directly and the east-west moves directly. The model is mainly used for explaining the improvement condition of the whole traffic efficiency of the intersection caused by direct left conflict elimination after the conventional intersection is subjected to the left forbidding measure.
Making a model III of the overpass;
the model is modified based on the parameters of model II as shown in fig. 2. According to the overpass parallel operation mechanism, a bypass network is needed to realize the detour treatment of left-turning traffic at the intersection after the left is forbidden, and at this time, proper bypass network density needs to be considered, which is one of the main parameters for considering whether the overpass parallel operation is suitable to be built. If the density of the branch road network is too small, the bypassing time of the vehicle after the construction of the overpass is far longer than the driving delay of the left-turn vehicle before the reconstruction is carried out, which is difficult to be accepted by the vehicle driver. Considering the requirements of urban road route design specifications on the distances between intersections and the consideration of the lengths of urban blocks, the distance from a branch road network entrance to a signalized intersection is taken as the standard, the detour distance range is 100m-600m, 100m is taken as a measurement unit, and the left turn results in the models 1 and 2 are combined to further study and reform the overpass to make the required road network conditions. The model is mainly used for researching the application condition of the conventional intersection with serious direct left conflict to be reformed into the grade separation, and performing qualitative explanation on the traffic characteristics and the operation effect of the grade separation after the grade separation is carried out.
Model, II run result analysis
Analyzing the influence of the model I left-turn conflict on the complexity of the intersection;
the conflict forms at the plane intersection are three types: flow splitting conflicts, flow combining conflicts and cross conflicts. A scientific and reasonable evaluation method is adopted, and three conflicts are converted by a scientific and unified standard, so that the complexity of the plane intersection is objectively evaluated. According to the research result of fishery pine of researchers, the following conversion relationship exists between conflicts, as shown in table 1:
TABLE 1 table of standard conversion coefficients of conflict points
A represents the complexity of the intersection, and the comprehensive complexity relational expression of the intersection can be obtained from the table:
A＝nb+3nm+5nc
in the formula: n isb-number of split points; n ism-number of confluence points; n isc-the number of intersections;
through the conversion relation, the complexity of the intersections of different types can be calculated, as shown in table 2:
TABLE 2 comparison table of different types of cross-section of the front and back complexity of the left banning
The above analysis results can show that the complexity of the intersection increases in geometric progression with the number of intersecting roads. However, it can also be seen from the table that the larger the number of the intersections of the roads is, the more complicated the intersection is, the more obvious the descending trend of the complexity of the intersection after the left turn is forbidden, which indicates that the change of the left turn traffic flow is an important determinant factor of the complexity of the intersection, and this provides a reasonable and effective evidence for implementing the left-forbidding measure at the intersection. The method reasonably organizes left-turn traffic, reduces conflict points at the intersection, is a fundamental method for solving the congestion of the intersection, reducing the occurrence of traffic accidents and improving the traffic efficiency of the intersection, and has very important practical significance.
Analyzing the influence of the left turning proportion of the model II on the operation efficiency of the intersection;
for a common signalized intersection, the factors influencing traffic running efficiency of the plane intersection mainly comprise the following three aspects:
a. the road driving conditions, namely the basic geometric characteristics of the intersection, comprise design parameters such as lane width, design vehicle speed, sight distance and the like;
b. traffic control conditions, namely signal lamp design, traffic regulation management measures, road function division and the like;
c. the traffic conditions, that is, the characteristics of the traffic flow in different directions at the intersection, include vehicle composition, traffic volume change, traffic flow direction distribution, and the like.
Considering the basic factors and the type of the results which can be output by the model, the operation efficiency and the service level of the plane signal-controlled intersection are comprehensively evaluated by selecting the queuing length, the average delay of the vehicles and the number of times of stopping, wherein the service level of the intersection is divided according to the difference of the average delay in the HCM2010, as shown in Table 3. And (3) designing reasonable signal timing under the condition of giving the left-turn traffic flow proportion of the model intersection, and then carrying out simulation operation.
TABLE 3 intersection service level (HCM2010)
When the influence of different left-turn ratios on intersection traffic efficiency and service level is verified, the right-turn traffic flow ratio of each entrance lane is assumed to be 20% fixed, the left-turn traffic flow is assumed to be completely merged into the straight traffic flow in the model II after the left is forbidden, and then the ratio of the straight traffic flow and the left-turn traffic flow is adjusted in the model in sequence for research to obtain the following comparison results;
TABLE 4 comparison of evaluation parameters at different left turn ratios
As can be seen from table 4, as the left turn ratio is increased, the passing efficiency of the common signal-controlled intersection is decreased under the influence of the direct left traffic flow collision interference, and the intersection service level is decreased to the minimum level. Even under the condition that the left turn proportion is small, when the left turn proportion is 10%, compared with parameters under the condition of forbidding left, the queuing is long, the vehicle is delayed, the number of parking times is increased, and the service level is reduced in a cross-level mode. However, as the left-turn proportion continues to increase, the change of each evaluation parameter is not obvious any more, which indicates that the straight-left conflict in the intersection is very serious and the intersection approaches the saturation state.
The research results show that the implementation of the left-forbidding measure greatly improves the crossing traffic efficiency and the service level, and the larger the left-turning proportion is, the more serious the left-turning conflict is, and the better the improvement effect is.
Analyzing the operation result of the model III:
when the bypass distance of the branch network is less than or equal to 500m and the traffic demand of the intersection reaches the saturation capacity, evaluation parameters of the intersection behind the intersection after the overpass is made in a parallel manner are obviously reduced except for the maximum queuing length, and the maximum queuing length is in an ascending trend, namely, after the overpass is made in a parallel manner by prohibiting left from north and south, signals in the east and west direction are not adjusted, vehicles turning to the left from north and south converge to direct current in the east and west direction, so that vehicles arriving at the intersection in the east and west direction are increased, and vehicles waiting in the queue are increased; the average delay of the vehicle and the parking delay are suddenly reduced by about 50% after the intersection is transformed, but the whole vehicle is in a steady descending trend when the detour distance of the branch network is less than or equal to 500m, the floating is small along with the change of the detour distance, and the average service level of the intersection fluctuates at the C level. The intersection traffic capacity is greatly improved when a common plane intersection is transformed into an interchange intersection under the existing signal control condition, but the travel time is increased due to the detour of a left-turning vehicle, and the improvement of the total traffic efficiency of the intersection is not obvious.
When the bypass distance of the branch network is more than 500m, all evaluation parameters tend to rise, which shows that the driving delay caused by the bypassing of the vehicle after the modification gradually increases and even exceeds the driving delay of the left-turn traffic flow before the modification, and under the condition, the improvement method is not suitable for improving the traffic efficiency of the plane intersection by using the modification measure of the grade separation and needs other modification measures.
Through the research process, the effect research of traffic organization on the traffic efficiency and the service level of the plane intersection aiming at the left-forbidden measures and the overpass level on the VISSIM simulation platform can summarize the following conclusion:
1.) if the straight left conflict of a common plane intersection is serious, the overall traffic efficiency is low and the proportion of left-turning traffic is lower than about 10%, the implementation of left forbidding measures can be considered, the overall traffic efficiency of the intersection is improved by sacrificing the traffic benefits of a small part of left-turning traffic, and the improvement amplitude is about 35% in terms of average delay of vehicle running; when the left turn proportion is higher than 20%, the promotion amplitude is up to 40%, but considering that the left turn traffic flow is larger at the moment, the implementation of left forbidding is not in line with the distribution of traffic benefits, and considering the implementation of overpass parallel traffic organization measures when the road network conditions allow.
2.) when the common crowded plane intersection meets the road network conditions, the left-turn traffic benefit distribution needs to be considered, but the left traffic measures need to be forbidden to improve the intersection traffic efficiency, the common crowded plane intersection can be transformed into the overpass parallel construction, so that the traffic efficiency is greatly improved. However, since the modified left-turn traffic flow needs to detour to pass through the intersection, the increase of different driving delays caused by the length of the detour distance needs to be considered, and the recommended values of the traffic flow detour distance under different left-turn traffic flow proportions are given by combining the research results, as shown in table 5.
TABLE 5 recommended values of parallel detour distances of overpasses
The calculation of the recommended value of the traffic detour distance is based on the following:
after the transformation, the average detour time of left-turning vehicles after the overpass is made is close to the average driving delay of all vehicles when the common intersection before the transformation reaches the saturated traffic level, namely the average driving delay generated by left-turning detour is offset to a certain extent due to the improvement of the average speed of a road network and the traffic efficiency of the intersection after the transformation;
by definition, we specify the ratio:
when T isRound trip time/TMean delay before transformationWhen the road network density is less than or equal to 1+0.05, the road network density is optimal, and the detour distance is short;
when 1+0.00 < TRound trip time/TMean delay before transformationWhen the road density is less than or equal to 1+0.20, the road network density is moderate, and the road conditions of the branch road network can be effectively improved by re-allocating and optimizing the signal lamps and improving the road conditions of the branch road networkThe bypassing speed is reduced, and the bypassing time is reduced;
when T isRound trip time/TMean delay before transformationWhen the intersection distance is more than or equal to 1+0.20, the detour distance is too long, and intersection optimization is not suitable to be performed by setting overpass under a non-special condition, and other methods are required to be selected.
3.) after the ordinary intersection is reformed into the overpass parallel intersection, overall, the reformed intersection eliminates direct-left conflict, the order of vehicles in the intersection is good, signal control is convenient, the traffic efficiency is greatly improved, and the service level of the intersection is improved; however, in view of traffic interest distribution, the left-turn traffic is moved around the road at the expense of the benefit of the left-turn traffic in order to improve the overall traffic efficiency at the intersection, and the left-turn traffic having been transferred has a great influence on the traffic of the peripheral road network. Therefore, when the improvement of the grade separation is considered, the influence status of the traffic benefits of the left-turn traffic flow is firstly analyzed, when the left-turn proportion is very large and the optimal winding distance recommended value is not met, the grade separation is not recommended to be used for the improvement scheme, and other measures are considered. Secondly, considering whether the traffic bearing capacity of the branch road network around the reconstructed intersection meets the requirement of the traffic flow, and the influence of the factors such as non-conflict on the road network, road condition facilities and the like, careful consideration should be given to the reconstruction scheme.
4.) for the tidal crossing meeting the overpass parallel construction condition, considering the difference of traffic demand change in different time periods and the defect of allocation of overpass parallel construction in left-turn traffic flow, the method can select to implement overpass parallel construction organization measures in limited time. The traffic control system is implemented at the peak time and returns to the common signal control intersection at the peak-off time, so that the traffic benefit distribution is maximized.
The application example of the application is as follows:
at the bay crossing under the river western region of Tianjin city, a main road, a south side and a Fenghua road are converged to form an intersection, wherein a left-banning measure is implemented in the east-west direction of the Qiongzhou road and the Fenghua road, the traffic capacity of the direction is obviously improved, but the left-banning measure is not implemented in the south-north direction of the south side because the left-turning traffic accounts for a larger proportion, so that the traffic efficiency of the whole intersection is seriously influenced.
Description of modeling parameters
a) The modeling adopts the signal phase, the signal period and the input traffic volume to be measured on the spot, the modeling is obtained by adopting a scientific and reasonable method, and the actually measured traffic volume is converted into the standard traffic volume;
b) because the factors influencing the traffic capacity of the intersection are more, a variable control method is adopted, only the left-turning factor in the south road direction of the staphyl is adjusted, if the intersection is implemented to do overpass parallel operation, the left-turning traffic is completely merged into the straight traffic after the left is forbidden, and the left-turning phase is redistributed to the straight phase while the effective green time is kept unchanged. The peripheral road network detouring conditions and the left-turn traffic flow ratio are shown in table 7;
c) in order to make the model more consistent with the actual traffic condition, a yielding rule is established on the conflict road section, and the path decision point and the path flow ratio of each road section both accord with the actually measured traffic flow direction flow ratio;
TABLE 6 intersection reconstruction conditions
Combining the research results in the table 5, the south entry meets the recommended value; the detouring distance of the north entrance is too far, but the left-turning traffic proportion is small, and according to the research result of forbidding left, the sacrifice of the benefit of the left-turning traffic of the north entrance can be considered, so that the overall traffic efficiency is improved. The intersection simulation model is shown in FIG. 1:
TABLE 7 influence factor changes of crossing traffic efficiency after construction of overpass
[ note: the unit "s" in the table refers to VISSIM running "simulation seconds" ]
From the above table, it is obvious that the traffic efficiency is greatly improved after the lower-tile-house intersection is transformed into the overpass horizontal road, the average delay level and the queuing length of the vehicles are greatly reduced, the service level of the intersection is increased from the lower level of C to the upper level of B, and the vehicle driver is comfortable to drive and smooth to go out. However, in terms of left-turn traffic flow, the left-turn traffic flow needs to be bypassed after the left turn is forbidden, the delay level of the left turn before and after the transformation is basically not changed greatly, and the left-turn traffic benefit is not improved. But on the whole, the improvement effect of the grade separation improvement scheme is very obvious, and the improvement scheme is suggested to be adopted for the intersection.
The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.
Claims (3)
1. An efficient management method for traffic flow at urban intersections is characterized by following steps:
(1) if the overall passing efficiency of the common plane intersection is low and the left-turning traffic flow proportion is lower than 10%, taking into consideration to implement left-forbidding measures; when the proportion of left-turn traffic is higher than 20%, considering to implement overpass and carry out traffic organization measures when the road network conditions allow;
(2) when the common plane intersection meets the road network conditions, the distribution of left-turn traffic benefits needs to be considered and measures for prohibiting left traffic are adopted to improve the traffic efficiency of the intersection, the intersection can be reformed into overpass parallel construction,
wherein, under different left turn traffic flow proportions, the recommended value of the traffic flow detouring distance is as follows:
when the left-turn traffic flow proportion is 10%, the traffic flow detouring distance is less than or equal to 200 m;
when the left-turn traffic flow proportion is 20%, the traffic flow detouring distance is less than or equal to 300 m;
when the left-turn traffic flow proportion is 30%, the traffic flow detouring distance is less than or equal to 400 m;
when the left-turn traffic flow proportion is 40%, the traffic flow detouring distance is less than or equal to 500 m;
wherein the minimum value of the traffic flow bypassing distance is 100 m;
(3) when the improvement of the overpass is considered, firstly, the influence status of traffic benefits of left-turn traffic flows is analyzed, when the left-turn proportion is very large and the optimal detour distance recommendation value is not met, the overpass is not recommended to be used for improvement, other measures are considered, and secondly, whether the traffic bearing capacity of a branch road network around the improved intersection meets the requirement of traffic flow transfer or not and the influence of non-conflict on machines and road condition facilities on the branch road network is considered;
(4) for the tidal crossing meeting the overpass parallel construction condition, considering the difference of traffic demand change in different time periods and the disadvantage of the overpass parallel construction on left-turn traffic distribution, the method can select to implement the overpass parallel construction organization measure in a limited time, starts to implement in a peak time period, and recovers to a common signal control crossing in a peak time period, so that the traffic benefit distribution is maximized.
2. The efficient management method for the traffic flow of the urban intersections according to claim 1,
the calculation of the recommended value of the traffic detour distance is based on the following:
after the transformation, the average detour time of left-turning vehicles after the overpass is made is close to the average driving delay of all vehicles when the common intersection before the transformation reaches the saturated traffic level, namely the average driving delay generated by left-turning detour is offset to a certain extent due to the improvement of the average speed of a road network and the traffic efficiency of the intersection after the transformation;
by definition, we specify the ratio:
when T isRound trip time/TMean delay before transformationWhen the road network density is less than or equal to 1+0.05, the road network density is optimal, and the detour distance is short;
when 1+0.00 < TRound trip time/TMean delay before transformationWhen the road network density is less than or equal to 1+0.20, the road network density is moderate, and the detour speed can be effectively increased and the detour time can be reduced by re-allocating the optimized signal lamps and improving the road conditions of the branch road network;
when T isRound trip time/TMean delay before transformationWhen the distance is more than or equal to 1+0.20, the detour distance is too long and is not specialUnder the condition, overpasses are not suitable to be set for optimizing the intersection, and other methods are required to be selected.
3. The efficient management method for the traffic flow of the urban intersections according to claim 2,
the corresponding relation among the detouring distance, the vehicle detouring time, the vehicle average delay proportion and the left-turn traffic flow proportion is as follows:
when the bypassing distance is 100m and the left-turning traffic flow proportion is 10%, 20%, 30% and 40% respectively, the bypassing time of the vehicle and the average delay proportion of the vehicle are 1.04, 0.96, 0.98 and 0.81 respectively;
when the bypassing distance is 200m and the left-turning traffic flow proportion is 10%, 20%, 30% and 40% respectively, the bypassing time of the vehicle and the average delay proportion of the vehicle are 1.15, 1.09, 1.04 and 0.79 respectively;
when the bypassing distance is 300m and the left-turning traffic flow proportion is 10%, 20%, 30% and 40% respectively, the bypassing time of the vehicle and the average delay proportion of the vehicle are 1.28, 1.17 and 1.03 respectively;
when the bypassing distance is 400m and the left-turning traffic flow proportion is 10%, 20%, 30% and 40% respectively, the bypassing time of the vehicle and the average delay proportion of the vehicle are 1.36, 1.23, 1.20 and 1.06 respectively;
when the bypassing distance is 500m and the left-turning traffic flow proportion is 10%, 20%, 30% and 40% respectively, the bypassing time of the vehicle and the average delay proportion of the vehicle are 1.46, 1.28, 1.23 and 0.97 respectively;
when the bypassing distance is 600m and the left-turn traffic flow proportion is 10%, 20%, 30% and 40%, the bypassing time of the vehicle and the average delay proportion of the vehicle are 2.17, 2.00, 2.01 and 1.08 respectively.
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