WO2020108215A1 - 基于车道饱和度的区域控制相位配时优化方法 - Google Patents
基于车道饱和度的区域控制相位配时优化方法 Download PDFInfo
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/081—Plural intersections under common control
- G08G1/083—Controlling the allocation of time between phases of a cycle
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- the invention relates to an area control phase timing optimization method based on lane saturation.
- the research on the optimization management of traffic signal control mainly focuses on single points, trunk lines and regions.
- the regional traffic signal control monitors all traffic signals in the urban area, and optimizes the signal plan of each intersection with parameters such as green time difference, green light time, and signal period. Realize the effect of regional optimization.
- Patent CN201410035986.6 proposes "a proactive urban road area timing parameter coordination optimization method", through circular iteration to determine the traffic demand of the key intersections of the road network and its upstream associated intersections, and then realize the signal distribution of intersections within the region Collaborative optimization of time parameters.
- Patent CN201610053830.X proposes "a single-point bottleneck-oriented downstream regional signal optimization method". By accurately describing the spatio-temporal correlation characteristics of the internal node traffic status, the signal timing parameters of downstream nodes are adjusted reasonably, and the bottleneck of the road segment is dissipated from the regional level.
- these area optimization methods need to consider multiple parameters when optimizing the traffic signal scheme, optimize the timing, and adjust the green light duration of each pass phase.
- the adjustment method is more complicated, and because the green light duration of other pass phases is adjusted, It will cause congestion in the rest of the roads in the area.
- the existing regional optimization research can only modify the green light duration of the signal scheme phase through parameters, and cannot adjust and optimize the phase scheme sequence.
- the purpose of the present invention is to provide a method for optimizing the timing of regional control phases based on the saturation of the lanes.
- the adjustment method to solve the current coordination optimization of traffic signal areas in the prior art is more complicated, and due to the adjustment of the green light duration of other traffic phase , It will cause congestion in the remaining road sections in the area, and at the same time, it can only optimize the green light duration of the phase phase of the signal control scheme of each intersection.
- This method of regional timing optimization based on lane saturation takes the signal coordination of overlapping phase/late opening and early closing as the idea, and uses double-loop adjustment as the method to determine the key road segment and its upstream related road segment based on the lane saturation parameter. Identify the control direction that can be coordinated and optimized. By adding the length of the green light in the adjacent stage of the control direction, configure the lap phase / late opening and early closing phase to achieve the optimal configuration of the intersection signal scheme, and then realize the regional signal optimization, effectively improve the regional optimization Efficiency, alleviating regional traffic congestion.
- An area control phase timing optimization method based on lane saturation, identifying congested road segments in the optimized area, analyzing its associated road segments, that is, adjacent signal-controlled intersections and signal-controlled intersection non-congested traffic directions, ie, control directions, adjusting phase timing to reach the region Optimization of the signal scheme; includes the following steps,
- the traffic area of the road segment OD is divided for the optimized area
- step S5. Optimize the timing of the control direction associated with the upstream intersection of the critical road section marked in step S4. Without affecting the operating status of other directions, reduce the length of the green light in the control direction, and add the lap phase of the adjacent traffic direction/late opening and early closing Phase, to achieve regional coordination and optimization.
- step S3 is specifically,
- Q i is the actual traffic demand of lane i in the traffic area; It is the traffic volume entering the lane i in the traffic area, that is, the traffic volume entering the traffic lane i from the other traffic area; The traffic flow generated for the lane, that is, the traffic flow from the buildings on both sides of the road section into lane i, Traffic flow into lane i for lane change; The amount of traffic driving from the opening in the middle of the road section; The traffic volume of lane i leaving after changing lanes;
- S i is the saturation of lane i
- Q i is the actual traffic demand of lane i
- h i is the saturated headway of lane i
- ⁇ is the green signal ratio of the signalized intersection in the traffic area
- the saturation of the lanes in the traffic section is greater than the congestion threshold, that is, the saturation of one or more lanes in the section is greater than the congestion threshold, it is determined to be congested, and the traffic section is set as a critical section.
- step S4 is specifically,
- step S41 if the saturation values of the left turn direction and the straight travel direction are both less than the threshold, both the left turn direction and the straight travel direction are control directions, and the road sections where they are located are all related road sections.
- step S5 is specifically,
- step S52 On the basis of the traffic signal control scheme optimized and adjusted in step S2 and the fixed period, by adding the lap phase/late opening and early closing phase of the adjacent phase of the control phase, the duration of the green light in the coordinated direction is increased, and the green light in the controlled direction is reduced. Duration, get the adjusted intersection green signal ratio ⁇ ′, and then get the saturation S′ i of each lane after optimized adjustment;
- the S coordinate direction is the lane saturation of the coordinate direction in which the green light duration is coordinated, and the coordinate direction is the congestion direction;
- the S control direction is the lane saturation of the control direction;
- ⁇ is the bidirectional deviation value;
- step S2 is specifically based on the data collected by the front-end detection equipment deployed at each signal-controlled intersection, including traffic volume, saturated vehicle headway, and adjusting the green light duration of each stage of the signal control scheme based on shaping planning or optimal solution algorithm .
- This regional control phase timing optimization method based on lane saturation divides the lane, that is, between the two signal-controlled intersections, into several traffic zones, and determines the congested sections in the road network based on the actual traffic demand and saturation of each lane. Therefore, the key road sections in the coordinated optimization area can be identified, and an effective supporting basis for the regional signal control optimization management is provided.
- the method of the present invention recognizes a control direction that can be coordinated and optimized to reduce the length of the green light according to the saturation of the road, and then adjusts the length of the green light of the overlapped phase by adding the method of overlapping phase/late opening and early closing phase to effectively pass the phase
- the method of sequence adjustment and the optimization of the length of the green light realize the optimization of the intersection traffic signal scheme, thereby realizing the optimization of the traffic signal area, greatly improving the efficiency of the area optimization, and avoiding the traditional optimization method that can only adjust the green light duration of each phase, and the green light demand in the same direction Regional congestion problems caused by inconsistencies.
- FIG. 1 is a schematic flow chart of a method for optimizing the phase timing of area control based on lane saturation according to an embodiment of the present invention.
- FIG. 2 is an explanatory diagram of road sections in a certain area in the embodiment of the present invention.
- the embodiment-based optimization method of zone control phase timing based on lane saturation using the single-point signal scheme configuration optimization method of overlapping phase/late opening and early closing in the area signal optimization, automatically identifying the critical road segment and its associated upstream
- further analysis of signal-controlled intersections can reduce the direction of green light duration, and add a lap phase adjustment intersection traffic signal program to achieve regional signal optimization management.
- Changing the current regional optimization parameters can only be used for the green light duration of each phase stage Carry out adjustment problems to improve optimization efficiency and alleviate regional traffic congestion.
- An area control phase timing optimization method based on lane saturation, identifying congested road segments in the optimized area, analyzing its associated road segments, that is, adjacent signal-controlled intersections and signal-controlled intersection non-congested traffic directions, ie, control directions, adjusting phase timing to reach the region
- the optimization of the signal scheme as shown in Figure 1, the specific steps are as follows:
- the traffic zone of the road segment OD is divided for the optimized area. Among them, OD is the starting point of the vehicle.
- the section between adjacent signal intersections is set as a traffic area, and at the same time, the number plate data captured by the simulation software or the intersection electronic police/smart bay can be used for the division method.
- the signal control scheme is based on shaping planning or optimal solution algorithms Adjust the length of the green light at each stage.
- Q i is the actual traffic demand of lane i in the traffic area; It is the traffic volume entering the lane i in the traffic area, that is, the traffic volume entering the traffic lane i from the other traffic area; The traffic flow generated for the lane, that is, the traffic flow from the buildings on both sides of the road section into lane i, Traffic flow into lane i for lane change; The amount of traffic driving out of the opening from the middle of the road section is generally only for the opening of the road section; Traffic volume of lane i leaving for lane change. among them, and The data volume is based on electronic police/smart bayonet equipment collection or simulation software on the road section.
- S i is the saturation of lane i
- Q i is the actual traffic demand of lane i
- h i is the saturated headway of lane i
- ⁇ is the green signal ratio of the signalized intersection in the traffic area.
- the congestion threshold is set between 1.08-1.12.
- both directions are control directions, and the road sections where they are located are related road sections.
- the section 4 of a certain area is a key section, and it is marked along the upstream straight direction from south to north (direction B to A), marking the section 7, and further comparing the straight entry of the south entrance of junction C (section 10) and west of junction C
- step S5 Optimize the timing of the control direction associated with the upstream intersection of the critical road section marked in step S4, reduce the green time of the control direction, and add the adjacent traffic direction lap phase / late opening and early closing without affecting the operating status of other directions Phase, to achieve regional coordination and optimization.
- step S52 On the basis of the traffic signal control scheme optimized and adjusted in step S2 and the fixed period, by adding the lap phase/late opening and early closing phase of the adjacent phase of the control phase, the duration of the green light in the coordinated direction is increased, and the green light in the controlled direction is reduced Time length, the adjusted intersection green signal ratio ⁇ ′ is obtained, and thus the saturation S′ i of each lane after optimized adjustment is obtained.
- the S coordinate direction is the lane saturation of the coordinate direction in which the green light duration is coordinated, and the coordinate direction is the congestion direction;
- the S control direction is the lane saturation of the control direction;
- ⁇ is the bidirectional deviation value;
- the phase scheme is the traditional four-phase phase (east-west straight travel, east-west left turn, north-south straight travel, north-south left turn), of which west straight travel and north left turn are To control the direction, you need to adjust the east-west straight travel and the north-south left turn phase.
- Three kinds of coordination methods one is to increase the east-left turn lap phase, increase the east-left turn length and reduce the west straight travel time; the second is to reduce the north left turn time; three is to add phases at the same time to increase the east left turn time and reduce west straight travel Turn left with the north.
- the green light time adjustment unit of 1s is used for continuous testing to calculate the reduced control direction (going straight-going) lane saturation And the lane saturation in the coordinated direction (East-Left turn), determine that the Straight Saturation is between [1,1.1] (the congestion threshold is set to 1.1), and the East-Left turn lane saturation will not change or decrease, thus calculating Bidirectional deviation value.
- the minimum two-way deviation value is the adjustment plan. The adjustment schemes of the remaining two methods are solved in turn, and the minimum bidirectional deviation value from the three overlapping phase methods is the final scheme.
- This method of timing optimization based on lane saturation for regional control phase divides the lane (between two signal-controlled intersections) into several traffic zones, and determines the congested sections of the road network based on the actual traffic demand and saturation of each lane, thus It can identify the key road sections in the coordinated optimization area and provide effective support for regional signal control optimization management.
- the embodiment method is based on optimizing the signal timing of each single-point intersection, and identifies the congested road segment and the related road segment that affects it through the lane saturation parameter, and then optimizes the signal scheme timing of the signal control intersection of the related road segment. To achieve the purpose of regional optimization.
- This method for optimizing the timing of regional control phases based on lane saturation identifies the non-congested traffic direction that can reduce the length of the green light based on the value of the lane saturation parameter, and adjusts it as the control direction to further increase the lap phase of the control direction / Adjust the phase of late opening and early closing to determine the optimal solution for intersection signal scheme adjustment.
- This method of timing optimization for regional control phases based on lane saturation identifies the control direction that can be coordinated and optimized (reducing the length of the green light) according to the road saturation, and then adjusts by adding a lap phase / late opening and early closing phase method to adjust
- the green light duration of the overlapping phases can effectively optimize the intersection traffic signal scheme through phase sequence adjustment and green light duration optimization, thereby realizing the regional optimization of traffic signals, greatly improving the efficiency of regional optimization, and avoiding the traditional optimization method that can only adjust each phase
- the length of the green light, and the regional congestion caused by the inconsistency of the green light demand in the same direction can only adjust each phase The length of the green light, and the regional congestion caused by the inconsistency of the green light demand in the same direction.
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Abstract
一种基于车道饱和度的区域控制相位配时优化方法，包括识别区域内拥堵路段，分析其关联路段即相邻信控路口及信控路口非拥堵通行方向即控制方向，调整相位配时达到区域信号方案的优化。具体根据道路的饱和度识别出可协调优化即可减少绿灯时长的控制方向，进而通过增设搭接相位/迟开早闭相位的方法，调整搭接相位的绿灯时长，有效通过相序调整和绿灯时长优化的方法实现路口交通信号方案的优化，从而实现交通信号区域优化，大大提高了区域优化的效率。
Description
本发明涉及一种基于车道饱和度的区域控制相位配时优化方法。
随着经济的不断发展，城市规模的持续扩大，汽车保有量的逐年增长，城市道路交通拥堵问题日趋严重，而智能化的交通信号控制是缓解城市交通拥堵，提高城市交通系统运行效率的重要手段之一。目前针对交通信号控制优化管理研究中，以单点、干线和区域为主，其中区域交通信号控制把城区全部交通信号监控，以绿时差、绿灯时间、信号周期等参数对各路口信号方案优化，实现区域优化的效果。
专利CN201410035986.6提出“一种主动式的城市道路区域配时参数协调优化方法”，通过循环迭代确定路网关键交叉口及其上游关联交叉口的交通需求，进而实现区域范围内交叉口信号配时参数的协同优化。专利CN201610053830.X提出“一种面向单点瓶颈的下游区域信号优化方法”，通过精准描述区域内部节点交通状态的时空关联特性，合理调节下游节点的信号配时参数，从区域层面消散路段瓶颈。但这些区域优化方法在对交通信号方案优化时均需考虑多个参数，对配时进行优化，调整每个通行相位的绿灯时长，调整方法较为复杂，且由于调整了其他通行相位的绿灯时长，会导致区域内其余路段发生拥堵；同时现有的区域优化的研究只能通过参数对信号方案相位的绿灯时长进行修改，无法实现相位方案顺序的调整优化。
发明内容
本发明的目的是提供一种基于车道饱和度的区域控制相位配时优化方法解决现有技术中存在的现阶段交通信号区域协调优化的调整方法较为复杂，且由于调整了其他通行相位的绿灯时长，会导致区域内其余路段发生拥堵，同时仅能对各路口信控方案相位阶段绿灯时长优化的问题。
该种基于车道饱和度的区域控制相位配时优化方法，以搭接相位/迟开早闭的信号协调作为思路，以双环调节为方式，基于车道饱和度参数确定关键路段及其上游关联路段，识别出可协调优化的控制方向，通过增设控制方向相邻阶段的绿灯时长，配置出搭接相位/迟开早闭相位，实现路口信号方案的优化配置，进 而实现区域信号优化，有效提升区域优化效率，缓解区域交通拥堵问题。
本发明的技术解决方案是：
一种基于车道饱和度的区域控制相位配时优化方法，识别优化区域内拥堵路段，分析其关联路段即相邻信控路口及信控路口非拥堵通行方向即控制方向，调整相位配时达到区域信号方案的优化；包括以下步骤，
S1、基于城市路网结构针对优化区域划分出路段OD的交通小区；
S2、对接交通信号控制系统和前端检测设备，基于路口交通流数据对区域内各信控路口的信号控制方案进行优化；
S3、对路网优化区域内交通小区各车道的实际通行需求和饱和度进行求解，分析确定优化区域内的拥堵路段，并将其标注为关键路段；
S4、判别关键路段的关联路段及其关联上游路口的控制方向，并在路网中进行标注；
S5、对步骤S4中标记的关键路段关联上游路口的控制方向进行配时优化，在不影响其他方向运行状态前提下，减少控制方向绿灯时长，增设相邻通行方向搭接相位/迟开早闭相位，实现区域协调优化。
进一步地，步骤S3具体为，
S31、对交通小区内各车道实际通行需求Q
i进行求解，即：
式中，Q
i为交通小区内i车道的实际通行需求；
为交通小区内i车道内进入的车流量，即从其他交通小区进入本小区车道i的交通量；
为车道产生的交通流量，即从本交通小区路段两侧建筑物驶入车道i的车流量，
为变道进入i车道的车流量；
从路段中间从开口处驶出的交通量；
为变道离开的i车道的交通量；
S32、基于上一步骤求解的车道实际通行需求计算各车道的饱和度S
i，即：
式中，S
i为车道i的饱和度；Q
i为i车道的实际通行需求；h
i为i车道的饱和车头时距；λ为交通小区驶入的信控路口绿信比；
S33、若交通小区路段内的车道存在饱和度大于拥堵阈值情况，即路段内一条或多条车道饱和度大于拥堵阈值，则判定为拥堵，并将该交通小区设定为关键路段。
进一步地，步骤S4具体为，
S41、从关键路段出发，沿路段上游直行方向进行分析，提取其上游路口进入路段的左转方向车道饱和度
和直行方向的车道饱和度
数值，若左转方向车道饱和度或直行方向车道饱和度数值小于拥堵阈值，则将其方向判定为非拥堵可协调优化方向，即为控制方向，将车道所在路段判定为关联路段；
S42、循环向上游路口进行分析，往上传递若干个交叉口，分别标记出关键路段的关联路段及其控制方向；
S43、将关联路段和控制方向标注，提取出关键路段的控制方向所处的路口交通信号控制方案。
进一步地，步骤S41中，若左转方向和直行方向的饱和度数值均小于阈值，则左转方向和直行方向两个方向均为控制方向，其所处路段均为关联路段。
进一步地，步骤S5具体为，
S51、提取出控制方向所处路口的交通信号控制方案，对方案中涉及到控制方向的信号相位进行标注；
S52、在步骤S2优化调整的交通信号控制方案和周期固定的基础上，通过增设控制相位相邻相位的搭接相位/迟开早闭相位，将协调方向的绿灯时长增加，减少控制方向的绿灯时长，得到调整后的路口绿信比λ′，从而得到优化调整后各车道的饱和度S′
i；
S53、调整绿灯时长，将非控制方向调整后的车道饱和度S′
非i维持原数值或降 低，将控制方向调整后的车道饱和度S′
控i调整至拥堵阈值区间内，即[1,拥堵阈值]，绿灯利用率最高，进而得到协调方向与控制方向调整后的双向偏差值，即：
γ＝|S
协调方向-S
控制方向|
式中，S
协调方向为协调增加绿灯时长的协调方向的车道饱和度，协调方向为拥堵方向；S
控制方向为控制方向的车道饱和度；γ为双向偏差值；
S54、循环调整搭接相位的绿灯时长和搭接相位结构直到其余流向不受影响即均大于绿时需求，当双向偏差值最小时则为最优方案，同时若求得的所有双向偏差数绝对值均大于偏差阈值，则维持原方案不变。
进一步地，步骤S2具体为，基于各信控路口布设的前端检测设备采集的数据，包括交通量、饱和车头时距，依托整形规划或最优解算法对信号控制方案各阶段的绿灯时长进行调整。
本发明的有益效果是：
一、该种基于车道饱和度的区域控制相位配时优化方法，将车道即两信控路口之间划分为若干个交通小区，基于各车道实际通行需求和饱和度确定路网内的拥堵路段，从而可识别出协调优化区域中的关键路段，为区域信号控制优化管理提供有效支撑依据。
二、本发明方法根据道路的饱和度识别出可协调优化即可减少绿灯时长的控制方向，进而通过增设搭接相位/迟开早闭相位的方法，调整搭接相位的绿灯时长，有效通过相序调整和绿灯时长优化的方法实现路口交通信号方案的优化，从而实现交通信号区域优化，大大提高了区域优化的效率，避免传统优化方式仅能调整各相位绿灯时长，而同阶段通行方向绿灯需求不一致导致的区域拥堵问题。
图1是本发明实施例基于车道饱和度的区域控制相位配时优化方法的流程示意图。
图2是本发明实施例中某区域的路段的说明示意图。
下面结合附图详细说明本发明的优选实施例。
实施例
实施例的基于车道饱和度的区域控制相位配时优化方法，将搭接相位/迟开早闭的单点信号方案配置优化方法运用于区域信号优化中，自动识别出关键路段及其关联的上游路段，进一步分析出信控路口可减少绿灯时长的通行方向，增设搭接相位调整路口交通信号方案，从而实现区域信号优化管理，改变现阶段区域优化体用参数指标仅能对各相位阶段绿灯时长进行调整的问题，从而提高优化效率，缓解区域交通拥堵问题。
一种基于车道饱和度的区域控制相位配时优化方法，识别优化区域内拥堵路段，分析其关联路段即相邻信控路口及信控路口非拥堵通行方向即控制方向，调整相位配时达到区域信号方案的优化，如图1，具体步骤如下：
S1.基于城市路网结构针对优化区域划分出路段OD的交通小区。其中，OD为车辆起-讫点。
具体来说，将相邻信号路口之间的路段设为交通小区，同时划分方法可通过仿真软件或者路口电子警察/智能卡口抓拍的号牌数据。
S2.对接交通信号控制系统和前端检测设备，基于路口交通流数据对区域内各信控路口的信号控制方案进行优化。
具体来说，基于各信控路口布设的前端检测设备(包括电子警察、智能卡口和车辆检测器)采集的交通量、饱和车头时距等数值，依托整形规划或最优解算法对信号控制方案各阶段的绿灯时长进行调整。
S3.对路网优化区域内交通小区各车道的实际通行需求和饱和度进行求解，分析确定优化区域内的拥堵路段，并将其标注为关键路段。
S31.对交通小区内各车道实际通行需求Q
i进行求解，即：
式中，Q
i为交通小区内i车道的实际通行需求；
为交通小区内i车道内进 入的车流量，即从其他交通小区进入本小区车道i的交通量；
为车道产生的交通流量，即从本交通小区路段两侧建筑物驶入车道i的车流量，
为变道进入i车道的车流量；
从路段中间从开口处驶出的交通量，一般只针对路段存在开口情况；
为变道离开的i车道的交通量。其中，
及
数据量基于路段上的电子警察/智能卡口设备采集或仿真软件得到。
S32.基于上一步骤求解的车道实际通行需求计算各车道的饱和度S
i，即：
式中，S
i为车道i的饱和度；Q
i为i车道的实际通行需求；h
i为i车道的饱和车头时距；λ为交通小区驶入的信控路口绿信比。
S33.若交通小区路段内的车道存在饱和度大于拥堵阈值情况，即路段内一条或多条车道饱和度大于拥堵阈值，则判定为拥堵，并将该交通小区设定为关键路段。一般情况下，拥堵阈值设定为1.08-1.12之间。
S4.判别关键路段的关联路段及其关联上游路口的控制方向，并在路网中进行标注。
S41.从关键路段出发，沿路段上游直行方向进行分析，提取其上游路口进入路段的左转方向车道饱和度
和直行方向的车道饱和度
数值，若左转方向车道饱和度或直行方向车道饱和度数值小于拥堵阈值，则将其方向判定为非拥堵可协调优化方向，即为控制方向，将车道所在路段判定为关联路段；
若左转方向和直行方向的饱和度数值均小于阈值，则两个方向均为控制方向，其所处路段均为关联路段。
S42.循环向上游路口进行分析，往上传递若干个交叉口，优选为4-6个，分别标记出关键路段的关联路段及其控制方向。
如图2，某区域路段④为关键路段，则针对南向北(B至A方向)沿其上游直行方向标记，标记路段⑦，进一步对比C路口南进口道直行(路段⑩)和C路口西进口道左转(路段⑧)的车道饱和度数值，其中C路口西进口道左转车道的饱和度数值为0.89(小于设定的饱和度阈值1.1)，C路口南进口直行车道的饱和度为1.12(大于设定的饱和度阈值1.1)，则将路段⑧和C路口西进口道左转进行标记，循环直至关联到5个上游路口为止。
S43.将关联路段和控制方向标注，提取出关键路段的控制方向所处的路口交通信号控制方案。
S5.对步骤S4中标记的关键路段关联上游路口的控制方向进行配时优化，在不影响其他方向运行状态前提下，减少控制方向绿灯时长，增设相邻通行方向搭接相位/迟开早闭相位，实现区域协调优化。
S51.提取出控制方向所处路口的交通信号控制方案，对方案中涉及到控制方向的信号相位进行标注；
S52.在步骤S2优化调整的交通信号控制方案和周期固定的基础上，通过增设控制相位相邻相位的搭接相位/迟开早闭相位，将协调方向的绿灯时长增加，减少控制方向的绿灯时长，得到调整后的路口绿信比λ′，从而得到优化调整后各车道的饱和度S′
i。
S53.调整绿灯时长，将非控制方向调整后的车道饱和度S′
非i维持原数值或降低，将控制方向调整后的车道饱和度S′
控i调整至拥堵阈值区间内，即[1,拥堵阈值]，绿灯利用率最高，进而得到协调方向与控制方向调整后的双向偏差值，即：
γ＝|S
协调方向-S
控制方向|
式中，S
协调方向为协调增加绿灯时长的协调方向的车道饱和度，协调方向为 拥堵方向；S
控制方向为控制方向的车道饱和度；γ为双向偏差值；
S54.循环调整搭接相位的绿灯时长和搭接相位结构直到其余流向不受影响(均大于绿时需求)，当双向偏差值最小时则为最优方案，同时若求得的所有双向偏差数绝对值均大于偏差阈值，则维持原方案不便。一般偏差阈值由用户自行设定，搭接相位的绿灯时长以1s为单位不断优化测试。
如一个各方向均为左转箭头灯和圆盘灯的十字路口，其相位方案为传统四阶段相位(东西直行、东西左转、南北直行、南北左转)，其中西直行和北左转为控制方向，则需要对东西直行和南北左转相位进行调整，可增设东左转的搭接相位和南直行的搭接相位，具体可如下：
三种协调方法：一是增设东左转搭接相位，提高东左转时长，减少西直行时长；二是减少北左转时长；三种是同时增设相位，提高东左转时长，减少西直行和北左转时长。
以方法一(增设东左搭接相位，提高东左转时长，减少西直行时长)为例，以1s为的绿灯时长调整单位进行不断测试，计算出减少的控制方向(西直行)车道饱和度和协调方向(东左转)的车道饱和度，确定西直行饱和度在[1,1.1]之间(拥堵阈值设定为1.1)，东左转的车道饱和度不变或减少，从而计算出双向偏差值。不断调整直至西直行达到最低绿灯时长，取最小双向偏差值为调整方案。再依次求解其余两种方法的调整方案，从三种搭接相位方法中取双向偏差值最小为最终方案。
该种基于车道饱和度的区域控制相位配时优化方法，将车道(两信控路口之 间)划分为若干个交通小区，基于各车道实际通行需求和饱和度确定路网内的拥堵路段，从而可识别出协调优化区域中的关键路段，为区域信号控制优化管理提供有效支撑依据。
实施例方法在对各单点路口信号配时优化的基础上，通过车道饱和度参数识别出拥堵路段及对其产生影响的关联路段，进而对关联路段信号控制路口的信号方案配时进行优化，达到区域优化的目的。
该种基于车道饱和度的区域控制相位配时优化方法，根据车道饱和度参数数值识别出可减少绿灯时长的非拥堵通行方向，将其作为控制方向进行调整，进而以增设控制方向的搭接相位/迟开早闭相位进行调整，确定路口信号方案调整的最优解。
该种基于车道饱和度的区域控制相位配时优化方法，根据道路的饱和度识别出可协调优化(减少绿灯时长)的控制方向，进而通过增设搭接相位/迟开早闭相位的方法，调整搭接相位的绿灯时长，有效通过相序调整和绿灯时长优化的方法实现路口交通信号方案的优化，从而实现交通信号区域优化，大大提高了区域优化的效率，避免传统优化方式仅能调整各相位绿灯时长，而同阶段通行方向绿灯需求不一致导致的区域拥堵问题。
Claims (6)
- 一种基于车道饱和度的区域控制相位配时优化方法，其特征在于：识别优化区域内拥堵路段，分析其关联路段即相邻信控路口及信控路口非拥堵通行方向即控制方向，调整相位配时达到区域信号方案的优化；包括以下步骤，S1、基于城市路网结构针对优化区域划分出路段OD的交通小区；S2、对接交通信号控制系统和前端检测设备，基于路口交通流数据对区域内各信控路口的信号控制方案进行优化；S3、对路网优化区域内交通小区各车道的实际通行需求和饱和度进行求解，分析确定优化区域内的拥堵路段，并将其标注为关键路段；S4、判别关键路段的关联路段及其关联上游路口的控制方向，并在路网中进行标注；S5、对步骤S4中标记的关键路段关联上游路口的控制方向进行配时优化，在不影响其他方向运行状态前提下，减少控制方向绿灯时长，增设相邻通行方向搭接相位/迟开早闭相位，实现区域协调优化。
- 如权利要求1所述的基于车道饱和度的区域控制相位配时优化方法，其特征在于：步骤S3具体为，S31、对交通小区内各车道实际通行需求Q i进行求解，即：
式中，Q i为交通小区内i车道的实际通行需求；为交通小区内i车道内进入的车流量，即从其他交通小区进入本小区车道i的交通量；
为车道产生的交通流量，即从本交通小区路段两侧建筑物驶入车道i的车流量，
为变道进入i车道的车流量；
从路段中间从开口处驶出的交通量；
为变道离开的i车道的交通量；
S32、基于上一步骤求解的车道实际通行需求计算各车道的饱和度S i，即：
式中，S i为车道i的饱和度；Q i为i车道的实际通行需求；h i为i车道的饱和车头时距；λ为交通小区驶入的信控路口绿信比；S33、若交通小区路段内的车道存在饱和度大于拥堵阈值情况，即路段内一条或多条车道饱和度大于拥堵阈值，则判定为拥堵，并将该交通小区设定为关键路段。 - 如权利要求1所述的基于车道饱和度的区域控制相位配时优化方法，其特征在于：步骤S4具体为，S41、从关键路段出发，沿路段上游直行方向进行分析，提取其上游路口进入路段的左转方向车道饱和度和直行方向的车道饱和度
数值，若左转方向车道饱和度或直行方向车道饱和度数值小于拥堵阈值，则将其方向判定为非拥堵可协调优化方向，即为控制方向，将车道所在路段判定为关联路段；
S42、循环向上游路口进行分析，往上传递若干个交叉口，分别标记出关键路段的关联路段及其控制方向；S43、将关联路段和控制方向标注，提取出关键路段的控制方向所处的路口交通信号控制方案。 - 如权利要求3所述的基于车道饱和度的区域控制相位配时优化方法，其特征在于：步骤S41中，若左转方向和直行方向的饱和度数值均小于阈值，则左转方向和直行方向两个方向均为控制方向，其所处路段均为关联路段。
- 如权利要求1-4任一项所述的基于车道饱和度的区域控制相位配时优化方法，其特征在于：步骤S5具体为，S51、提取出控制方向所处路口的交通信号控制方案，对方案中涉及到控制方向的信号相位进行标注；S52、在步骤S2优化调整的交通信号控制方案和周期固定的基础上，通过增设控制相位相邻相位的搭接相位/迟开早闭相位，将协调方向的绿灯时长增加，减少控制方向的绿灯时长，得到调整后的路口绿信比λ′，从而得到优化调整后各 车道的饱和度S′ i；S53、调整绿灯时长，将非控制方向调整后的车道饱和度S′ 非i维持原数值或降低，将控制方向调整后的车道饱和度S′ 控i调整至拥堵阈值区间内，即[1,拥堵阈值]，绿灯利用率最高，进而得到协调方向与控制方向调整后的双向偏差值，即：γ＝|S 协调方向-S 控制方向|式中，S 协调方向为协调增加绿灯时长的协调方向的车道饱和度，协调方向为拥堵方向；S 控制方向为控制方向的车道饱和度；γ为双向偏差值；S54、循环调整搭接相位的绿灯时长和搭接相位结构直到其余流向不受影响即均大于绿时需求，当双向偏差值最小时则为最优方案，同时若求得的所有双向偏差数绝对值均大于偏差阈值，则维持原方案不变。
- 如权利要求5所述的基于车道饱和度的区域控制相位配时优化方法，其特征在于：步骤S2具体为，基于各信控路口布设的前端检测设备采集的数据，包括交通量、饱和车头时距，依托整形规划或最优解算法对信号控制方案各阶段的绿灯时长进行调整。
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