WO2018090997A1 - 一种基于通行需求平衡的交叉口相位时间分配方法 - Google Patents

一种基于通行需求平衡的交叉口相位时间分配方法 Download PDF

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WO2018090997A1
WO2018090997A1 PCT/CN2017/112104 CN2017112104W WO2018090997A1 WO 2018090997 A1 WO2018090997 A1 WO 2018090997A1 CN 2017112104 W CN2017112104 W CN 2017112104W WO 2018090997 A1 WO2018090997 A1 WO 2018090997A1
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time
traffic
phase
transit time
intersection
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卢凯
林观荣
胡建伟
徐建闽
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South China University of Technology SCUT
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals

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  • the invention relates to the field of traffic signal control, in particular to an intersection phase time allocation method based on the balance of traffic demand.
  • the phase time is the key parameter to be determined when designing the signal timing of a single intersection.
  • the value of the phase is crucial for preventing traffic congestion on the road section and reducing the delay of the intersection parking.
  • the greater the phase time of a certain signal the more favorable the passage of the signal phase vehicle, but at the same time it will be detrimental to the passage of other signal phase vehicles.
  • the saturation of each key traffic should be approximately equal and the total saturation of the intersection should be minimized.
  • the phase time of each signal should be based on its key traffic flow. More than proportional distribution; when meeting the demand for key vehicles in the intersection as the phase time allocation principle, the phase time allocation will be based on the saturation practical limit of each key traffic at the intersection, and the phase time of each signal should be based on The minimum green letter required for a critical traffic flow is distributed proportionally.
  • phase time distribution schemes for intersection signals mostly focuses on the consideration of the traffic efficiency of key traffic and independent phase traffic, and often adopts a direct decomposition or superposition distribution method, which neglects the traffic demand of non-critical traffic and cross-phase traffic. Therefore, from the perspective of the operational benefits of the entire intersection, it is not possible to meet the global optimization requirements for the signal timing of the intersection.
  • the technical problem to be solved by the present invention is to provide an intersection phase time allocation method based on the balance of traffic demand, and comprehensively consider the key traffic flow and the non-critical traffic flow and the independent phase traffic flow according to the minimum transit time required for each traffic flow at the intersection. With the traffic demand of cross-phase traffic, the overall traffic efficiency of the intersection is better improved.
  • an intersection phase time allocation method based on the balance of the demand comprising the following steps:
  • step S2 Calculate the minimum transit time required for each traffic flow combination in step S1;
  • step S5. Determine whether the transit time of all the traffic flows has been determined. If yes, the intersection phase time is allocated; if not, return to step S1 to enter the next round of traffic flow time and phase time allocation.
  • step S1 in the first round of the vehicle flow line time and phase time allocation, since only the signal period duration is known, it is only necessary to list all the vehicle flow combinations constituting one signal period; In the vehicle flow line time and phase time allocation, there will be a traffic flow combination whose total duration is the signal period or the known phase time and the transit time to be allocated.
  • the minimum transit time required for the traffic flow combination in the step S2 is obtained by adding the minimum transit time required for each traffic flow, and the minimum transit time required for each respective traffic flow is determined in advance by its respective traffic demand.
  • the size of the quotient in the step S3 reflects the supply-demand ratio of the traffic flow, and the smaller the supply-demand ratio, the more preferential the traffic time is allocated.
  • the transit time of each car flow will be proportionally allocated according to the required minimum transit time, and when the transit time of each car flow is determined, the corresponding phase time is also determined.
  • step S5 if there is one or more cross-phase traffic, the distribution of the current time of the current vehicle will determine a plurality of phase times and the time and the time of the next round of the vehicle may be In the allocation, the vehicle flow combination to be allocated is determined to determine the transit time described in step S1.
  • the present invention has at least the following beneficial effects:
  • the phase time distribution scheme of the intersection signal obtained by the method can meet the traffic demand of all key traffic and non-critical traffic, independent phase traffic and cross-phase traffic.
  • This method realizes the optimization of the transit time of the cross-phase traffic flow and the non-critical traffic flow by multi-round optimization of the phase time, which effectively improves the overall traffic efficiency of the intersection.
  • This method gives a programmed phase intersection time signal distribution method, which makes the phase time distribution scheme of the intersection signal more reasonable, scientific and standardized.
  • FIG. 2 is a diagram showing the correspondence between signal phase and traffic flow of an intersection in an embodiment of an intersection phase time allocation method based on a demand demand balance according to the present invention.
  • An intersection uses a three-phase signal control method for 6-vehicle traffic, in which traffic 1 obtains the right of way in phase 1 and phase 2, traffic 2 obtains the right of way in phase 1, and traffic 3 and traffic 4 obtain the right of right in phase 2, traffic 5
  • the traffic rights are obtained in phase 3 and phase 1
  • the traffic flow 6 obtains the traffic rights in phase 3.
  • the embodiment includes the following implementation steps:
  • Step 1 (first round): List all traffic combinations whose total duration is known and the transit time is to be assigned.
  • All traffic combinations whose total duration is known and the transit time is to be allocated include ⁇ 1, 6 ⁇ , ⁇ 2, 3, 6 ⁇ , ⁇ 2, 4, 6 ⁇ , ⁇ 3, 5 ⁇ , ⁇ 4, 5 ⁇ .
  • Step 2 (first round): Calculate the minimum transit time required for each traffic combination in step 1.
  • Step 3 (first round): Calculate the quotient between the total duration and the shortest transit time of each traffic combination.
  • the quotient between the total duration of the traffic flow combination ⁇ 1,6 ⁇ , ⁇ 2,3,6 ⁇ , ⁇ 2,4,6 ⁇ , ⁇ 3,5 ⁇ , ⁇ 4,5 ⁇ and the shortest transit time is 1.132 respectively. 1,250, 1.333, 1.111, 1.176.
  • Step 4 (first round): Select the traffic flow combination with the smallest quotient, allocate the transit time of the traffic contained in it, and determine the corresponding phase time.
  • Traffic time of traffic 5 It is determined that the duration of phase 2 is 40 s, and the total duration of phase 3 and phase 1 is 80 s.
  • Step 5 Determine whether the transit time of all traffic flows has been determined. If yes, the phase time of the intersection is allocated; if not, return to step 1 to enter the distribution of the traffic time and phase time of the next round. .
  • the current round determines the transit time of traffic flow 3, 4, and 5.
  • the transit time of traffic flow 1, 2, and 6 is to be determined. It is necessary to return to step 1 to enter the distribution of the traffic time and phase time of the next round.
  • the total length of phase 3 and phase 1 is determined to be 80 s, which will be used in the distribution of the next cycle of the vehicle to determine the traffic flow to be allocated for the transit time.
  • Step 1 (second round): List all the traffic combinations whose total duration is known and the transit time is to be assigned.
  • Step 2 (second round): Calculate the minimum transit time required for each traffic combination in step 1.
  • Step 3 (second round): Calculate the quotient between the total duration and the shortest travel time of each traffic combination.
  • the quotient between the total duration of the traffic flow combination ⁇ 1,6 ⁇ , ⁇ 2,6 ⁇ and the shortest transit time is 1.132 and 1.333, respectively.
  • Step 4 (second round): Select the traffic flow combination with the smallest quotient value, allocate the transit time of the traffic flow it contains, and then determine the corresponding phase time.
  • step 3 Select the traffic flow combination ⁇ 1,6 ⁇ with the lowest quotient in step 3, and allocate the transit time according to the minimum transit time required by traffic flow 1 and traffic flow 6, that is, the transit time of traffic flow 1 Traffic time of traffic 6 It is determined that the phase 3 has a duration of 54 s and the phase 1 has a duration of 26 s.
  • Step 5 Determine whether the transit time of all traffic flows has been determined. If yes, the phase time of the intersection is allocated; if not, return to step 1 to enter the distribution of the traffic time and phase time of the next round. .
  • the current round determines the transit time of traffic 1, 2, and 6.
  • the traffic time of all traffic has been determined.
  • the traffic times of traffic 1, 2, 3, 4, 5, and 6 are 66, 26, 40, and 40 respectively.
  • 80, 54, the phase time of the intersection is allocated, and the distribution times of the phases 1, 2, and 3 are respectively 26, 40, and 54.

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  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
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Abstract

一种基于通行需求平衡的交叉口相位时间分配方法，包括以下步骤：1)列出所有总时长已知且通行时间待分配的车流组合；2)计算步骤1)中各车流组合所需的最短通行时间；3)计算各车流组合的总时长与最短通行时间之间的商值；4)选取商值最小的车流组合，进行通行时间与相位时间的分配；5)判断是否所有车流的通行时间均已确定，若是，则交叉口相位时间分配完毕；若否，则返回步骤1)，进入下一轮的车流通行时间与相位时间分配。该方法充分考虑了所有的关键车流与非关键车流、独立相位车流与跨相位车流的通行需求，给出了一种程序化的交叉口信号相位时间分配方法，实现了对跨相位车流与非关键车流的通行时间优化。

Description

一种基于通行需求平衡的交叉口相位时间分配方法 技术领域
本发明涉及交通信号控制领域，特别涉及一种基于通行需求平衡的交叉口相位时间分配方法。
背景技术
相位时间是进行单交叉口信号配时设计时所需确定的关键参数，其取值大小对于防止路段交通拥堵、减少交叉口停车延误都发挥着至关重要的作用。某一信号相位时间越大则越有利于该信号相位车辆的通行，但同时将不利于其它信号相位车辆的通行。
当以交叉口关键车流平均延误时间最小作为相位时间分配原则，此时将要求各股关键车流的饱和度应近似相等、交叉口总饱和度达到最小，各信号相位时间应根据其关键车流交通流量比按比例进行分配；当以满足交叉口关键车流通行需求作为相位时间分配原则，此时将依据交叉口各股关键车流的饱和度实用限值进行相位时间分配，各信号相位时间应根据其关键车流所需的最小绿信比按比例进行分配。
目前，关于交叉口信号相位时间分配方案的设计，大多仅注重考虑关键车流与独立相位车流的通行效益，往往采取直接分解或叠加的分配方法，既而忽略了非关键车流及跨相位车流的通行需求，因此从整个交叉口的运行效益来看，并不能满足交叉口信号配时的全局优化要求。
发明内容
本发明要解决的技术问题在于，提供一种基于通行需求平衡的交叉口相位时间分配方法，根据交叉口各股车流所需的最短通行时间，综合考虑了关键车流与非关键车流、独立相位车流与跨相位车流的通行需求，更好地提升了交叉口的整体通行效率。
为解决上述技术问题，本发明提供如下技术方案：一种基于通行需求平衡的交叉口相位时间分配方法，包括以下步骤：
S1、列出所有总时长已知且通行时间待分配的车流组合；
S2、计算步骤S1中各车流组合所需的最短通行时间；
S3、计算各车流组合的总时长与最短通行时间之间的商值；
S4、选取商值最小的车流组合，进行通行时间与相位时间的分配；
S5、判断是否所有车流的通行时间均已确定，若是，则交叉口相位时间分配完毕；若否，则返回步骤S1，进入下一轮的车流通行时间与相位时间分配。
进一步地，所述步骤S1，在第一轮的车流通行时间与相位时间分配中，由于只有信号周期时长已知，因此只需列出所有构成一个信号周期的车流组合；在后续各轮的车流通行时间与相位时间分配中，将存在总时长为信号周期或已知相位时间和的通行时间待分配的车流组合。
进一步地，所述步骤S2中车流组合所需的最短通行时间由各股车流所需的最短通行时间相加得到，所述各股车流所需的最短通行时间由其各自的通行需求事先确定。
进一步地，所述步骤S3中商值的大小反映了车流的供需比，而供需比越小的车流越需要优先进行通行时间的分配。
进一步地，所述步骤S4，各股车流的通行时间将根据其所需的最短通行时间进行比例分配，而当各股车流的通行时间确定后，相应的相位时间也随之确定。
进一步地，所述步骤S5，若存在一股或多股跨相位车流，则本轮车流通行时间的分配将确定多个相位时间和，所述的时间和可能将在下一轮车流通行时间分配中，用以确定步骤S1中所述的通行时间待分配的车流组合。
采用上述技术方案后，本发明至少具有如下有益效果：
1、本方法优化得到的交叉口信号相位时间分配方案，能够满足所有关键车流与非关键车流、独立相位车流与跨相位车流的通行需求。
2、本方法通过对相位时间的多轮优化分配，实现了对跨相位车流与非关键车流的通行时间优化，有效提升了交叉口的整体通行效率。
3、本方法给出了一种程序化的交叉口信号相位时间分配方法，使得获取交叉口信号相位时间分配方案更加合理、科学与规范。
附图说明
图1是本发明一种基于通行需求平衡的交叉口相位时间分配方法的步骤流 程图；
图2是本发明一种基于通行需求平衡的交叉口相位时间分配方法实施例中交叉口的信号相位与车流对应关系图。
具体实施方式
需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互结合，下面结合附图和具体实施例对本申请作进一步详细说明。
实施例
某交叉口针对6股车流采用三相位信号控制方式，其中车流1在相位1和相位2获得通行权，车流2在相位1获得通行权，车流3和车流4在相位2获得通行权，车流5在相位3和相位1获得通行权，车流6在相位3获得通行权，信号相位与车流对应关系如图2所示。已知信号周期时长C＝120s，车流1、2、3、4、5、6所需的最短通行时间分别为tmin1＝58s、tmin2＝12s、tmin3＝36s、tmin4＝30s、tmin5＝72s、tmin6＝48s。
如图1所示，本实施例包括以下实施步骤：
步骤1(第一轮)：列出所有总时长已知且通行时间待分配的车流组合。
在第一轮的车流通行时间与相位时间分配中，由于只有信号周期时长已知，因此只需列出所有构成一个信号周期的车流组合。所有总时长已知且通行时间待分配的车流组合包括{1,6}、{2,3,6}、{2,4,6}、{3,5}、{4,5}。
步骤2(第一轮)：计算步骤1中各车流组合所需的最短通行时间。
车流组合{1,6}所需的最短通行时间为tmin1+tmin6＝58+48＝106s，车流组合{2,3,6}所需的最短通行时间为tmin2+tmin3+tmin6＝12+36+48＝96s，车流组合{2,4,6}所需的最短通行时间为tmin2+tmin4+tmin6＝12+30+48＝90s，车流组合{3,5}所需的最短通行时间为tmin3+tmin5＝36+72＝108s，车流组合{4,5}所需的最短通行时间为tmin4+tmin5＝30+72＝102s。
步骤3(第一轮)：计算各车流组合的总时长与最短通行时间之间的商值。
车流组合{1,6}、{2,3,6}、{2,4,6}、{3,5}、{4,5}的总时长与最短通行时间之间的商值分别为1.132、1.250、1.333、1.111、1.176。
步骤4(第一轮)：选取商值最小的车流组合，对其所含车流的通行时间进行分配，再确定相应的相位时间。
选取步骤3中商值最小的车流组合{3,5}，根据车流3与车流5所需的最短通行时间按比例分配其通行时间，即车流3的通行时间
Figure PCTCN2017112104-appb-000001
车流5的通行时间
Figure PCTCN2017112104-appb-000002
再确定相位2的时长为40s，相位3与相位1的总时长为80s。车流4的通行时间t4＝t3＝40s。
步骤5(第一轮)：判断是否所有车流的通行时间均已确定，若是，则交叉口相位时间分配完毕；若否，则返回步骤1进入下一轮的车流通行时间与相位时间的分配。
本轮确定了车流3、4、5的通行时间，车流1、2、6的通行时间待定，需返回步骤1进入下一轮的车流通行时间与相位时间的分配。在本轮车流通行时间的分配中，确定相位3与相位1的总时长为80s，该时间和将在下一轮车流通行时间分配中用以确定通行时间待分配的车流组合。
步骤1(第二轮)：列出所有总时长已知且通行时间待分配的车流组合。
在第二轮的车流通行时间与相位时间分配中，将存在总时长为信号周期和相位3与相位1时间和的通行时间待分配的车流组合。所有总时长已知且通行时间待分配的车流组合包括{1,6}、{2,6}，其中总时长为信号周期且通行时间待分配的车流组合为{1,6}，总时长为相位3与相位1时间和且通行时间待分配的车流组合为{2,6}。
步骤2(第二轮)：计算步骤1中各车流组合所需的最短通行时间。
车流组合{1,6}所需的最短通行时间为tmin1+tmin6＝58+48＝106s，车流组合{2,6}所需的最短通行时间为tmin2+tmin6＝12+48＝60s。
步骤3(第二轮)：计算各车流组合的总时长与最短通行时间之间的商值。
车流组合{1,6}、{2,6}的总时长与最短通行时间之间的商值分别为1.132、1.333。
步骤4(第二轮)：选取商值最小的车流组合，对其所含车流的通行时间进行分配，再确定相应的相位时间。
选取步骤3中商值最小的车流组合{1,6}，根据车流1与车流6所需的最短通行时间按比例分配其通行时间，即车流1的通行时间
Figure PCTCN2017112104-appb-000003
车流6的通行时间
Figure PCTCN2017112104-appb-000004
再确定相位3的时长为54s，相位1的时长为26s。车流2的通行时间t2＝t1-t3＝t5-t6＝26s。
步骤5(第二轮)：判断是否所有车流的通行时间均已确定，若是，则交叉口相位时间分配完毕；若否，则返回步骤1进入下一轮的车流通行时间与相位时间的分配。
本轮确定了车流1、2、6的通行时间，至此所有车流的通行时间均已确定，车流1、2、3、4、5、6的通行时间分别取值为66、26、40、40、80、54，交叉口相位时间分配完毕，相位1、2、3的分配时间分别取值为26、40、54。
上述实施例为本发明较佳的实施方式，但本发明的实施方式并不受所述实施例的限制，其他的任何未背离本发明的精神实质与原理下所作的改变、修饰、替代、组合、简化，均应为等效的置换方式，都包含在本发明的保护范围之内。

Claims (6)

  1. 一种基于通行需求平衡的交叉口相位时间分配方法，其特征在于，包括以下步骤：
    S1、列出所有总时长已知且通行时间待分配的车流组合；
    S2、计算步骤S1中各车流组合所需的最短通行时间；
    S3、计算各车流组合的总时长与最短通行时间之间的商值；
    S4、选取商值最小的车流组合，进行通行时间与相位时间的分配；
    S5、判断是否所有车流的通行时间均已确定，若是，则交叉口相位时间分配完毕；若否，则返回步骤S1，进入下一轮的车流通行时间与相位时间分配。
  2. 根据权利要求1所述的一种基于通行需求平衡的交叉口相位时间分配方法，其特征在于，所述步骤S1，在第一轮的车流通行时间与相位时间分配中，由于只有信号周期时长已知，因此只需列出所有构成一个信号周期的车流组合；在后续各轮的车流通行时间与相位时间分配中，将存在总时长为信号周期或已知相位时间和的通行时间待分配的车流组合。
  3. 根据权利要求1所述的一种基于通行需求平衡的交叉口相位时间分配方法，其特征在于，所述步骤S2中车流组合所需的最短通行时间由各股车流所需的最短通行时间相加得到，所述各股车流所需的最短通行时间由其各自的通行需求事先确定。
  4. 根据权利要求1所述的一种基于通行需求平衡的交叉口相位时间分配方法，其特征在于，所述步骤S3中商值的大小反映了车流的供需比，而供需比越小的车流越需要优先进行通行时间的分配。
  5. 根据权利要求1所述的一种基于通行需求平衡的交叉口相位时间分配方法，其特征在于，所述步骤S4，各股车流的通行时间将根据其所需的最短通行时间进行比例分配，而当各股车流的通行时间确定后，相应的相位时间也随之确定。
  6. 根据权利要求1所述的一种基于通行需求平衡的交叉口相位时间分配方法，其特征在于，所述步骤S5，若存在一股或多股跨相位车流，则本轮车流通行时间的分配将确定多个相位时间和，所述的时间和可能将在下一轮车流通行时间分配中，用以确定步骤S1中所述的通行时间待分配的车流组合。
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