CN115131977B - Single-point intersection signal timing method for sudden overflow risk - Google Patents
Single-point intersection signal timing method for sudden overflow risk Download PDFInfo
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- G—PHYSICS
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- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/081—Plural intersections under common control
- G08G1/083—Controlling the allocation of time between phases of a cycle
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—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
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/096—Arrangements for giving variable traffic instructions provided with indicators in which a mark progresses showing the time elapsed, e.g. of green phase
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
The invention provides a signal timing method of a single-point intersection aiming at sudden overflow risk, which aims at the situation that the traffic capacity of a downstream road section of the intersection suddenly drops due to an emergency, and achieves the aim of improving the traffic efficiency on the basis of preventing overflow by steps of overflow risk identification, determining the priority of overflow related flow direction, determining the green time of overflow related flow direction, determining the signal timing under the condition of overflow risk and the like on the basis of signal timing under the condition of no overflow risk in the prior art; the method quantifies the relation between the priority and the green light time through fuzzy control and a shock wave model, provides a reasonable method for the green light time distribution of the intersection under the condition of sudden overflow risk, and improves the traffic efficiency of the intersection.
Description
Technical Field
The invention belongs to the technical field of intersection signal timing methods, and particularly relates to a single-point intersection signal timing method aiming at sudden overflow risks.
Background
The signal intersection is an important node in the urban road network, and signal timing is an important means for controlling the signal intersection. When the traffic accident and other unexpected events occur on the road section at the downstream of the intersection, the traffic capacity of the road section is reduced and is smaller than the traffic demand, the queuing of the road section vehicles is continuously increased and overflows into the intersection. When the sudden overflow phenomenon occurs, the normal operation of the intersection is seriously affected. Not only overflow related flows at the intersection into the road segment, but also other non-overflow related flows may be blocked.
Aiming at the overflow risk of burst, the countermeasure of early green light disconnection is mainly adopted in the signal timing of an intersection at present. While overflow can be prevented, there is a lack of reasonable allocation methods for green time allocation for overflow related flows. Resulting in reduced traffic efficiency at the intersection.
According to the document retrieval in the prior art, the intersection signal timing method mainly comprises the following steps:
1. conventional intersection signal timing methods. The conventional intersection signal timing method is quite many and can be classified into timing control, induction control and self-adaptive control according to types; the control can be divided into single-point control, trunk control and regional coordination control according to the range. The control frame and the values of all control parameters in the normal intersection signal timing are discussed in detail. Representative discussions include urban traffic control, traffic management and control, and the like.
2. Intersection signal timing method for frequent overflow risk. The method aims at the risk of frequent overflow, such as a short-link intersection, and the traffic capacity of a road bottleneck is known. Under the condition, the signal timing scheme is optimized according to traffic flow theory, reliability theory, big data analysis and the like, so that the traffic efficiency of the intersection is improved on the basis of preventing overflow risks. Representative discussions include Adaptive coordinated traffic control for stochastic demand, a method for controlling overflow at urban road intersections based on wide-area radar detection (patent application number CN 201811165527.4).
3. An intersection signal timing method for burst overflow risk. For sudden overflow phenomena, such as congestion caused by accidents, the traffic capacity of a downstream bottleneck is unknown, whether overflow occurs can be judged only through real-time exit queuing conditions, and the overflow is mainly prevented by a green light early-break measure in the conventional method. Representative discussions include An Adaptive Signal Control Scheme to Prevent Intersection Traffic Blockage, a supersaturated intersection anti-overflow control method based on dual detectors (patent application number CN 201910949272.9).
The method 1 is a conventional intersection signal timing method, and at present, a mature technical result exists, and no special consideration is made on overflow risks.
Method 2 is a signal timing method proposed for the risk of frequent overflow based on the situation that the bottleneck traffic capacity is known. Because the bottleneck traffic capacity is known, coordination signals can be carefully designed, and the purpose of the coordination signals is to improve the traffic efficiency of intersections on the basis of preventing overflow risks. But this method cannot be applied for the risk of sudden overflow with unknown bottleneck capacity.
The method 3 aims at sudden overflow risks, the bottleneck traffic capacity is unknown, the existing method is mainly performed from the perspective of overflow risk prevention, but green time distribution of overflow related flow directions is not deeply discussed, and a reasonable distribution method is lacked. The existing method can effectively prevent overflow, but the improvement of the passing efficiency of the intersection on the basis is considered.
The intersection signal timing method has a rich means. However, aiming at the sudden overflow risk, the existing intersection signal control mainly adopts a green light early-break strategy, and the problem of green light time redistribution implied under the strategy is not deeply discussed: for multiple overflow related flows, how to reasonably redistribute the transit time in the case that the total transit time is limited by the exit overflow. Therefore, the prior art lacks a scientific and reasonable setting method for intersection signal timing under the condition of sudden overflow risk.
Disclosure of Invention
Aiming at the defects of the prior art, the invention aims to provide a single-point intersection signal timing method aiming at the sudden overflow risk. Aiming at the condition that the traffic capacity of a road section at the downstream of an intersection suddenly drops due to an emergency, on the basis of signal timing under the condition of no overflow risk in the prior art, the method determines the priority of the overflow related flow direction by identifying the overflow risk and applying fuzzy control, further determines the green time of the overflow related flow direction, and redistributes the green time of each flow direction of the intersection, thereby achieving the purpose of improving the traffic efficiency on the basis of preventing overflow.
The technical scheme of the invention is as follows:
according to the signal timing method of the single-point intersection aiming at the sudden overflow risk, an intersection with the sudden overflow risk is taken as a study object, the phase sequence of the intersection is switched according to the double-loop phase shown in fig. 2, the following 5 steps are sequentially carried out, and the green light time of each flow direction is calculated.
Step 1: signal timing without risk of flooding is determined. And determining signal timing under the condition of no overflow risk by solving the following optimization model. The optimization model aims at the intersection vehicle delay Dmin, and as shown in the figure 1, each flow direction vehicle delay D i,j To be derived from equation 2, each flow direction saturation X ij As can be seen from equation 3, the period duration C should be limited to a reasonable range, as shown in equation 4.
C min ≤C≤C max (4)
Wherein: d is the delay of vehicles at the intersection, s; i is a set of intersection fork numbers; j is a collection of inlet channel flow direction numbers; i is the number of the import channel, 1 is east, 2 is north, 3 is west, and 4 is south; j epsilon I is the inlet channel flow direction number, 1 is left turn, 2 is straight, and 3 is right turn; d, d i,j Delay, s for vehicles flowing to j in the inlet road i; q i,j The vehicle flow rate of the inlet channel i flowing to j is veh/h; g i,j The green light duration of the inlet road i flowing to j under the non-overflow condition is s; x is X i,j Saturation for inlet channel i to j; s is the saturation flow rate of a single lane, veh/h; n is n i,j The number of lanes for the inlet lane i to flow to j; t is the duration of research and analysis, h; c is the period duration, s; c (C) min And C max Respectively represent the minimum period duration and the maximum periodDuration of time, s.
Step 2: and (5) overflow risk identification. And determining whether overflow risks exist by comparing the real-time residual queuing length of the exit passage of the intersection with the minimum residual queuing length requirement of the exit passage. Minimum remaining queue length requirement for exit L min Calculated by equation 5. When the exit channel is in real time, the residual queuing length L e Less than L min At this time, the intersection is at risk of flooding and the associated flooding flow direction is changed to red. The associated overflow flow direction can be determined by equation 6.
Wherein: l (L) min The minimum remaining queuing length requirement for the exit is m; h is a d The average locomotive spacing, m; g min S is the minimum green light duration; r is overflow flow direction collection; e.e.I is the exit number, 1 is east, 2 is north, 3 is west, 4 is south; l (L) e The queuing length, m, remains in real time for the egress lane.
Step 3: the priority of overflow related flow direction is determined. And determining the release priority of each overflow related flow direction by using fuzzy control according to the queuing length and the red light duration of the overflow related flow direction. The design of the fuzzy control comprises a fuzzifier, a fuzzy reasoner and a defuzzifier.
In the obscurator, two factors, the queue length and red light duration of the overflow related flow direction are considered. For queuing length, its theoretical domain is [0, X L ]Five sub-regions { VS, S, M, L, VL } are defined on the theoretical domain, each being a triangle membership function, each sub-region being bounded bySimilarly, for red light duration, the theoretical domain is [0, X T ]Five sub-regions are defined on the theoretical domainDomains { VS, S, M, L, VL }, each of which is a triangle membership function, each of which is bounded by +.> Fuzzy subset membership A of queuing length and red light duration i,j '(x L,i,j ,x T,i,j ) The function is shown in equation 7.
In the fuzzy reasoner, the present invention defines 25 rules in total, as shown in formulas 8-10. The main principle of establishing fuzzy control rules is that when the queuing length or red light time is longer, the priority is higher, and vice versa. Outputting fuzzy subset B according to the established fuzzy rule i,j ' may be determined by equation 11.
In the defuzzifier, the invention uses a central defuzzification method, and the fuzzy centers of five fuzzy subsets of queuing length and red light duration are respectivelyAnd +.> Release priority P i,j Determined computationally by equation 12.
Wherein: x is x L,i,j Real-time queuing length for ingress lane i to flow to j; x is x T,i,j Real-time red light duration for entry i to j; x is x Lk Zone boundaries for fuzzy subsets of queuing lengths; x is x Tk Zone boundaries that blur subsets for red light duration; a's' i,j (x L,i,j ,x T,i,j ) Membership functions for fuzzy subsets of input variables; m is m L Sequence number of fuzzy rule for queuing length; m is m T The sequence number of the fuzzy rule for the duration of the red light;input conditions for queuing length fuzzy rules; />Input conditions of the fuzzy rule for the duration of the red light; />The output result of the priority fuzzy rule is released; p (P) i,j Priority of the flow j for entry i.
Step 4: and determining the overflow related flow direction green time. When the exit channel is in real time, the residual queuing length L e Greater than L min When the current overflow related flow direction is to be distributed with green time g of the flow direction according to the priority thereof in combination with the shock wave model o . The calculated green time is determined by equation 13. Wherein the wave velocity W of the shock wave e Determined by equation 14.
Wherein P is 1 P is the overflow flow direction priority which can be released at the current moment and does not conflict with the non-overflow flow direction which is released when the signal is sent 2 And P 3 The priority levels of the other two overflow flows at the current moment are respectively;
wherein: g o S is the green time allocated to the current overflow related flow direction; d, d l Time is lost before green light, s; w (W) e The wave speed is the wave speed of traffic shock waves, km/h; q (Q) e The traffic flow of the exit e is veh/h; k (K) e Vehicle density, veh/km, for exit e; k (K) 0 Is the vehicle density in the free-flow regime, veh/km.
Step 5: signal timing in the event of overflow risk is determined. The signal timing in the presence of overflow risk is determined by solving the following optimization model. The optimization model aims at the intersection vehicle delay Dmin, and as shown in 15, each flow direction vehicle delay D i,j To be derived from equation 16, each flow direction is saturated with X ij From equation 17, the period duration C should be limited to a reasonable range, as shown in equation 18, and the overflow related flow to green time duration constraint, as shown in equation 19.
C min ≤C≤C max (18)
Wherein: g's of' i,j S is the time length of each flow direction green light after adjustment; r is R c Collecting the current overflow flow direction; c is a mathematical complement sign; c (C) R R c And collecting non-current overflow flow directions in the overflow flow direction collection R.
The key to the single point intersection signal timing method for sudden overflow risks is to determine the overflow related flow direction and consider the influence of the priority of the overflow related flow direction on the green light time. In the calculation process, the releasing priority conditions of all overflow flows under the overflow condition of the intersection are fully considered, and the relation between the priority and the green time is quantized through fuzzy control and a traffic shock wave model, so that the rationality of green time distribution of the intersection is improved, and the traffic efficiency of the intersection is improved.
Compared with the prior art, the invention has the beneficial effects that:
1. the invention provides a signal timing method of a single-point intersection aiming at sudden overflow risk, which is suitable for signal timing calculation under the condition that the sudden overflow risk exists at the intersection.
2. The method of the invention can reasonably adjust the signal timing of the intersection by reassigning the green time of the overflow related flow direction on the basis of not changing the original signal timing basic frame of the single-point intersection.
3. The method takes the release priority conditions of all overflow related flow directions into consideration, and quantifies the relation between the priority and green light time through fuzzy control and a shock wave model.
Drawings
FIG. 1 is a control flow diagram of the present invention;
FIG. 2 is a diagram of a phase sequence of a dual-loop signal according to the present invention;
FIG. 3 is a road geometry and emergency situation in embodiment 1 of the present invention;
fig. 4 shows traffic demand in embodiment 1 of the present invention.
Detailed Description
A more detailed description of a single point intersection signal timing method for sudden overflow risk of the present invention will be presented below in conjunction with a schematic diagram, in which preferred embodiments of the present invention are shown, it being understood that one skilled in the art may modify the invention described herein while still achieving the advantageous effects of the invention, and therefore the following description should be construed as broadly known to those skilled in the art and not as limiting the invention.
Example 1:
the road geometry in embodiment 1 of the present invention is shown in fig. 3, and the traffic demand is shown in fig. 4. Wherein the time d is lost before green light l =4s, minimum period length C min Maximum period duration C max 60s and 120s, respectively, saturation flow rate s=1800 pcu/h/ln, vehicle density K in the exit free-flow state e =36 pcu/km/ln, minimum green time g for each flow direction min =5s, average head spacing h d =8m. Upper bound X of fuzzy subset L And X T 1000m and 300s, respectively. The emergency happens at the position of the exit 3 200m away from the intersection at the time of 0-2600s, and the traffic capacity of the exit becomes 300pcu/h/ln. After 2600s, the incident is removed and the exit 3 resumes normal traffic capacity. The duration T of the study analysis was 3600s.
When the method of the invention is adopted to signal the intersection, the general scheme flow chart is shown in figure 1, and the specific process is briefly described as follows:
step 1: signal timing in the non-overflow situation is determined. According to the traffic flow shown in FIG. 4, the green light duration g of each flow direction in the non-overflow state is calculated by using the self-adaptive control method from the first formula to the fourth formula i,j 。
Step 2: and (5) overflow risk identification. Determining the minimum residual capacity L of the outlet channel according to the set related parameters through a formula III min =80m. Real-time detection ofRemaining capacity of the mouth path, when the mouth is opened to the remaining capacity L 3e When the flow is smaller than 80m, the overflow is regarded as occurring, the anti-overflow control is triggered at the moment, and three overflow flows are respectively obtained through a formula six, namely, the left turning flow direction of the inlet channel 4, the straight flow direction of the inlet channel 1 and the right turning flow direction of the inlet channel 2, and the step 3 is carried out. If overflow does not occur, the adaptive signal control in step 1 is continued.
Step 3: the overflow flow direction priority is determined. And substituting the detected overflow flow direction queuing length and the red light duration into the fuzzy controllers from the formula seven to the formula twelve, and outputting to obtain the release priority of each overflow flow direction.
The calculation results are shown in Table 1.
TABLE 1
Step 4: and determining the green time of the overflow flow. When the remaining queuing length L of the exit passage e And when the flow direction is larger than 80m, calculating the green time of the overflow flow direction by using a formula thirteen according to the calculated priority comparison condition.
Step 5: and (5) adjusting the parameters of the adaptive signals under the overflow condition. Substituting the overflow flow direction green time obtained in the step 4 into a new constraint of formula seventeen, and calculating the self-adaptive signal timing again by formula one, formula four, formula fifteen, formula sixteen and formula seventeen, wherein the calculation result is shown in table 2.
| Overflow flow direction | Time g of initial green light time i,j (s) | Adjusted green time g' i,j (s) |
| Left turn of the entrance way 1 | 10 | 10 |
| The inlet channel 1 moves straight | 0 | 11 |
| Left turn of the entrance way 2 | 15 | 15 |
| The inlet channel 2 moves straight | 23 | 23 |
| Intake passage 2 turns right | 0 | 5 |
| Left turn of the inlet channel 3 | 19 | 19 |
| The inlet channel 3 moves straight | 18 | 20 |
| Left turn of the inlet 4 | 0 | 0 |
| The inlet channel 4 moves straight | 16 | 16 |
TABLE 2
Step 6: and (5) circularly calculating the steps 1 to 5 in units of seconds until the study analysis duration is over. The comparison of the present invention with the conventional method (adaptive control using early green light break) is shown in table 3. Compared with the traditional method, the invention greatly improves the traffic efficiency of the intersection, wherein the delay of the overflow related flow direction is reduced by 4.1%, the total delay is reduced by 31.8%, and the maximum queuing length is reduced by 11.0%.
TABLE 3 Table 3
The foregoing is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Any person skilled in the art will make any equivalent substitution or modification to the technical solution and technical content disclosed in the invention without departing from the scope of the technical solution of the invention, and the technical solution of the invention is not departing from the scope of the invention.
Claims (5)
1. A signal timing method of a single-point intersection aiming at sudden overflow risk is characterized in that aiming at the intersection with sudden overflow risk, on the basis of an original intersection signal timing basic frame, through reassigning the flow direction green light time related to overflow, the intersection signal timing is reasonably adjusted, and the traffic efficiency of the intersection is improved, and specifically comprises the following steps:
s1: determining signal timing under the condition of no overflow risk;
s2: by comparing the real-time remaining queuing length L of the exit passage of the intersection e And minimum remaining queue length requirement for exit L min Determining whether overflow risks exist or not, and identifying overflow risks at intersections;
s3: for intersections with overflow risk, determining each overflow phase by fuzzy control according to the queuing length and red light duration of overflow related flow directionDischarge priority P of flow direction i,j ；
S4: when the exit channel is in real time, the residual queuing length L e Greater than the minimum remaining queuing length of exit min When the current overflow related flow direction is to be distributed with green time g of the overflow related flow direction according to the priority thereof and in combination with the shock wave model o ；
S5: determining signal timing under the overflow risk condition by solving an optimization model under the overflow risk condition;
in the step S3, the design of the fuzzy control comprises a fuzzifier, a fuzzy reasoner and a defuzzifier;
in the fuzzifier, the theoretical domain of the queuing length is [0, X ] L ]Defining five subregions in the theoretical domain of the queuing length, wherein the five subregions of the queuing length are { VS, S, M, L, VL }, each subregion of the queuing length is a triangle membership function, and the limit of each subregion of the queuing length isThe theoretical domain of the red light duration is [0, X T ]Defining five subregions in a theoretical domain of the red light duration, the five subregions of the red light duration being { VS, S, M, L, VL }, each subregion of the red light duration being a triangular membership function, and each subregion of the red light duration being bounded by +.>Fuzzy subset membership A of the queuing length and the red light duration i,j '(x L,i,j ,x T,i,j ) The function is shown in equation seven, which is expressed as:
wherein: x is x L,i,j Real-time queuing length for ingress lane i to flow to j; x is x T,i,j Real-time red light duration for entry i to j; x is x Lk Zone boundaries for fuzzy subsets of queuing lengths; x is x Tk Zone boundaries that blur subsets for red light duration; a's' i,j (x L,i,j ,x T,i,j ) Membership functions for fuzzy subsets of input variables;
defining 25 fuzzy rules in the fuzzy reasoner, namely a formula eight, a formula nine and a formula ten, and outputting an output fuzzy subset B determined by a formula eleven according to the 25 fuzzy rules i,j ' the formula eight is:
the formula nine is:
the formula ten is:
in the formula ten, R is an overflow flow direction set;
the formula eleven is:
wherein m is L Sequence number of fuzzy rule for queuing length; m is m T The sequence number of the fuzzy rule for the duration of the red light;input conditions for queuing length fuzzy rules; />Input conditions of the fuzzy rule for the duration of the red light; />The output result of the priority fuzzy rule is released;
in the defuzzifier, determining that the fuzzy centers of the five subsets of the queuing length and the red light duration are respectively as follows by a central defuzzification methodAnd-> The release priority P i,j Determined by calculation of formula twelve, which is expressed as:
wherein P is i,j Priority of the flow j for entry i.
2. The method for signal timing at a single point intersection for sudden overflow risk according to claim 1, wherein in S1, the signal timing under the condition of no overflow risk is determined to obtain a result by solving an optimization model, the optimization model targets at an intersection vehicle average delay dbimum and is expressed by a formula one, and the formula one is specifically expressed as:
in the formula I, d i,j Derived from equation two, theThe formula II is specifically expressed as:
in the formula II, X i,j The method is derived from a formula III, wherein the formula III is specifically expressed as:
in the formula II and the formula III, C is a period duration, the period duration defines a duration range through a formula IV, and the formula IV specifically represents:
C min ≤C≤C max
wherein: d is the delay of vehicles at the intersection, s; i is a set of intersection fork numbers; j is a collection of inlet channel flow direction numbers; i is the number of the import channel, 1 is east, 2 is north, 3 is west, and 4 is south; j epsilon I is the inlet channel flow direction number, 1 is left turn, 2 is straight, and 3 is right turn; d, d i,j Delay, s for vehicles flowing to j in the inlet road i; q i,j The vehicle flow rate of the inlet channel i flowing to j is veh/h; g i,j The green light duration of the inlet road i flowing to j under the non-overflow condition is s; x is X i,j Saturation for inlet channel i to j; s is the saturation flow rate of a single lane, veh/h; n is n i,j The number of lanes for the inlet lane i to flow to j; t is the duration of research and analysis, h; c is the period duration, s; c (C) min And C max And s represents the minimum period duration and the maximum period duration respectively.
3. The method for timing signal at single-point intersection for sudden overflow risk according to claim 2, wherein in S2, the queuing length L remains in real time when the exit is e Less than the minimum remaining queue length requirement L of the exit min The intersection has overflow risk and changes the related overflow flow direction into red light, wherein the minimum residual queuing length of the exit road requires L min Through the formula fiveThe relative overflow flow direction is calculated by equation six, which is expressed as:
wherein: l (L) min The minimum remaining queuing length requirement for the exit is m; h is a d The average locomotive spacing, m; g min S is the minimum green light duration;
the formula six is expressed as:
wherein: r is overflow flow direction collection; e.e.I is the exit number, 1 is east, 2 is north, 3 is west, 4 is south; l (L) e The queuing length, m, remains in real time for the egress lane.
4. The method for timing signal at single point intersection for sudden overflow risk according to claim 3, wherein in S4, the green light time g o Determined by the formula thirteen, the shock wave velocity W of the shock wave model e Determined by equation fourteen, the equation thirteen is expressed as:
wherein P is 1 P is the overflow flow direction priority which can be released at the current moment and does not conflict with the non-overflow flow direction which is released when the signal is sent 2 And P 3 The priority levels of the other two overflow flows at the current moment are respectively;
the formula fourteen is expressed as:
wherein: g o S is the green time allocated to the current overflow related flow direction; d, d l Time is lost before green light, s; w (W) e The wave speed is the wave speed of traffic shock waves, km/h; q (Q) e The traffic flow of the exit e is veh/h; k (K) e Vehicle density, veh/km, for exit e; k (K) 0 Is the vehicle density in the free-flow regime, veh/km.
5. The method for signal timing at a single point intersection for sudden overflow risk according to claim 4, wherein in S5, the signal timing under the condition of determining the overflow risk is also obtained by solving an optimization model, and the solving process is as follows:
C min ≤C≤C max
wherein: g's of' i,j S is the time length of each flow direction green light after adjustment; r is R c Collecting the current overflow flow direction; c is a complement of mathematics; c (C) R R c And collecting non-current overflow flow directions in the overflow flow direction collection R.
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