CN113863074B - Traffic control method for relieving traffic jam at urban oversaturated intersection - Google Patents

Traffic control method for relieving traffic jam at urban oversaturated intersection Download PDF

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CN113863074B
CN113863074B CN202111269724.2A CN202111269724A CN113863074B CN 113863074 B CN113863074 B CN 113863074B CN 202111269724 A CN202111269724 A CN 202111269724A CN 113863074 B CN113863074 B CN 113863074B
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吴先宇
罗斯达
范宏伟
郭靖雪
詹圳曦
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Abstract

The invention provides a traffic control method for relieving traffic jam at an oversaturated city intersection, which comprises the following steps: analyzing and obtaining the flow characteristics and the congestion characteristics of the intersection based on the flow data of the intersection; analyzing and obtaining the congestion time interval of the intersection and the inlet and the flow direction with the most serious queuing length based on the vehicle queuing length data of the intersection; constructing an intersection comprehensive driving area by arranging a pre-stop line and a pre-signal lamp based on the traffic characteristics of the intersection, the congestion time interval of the intersection, the inlet with the most serious intersection queuing length and the flow direction with the most serious intersection queuing length; the cycle of the pre-signal lamps and the cycle of the main signal lamps corresponding to each lane are set, so that vehicles at the intersection are dredged. The method provided by the invention has the advantages that the unconventional design means of the comprehensive driving area is introduced, a left-turn detour or a large amount of reconstruction of an intersection is not needed, and all lane resources are fully utilized.

Description

Traffic control method for relieving traffic jam at urban oversaturated intersection
Technical Field
The invention relates to the technical field of urban road traffic design and management and control, in particular to a traffic management and control method for relieving traffic jam at an urban oversaturated intersection.
Background
With the rapid development of economy in China, urban traffic is continuously developed, the traffic jam phenomenon of many cities is increasingly serious, the traffic problem is increasingly complex, and the traffic jam at crossroads becomes the normal state of the traffic jam of large cities. The urban road plane intersection is the throat of an urban road network, is a collection point of pedestrian flow, non-motor vehicle flow and motor vehicle flow, reduces the vehicle speed due to mutual interference and intersection among the pedestrian flow, the non-motor vehicle flow and the motor vehicle flow, and is easy to cause congestion. At present, the improvement of the traffic congestion problem of an urban oversaturated road intersection mainly focuses on signal timing and traffic organization optimization design, but the utilization rate of the whole intersection is low by a conventional intersection improvement design scheme (intersection widening, turning special lane and phase setting, signal timing adjustment and the like), and the optimization effect on oversaturated traffic flow is not particularly obvious. Therefore, in order to solve the problem of traffic jam at the oversaturated urban intersection, the design of the unconventional intersection is gradually proposed by domestic and foreign scholars.
At present, research on the design problem of the unconventional urban intersections is slightly developed, and mainly comprises the following steps:
as shown in fig. 13, the U-Turn (U-Turn, UT) is designed mainly in such a way that the vehicles Turn around and Turn right to complete left Turn through the opening of the central separation zone at the downstream of the intersection for the traffic flow turning left at each entrance lane;
interchange flyovers (DDI), which are a partially intercommunicated flyover design, have a geometric layout as shown in fig. 14, and divide the intersection into 2 sub intersections, and eliminate left-turn and straight-going conflicts by exchanging the driving directions on both sides of the main line;
the basic idea is to provide additional intersection left turn capacity by dynamically using the oncoming exit lane, with a left turn lane (CLL) layout schematic in fig. 15.
Disclosure of Invention
The embodiment of the invention provides a traffic control method for relieving traffic jam of an oversaturated city intersection, which is used for solving the problems in the prior art.
In order to achieve the purpose, the invention adopts the following technical scheme.
A traffic control method for relieving traffic jam at an urban oversaturated intersection comprises the following steps:
analyzing and obtaining the traffic characteristics and the congestion characteristics of the intersection based on the traffic data of the intersection;
analyzing and obtaining the congestion time interval of the intersection and the inlet and the flow direction with the most serious queuing length based on the vehicle queuing length data of the intersection;
constructing an intersection comprehensive driving area by arranging a pre-stop line and a pre-signal lamp based on the traffic characteristics of the intersection, the congestion time interval of the intersection, the entrance with the most serious intersection queuing length and the flow with the most serious intersection queuing length; the cycle of the pre-signal lamps and the cycle of the main signal lamps corresponding to each lane are set, so that vehicles at the intersection are dredged.
Preferably, analyzing and obtaining the traffic characteristics and the congestion characteristics of the intersection based on the traffic data of the intersection comprises:
acquiring flow data of each time period of a certain day at an intersection;
based on the flow data, obtaining each inlet and each flow direction flow of each time period of the intersection through a statistical method;
obtaining the peak time period of the intersection flow and the peak hour flow of each inlet and each flow direction of the intersection by converting different types of vehicles based on each inlet and each flow direction of each time period of the intersection;
and analyzing and obtaining the inlet and the flow direction with the maximum flow rate of the intersection based on the peak time period of the flow rate of the intersection and the peak hour flow rate of each inlet and each flow direction of the intersection.
Preferably, the analyzing and obtaining the congestion time period of the intersection and the inlet and flow direction with the most serious queuing length based on the vehicle queuing length data of the intersection comprises the following steps:
acquiring vehicle queuing length data of each time period at a certain day at an intersection;
analyzing and obtaining the congested peak time period of the intersection and the flow of each inlet and each flow direction in the congested peak time period of the intersection based on the vehicle queuing length data of each time period of a certain day of the intersection;
and analyzing and obtaining the congestion time period of the intersection and the inlet and flow direction with the most serious queuing length based on the congested peak time period of the intersection and the flow of each inlet and each flow direction in the congested peak time period of the intersection.
Preferably, the arranging the pre-stop line and the pre-signal lamp includes:
arranging a pre-stop line and a pre-signal lamp in front of a main stop line and a main signal lamp;
passing through type
Figure BDA0003327699970000021
L s ＝(l g +(l c )·n·(1-g s ) (2) and
L f ＝(l g +l c )·n·(1-g f ) (3)
calculating to obtain the length L of the comprehensive driving area; in the formula, L s For the length of the line of the straight-through lane, L f Is the queuing length of the left-turn lane, m s Number of straight lanes, m f Number of left-turn lanes, /) g For queue intervals between vehicles,/ c For standard car body length, n is the number of arriving vehicles per cycle, g s 、g f The green signal ratios of the straight line phase and the left-turn phase are respectively.
Preferably, the setting of the periods of the pre-signal lights and the main signal lights corresponding to the respective lanes includes:
passing through type
Figure BDA0003327699970000031
Figure BDA0003327699970000032
Figure BDA0003327699970000033
And
Figure BDA0003327699970000034
timing the main signal lamp; wherein Y = Y/PHF, G i The time of the effective green light is long,
Figure BDA0003327699970000035
the shortest time for the green light is set,
Figure BDA0003327699970000036
time of green lamp surplus, C m The shortest cycle duration of the main signal at the intersection, C the cycle duration at the intersection, y i The flow ratio of each phase at the intersection is the ratio of the arrival flow to the saturation flow rate; y is each maximum Y of all i signal phases constituting the intersection cycle i The sum of the values, PHF is the high peak hour coefficient;
passing through type
Figure BDA0003327699970000037
And
Figure BDA0003327699970000038
when the pre-signal lamp is matched,
Figure BDA0003327699970000039
when the pre-signal phase is matched, L is the total loss time of the signal at the pre-signal position, Y is the flow ratio at the pre-signal position, and v/c is the saturation at the pre-signal position;
passing through type
Figure BDA00033276999700000310
Figure BDA00033276999700000311
Figure BDA00033276999700000312
Figure BDA00033276999700000313
Figure BDA00033276999700000314
Figure BDA00033276999700000315
Figure BDA00033276999700000316
Figure BDA0003327699970000041
Figure BDA0003327699970000042
And
Figure BDA0003327699970000043
coordinating the periods of the main signal lamp and the pre-signal lamp;
in the formula:
Figure BDA0003327699970000044
to pre-signal the time at which the left turn green light begins, s represents the saturated flow law, l jam The distance between the heads of the vehicles is blocked,
Figure BDA0003327699970000045
and
Figure BDA0003327699970000046
the loss strokes of the first inlet and the second inlet are indicated separately,
Figure BDA0003327699970000047
and
Figure BDA0003327699970000048
respectively representing the loss time of the first inlet and the second inlet; l 1 、l 3 The lengths of the entrance waiting areas in two opposite directions of the intersection,
Figure BDA0003327699970000049
distance to upstream crossing, q 11 、q 12 、q 31 、q 32 Respectively 1 inlet channel left-turn and straight flow and 3 inlet channel left-turn and straight flow; n is a radical of hydrogen 11 、N 12 、N 31 、N 32 Respectively 1 number of left-turn and straight lanes at the inlet and 3 number of left-turn and straight lanes at the inlet;
Figure BDA00033276999700000410
induction vehicle speeds of 1 inlet and 3 inlets respectively;
Figure BDA00033276999700000411
the saturation flow rates of the pre-signal left turn, the main signal left turn, the pre-signal straight line and the main signal straight line are respectively;
Figure BDA00033276999700000412
the effective green time for left turn and straight run respectively.
According to the technical scheme provided by the embodiment of the invention, the traffic control method for relieving traffic congestion of the urban oversaturated intersection comprises the following steps: analyzing and obtaining the flow characteristics and the congestion characteristics of the intersection based on the flow data of the intersection; analyzing and obtaining the congestion time interval of the intersection and the inlet and the flow direction with the most serious queuing length based on the vehicle queuing length data of the intersection; constructing an intersection comprehensive driving area by arranging a pre-stop line and a pre-signal lamp based on the traffic characteristics of the intersection, the congestion time interval of the intersection, the entrance with the most serious intersection queuing length and the flow with the most serious intersection queuing length; the cycle of the pre-signal lamps and the cycle of the main signal lamps corresponding to each lane are set, so that vehicles at the intersection are dredged. The method provided by the invention has the advantages that the unconventional design means of the comprehensive driving area is introduced, right-turning vehicles are considered in the design of the comprehensive driving area and all lane resources are fully utilized on the premise of not needing a left-turn detour or a large amount of reconstruction of an intersection, and a relatively effective example is provided for the domestic research of developing the comprehensive driving area aiming at the actual intersection.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
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In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
FIG. 1 is a processing flow chart of a traffic control method for relieving traffic congestion at an oversaturated city intersection provided by the invention;
fig. 2 is a schematic flow chart of a preferred embodiment of a traffic control method for relieving traffic congestion at an oversaturated city intersection according to the present invention;
fig. 3 is a schematic structural diagram of a comprehensive driving area in the traffic control method for relieving traffic congestion at an oversaturated city intersection provided by the invention;
fig. 4 is a first schematic diagram of a lane function of a comprehensive driving area in the traffic control method for relieving traffic congestion at the urban oversaturated intersection, provided by the invention;
fig. 5 is a second schematic diagram of the traffic lane function of the comprehensive driving area in the traffic control method for relieving traffic congestion at the oversaturated urban intersection provided by the invention;
fig. 6 is a first signboard indicating view of a comprehensive driving area in the traffic control method for relieving traffic congestion at an urban oversaturated intersection provided by the invention;
fig. 7 is a schematic diagram of a comprehensive pre-signal lamp group of a waiting area in the traffic control method for relieving traffic congestion at the urban oversaturated intersection provided by the invention;
fig. 8 is a second signboard indication view of a comprehensive driving area in the traffic control method for relieving traffic congestion at the urban oversaturated intersection provided by the invention;
fig. 9 is a schematic diagram of a third signboard in the comprehensive driving area in the traffic control method for relieving traffic congestion at the urban oversaturated intersection provided by the invention;
fig. 10 is a schematic diagram of a ground marking of a comprehensive driving area in the traffic control method for relieving traffic congestion at the urban oversaturated intersection provided by the invention;
fig. 11 is a schematic diagram of a main signal lamp group of a comprehensive driving area in the traffic control method for relieving traffic congestion at the urban oversaturated intersection provided by the invention;
fig. 12 is a schematic diagram of the overall layout of a comprehensive driving waiting area in the traffic control method for relieving traffic congestion at the urban oversaturated intersection provided by the invention;
FIG. 13 is a schematic view of a prior art U-turn;
FIG. 14 is a schematic diagram of an interchange in the prior art;
FIG. 15 is a left turn schematic view of a prior art lane change;
fig. 16 is a schematic diagram of a comprehensive driving waiting area in the prior art;
fig. 17 is a diagram illustrating a left-turn shift in the prior art.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary only for explaining the present invention and are not construed as limiting the present invention.
As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may also be present. Further, "connected" or "coupled" as used herein may include wirelessly connected or coupled. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
For the convenience of understanding the embodiments of the present invention, the following description will be further explained by taking several specific embodiments as examples in conjunction with the drawings, and the embodiments are not to be construed as limiting the embodiments of the present invention.
The invention provides a traffic control method for relieving traffic jam at an oversaturated city intersection, and aims to solve the following problems in the unconventional design scheme of the intersection in the prior art:
the U-turn solution allows left-turning vehicles to pass through the intersection multiple times, thereby increasing the travel distance of the left-turning vehicles, which negates some of the benefits of these designs. In addition, the design scheme of interchange, lane borrowing left turning and shifting left turning relates to structural modification of the intersection and needs a considerable space, so that the difficulty of intersection modification is also improved.
At present, the mainstream comprehensive waiting area (TI) and the design of the pre-signal are not controlled aiming at the right-turning vehicle, so that the passing speed and the efficiency of the right-turning vehicle are improved to a certain extent. However, in terms of the psychology of the driver, part of the drivers who turn left and go straight can see the uncontrolled right-turn lane and want to enter the right-turn lane, so that the operation rule and the operation order of the comprehensive driving waiting area can be disturbed, and the possibility of traffic accidents on the road can be further improved. Secondly, the control strategy of the integrated waiting area (TI) is mainly divided into 2 types: one is to consider that all straight vehicles enter the sequencing zone first to queue up, then left-turning vehicles wait in line immediately after the left-turning vehicles, and according to the indication of the main signal lights, the straight traffic is released first, and then the left-turning traffic is released (the release order of the left-turning and the straight-turning can also be adjusted). However, vehicles entering the driving area after queuing cannot fully utilize all lane resources, and the traffic running efficiency is also reduced.
At present, the actual cases of the design of the domestic unconventional intersections are few, and especially the design of the comprehensive driving area has application only to less than 10 intersections in the cities of Shanghai, shenzhen and Jinnan 3. Most researches stay at the level of theoretical researches, and the researches of setting the comprehensive driving area aiming at the actual intersection are less.
In the prior art, a comprehensive waiting area (TI) also appears, as shown in fig. 16, the basic idea is to set a pre-signal on an entrance lane, set a sequencing area between a pre-signal stop line and a main signal stop line, and use lane markers to queue vehicles again before entering the sequencing area, so that the released traffic flow at each phase of the main signal can utilize all lanes in the sequencing area, thereby improving the traffic capacity of the intersection. As shown in FIG. 17, a Shift left turn (CFI), the basic idea is to move the left turn lane outside of the oncoming exit lane, called the Shift left turn lane, the left turn vehicle is advanced into the Shift left turn lane upstream of the intersection, thereby eliminating the main intersection left turn and straight ahead conflict.
The invention introduces the concept of a comprehensive driving waiting area, redesigns the entrance way of the intersection and dredges the network traffic flow of the urban road by improving the efficiency of the key intersection.
Referring to fig. 1, the invention provides a traffic control method for relieving traffic congestion at an oversaturated city intersection, which comprises the following steps:
analyzing and obtaining the flow characteristics and the congestion characteristics of the intersection based on the flow data of the intersection;
analyzing and obtaining the congestion time interval of the intersection and the inlet and the flow direction with the most serious queuing length based on the vehicle queuing length data of the intersection;
constructing an intersection comprehensive driving area by arranging a pre-stop line and a pre-signal lamp based on the traffic characteristics of the intersection, the congestion time interval of the intersection, the entrance with the most serious intersection queuing length and the flow with the most serious intersection queuing length; the cycle of the pre-signal lamps and the cycle of the main signal lamps corresponding to each lane are set, so that vehicles at the intersection are dredged.
In the preferred embodiment of the present invention, as shown in fig. 2, the method is mainly divided into three steps: analysis of intersection dynamic characteristics (i.e., the first step described above), analysis of intersection static characteristics (i.e., the second step described above), and intersection unconventional design.
The method for analyzing the dynamic characteristics of the intersection specifically comprises the following steps: the method comprises the steps of obtaining flow data of all time periods of an intersection all day through video shooting and field investigation, dividing the flow of each time period into inlets, dividing flow direction statistics, converting vehicles of different types, and obtaining the peak time period (the sum of hourly flow of each inlet) of the flow of the intersection, the peak hourly flow (the hourly flow of each inlet is maximum and the hourly flow of each flow direction) of each inlet and each flow direction of the intersection, so that the main traffic direction of the intersection, the inlet with the maximum flow and the flow direction are obtained.
The static characteristics of the intersection are analyzed to consider whether the static characteristics can meet the design of an unconventional intersection, and the method specifically comprises the following steps: through the field investigation of the intersection, the static characteristics of the intersection are known, including factors such as the number of lanes at each inlet, the length of lanes, the current state of canalization, signal timing, the length and the position of a pedestrian crossing, the nature of land around the intersection and the like. The method is closely related to the lengths of a waiting area, an interweaving area and a queuing area which are designed later, the position of pre-signal setting and the functional division of the lane.
According to the analysis result of the dynamic and static characteristics of the intersection, unconventional design transformation is carried out on one or more entrance lanes of the intersection, and the unconventional design transformation specifically comprises the design of a comprehensive driving area of the intersection and the optimization design of signal timing.
The length of the comprehensive driving area needs to be set by comprehensively considering factors such as intersection flow, number of lanes at an entrance, green signal ratio of each phase, road design speed and the like, and the calculation formula is as follows:
Figure BDA0003327699970000081
L s ＝(l g +l c )·n·(1-g s ) (2) and
L f ＝(l g +l c )·n·(1-g f ) (3)。
in the formula, L s For the length of the line of the straight-through lane, L f Is the queuing length of the left-turn lane, m s Number of straight lanes, m f Is the number of left-turn lanes l g For queuing intervals between vehicles,/ c For standard car body length, n is the number of arriving vehicles per cycle, g s 、g f Respectively, the direct line phase green signal ratio and the left-turn phase green signal ratio.
Fig. 3 is a basic layout structure diagram of a comprehensive driving waiting area, wherein vehicles drive in from each entrance lane, enter each lane through different lane function division indicating marks, queue at a pre-stop line, and wait for a corresponding pre-signal lamp above the lane to turn green. And secondly, entering a comprehensive driving area, queuing before a main stop line, turning green a corresponding main signal lamp above a waiting lane, and driving out of an entrance lane.
At present, the function division of the comprehensive driving area lane is generally arranged according to the sequence of left-turning, straight-going and right-turning (from left to right), but the actual situation can be further combined according to the number of lanes, the number of vehicles flowing to each direction, whether turning lanes exist or not and the like. For example, in a 3-lane design comprehensive driving area with few u-turn vehicles, lane functions can be divided according to left-turn, u-turn and shared lanes, a straight lane and a right-turn lane. As shown in fig. 4 and 5.
In the preferred embodiment provided by the invention, the operation rules of the vehicles in the comprehensive driving waiting area are as follows:
1) When the pre-signal displays the red light, the arriving vehicle stops and waits before the pre-signal;
2) When a green light of a first phase (assumed as a left-turn phase) of the pre-signal is turned on, a left-turn vehicle enters a driving area, stops before a corresponding main signal, forms a queue in the driving area, and all lanes in the driving area are used for the left-turn vehicle;
3) When the green light of the first phase (assumed as the left-turning phase) of the main signal is turned on, the left-turning vehicle is released;
4) Turning on a green light of a second phase (assumed as a straight-going phase) of the pre-signal, enabling the straight-going vehicle to enter an empty waiting area, stopping the vehicle before the main signal, and forming a queue in the waiting area, wherein all lanes in the waiting area are used for the straight-going vehicle;
5) When the green light of the second phase (assumed as the straight-going phase) of the main signal is turned on, the straight-going vehicle is released;
6) When a green light at a third phase (assumed as a right-turn phase) of the pre-signal is turned on, a right-turn vehicle enters an empty waiting area, stops before the main signal, and forms a queue in the waiting area, and all lanes in the waiting area are all used for the right-turn vehicle;
7) When the green light is turned on for the third phase of the main signal (assuming the right-turn phase), the right-turn vehicle is released.
The key point of the function exertion of the comprehensive driving area is the effective combination of a pre-signal lamp, a variable information board, corresponding traffic signs, ground markings and other supporting facilities. The pre-signal lamps (lane indicating lamps) are arranged at the position of the current first stop line, and are the lane indicating lamps of each lane, and the flow direction traffic flow at the position of the stop line is controlled to alternately enter the comprehensive waiting area for queuing. After entering the area to be driven, the vehicles are queued to drive out of the intersection according to the signal lamps of the original intersection.
Meanwhile, a variable information board is required to be arranged at the position of the pre-signal, the variable information board and a pre-signal lamp (lane indicator lamp) are arranged on the same lamp post, the content of the variable information board displays that the straight-going or left-turning or right-turning vehicle enters the waiting area, and the pre-signal lamp (lane indicator lamp) indicates that the straight-going or left-turning or right-turning lane queuing vehicle is allowed to enter the comprehensive waiting area.
The red light starting time of the pre-signal light (lane indicator light) is about 10s before the end of the straight-going or left-turning signal green light at the intersection, so that the vehicles cannot pass through the comprehensive driving area in the period after entering the comprehensive driving area, and the space of the comprehensive driving area is fully utilized.
Fig. 6 to 11 are layout design diagrams of traffic signs, ground markings and signal light sets indicating the rule of the comprehensive driving area in the invention.
The figure 6 mark is arranged before the pre-signal, informs the driver of the functional division of the lane, guides the driver to enter the correct lane and queues up.
Fig. 7 shows the design of signal light group at pre-signal position, and because the function of each lane is different, corresponding signal lights are arranged above each lane for control. And secondly, considering the difference of the traffic flow of the peak in the morning and the evening, two groups of signal lamps are arranged to respectively control vehicles in the peak period in the morning and the evening.
The marks in fig. 8 and 9 are set in front of the pre-stop line, the vehicle enters the comprehensive driving waiting area, the driver is informed that the vehicle is about to drive into the comprehensive driving waiting area, and several lanes in the comprehensive driving waiting area can be used for queuing.
Fig. 10 is a ground marking of the comprehensive driving area, and reminds a driver that the vehicle has driven into the comprehensive driving area and can freely queue.
Fig. 11 is a signal lamp group design at the main signal, and corresponding signal lamps are arranged above each lane for control as the pre-signal lamp group, and two groups of signal lamps are arranged for respectively controlling vehicles in morning and evening peak periods. Secondly, in order to standardize the driving behavior of the driver and avoid the situation that the vehicle stays in the comprehensive driving area, an electronic police is arranged for monitoring and prompting the vehicle to drive according to an arrow in a lane, and for the vehicle which does not pass through, the driver is prompted to pass along the direction of the next green light. A countdown bar can be further arranged at the bottom of the signal lamp group and used for displaying the remaining signal time (the specific number is not shown in the bottom of the signal lamp group in fig. 11).
Fig. 12 is an overall layout diagram of the integrated waiting area in the invention.
In a preferred embodiment provided by the present invention, the setting of the periods of the pre-signal lights and the main signal lights corresponding to each lane comprises the following processes:
main signal and pre-signal timing parameter design
Designing a timing parameter at the main signal by using a Webster method considering saturation constraint:
(Y＝y1+y2+…；y i is the flow rate ratio of the corresponding traffic stream, y i ＝q i /s i )
Figure BDA0003327699970000101
If a high peak hour coefficient is considered, Y = Y/PHF; in addition, the setting of the comprehensive driving waiting area needs to divide the green light time in the vertical direction into two parts, so the loss time L is close to the loss of the four-phase intersection. The green time is assigned by the Newell method and the effective green time (G) i ) Divided into the shortest green time
Figure BDA0003327699970000102
And surplus green time
Figure BDA0003327699970000103
Two parts are as follows:
Figure BDA0003327699970000104
Figure BDA0003327699970000105
Figure BDA0003327699970000106
the timing parameter design of the pre-signal part can be realized by using a practical period, and the delay is considered to be mainly determined by the main intersection. L, Y and (v/c) are different from those of the main intersection;
Figure BDA0003327699970000107
determining the period duration C of the whole intersection, distributing green time, and calculating according to the following formula:
Figure BDA0003327699970000108
in the formula, C m The shortest cycle duration of the main signal at the intersection, C the cycle duration of the intersection, y i The flow ratio of each phase at the intersection is the ratio of the arrival flow to the saturation flow rate; y is each maximum Y of all i signal phases constituting the intersection cycle i The sum of the values, PHF is the high peak hour coefficient,
Figure BDA0003327699970000109
when the pre-signal phase is matched, L is the total loss time of the signal at the pre-signal, Y is the flow ratio at the pre-signal, and v/c is the saturation (actually achieving the ratio of the traffic volume to the traffic capacity) at the pre-signal.
When in use
Figure BDA00033276999700001010
The bottleneck is at the pre-signal;
when in use
Figure BDA0003327699970000111
When the signal is in use, the signal timing at the main signal is carried out according to a Newell method, which shows that the saturation can meet the requirement;
when the temperature is higher than the set temperature
Figure BDA0003327699970000112
And in time, the signal timing at the main signal is carried out according to the equal saturation principle, so that the saturation meets the requirement.
When the main intersection is provided with the inlet road of the pre-signal, the saturation degree is more than or equal to (v/c) p When the signal timing is 0.05, the main signal timing is in accordance with the requirement; otherwise, ensure the corresponding saturation = (v/c) p 0.05, the excess green time is assigned to the vertical direction according to the Newell method (main signal saturation)The degree of summation need not be much lower than the pre-signal, otherwise green time is wasted).
Further, the method also comprises the design of the coordination control parameters of the main signal and the pre-signal:
first, the conditions that the pre-signal set-up position needs to satisfy are defined-for better coordination of control, and to reduce impact on upstream intersections,/ 1 And l 3 The green light is not started when the first rotary vehicle reaches the downstream pre-signal position, and the detour distance is reduced as much as possible. But at the same time, at least the queue of the vehicles can be ensured not to overflow to the main intersection (the distance l between the heads of the vehicles is blocked) during the downstream rotation jam ＝7.5m)；
Figure BDA0003327699970000113
Figure BDA0003327699970000114
Figure BDA0003327699970000115
Figure BDA0003327699970000116
Determining l by combining actual working experience 1 And l 3 The value of (a). Next, the "time difference" (offset) of the main signal and the pre-signal is calculated: in combination with a space-time diagram, in order to fully queue vehicles in a storage pool, after a first vehicle reaches a main signal stop line, the shortest waiting time is required (s represents a saturation flow rate, the saturation flow rates of a left turn and a straight line are different, and if a straight line equivalent method is used for signal matching, the corresponding saturation flow rate only needs to divide a coefficient on a numerator into a denominator);
Figure BDA0003327699970000117
Figure BDA0003327699970000118
therefore, the relationship between the green light start time of the main and pre-signals is (the time for starting the left-turn green light at the pre-signal is
Figure BDA0003327699970000119
Are defined analogously
Figure BDA00033276999700001110
)
Figure BDA00033276999700001111
Figure BDA00033276999700001112
Here, the two parts including the lost time and the travel time are included, and taking the inlet 3 as an example, the inlet 1 can be calculated similarly
Figure BDA00033276999700001113
Figure BDA00033276999700001114
Figure BDA00033276999700001115
In the formula I 1 ，l 3 The lengths of the entrance waiting areas in two opposite directions of the intersection (the number of the entrance way is represented by 1 and 3 of the foot marks),
Figure BDA0003327699970000121
distance to upstream crossing, q 11 、q 12 、q 31 、q 32 Respectively 1 inlet channel left turn and straight flow and 3 inlet channel left turn and straight flow. N is a radical of 11 、N 12 、N 31 、N 32 Respectively 1 number of left-turn and straight-going lanes at the entrance and 3 number of left-turn and straight-going lanes at the entrance.
Figure BDA0003327699970000122
Induction vehicle speeds of 1 inlet and 3 inlets, respectively.
Figure BDA0003327699970000123
The saturation flow rates of the pre-signal left turn, the main signal left turn, the pre-signal straight line and the main signal straight line are respectively.
Figure BDA0003327699970000124
The effective green time for left turn and straight run respectively.
In summary, the invention provides a traffic control method for relieving traffic jam at an oversaturated city intersection, which comprises the following steps: analyzing and obtaining the traffic characteristics and the congestion characteristics of the intersection based on the traffic data of the intersection; analyzing and obtaining the congestion time interval of the intersection and the inlet and the flow direction with the most serious queuing length based on the vehicle queuing length data of the intersection; constructing an intersection comprehensive driving area by arranging a pre-stop line and a pre-signal lamp based on the traffic characteristics of the intersection, the congestion time interval of the intersection, the inlet with the most serious intersection queuing length and the flow direction with the most serious intersection queuing length; the periods of the pre-signal lamps and the main signal lamps corresponding to the lanes are set, so that vehicles at the intersection are dredged. The method provided by the invention has the advantages that the unconventional design means of the comprehensive driving area is introduced, right-turning vehicles are considered in the design of the comprehensive driving area and all lane resources are fully utilized on the premise of not needing a left-turn detour or a large amount of reconstruction of intersections, and a relatively effective example is provided for the domestic research of developing the comprehensive driving area aiming at the actual intersections.
Those of ordinary skill in the art will understand that: the figures are merely schematic representations of one embodiment, and the blocks or flow diagrams in the figures are not necessarily required to practice the present invention.
From the above description of the embodiments, it is clear to those skilled in the art that the present invention can be implemented by software plus necessary general hardware platform. Based on such understanding, the technical solutions of the present invention may be embodied in the form of software products, which may be stored in a storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and include instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method according to the embodiments or some parts of the embodiments.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for apparatus or system embodiments, since they are substantially similar to method embodiments, they are described in relative terms, as long as they are described in partial descriptions of method embodiments. The above-described embodiments of the apparatus and system are merely illustrative, and the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement without inventive effort.
While the invention has been described with reference to specific preferred embodiments, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the following claims. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims (1)

1. A traffic control method for relieving traffic jam of an oversaturated city intersection is characterized by comprising the following steps:
analyzing and obtaining the traffic characteristics and the congestion characteristics of the intersection based on the traffic data of the intersection; the method specifically comprises the following steps:
acquiring flow data of each time period of a certain day at an intersection;
based on the flow data, obtaining each inlet and each flow direction flow of each time period of the intersection through a statistical method;
obtaining the peak time period of the intersection flow and the peak hour flow of each inlet and each flow direction of the intersection by converting different types of vehicles based on each inlet and each flow direction of each time period of the intersection;
analyzing and obtaining the inlet and the flow direction with the maximum flow rate of the intersection based on the peak time period of the flow rate of the intersection and the peak hour flow rate of each inlet and each flow direction of the intersection;
analyzing and obtaining the congestion time period of the intersection and the inlet and the flow direction with the most serious queuing length based on the vehicle queuing length data of the intersection; the method specifically comprises the following steps:
acquiring vehicle queuing length data of each time period of a certain day at an intersection;
analyzing and obtaining the peak time period of the congestion of the intersection and the flow of each inlet and each flow direction in the peak time period of the congestion of the intersection based on the vehicle queuing length data of each time period of a certain day at the intersection;
analyzing and obtaining the congestion time period of the intersection and the inlet and flow direction with the most serious queuing length based on the congested peak time period of the intersection and the flow of each inlet and each flow direction in the congested peak time period of the intersection;
constructing an intersection comprehensive driving area by arranging a pre-stop line and a pre-signal lamp based on the traffic characteristics of the intersection, the congestion time interval of the intersection, the inlet with the most serious intersection queuing length and the flow direction with the most serious intersection queuing length; leading vehicles at the intersection by setting the periods of the pre-signal lamps and the main signal lamps corresponding to each lane;
the arrangement of the pre-stop line and the pre-signal lamp comprises the following steps:
arranging a pre-stop line and a pre-signal lamp in front of a main stop line and a main signal lamp;
passing through type
Figure FDA0003798672220000011
L s ＝(l g +l c )·n·(1-g s ) (2) and
L f ＝(l g +l c )·n·(1-g f ) (3)
calculating to obtain the length L of the comprehensive driving area; in the formula, L s Length of queue for straight-through lanes, L f Is the queuing length of the left-turn lane, m s Number of straight lanes, m f Is the number of left-turn lanes l g For queuing intervals between vehicles,/ c For standard car body length, n is the number of arriving vehicles per cycle, g s 、g f The green signal ratios of the straight line phase and the left-turn phase are respectively;
the setting of the periods of the pre-signal lamps and the main signal lamps corresponding to each lane comprises the following steps:
passing through type
Figure FDA0003798672220000021
Figure FDA0003798672220000022
Figure FDA0003798672220000023
And
Figure FDA0003798672220000024
timing the main signal lamp; wherein Y = Y/PHF, G i The time of the effective green light is long,
Figure FDA0003798672220000025
the shortest time for the green light is set,
Figure FDA0003798672220000026
time of green lamp surplus, C m The shortest cycle duration of the main signal at the intersection, C the cycle duration at the intersection, y i The flow ratio of each phase at the intersection is the ratio of the arrival flow to the saturation flow rate; y is each maximum Y of all i signal phases constituting the intersection cycle i The sum of the values, PHF is the high peak hour coefficient;
passing through type
Figure FDA0003798672220000027
And
Figure FDA0003798672220000028
when the pre-signal lamp is matched,
Figure FDA0003798672220000029
when the pre-signal phase is matched, L is the total loss time of the signal at the pre-signal position, Y is the flow ratio at the pre-signal position, and v/c is the saturation at the pre-signal position;
passing through type
Figure FDA00037986722200000210
Figure FDA00037986722200000211
Figure FDA00037986722200000212
Figure FDA00037986722200000213
Figure FDA00037986722200000214
Figure FDA00037986722200000215
Figure FDA00037986722200000216
Figure FDA00037986722200000217
Figure FDA0003798672220000031
And
Figure FDA0003798672220000032
coordinating the periods of the main signal lamp and the pre-signal lamp;
in the formula:
Figure FDA0003798672220000033
to pre-signal the time at which the left turn green light begins, s represents the saturated flow law, l jam The distance between the heads of the vehicles is blocked,
Figure FDA00037986722200000311
and
Figure FDA0003798672220000034
the loss strokes of the first inlet and the second inlet are indicated separately,
Figure FDA0003798672220000035
and
Figure FDA0003798672220000036
respectively representing the loss time of the first inlet and the second inlet; l. the 1 、l 3 The lengths of the entrance waiting areas in two opposite directions of the intersection,
Figure FDA0003798672220000037
distance to upstream crossing, q 11 、q 12 、q 31 、q 32 Respectively 1 inlet channel left-turn and straight flow and 3 inlet channel left-turn and straight flow; n is a radical of 11 、N 12 、N 31 、N 32 Respectively 1 number of left-turn and straight lanes at the inlet and 3 number of left-turn and straight lanes at the inlet;
Figure FDA0003798672220000038
induction vehicle speeds of 1 inlet and 3 inlets respectively;
Figure FDA0003798672220000039
the saturation flow rates of the pre-signal left turn, the main signal left turn, the pre-signal straight line and the main signal straight line are respectively;
Figure FDA00037986722200000310
the effective green time for left turn and straight run, respectively.
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