城市干道信号协调控制方法研究—珠海干道例
城市干道信号协调控制方法研究—珠海干道例
摘
整城市交通道路网中干道相整城市交通命脉着非常关键作干道承担着城市数交通流量压力称作交通网动脉保证城市道路交通流量畅通城市交通路网中提高总通行力提升行驶舒适度缓解路网压力减少行驶时间等方面皆具重意义
进行信号协调控制保证车辆路网干道够畅通行重手段报告珠海市香洲区民西路部分路段进行高峰时间段干线信号控制方案设计民西路部分路段三交叉口实考察出数参数调查数参数：点车速车流量车头时距信号灯参数然vissim仿真软件模拟干道优化前道路运行状况原始仿真图通调查出数参数根城市干道信号协调控制求设计民西路干道信号协调控制方案然根调查数信息民西路三交叉口进行信号配时文采配时方法韦伯斯特法接着图解法出佳双绿波干线协调控制方案vissim仿真软件模拟干道优化道路运行状况优化仿真图然优化前运行效果分析
关键词：交通道路网干线协调控制vissim绿波
Research on the method of coordinated control of urban arterial road signal a case study of zhuhai arterial road
Abstract
In the whole city traffic road network the main road is the lifeblood of the whole city traffic and plays a very critical role Main responsible for most of the traffic flow in city and can be referred to as the transportation network of the aorta to ensure the urban road traffic flow so in the urban traffic network in improving the total capacity enhance driving comfort and ease the pressure reduce driving time multiple aspects such road as it is of great significance
Therefore signal coordination and control is an important means to ensure the smooth passage of vehicles on the main road network In this report the main road signal control scheme is designed for part of renmin west road in xiangzhou district zhuhai Road to the people of the three sections of the road intersection field data parameters main data parameters location of speed limits traffic the headway and signal parameters and then use vissim simulation software to simulate road optimization running condition before get the original simulation diagram through survey data parameters and according to the requirements of urban trunk road signal coordination control signal coordination control scheme design people＇s road west road Then according to the survey data information to the people＇s road three intersection signal timing this paper USES the method of timing for Webster method obtains the best twoway green wave with graphic method then arterial coordination control scheme and then the optimized simulation software vissim simulation road road simulation diagram operation condition was optimized and the running effect of before and after optimization were compared to analyze
Key words traffic road network Trunk line coordination and control Vissim Green wave
目 录
第章 绪 6
11 背景 6
12 研究目意义 6
13 国研究现状 6
14 研究容 8
141 设计思路 8
142 设计容 8
第二章 研究路段现状分析 9
21 研究路段 9
22 交叉口现状问题 13
第三章 配时方案 13
31 配时计算方法 13
32 单点定时控制设计 15
33 信号配时图 23
第四章 绿波设计 24
41绿波设计原 24
42绿波设计流程 25
43绿波控制方案设计 26
44 图解法计算相位差 29
第五章 仿真验证结果 31
51 仿真程 31
52 仿真效果分析 37
53 章结 40
第六章 结展 40
61 结 40
62 展 40
参考文献 42
致 谢 44
附 录 45
第章 绪
11 背景
着国济高速增长城市化进程断加深城市机动车保量断增长土开发逐渐密集加早期城市规划问题数路段交叉口交叉口间距离普遍偏交通量非常种条件想车辆畅高效通相邻两者交叉口必该路段相邻交叉口信号灯绿灯启动时间进行信号协调控制想城市道路普遍畅先干道畅干道进行信号协调控制研究显非常重整城市交通道路网中干道相整城市交通命脉着非常关键作干道承担着城市数交通流量压力称作交通网动脉保证城市道路交通流量畅通城市交通路网中提高总通行力提升行驶舒适度缓解路网压力减少行驶时间等方面皆具重意义
12 研究目意义
研究干道信号协调控制目提高道路服务水降低车辆行程时间减少车辆停车次数降低车辆排队时间降低车辆均延误缓解干道交通压力然车辆行车速度保持稳相车速稳者说差异较交通流说车速越稳越致交通流越安全发生交通事概率越安全指数越高保持行车速度稳干道通行力增加提高交通流均车速够节约耗油量达降低车辆尾气空气环境造成污染降低车辆行程时间减少车辆停车次数降低车辆排队时间降低车辆均延误等
达目拓宽车道高开发程度城市说显然实际研究城市干道信号协调控制方法变极重城市发展全国发展重意义
13 国研究现状
相国外交通信号控制方面快速发展国发展显缓慢甚20世纪70年代前国没创建属单点控制系统信号机城市极少数定实式单点控制交叉口外区交通信号协调控制技术方面研究发展处停止状态国研发第部定时式动控制信号机1987年海研发开始国交通信号控制方面算正式起步
起步较晚国研发成果满足国城市复杂道路条件环境求种种原国交通信号控制系统研发方面处处碰壁进度非常缓慢国迫切需交通信号控制系统缓解交通飞速发展带压力国便交通信号控制系统研究较早国家引进先进系统例系统系统系统等暂时满足求周知长久计国外交通条件环境国国交通条件环境更复杂机动车非机动车车道行遵守交通规等国外系统适应国城市实际交通状况然国外系统适应国状况研发出适合国现状求交通信号控制系统非常重
便国研究起步较晚七十年代国方面专家学者努力者开荒城市交通信号控制方面铺路踩着高耸肩膀探索取成果交通信号控制方面发展速度加快许
响应国家号召国涌现出许许专家栗红强曹娟娟王东叶宝林王殿海等等优秀专家学者国家研究出许相位差优化方案例图解法遗传算法选择算法结合粒子群算法新数解法等
专家外国家断涌现出新鲜血液
夏朋亮等针四相位交叉口研究象基模糊控制理模糊控制方案分析模糊控制算法加优化通仿真传统定时控制感应控制作出模糊控制方案传统控制方案更效果
郭丽萍2015年提出包含公绿波带宽附加带宽综合绿波带宽概念传统数解法目标优化法做进步优化设计综合绿波带宽目标函数控制系统设计周期带速定时绿波带宽
赵文涛等针城市交通流分布均衡性传统单环结构信号配时会公相位中中相位效充分利相位全部效绿灯时间说会绿灯时间耗损相位效绿灯信号时间利率降低造成问题引入种全新单点信号控制配时方法双环结构相位相序优化方法
综述国关干线协调控制方面已进步神速国少学者方面做量研究出研究成果非常观前脚印断改进断创新断适应现代交通文基前基础根实际情况适合信号协调控制方案绿波带宽目标设计出佳优化方案然实际干道实际情况进行仿真优化前分析终实验出结
14 研究容
141 设计思路
绿波协调设计方案种常种定时时段方案时间段着配时时间段分：早高峰峰晚高峰低峰定时时段方案般4方案文针民西路部分路段晚高峰进行绿波协调方案设计设计流程图图11示
图11 设计流程图
142 设计容
城市干道信号协调控制方案设计中首先进行配时优化方案计算然优化方案结合图解法出佳绿波带宽步骤：
（1） 确定交叉口相位根测数参数单点定时控制配时方法计算出交叉口周期时长算出交叉口显示绿灯时间绿信
（2） 确定关键交叉口周期交叉口关键交叉口周期佳周期该研究路段皆佳周期
（3） 确定佳周期根次道路流量计算出关键交叉口协调方关键交叉口非协调方非关键交叉口协调方非关键交叉口非协调方显示绿灯时间绿信
（4） 出路口相位绿灯显示时间已配时优化方案便结合图解法解出佳绿波带宽
第二章 研究路段现状分析
21 研究路段
次调查选取路段干道民西路次干道分敬业路健民路红山中：路民西路路
路口
方
东进口直行
东进口左转
南进口直行
南进口左转
西进口直行
西进口左转
北进口直行
北进口左转
敬业路
4
2
2
2
4
2
2
1
健民路
4
2
3
2
4
2
3
2
红山路
4
2
2
2（中条直左）
4
2
1
3（中条直左）
特殊说明：红山路：南方5车道中2条直行车道1条直左车道1条左转专道1条右转车道北方5车道中1条直行车道1条直左车道2条左转专道1条右转车道交叉口进口皆条右转
交叉口简介图图21示路段面图图22示：
图21 民西路交叉口简介图
图22 路段面图
该干线协调路线3交叉口敬业路健民路约830m健民路红山路约830m
路段车道功图图2325示：
图23民西路红山路车道功图
图24民西路健民路车道功图
图25民西路敬业路车道功图
交叉原始相位图2628示：
图26民西路敬业路相位图
图27民西路健民路相位图
图28民西路红山路相位图
22 交叉口现状问题
现场调查时发现第二直行车道利率相直行车道降低高峰时利率更低峰时利率根实观测发现储蓄车道长概60m左转车道低实现掉头功容易造成储蓄车道满排队溢出第二直行车道导致直行车辆法进入车道左转掉头车辆没排队溢出时驶入第二直行车道出现高峰利率低峰利率现象
路段中三交叉口相位设计合理导致存绿灯时间空放问题调查数应该流量接流突前提设置相位中避免造成浪费空放现象相位图见图262728
第三章 配时方案
31 配时计算方法
1佳周期
（31）
式中：——信号佳周期
——组成周期全部信号相位流量整交叉口相位总
——周期总损失时间
2 总损失时间
（32）
式中：——车辆损失时间
——全红时间
3 流量
（33）
式中：——第相位流量
——第条车道实际交通量
——设计饱交通量
4 效绿灯时间
（34）
5 绿灯显示时间
（35）
式中：A ——黄灯时间s
6 绿信
（36）
7 全红时间
（37）
式中：——全红信号时长s般取3s
——停车线突车道间距离
——汽车均标准车长通常取 5~6
——15车速ms
8 黄灯时间
（38）
式中：A——黄灯信号时长s
t——驾驶员反应时间s般取值 1s
——85车速合理速度限制值ms
a——汽车减速度 般取3
32 单点定时控制设计
321 交叉口设计相位图
应交叉口设计相位图图31图33示：
图31 民西路敬业路相位图
图32 民西路健民路相位图
图33 民西路红山路相位图
322 信号配时设计流程
信号配时设计流程图34 示：
图34 信号配时设计流程图
323 信号配时设计数
1 民西路敬业路信号配时设计
西路敬业路现状高峰交通量数相位损失时间见表3132示：
表31 民西路敬业路交通量数汇总
表32 民西路敬业路交通量相位数
根表31表32公式（31）~（36）
佳周期：
相位效绿灯时间：
第相位：
第二相位：
第三相位：
第四相位：
相位绿灯显示时间：
第相位：
第二相位：
第三相位：
第四相位：
相位绿信：
第相位：
第二相位：
第三相位：
第四相位：
整理该交叉口配时参数表33示：
表33 民西路敬业路交叉口配时参数
2 民西路健民路信号配时设计
西路健民路现状高峰交通量数相位损失时间见表3435示：
表34 民西路健民路交通量数汇总
表35 民西路健民路交通量相位数
整理该交叉口配时参数表36示：
表33 民西路敬业路交叉口配时参数
3 民西路红山路信号配时设计
西路红山路现状高峰交通量数相位损失时间见表3738示：
表34 民西路红山路交通量数汇总
表38 民西路红山路交通量相位数
整理该交叉口配时参数表39示：
表33 民西路敬业路交叉口配时参数
33 信号配时图
交叉口信号配时图图34图36示：
图34 民西路敬业路交叉口信号配时图
图35 民西路健民路交叉口信号配时图
图36 民西路红山路交叉口信号配时图
第四章 绿波设计
41绿波设计原
绿波带指指定交通线路规定路段车速求信号控制机根路段距离调整该车流路口信号灯周期相位差绿信路口信号灯协调确保该车流达路口时正遇绿灯
绿波带设计实际交通状况交通理方式道路条件密切相关干道绿波设计信号配时需考虑素：
（1）交叉口间距长度适合均匀
（2）街道交叉口整体布局：设计绿波干线宽度进口道宽度交叉口进出口间间距进口道车道数等
（3）交通量：干道绿波协调控制中达良控制效果希交通流量维持恒定值范围样绿波带通车辆数优
（4）交通理规：限速限制转弯否限制停车等
（5）车速：设计绿波带通速度应接干道允许车速保证车辆绿波带时间通信号交叉口
42绿波设计流程
1 需单点定时控制需全部数见表 31 表 39
2 确定公周期
确定干线协调系统公周期交叉口佳信号周期值
：
（41）
式中：——表示交叉口 i 周期时长s
3 确定交叉口绿灯时长
首先计算该干线三交叉口公周期时间长然计算干线交叉口绿灯时长绿灯时间进行分配首先计算该线路中关键交叉口协调相位短绿灯时长根等流量分配原分配关键交叉口非关键相位绿灯时长接着计算非关键交叉口非协调相位短绿灯时长剩余绿灯时长根等流量分配原分配非关键交叉口协调相位
（1）关键交叉口协调相位短效绿灯时间长式（42）确定：
（42）
式中： ——关键交叉口i协调相位短效绿灯时长s
——线控协调系统公周期s
——协调相位流量
（2） 非关键交叉口非协调相位短效绿灯时长式（43）确定：
（43）
式中： ——第i交叉口非协调相位短绿灯时长s
——交叉口 i 非协调相位关键车流量
——非协调相位车道饱流量
——非协调相位饱车头时距
——表示非关键交叉口非协调相位饱度实值般取 09
确定交叉口非协调相位短效绿灯时长周期中剩余绿灯时长计算出应交叉口协调相位绿灯时长方便出绿波带带宽
交叉口协调相位绿灯：
（44）
43绿波控制方案设计
双协调绿波控制系统相邻信号时差方法种样蚁群模型算法遗传算法模糊控制算法粒子群算法等中图解法数解法两种实算法基础根情况改进面采图解法进行设计
C1：敬业路 C2：健民路 C3 ：红山路
确定关键交叉口协调相位绿灯时间：
根计算结果知民西路—敬业路交叉口信号周期长根定时式线控制系统配时设计方法求选民西路—敬业路交叉口关键交叉口该交叉口信号周期线控系统系统周期系统周期175s线控制情况交叉口周期时长系统周期时长相等
431 民西路敬业路交叉口协调配时方案
（1）确定关键交叉口协调相位效绿灯时间
（2）非协调相位效绿灯时间：
第相位：
第二相位：
第三相位：
第四相位：
（3）确定关键交叉口相位绿灯显示时间：
第相位：
第二相位：
第三相位：
第四相位：
（4）干线协调交叉口信号配时图
图431民西路敬业路交叉口协调信号配时图
432 民西路健民路交叉口协调配时方案
（1）确定非关键交叉口协调相位效绿灯时间
（2）非协调相位效绿灯时间：
第二相位：
第三相位：
第四相位：
（3）确定非关键交叉口相位绿灯显示时间：
第相位：
第二相位：
第三相位：
第四相位：
（4）干线协调交叉口信号配时图
图432民西路健民路交叉口协调信号配时图
433 民西路红山路交叉口协调配时方案
（1）确定非关键交叉口协调相位效绿灯时间
（2）非协调相位效绿灯时间：
第二相位：
第三相位：
第四相位：
（3）确定非关键交叉口相位绿灯显示时间：
第相位：
第二相位：
第三相位：
第四相位：
（4）干线协调交叉口信号配时图
图433民西路红山路交叉口协调信号配时图
44 图解法计算相位差
调查知敬业路交叉口健民路交叉口间距约 830m健民路交叉口红山路交叉口间距约830m西东均行驶车速均 85位车速
4356kmh（121ms）图解法分析出相应信号相位差应数解析出佳绿灯信号带宽度
(1) 绘制时间—距离图图 41 示坐标交叉口间距单位 m横
坐标时间单位 s
(2) O 点引条速度 4356kmh 通带速速度斜线条斜线
B 交叉口时间线交 HH 作垂线 A 线该点离 A 线 1 点较
接 1 点引垂线 B 线作第二交叉口起始绿灯时间画出相应
绿灯红灯时间
(3) 连接 AB 时间线绿灯起始时间延长 C 线点 G作垂线 A 线
2 点作垂线 C 线作 C 线红灯起始时间绿灯结束时
间画出相应绿灯红灯时间
(4) 绘制出双绿波带
(5) 调整交叉口协调相位绿灯起始时间达双绿波带宽
计算出方带速
(6) 终计算出：
相位差：敬业路零点路口敬业路东西直行相位差零点健民路相位差96红山路相位差3
表41 带速带宽表
方
带速（kmh）
带宽（s）
东西
46
21
西东
46
21
图441 时距图
第五章 仿真验证结果
51 仿真程
Vissim交通仿真软件领域巨头普遍交通微观仿真软件简单直接模仿交通条件交通运行状况车道设置控制信号车辆构成公交车站等针交通工程设计道路规划方案做出评判次仿真验证vissim43该版建立较规模路网方便仿真较面仿真程步骤：
（1）根民西路交敬业路健民路红山路实际道路参数建立路网模型根实际交通情况输入交通流量设置车辆构成车速分布图5154
图51 民西路路网模型
图52 民西路敬业路路网模型
图33 民西路健民路路网模型
图34 民西路红山路路网模型
（2）实际车道功设置交叉口路径决策图55图56
图55 健民路路径选择
图56 全部进口路径选择设置图
（3）设置路口信号灯根优化方案设置三路口信号组四组信号灯图57
图57 信号灯设置图
（4）路网设置检测器检测行程时间排队长度延误三指标作次优化效果评判
（5）运行仿真优化前行程时间排队长度延误三指标做
图58 仿真程
52 仿真效果分析
Vissim仿真结束会输出系列路网检测器检测结果评价文件整理评价文件结果
根行程时间检测器出评价文件整理表521：
表521 行程时间表
根排队长度检测器出评价文件整理表522：
表522 排队长度表
根延误时间检测器出评价文件整理表523：
表523 延误时间表
更直观优化前行程时间排队长度延误时间效果整理表格出统计图59510511：
图59 行程时间统计图
图510 均排队长度统计图
图511 均延误统计图
分析结果知干线信号协调控制效降低拥堵提高通行效率单交叉口较优化前效果明显优现状整体运行情况分析协调效果均行程时间较现状减少均238优化排队长度均延误皆低优化前干道良通行情况时会促进周边道路良性运行降低出行成减少环境污染
53 章结
章协调控制进行介绍更低行程时间排队长度延误目信号协调控制方法民西路例子方法设计民西路干线信号协调控制方案微观仿真软件Vissim建立模型方法行性进行验证分析
第六章 结展
61 结
着国家济发展科技进步国家民生活水断提高均车辆占断提高伴种交通问题持续增加交通堵塞严重交通事频繁车辆造成空气污染噪声污染光污染等严重影响道路附居民生活质量降低民幸福度解决交通问题已国家首先解决问题交通信号研究成解决交通问题关键兼容性强效交通信号控制方案够交通问题减少压力
真实交通身带非常确定素抗拒外界素驾驶员性格驾驶员心情恶劣天气气候道路身磨损情况会交通仿真带影响传统数学模型精确效交通系统进行模拟控制文车辆均行驶时间车辆均排队时间车辆均延误关键指标减少目标分析交叉口干线协调控制方案
62 展
然文城市干道信号协调控制方法做出研究出结果研究话 缓解交通问题带压力拥种信号协调控制方案针种复杂动态变干道现研究重点
（1） 交通身机工采集交通数身情况会扩误差智采集交通数现重研究方减少数工误差
（2） 样交通量身机准确数值种交通量动态变化找更准确更代表前交通状况交通量数输入系统办法极重
（3） 建立兼容性非常强学力非常强算法系统针复杂路段出佳组合方案动根前路段状况变化改变适合该状况佳方案
参考文献
[1]李克城市道路交通信号控制中绿灯时间间隔时间问题[J]城市问题
20108（5）：7377
[2]李瑞敏章立辉城市交通信号控制[M]北京：清华学出版社2015
[3]李元余立建张乐城市交通干线协调控制[J]交通科技济201416（3）：2529
[4]陈龙蔡红兵王福建中城市干道线控系统交通改善效果分析[J]武汉理工学学报（交通科学工程版）20060230（1）：2124
[5]郭宏玉高媛姚树森城市道路交叉口交通信号配时优化研究[J]汽车实技术2016（9）：35
[6]宋现敏城市交叉口信号协调控制方法研究[D]吉林学2008
[7]曹娟娟城市干道交通信号协调优化控制研究[D]长沙理工学2012
[8]王东基遗传算法城市干线交通信号协调控制研究[D]长安学2010
[9]叶宝林城市路网交通信号协调控制理方法研究[D]浙江学2015
[10]王殿海杨希锐宋现敏交通信号干线协调控制典数值计算法改进[J]吉林学学报（工）201141（1）：2934
[11]杨锦冬杨东援城市信号控制交叉口信号周期时长优化模型[J]济学学报20010729（7）：789794
[12]李警繁城市道路典型交叉口交通信号配时优化——武汉市洪山区雄楚道静安路交叉口例[J]武汉交通职业学院学报2012（2）：7882
[13]肖秀春干道协调公交信号优先方法研究[D]华南理工学2012
[14]温璐茜胡永举周静干线交叉口信号灯线控系统配时设计实例分析[J]交通科技济201113（5）：8588
[15]树爱兵苑蕾赵永进城市交通信号干线协调控制系统研究[J]中国交通信息产业
[16]李群祖夏清国巴明春潘万鹏城市交通信号控制系统现状发展[J]科学技术工程20099（24）：74367442
[17]徐世洪道路交通干线信号协调控制技术研究[D]重庆：重庆学硕士学位文2011
[18]李洪波城市道路面交叉口综合分析研究[J]山西建筑201036（22)282284
[19]Pappis C PMamdani E HA Fuzzy Logic Controller for a Traffic Junction[J]IEEE Transon SystemManand CyberneticsSMC7（10）1977：707717
[20] Favilla J Maehion A Gomide F Fuzzy traffic control adaptive strategies Proceedings of the Second IEEE International Conference on Fuzzy Systems San Francisco1993506511
致 谢
学四年时光白驹隙转眼间科毕业学校四年里收获群志道合学朋友众学富五车华横溢老师细心培养思想学生活中获较提升疑学校良学氛围雄厚师资力量息息相关密分
文写作程中导师吴丹老师花费少心思选题定题开题报告初稿终稿程中老师认真负责严格关细心教导循循善诱历五月时间终完成毕业文果没老师辛勤劳作毕业文会利完成十分感谢导师吴丹老师
学四年次写文历受益匪浅永生难忘新生活启航未日子里继续学活学识次感谢老师家学朋友帮助支持利完成毕业文
附 录
A review of research on coordinated control methods of urban trunk lines
Tan Jing Peng Bo Tu Rui Cai Xiaoyu
1The introduction
As the main artery of the urban transportation system urban trunk lines bear a large number of traffic trips in the city Therefore it is one of the effective ways to slow down the urban traffic congestion and avoid the urban traffic paralysis to ensure the unblocked urban trunk lines The operation status of urban trunk line traffic is not only closely related to the characteristics of multiple overpasses and openings but also closely related to the traffic status of the affected areas of trunk line (including connecting roads ramps and adjacent areas) Therefore taking trunk lines as the object of coordinated control is an important measure to ensure the smoothness of urban trunk lines
According to the research idea of trunk line coordinated control this paper summarizes the mechanism of trunk line traffic congestion and the methods of urban trunk line control and introduces the methods and models of urban trunk line coordinated control from three aspects of timing coordinated control induction coordinated control and adaptive coordinated control
2 Study on the mechanism of urban trunk traffic congestion
At present a large number of scholars study the mechanism of traffic congestion from qualitative and quantitative aspects In terms of qualitative analysis zhang jianli (2005) gao peng (2011) he shulin (2012) lu huapu (2014) et al proposed that the essence of traffic congestion is the imbalance between traffic supply and demand and put forward the methods to correctly handle the urban road traffic supply and demand from multiple aspects for the reference of urban managers In terms of quantity based on the traffic flow theory various models are established to study the law of the generation and dissipation of traffic congestion
Nam DH (1998) studied the expressway traffic flow under crowded conditions based on the vehicle conservation law and studied its queuing and dissipation mechanisms He shuyan (2008) analyzed the temporal and spatial evolution of traffic flow in four states free flow highspeed synchronous flow lowspeed synchronous flow and congestion Zhang lun (2014) introduced the survival analysis method to analyze the spatial and temporal distribution characteristics of the duration of congestion Li yuxuan (2018) proposed a traffic congestion identification method for urban expressway based on support vector machine (SVW) separator on the basis of the traffic status classification method based on traffic flow and traffic density in twodimensional space The research on the mechanism of trunk line congestion has the following deficiencies 1) the countermeasures given in the qualitative research need the coordination of multiple management departments in the city so the supply cannot be increased 2) the congestion mechanism model studied in quantitative terms is complex and lacks application mechanism
3 Study on urban trunk line control method
Traffic control in trunk lines is to combine vehicles roads and users closely to form a timely accurate and efficient traffic control method Therefore reasonable and effective traffic control is one of the most direct and effective methods to solve traffic congestion The urban main road control methods mainly include ramp control main line control and coordinated control
31 ramp control
311 onramp control
Studies abroad show that the onramp control is the most widely used and effective method to relieve the traffic congestion The control methods of single point onramp can be divided into three categories timing control belongs to static control which is a simple stable and effective control method but it cannot adapt to the realtime change of traffic flow Demandcapacity margin control belongs to dynamic feedforward control which is simple and easy to implement However it is impossible to judge the traffic status of the main line and it is impossible to achieve postfeedback Alinea is one of the linear state control methods It can effectively prevent congestion and its principle is simple and easy to realize However because there is no prediction mechanism it is not ideal in dealing with traffic emergencies
312 offramp control
Offramp control four is to evacuate the offramp vehicles to the offramp on the premise of ensuring the maximum benefits of the main line and the associated road The offramp is usually divided into two methods One is to adjust the vehicles leaving the main line which can relieve the traffic congestion on the connecting road to some extent However when the queue extends to the main line the traffic operation of the main line will be affected The second is to close off the offramp which can reduce the traffic safety problems caused by interleaving vehicles but can increase the detour distance and driving time
32 main line control
The mainline control is to control the upstream traffic wave propagation speed in the interleaved area by means of speed limit and induction on the basis of judging the traffic status in the interleaved area so as to ensure the uniform and stable status of the mainline traffic flow The specific control methods are usually divided into three categories The first is variable speed limit which can achieve the optimal coordination of traffic volume density and speed by limiting the speed of vehicles The second is intelligence induction to guide the vehicle as far as possible to the alternative path Third lane closure Lane closure is commonly used in lane congestion and tunnel control to reduce traffic demand but it will have a negative impact on the surrounding roads
33 coordination and control of trunk lines
The main road is closely connected with the adjacent intersections so it is reasonable to manage the main road and the adjacent intersections as a whole system The methods of trunk road coordination control include timing coordination control induction coordination control and adaptive coordination control
331 timing coordination and control of trunk lines
In general there are two design ideas for coordinated timing control of trunk lines one is to maximize the bandwidth of green wave of trunk lines Second the trunk line traffic performance index optimization
(1) maximum green band method
There are two kinds of design schemes based on the maximization of green wave the constant bandwidth green wave and the variable bandwidth green wave In terms of constant bandwidth and green wave Chenu et al (2006) established the parallel algorithm of trunk line coordination based on the virtual model of game theory and obtained the green wave coordination control scheme through repeated adjustment calculation Wang dianhai et al (2011) pointed out the shortcomings of the classical numerical algorithm for coordinated control of trunk lines and proposed a modified calculation method for the width of green wave band the calculation method for the phase difference of intersection signals and the matching method for the actual intersection and the ideal intersection Based on the MAXBAND model Gartner et al (1990) considered the impact of leftturn traffic flow and queue emptying time on the green wave of variable bandwidth and proposed the multiband model of coordinated control of multichannel green wave of variable bandwidth Tian et al (2007) tang ke shuang um (2013) and Lin feng (2014) proposed an improved MULTIBAND trunk coordinated control model Long kejun et al (2018) considered the twoway communication of vehiclesignal control system and based on the twoway green wave bandwidth model took the vehicle guidance speed and the phase difference of green wave as the control variables to establish an optimized model of integrated speed guidance and green wave
The fatal defect of the constant bandwidth green wave model is that it is unable to dynamically adjust the width of the green wave band to meet the change of realtime traffic demand which may lead to the imbalance between supply and demand The core model of the MULTIBAND control method and its optimization algorithm is the same as the MAXBAND control method both of which are mixed integer linear programming algorithm (MILP) The variable bandwidth model can not only change the width of green wave but also allocate bandwidth to the twodirection traffic However the computation is too large to be solved quickly
(2) optimal traffic performance index method
The optimal traffic performance index method is to establish the relationship between single or multiple indicators such as vehicle delay time and travel time and the signal parameters in the actual road network so as to find the optimal signal timing under the optimal of one or more indicators
Jailler of the road research institute in Britain was the first to study the relationship between phase difference and delay After that chang yuntao et al (2003) yuan zhan et al (2015) and qu dayi (2018) constructed a coordinated control method of phase difference with the goal of minimizing delay on this basis Main control system the optimal control strategy to consider indicators are generally through the largest traffic volume and total minimum traffic delays onramp queue minimum the minimum total travel time driving speed the largest Zhang Jiansong (2003) xiaofang Yang (2005) xuewen Chen (2008) by comparing the five indicators such as scholars with minimum total travel time as the control target Wang tingting (2009) proposed to set up a coordinated control method of ramp with the control target of the maximum product of flow and speed and the research showed that the service level and service flow of expressway could be improved
The selection of optimal control index is the core of this method Timing control is applicable to the intersection where the traffic volume changes regularly It is a commonly used control method that the multitime timing control can adapt to the regular changes of different traffic flows within a day
332 induction coordination and control of trunk lines
Based on the analysis of timing control and single point induction control the advantages of integrated coordination control and induction control are proposed Induction control means that detectors are installed at the entrance of the intersection and the phase is changed when the detector fails to detect the arrival of vehicles or accumulatively reaches the maximum green time of this phase Full induction control studies have focused on phase sequence optimization function of full induction control (song min 2009) which has the function of seize a to the induction control (why wins 2011) based on the fuzzy control and the effective utilization rate of green when the induction control (zhang lei 2012) and based on the analytic hierarchy process (ahp) of full induction control (Gu Hongru 2016) etc
The induction coordinated control is suitable for the vehicle to arrive at the traffic flow with high randomness This method can reduce the parking time or stopping times as much as possible and improve the traffic efficiency The composite control method combines induction control with timing control to make the best of the advantages and avoid the disadvantages and effectively meet various traffic conditions which will be one of the main research directions of induction control in the future
333 adaptive coordinated control of trunk lines
Adaptive control means that the signal timing scheme can be adjusted in real time according to the state change of the traffic system to adapt to the new environment to ensure the optimal control effect The research on adaptive coordinated control of trunk lines is in the development stage Typical adaptive control systems include SCATS SCOOT RHODE and other traffic control systems
SCATS system which is a kind of realtime scheme selection adaptive system introduces the concept of subregion and selects the phase difference within the subregion and subregion respectively to obtain better linear coordinated control However it does not use the traffic model and is only a realtime scheme selection system which limits the degree of scheme optimization
SCOOT system is online TRANSYT system When considering the queue length and congestion coefficient to optimize the phase difference of each intersection the optimization of its green signal ratio depends on the estimation of saturation and the signal phase cannot be changed independently
The RHODE system is suitable for semicrowded traffic network The system proposes Realband algorithm which integrates the advantages of the minimum delay model and the maximum bandwidth model and fully considers the continuity of the vehicles in different directions to generate the green wave belt online so as to achieve the optimal performance of the system
The existing research shows that (1) ramp control has been widely used in foreign countries and has achieved good social and economic benefits At present however most of the researches are carried out in China and only a few are applied It is unfair to sacrifice the benefits of ramp and ground auxiliary road and does not consider the optimization of the overall benefits of the trunk line system (2) the coordinated control of the trunk line will be the ramp the main line of the expressway the surface of the auxiliary road junction such as comprehensive consideration is the focus of the future research the optimization of the selection of control objectives the signal control machine calculation and information processing capacity of the enhancement of the choice of coordinated control under different traffic environment is the key issue to measure the efficiency of the trunk line system
4 Discussion on coordinated control methods of urban trunk lines
The study of urban trunk road control strategy has important theoretical and practical significance but the current research on urban trunk road control coordination is still lacking
In order to achieve coordinated management and control of urban trunk lines the queue length was first calculated by using shock wave theory and the queue length and the distance from the tail of the queue to the opening were taken into account to divide the queue length into ranks and the traffic status was graded accordingly Secondly the quantitative model of the influence range of multilane import measures on trunk lines was established by comprehensively considering such factors as opening distance number of inward lanes inward direction signal cycle phase and green signal ratio and then the rules of subdistrict division were formulated by combining with the minimum influence range of traffic state and multilane import control measures on trunk lines Then according to the different traffic conditions of each subarea the control indicators of each subarea are determined Based on the optimization of traffic performance indicators the coordination and control model within and between subareas is established Finally appropriate urban trunk lines were selected and refined modeling was carried out on the VISSIM platform to compare and analyze the operational efficiency of urban trunk lines before and after the implementation of the coordinated control scheme so as to provide data support for model optimization and verification
城市干线协调控方法研究综述
谭静 彭博 杜蕊 蔡晓禹
1引言
城市干线作城市交通系统动脉承担城市量交通出行量保证城市干线畅通减缓城市交通拥堵避免城市交通瘫痪效途径城市干线交通运行状态身立交开口特点紧密相连干线影响区（包括连接道路匝道毗邻区域）交通状况息息相关干线作协调控象保障城市干线畅通重措施
文干线协调控制研究思路分综述干线交通拥堵机理城市干线控方法分定时协调控制感应协调控制适应协调控制三方面着重介绍城市干线协调控方法模型构建
2城市干线交通拥堵机理研究
目前量学者交通拥堵产生机理定性定量方面研究定性方面张建莉（2005）高鹏（2011）树林（2012）陆化普（2014）等提出交通拥堵质交通供需关系衡方面提出正确处理城市道路交通供需关系方法供城市理者参考定量方面交通流理基础建立种模型研究交通拥堵产生消散规律
Nam DH（1998）基车辆守恒定律研究拥挤条件高速公路交通流排队消散机制进行研究蜀燕（2008）回分析交通流流高速步流低速步流堵塞4种状态间时间空间演变规律张轮（2014）引入生存分析方法分析拥堵持续时间时空分布特性李宇轩（2018）基交通流量交通密度二维空间交通状态分类方法基础提出基支持量机（SVW）分离器城市快速路交通拥堵识方法关干线拥堵机理研究存足：1）定性方面研究出策需城市理部门协调增供需求限制强容易引起驾驶员反弹2）定量方面研究拥堵机理模型复杂缺乏应机制
3城市干线控制方法研究
干线交通控制车辆道路者紧密结合起形成种时准确高效交通控制方法合理效交通控制解决交通拥堵直接效方法城市干线控制方法包括匝道控制线控制协调控制
31匝道控制
311入口匝道控制
国外研究表示入口匝道控制缓解高速公路拥挤中应广泛效果明显种交通控制方法单点入口匝道控制方法分三类：定时控制属静态控制种简单稳定效控制方法适应交通流实时变化需求容量差额控制属动态前馈控制算法简单容易实现法判断线交通状态法实现反馈Alinea属线性状态控制方法中种效防止拥挤原理简单易实现没预测机制处理交通量突发情况时够理想
312出口匝道控制
出口匝道控制四保证线关联道路总利益前提出口匝道车辆优先疏散关联道路出口匝道通常分两种方法调节驶离线车辆定程度缓解衔接道路交通拥挤程度排队延伸线时会影响线交通运行情况二封闭出口匝道减少车辆交织带交通安全问题会增加绕行距离行车时间
32线控制
线控制判定交织区交通状态基础利限速诱导等手段控制交织区游交通波传播速度保证线交通流均匀稳定状态具体控制方法通常三类变限速通限制车辆行驶速度交通量密度速度达优配合二情报诱导引导车辆转移代路径三车道关闭车道堵塞隧道控制方面常车道关闭降低交通需求会周边道路产生负面影响
33干线协调控制
干线相邻交叉口联系密切干线相邻路口作整体系统理合理交通干道协调控制方法包括干线定时协调控制干线感应协调控制干线适应协调控制方法
331干线定时协调控制
干线定时协调控制般两种设计思想：干线绿波带宽化二干线交通行指标优化
（1）绿波带法
基绿波化设计两类方案：变带宽绿波变带宽绿波变带宽绿波方面Chenu等（2006）基博弈虚拟模型建立干线协调行算法反复调整计算获绿波协调控制方案王殿海等（2011）指出干线协调控制典数值算法足处提出修正绿波带宽度计算方法交叉口信号相位差计算方法实际交叉口理想交叉口匹配方法变带宽绿波方面Gartner等（1990）MAXBAND模型基础考虑左转车流排队清空时间影响提出变带宽复合式干线绿波协调控制MULTIBAND模型Tian等（2007）唐克双嗯（2013）林峰（2014）提出种改进MULTIBAND干线协调控制模型龙科军等（2018）考虑车辆信号控制系统双通信双绿波带宽模型基础车辆引导速度干线绿波相位差控制变量建立集成车速引导干线绿波优化模型
变带宽绿波模型致命缺陷法动态调整绿波带宽度满足实时交通需求变化导致出现供需衡状态MULTIBAND控制方法优化算法核心模型MAXBAND控制方法相均混合整数线性规划算法（MILP）变带宽模型仅改变绿波宽度两行车分配带宽计算量较快速求解
（2）优交通性指标法
优交通行指标法指建立车辆延误时间行程时间等单指标实际路网中信号参数关系求解某指标优佳信号配时
英国道路研究室JAHiller早研究相位差延误关系常云涛等（2003）袁展等（2015）曲义（2018）基础构建延误目标相位差协调控方法干线控制系统优控制策略考虑指标般通交通量总交通延误匝道处排队总行程时间行车速度张建嵩（2003）杨晓芳（2005）陈学文（2008）等学者通较五指标采总行程时间作控制目标王婷婷（2009）提出流量速度积控制目标建立匝道协调控制方法研究表明提高快速路服务水服务流量
优化控制指标选取类方法研究核心定时控制适交通量变化规律交叉口采时段定时控制适应天交通流规律变化种常控制方法
332干线感应协调控制
感应协调控制分析定时控制单点感应控制基础综合协调控制感应控制优点提出感应控制指路口进口道均安装检测器检测器未检测车辆达累计达该相位绿灯时间时变换相位全感应控制研究集中具相序优化功全感应控制（宋现敏2009）具抢功感应控制（必胜2011）基模糊控制绿时效利率感应控制（张蕾2012）基层次分析法全感应控制（顾鸿儒2016）等方面
感应协调控制适车辆达机性较交通流类方法车辆减少停车时间停车次数提高交通效率复合控制方法感应控制定时控制相结合扬长避短效满足种交通条件未感应控制研究方
333干线适应协调控制
适应控制指够交通系统状态变化实时调整信号配时方案适应新环境保证优控制效果干线适应协调控制研究处发展阶段典型适应控制系统SCATSSCOOTRHODE 等交通控制系统
SCATS系统种实时方案选择式适应系统引入子区概念子区部子区间分选择相位差获更线性协调控制未交通模型仅种实时方案选择系统限制方案优化程度
SCOOT系统线TRANSYT系统综合考虑排队长度拥挤系数优化交叉口相位差时绿信优化赖饱度估算信号相位改变
RHODE系统适半拥挤交通网络系统提出Realband算法综合基延误模型带宽模型优点充分考虑方车队行驶连续性线生成绿波带达系统性指标优目
已研究表明：①匝道控制国外广泛应已取良社会效益济效益然目前国研究居应较少牺牲匝道面辅路利益失公未考虑干线系统整体利益优化②干线协调控制匝道快速路线面辅路衔接交叉口等综合考虑研究重点优化控制目标选取信号控制机计算信息处理力提升交通环境协调控方式选择衡量干线系统效益重点问题
4城市干线协调控方法探讨
城市干道控制策略研究具重理实践意义前针城市干线协调控研究较缺乏
实现城市干线协调控首先利激波理计算排队长度考虑排队长度队尾车开口距离划分排队长度等级交通状态进行等级划分次综合考虑开口间距汇入车道数汇入方信号周期相位绿信等素建立车道汇入措施干线影响范围量化模型结合交通状态车道汇入控措施干线影范围制定控制子区划分规然根子区交通状态确定子区控制指标基交通性指标优化建立子区部子区间协调控模型选取合适城市干线VISSIM台中进行精细化建模分析协调控方案实施前城市干线系统运行效率模型优化验证提供数支持
文档香网(httpswwwxiangdangnet)户传
《香当网》用户分享的内容，不代表《香当网》观点或立场，请自行判断内容的真实性和可靠性！
该内容是文档的文本内容，更好的格式请下载文档
城市干道信号协调控制方法研究—珠海干道例
摘
整城市交通道路网中干道相整城市交通命脉着非常关键作干道承担着城市数交通流量压力称作交通网动脉保证城市道路交通流量畅通城市交通路网中提高总通行力提升行驶舒适度缓解路网压力减少行驶时间等方面皆具重意义
进行信号协调控制保证车辆路网干道够畅通行重手段报告珠海市香洲区民西路部分路段进行高峰时间段干线信号控制方案设计民西路部分路段三交叉口实考察出数参数调查数参数：点车速车流量车头时距信号灯参数然vissim仿真软件模拟干道优化前道路运行状况原始仿真图通调查出数参数根城市干道信号协调控制求设计民西路干道信号协调控制方案然根调查数信息民西路三交叉口进行信号配时文采配时方法韦伯斯特法接着图解法出佳双绿波干线协调控制方案vissim仿真软件模拟干道优化道路运行状况优化仿真图然优化前运行效果分析
关键词：交通道路网干线协调控制vissim绿波
Research on the method of coordinated control of urban arterial road signal a case study of zhuhai arterial road
Abstract
In the whole city traffic road network the main road is the lifeblood of the whole city traffic and plays a very critical role Main responsible for most of the traffic flow in city and can be referred to as the transportation network of the aorta to ensure the urban road traffic flow so in the urban traffic network in improving the total capacity enhance driving comfort and ease the pressure reduce driving time multiple aspects such road as it is of great significance
Therefore signal coordination and control is an important means to ensure the smooth passage of vehicles on the main road network In this report the main road signal control scheme is designed for part of renmin west road in xiangzhou district zhuhai Road to the people of the three sections of the road intersection field data parameters main data parameters location of speed limits traffic the headway and signal parameters and then use vissim simulation software to simulate road optimization running condition before get the original simulation diagram through survey data parameters and according to the requirements of urban trunk road signal coordination control signal coordination control scheme design people＇s road west road Then according to the survey data information to the people＇s road three intersection signal timing this paper USES the method of timing for Webster method obtains the best twoway green wave with graphic method then arterial coordination control scheme and then the optimized simulation software vissim simulation road road simulation diagram operation condition was optimized and the running effect of before and after optimization were compared to analyze
Key words traffic road network Trunk line coordination and control Vissim Green wave
目 录
第章 绪 6
11 背景 6
12 研究目意义 6
13 国研究现状 6
14 研究容 8
141 设计思路 8
142 设计容 8
第二章 研究路段现状分析 9
21 研究路段 9
22 交叉口现状问题 13
第三章 配时方案 13
31 配时计算方法 13
32 单点定时控制设计 15
33 信号配时图 23
第四章 绿波设计 24
41绿波设计原 24
42绿波设计流程 25
43绿波控制方案设计 26
44 图解法计算相位差 29
第五章 仿真验证结果 31
51 仿真程 31
52 仿真效果分析 37
53 章结 40
第六章 结展 40
61 结 40
62 展 40
参考文献 42
致 谢 44
附 录 45
第章 绪
11 背景
着国济高速增长城市化进程断加深城市机动车保量断增长土开发逐渐密集加早期城市规划问题数路段交叉口交叉口间距离普遍偏交通量非常种条件想车辆畅高效通相邻两者交叉口必该路段相邻交叉口信号灯绿灯启动时间进行信号协调控制想城市道路普遍畅先干道畅干道进行信号协调控制研究显非常重整城市交通道路网中干道相整城市交通命脉着非常关键作干道承担着城市数交通流量压力称作交通网动脉保证城市道路交通流量畅通城市交通路网中提高总通行力提升行驶舒适度缓解路网压力减少行驶时间等方面皆具重意义
12 研究目意义
研究干道信号协调控制目提高道路服务水降低车辆行程时间减少车辆停车次数降低车辆排队时间降低车辆均延误缓解干道交通压力然车辆行车速度保持稳相车速稳者说差异较交通流说车速越稳越致交通流越安全发生交通事概率越安全指数越高保持行车速度稳干道通行力增加提高交通流均车速够节约耗油量达降低车辆尾气空气环境造成污染降低车辆行程时间减少车辆停车次数降低车辆排队时间降低车辆均延误等
达目拓宽车道高开发程度城市说显然实际研究城市干道信号协调控制方法变极重城市发展全国发展重意义
13 国研究现状
相国外交通信号控制方面快速发展国发展显缓慢甚20世纪70年代前国没创建属单点控制系统信号机城市极少数定实式单点控制交叉口外区交通信号协调控制技术方面研究发展处停止状态国研发第部定时式动控制信号机1987年海研发开始国交通信号控制方面算正式起步
起步较晚国研发成果满足国城市复杂道路条件环境求种种原国交通信号控制系统研发方面处处碰壁进度非常缓慢国迫切需交通信号控制系统缓解交通飞速发展带压力国便交通信号控制系统研究较早国家引进先进系统例系统系统系统等暂时满足求周知长久计国外交通条件环境国国交通条件环境更复杂机动车非机动车车道行遵守交通规等国外系统适应国城市实际交通状况然国外系统适应国状况研发出适合国现状求交通信号控制系统非常重
便国研究起步较晚七十年代国方面专家学者努力者开荒城市交通信号控制方面铺路踩着高耸肩膀探索取成果交通信号控制方面发展速度加快许
响应国家号召国涌现出许许专家栗红强曹娟娟王东叶宝林王殿海等等优秀专家学者国家研究出许相位差优化方案例图解法遗传算法选择算法结合粒子群算法新数解法等
专家外国家断涌现出新鲜血液
夏朋亮等针四相位交叉口研究象基模糊控制理模糊控制方案分析模糊控制算法加优化通仿真传统定时控制感应控制作出模糊控制方案传统控制方案更效果
郭丽萍2015年提出包含公绿波带宽附加带宽综合绿波带宽概念传统数解法目标优化法做进步优化设计综合绿波带宽目标函数控制系统设计周期带速定时绿波带宽
赵文涛等针城市交通流分布均衡性传统单环结构信号配时会公相位中中相位效充分利相位全部效绿灯时间说会绿灯时间耗损相位效绿灯信号时间利率降低造成问题引入种全新单点信号控制配时方法双环结构相位相序优化方法
综述国关干线协调控制方面已进步神速国少学者方面做量研究出研究成果非常观前脚印断改进断创新断适应现代交通文基前基础根实际情况适合信号协调控制方案绿波带宽目标设计出佳优化方案然实际干道实际情况进行仿真优化前分析终实验出结
14 研究容
141 设计思路
绿波协调设计方案种常种定时时段方案时间段着配时时间段分：早高峰峰晚高峰低峰定时时段方案般4方案文针民西路部分路段晚高峰进行绿波协调方案设计设计流程图图11示
图11 设计流程图
142 设计容
城市干道信号协调控制方案设计中首先进行配时优化方案计算然优化方案结合图解法出佳绿波带宽步骤：
（1） 确定交叉口相位根测数参数单点定时控制配时方法计算出交叉口周期时长算出交叉口显示绿灯时间绿信
（2） 确定关键交叉口周期交叉口关键交叉口周期佳周期该研究路段皆佳周期
（3） 确定佳周期根次道路流量计算出关键交叉口协调方关键交叉口非协调方非关键交叉口协调方非关键交叉口非协调方显示绿灯时间绿信
（4） 出路口相位绿灯显示时间已配时优化方案便结合图解法解出佳绿波带宽
第二章 研究路段现状分析
21 研究路段
次调查选取路段干道民西路次干道分敬业路健民路红山中：路民西路路
路口
方
东进口直行
东进口左转
南进口直行
南进口左转
西进口直行
西进口左转
北进口直行
北进口左转
敬业路
4
2
2
2
4
2
2
1
健民路
4
2
3
2
4
2
3
2
红山路
4
2
2
2（中条直左）
4
2
1
3（中条直左）
特殊说明：红山路：南方5车道中2条直行车道1条直左车道1条左转专道1条右转车道北方5车道中1条直行车道1条直左车道2条左转专道1条右转车道交叉口进口皆条右转
交叉口简介图图21示路段面图图22示：
图21 民西路交叉口简介图
图22 路段面图
该干线协调路线3交叉口敬业路健民路约830m健民路红山路约830m
路段车道功图图2325示：
图23民西路红山路车道功图
图24民西路健民路车道功图
图25民西路敬业路车道功图
交叉原始相位图2628示：
图26民西路敬业路相位图
图27民西路健民路相位图
图28民西路红山路相位图
22 交叉口现状问题
现场调查时发现第二直行车道利率相直行车道降低高峰时利率更低峰时利率根实观测发现储蓄车道长概60m左转车道低实现掉头功容易造成储蓄车道满排队溢出第二直行车道导致直行车辆法进入车道左转掉头车辆没排队溢出时驶入第二直行车道出现高峰利率低峰利率现象
路段中三交叉口相位设计合理导致存绿灯时间空放问题调查数应该流量接流突前提设置相位中避免造成浪费空放现象相位图见图262728
第三章 配时方案
31 配时计算方法
1佳周期
（31）
式中：——信号佳周期
——组成周期全部信号相位流量整交叉口相位总
——周期总损失时间
2 总损失时间
（32）
式中：——车辆损失时间
——全红时间
3 流量
（33）
式中：——第相位流量
——第条车道实际交通量
——设计饱交通量
4 效绿灯时间
（34）
5 绿灯显示时间
（35）
式中：A ——黄灯时间s
6 绿信
（36）
7 全红时间
（37）
式中：——全红信号时长s般取3s
——停车线突车道间距离
——汽车均标准车长通常取 5~6
——15车速ms
8 黄灯时间
（38）
式中：A——黄灯信号时长s
t——驾驶员反应时间s般取值 1s
——85车速合理速度限制值ms
a——汽车减速度 般取3
32 单点定时控制设计
321 交叉口设计相位图
应交叉口设计相位图图31图33示：
图31 民西路敬业路相位图
图32 民西路健民路相位图
图33 民西路红山路相位图
322 信号配时设计流程
信号配时设计流程图34 示：
图34 信号配时设计流程图
323 信号配时设计数
1 民西路敬业路信号配时设计
西路敬业路现状高峰交通量数相位损失时间见表3132示：
表31 民西路敬业路交通量数汇总
表32 民西路敬业路交通量相位数
根表31表32公式（31）~（36）
佳周期：
相位效绿灯时间：
第相位：
第二相位：
第三相位：
第四相位：
相位绿灯显示时间：
第相位：
第二相位：
第三相位：
第四相位：
相位绿信：
第相位：
第二相位：
第三相位：
第四相位：
整理该交叉口配时参数表33示：
表33 民西路敬业路交叉口配时参数
2 民西路健民路信号配时设计
西路健民路现状高峰交通量数相位损失时间见表3435示：
表34 民西路健民路交通量数汇总
表35 民西路健民路交通量相位数
整理该交叉口配时参数表36示：
表33 民西路敬业路交叉口配时参数
3 民西路红山路信号配时设计
西路红山路现状高峰交通量数相位损失时间见表3738示：
表34 民西路红山路交通量数汇总
表38 民西路红山路交通量相位数
整理该交叉口配时参数表39示：
表33 民西路敬业路交叉口配时参数
33 信号配时图
交叉口信号配时图图34图36示：
图34 民西路敬业路交叉口信号配时图
图35 民西路健民路交叉口信号配时图
图36 民西路红山路交叉口信号配时图
第四章 绿波设计
41绿波设计原
绿波带指指定交通线路规定路段车速求信号控制机根路段距离调整该车流路口信号灯周期相位差绿信路口信号灯协调确保该车流达路口时正遇绿灯
绿波带设计实际交通状况交通理方式道路条件密切相关干道绿波设计信号配时需考虑素：
（1）交叉口间距长度适合均匀
（2）街道交叉口整体布局：设计绿波干线宽度进口道宽度交叉口进出口间间距进口道车道数等
（3）交通量：干道绿波协调控制中达良控制效果希交通流量维持恒定值范围样绿波带通车辆数优
（4）交通理规：限速限制转弯否限制停车等
（5）车速：设计绿波带通速度应接干道允许车速保证车辆绿波带时间通信号交叉口
42绿波设计流程
1 需单点定时控制需全部数见表 31 表 39
2 确定公周期
确定干线协调系统公周期交叉口佳信号周期值
：
（41）
式中：——表示交叉口 i 周期时长s
3 确定交叉口绿灯时长
首先计算该干线三交叉口公周期时间长然计算干线交叉口绿灯时长绿灯时间进行分配首先计算该线路中关键交叉口协调相位短绿灯时长根等流量分配原分配关键交叉口非关键相位绿灯时长接着计算非关键交叉口非协调相位短绿灯时长剩余绿灯时长根等流量分配原分配非关键交叉口协调相位
（1）关键交叉口协调相位短效绿灯时间长式（42）确定：
（42）
式中： ——关键交叉口i协调相位短效绿灯时长s
——线控协调系统公周期s
——协调相位流量
（2） 非关键交叉口非协调相位短效绿灯时长式（43）确定：
（43）
式中： ——第i交叉口非协调相位短绿灯时长s
——交叉口 i 非协调相位关键车流量
——非协调相位车道饱流量
——非协调相位饱车头时距
——表示非关键交叉口非协调相位饱度实值般取 09
确定交叉口非协调相位短效绿灯时长周期中剩余绿灯时长计算出应交叉口协调相位绿灯时长方便出绿波带带宽
交叉口协调相位绿灯：
（44）
43绿波控制方案设计
双协调绿波控制系统相邻信号时差方法种样蚁群模型算法遗传算法模糊控制算法粒子群算法等中图解法数解法两种实算法基础根情况改进面采图解法进行设计
C1：敬业路 C2：健民路 C3 ：红山路
确定关键交叉口协调相位绿灯时间：
根计算结果知民西路—敬业路交叉口信号周期长根定时式线控制系统配时设计方法求选民西路—敬业路交叉口关键交叉口该交叉口信号周期线控系统系统周期系统周期175s线控制情况交叉口周期时长系统周期时长相等
431 民西路敬业路交叉口协调配时方案
（1）确定关键交叉口协调相位效绿灯时间
（2）非协调相位效绿灯时间：
第相位：
第二相位：
第三相位：
第四相位：
（3）确定关键交叉口相位绿灯显示时间：
第相位：
第二相位：
第三相位：
第四相位：
（4）干线协调交叉口信号配时图
图431民西路敬业路交叉口协调信号配时图
432 民西路健民路交叉口协调配时方案
（1）确定非关键交叉口协调相位效绿灯时间
（2）非协调相位效绿灯时间：
第二相位：
第三相位：
第四相位：
（3）确定非关键交叉口相位绿灯显示时间：
第相位：
第二相位：
第三相位：
第四相位：
（4）干线协调交叉口信号配时图
图432民西路健民路交叉口协调信号配时图
433 民西路红山路交叉口协调配时方案
（1）确定非关键交叉口协调相位效绿灯时间
（2）非协调相位效绿灯时间：
第二相位：
第三相位：
第四相位：
（3）确定非关键交叉口相位绿灯显示时间：
第相位：
第二相位：
第三相位：
第四相位：
（4）干线协调交叉口信号配时图
图433民西路红山路交叉口协调信号配时图
44 图解法计算相位差
调查知敬业路交叉口健民路交叉口间距约 830m健民路交叉口红山路交叉口间距约830m西东均行驶车速均 85位车速
4356kmh（121ms）图解法分析出相应信号相位差应数解析出佳绿灯信号带宽度
(1) 绘制时间—距离图图 41 示坐标交叉口间距单位 m横
坐标时间单位 s
(2) O 点引条速度 4356kmh 通带速速度斜线条斜线
B 交叉口时间线交 HH 作垂线 A 线该点离 A 线 1 点较
接 1 点引垂线 B 线作第二交叉口起始绿灯时间画出相应
绿灯红灯时间
(3) 连接 AB 时间线绿灯起始时间延长 C 线点 G作垂线 A 线
2 点作垂线 C 线作 C 线红灯起始时间绿灯结束时
间画出相应绿灯红灯时间
(4) 绘制出双绿波带
(5) 调整交叉口协调相位绿灯起始时间达双绿波带宽
计算出方带速
(6) 终计算出：
相位差：敬业路零点路口敬业路东西直行相位差零点健民路相位差96红山路相位差3
表41 带速带宽表
方
带速（kmh）
带宽（s）
东西
46
21
西东
46
21
图441 时距图
第五章 仿真验证结果
51 仿真程
Vissim交通仿真软件领域巨头普遍交通微观仿真软件简单直接模仿交通条件交通运行状况车道设置控制信号车辆构成公交车站等针交通工程设计道路规划方案做出评判次仿真验证vissim43该版建立较规模路网方便仿真较面仿真程步骤：
（1）根民西路交敬业路健民路红山路实际道路参数建立路网模型根实际交通情况输入交通流量设置车辆构成车速分布图5154
图51 民西路路网模型
图52 民西路敬业路路网模型
图33 民西路健民路路网模型
图34 民西路红山路路网模型
（2）实际车道功设置交叉口路径决策图55图56
图55 健民路路径选择
图56 全部进口路径选择设置图
（3）设置路口信号灯根优化方案设置三路口信号组四组信号灯图57
图57 信号灯设置图
（4）路网设置检测器检测行程时间排队长度延误三指标作次优化效果评判
（5）运行仿真优化前行程时间排队长度延误三指标做
图58 仿真程
52 仿真效果分析
Vissim仿真结束会输出系列路网检测器检测结果评价文件整理评价文件结果
根行程时间检测器出评价文件整理表521：
表521 行程时间表
根排队长度检测器出评价文件整理表522：
表522 排队长度表
根延误时间检测器出评价文件整理表523：
表523 延误时间表
更直观优化前行程时间排队长度延误时间效果整理表格出统计图59510511：
图59 行程时间统计图
图510 均排队长度统计图
图511 均延误统计图
分析结果知干线信号协调控制效降低拥堵提高通行效率单交叉口较优化前效果明显优现状整体运行情况分析协调效果均行程时间较现状减少均238优化排队长度均延误皆低优化前干道良通行情况时会促进周边道路良性运行降低出行成减少环境污染
53 章结
章协调控制进行介绍更低行程时间排队长度延误目信号协调控制方法民西路例子方法设计民西路干线信号协调控制方案微观仿真软件Vissim建立模型方法行性进行验证分析
第六章 结展
61 结
着国家济发展科技进步国家民生活水断提高均车辆占断提高伴种交通问题持续增加交通堵塞严重交通事频繁车辆造成空气污染噪声污染光污染等严重影响道路附居民生活质量降低民幸福度解决交通问题已国家首先解决问题交通信号研究成解决交通问题关键兼容性强效交通信号控制方案够交通问题减少压力
真实交通身带非常确定素抗拒外界素驾驶员性格驾驶员心情恶劣天气气候道路身磨损情况会交通仿真带影响传统数学模型精确效交通系统进行模拟控制文车辆均行驶时间车辆均排队时间车辆均延误关键指标减少目标分析交叉口干线协调控制方案
62 展
然文城市干道信号协调控制方法做出研究出结果研究话 缓解交通问题带压力拥种信号协调控制方案针种复杂动态变干道现研究重点
（1） 交通身机工采集交通数身情况会扩误差智采集交通数现重研究方减少数工误差
（2） 样交通量身机准确数值种交通量动态变化找更准确更代表前交通状况交通量数输入系统办法极重
（3） 建立兼容性非常强学力非常强算法系统针复杂路段出佳组合方案动根前路段状况变化改变适合该状况佳方案
参考文献
[1]李克城市道路交通信号控制中绿灯时间间隔时间问题[J]城市问题
20108（5）：7377
[2]李瑞敏章立辉城市交通信号控制[M]北京：清华学出版社2015
[3]李元余立建张乐城市交通干线协调控制[J]交通科技济201416（3）：2529
[4]陈龙蔡红兵王福建中城市干道线控系统交通改善效果分析[J]武汉理工学学报（交通科学工程版）20060230（1）：2124
[5]郭宏玉高媛姚树森城市道路交叉口交通信号配时优化研究[J]汽车实技术2016（9）：35
[6]宋现敏城市交叉口信号协调控制方法研究[D]吉林学2008
[7]曹娟娟城市干道交通信号协调优化控制研究[D]长沙理工学2012
[8]王东基遗传算法城市干线交通信号协调控制研究[D]长安学2010
[9]叶宝林城市路网交通信号协调控制理方法研究[D]浙江学2015
[10]王殿海杨希锐宋现敏交通信号干线协调控制典数值计算法改进[J]吉林学学报（工）201141（1）：2934
[11]杨锦冬杨东援城市信号控制交叉口信号周期时长优化模型[J]济学学报20010729（7）：789794
[12]李警繁城市道路典型交叉口交通信号配时优化——武汉市洪山区雄楚道静安路交叉口例[J]武汉交通职业学院学报2012（2）：7882
[13]肖秀春干道协调公交信号优先方法研究[D]华南理工学2012
[14]温璐茜胡永举周静干线交叉口信号灯线控系统配时设计实例分析[J]交通科技济201113（5）：8588
[15]树爱兵苑蕾赵永进城市交通信号干线协调控制系统研究[J]中国交通信息产业
[16]李群祖夏清国巴明春潘万鹏城市交通信号控制系统现状发展[J]科学技术工程20099（24）：74367442
[17]徐世洪道路交通干线信号协调控制技术研究[D]重庆：重庆学硕士学位文2011
[18]李洪波城市道路面交叉口综合分析研究[J]山西建筑201036（22)282284
[19]Pappis C PMamdani E HA Fuzzy Logic Controller for a Traffic Junction[J]IEEE Transon SystemManand CyberneticsSMC7（10）1977：707717
[20] Favilla J Maehion A Gomide F Fuzzy traffic control adaptive strategies Proceedings of the Second IEEE International Conference on Fuzzy Systems San Francisco1993506511
致 谢
学四年时光白驹隙转眼间科毕业学校四年里收获群志道合学朋友众学富五车华横溢老师细心培养思想学生活中获较提升疑学校良学氛围雄厚师资力量息息相关密分
文写作程中导师吴丹老师花费少心思选题定题开题报告初稿终稿程中老师认真负责严格关细心教导循循善诱历五月时间终完成毕业文果没老师辛勤劳作毕业文会利完成十分感谢导师吴丹老师
学四年次写文历受益匪浅永生难忘新生活启航未日子里继续学活学识次感谢老师家学朋友帮助支持利完成毕业文
附 录
A review of research on coordinated control methods of urban trunk lines
Tan Jing Peng Bo Tu Rui Cai Xiaoyu
1The introduction
As the main artery of the urban transportation system urban trunk lines bear a large number of traffic trips in the city Therefore it is one of the effective ways to slow down the urban traffic congestion and avoid the urban traffic paralysis to ensure the unblocked urban trunk lines The operation status of urban trunk line traffic is not only closely related to the characteristics of multiple overpasses and openings but also closely related to the traffic status of the affected areas of trunk line (including connecting roads ramps and adjacent areas) Therefore taking trunk lines as the object of coordinated control is an important measure to ensure the smoothness of urban trunk lines
According to the research idea of trunk line coordinated control this paper summarizes the mechanism of trunk line traffic congestion and the methods of urban trunk line control and introduces the methods and models of urban trunk line coordinated control from three aspects of timing coordinated control induction coordinated control and adaptive coordinated control
2 Study on the mechanism of urban trunk traffic congestion
At present a large number of scholars study the mechanism of traffic congestion from qualitative and quantitative aspects In terms of qualitative analysis zhang jianli (2005) gao peng (2011) he shulin (2012) lu huapu (2014) et al proposed that the essence of traffic congestion is the imbalance between traffic supply and demand and put forward the methods to correctly handle the urban road traffic supply and demand from multiple aspects for the reference of urban managers In terms of quantity based on the traffic flow theory various models are established to study the law of the generation and dissipation of traffic congestion
Nam DH (1998) studied the expressway traffic flow under crowded conditions based on the vehicle conservation law and studied its queuing and dissipation mechanisms He shuyan (2008) analyzed the temporal and spatial evolution of traffic flow in four states free flow highspeed synchronous flow lowspeed synchronous flow and congestion Zhang lun (2014) introduced the survival analysis method to analyze the spatial and temporal distribution characteristics of the duration of congestion Li yuxuan (2018) proposed a traffic congestion identification method for urban expressway based on support vector machine (SVW) separator on the basis of the traffic status classification method based on traffic flow and traffic density in twodimensional space The research on the mechanism of trunk line congestion has the following deficiencies 1) the countermeasures given in the qualitative research need the coordination of multiple management departments in the city so the supply cannot be increased 2) the congestion mechanism model studied in quantitative terms is complex and lacks application mechanism
3 Study on urban trunk line control method
Traffic control in trunk lines is to combine vehicles roads and users closely to form a timely accurate and efficient traffic control method Therefore reasonable and effective traffic control is one of the most direct and effective methods to solve traffic congestion The urban main road control methods mainly include ramp control main line control and coordinated control
31 ramp control
311 onramp control
Studies abroad show that the onramp control is the most widely used and effective method to relieve the traffic congestion The control methods of single point onramp can be divided into three categories timing control belongs to static control which is a simple stable and effective control method but it cannot adapt to the realtime change of traffic flow Demandcapacity margin control belongs to dynamic feedforward control which is simple and easy to implement However it is impossible to judge the traffic status of the main line and it is impossible to achieve postfeedback Alinea is one of the linear state control methods It can effectively prevent congestion and its principle is simple and easy to realize However because there is no prediction mechanism it is not ideal in dealing with traffic emergencies
312 offramp control
Offramp control four is to evacuate the offramp vehicles to the offramp on the premise of ensuring the maximum benefits of the main line and the associated road The offramp is usually divided into two methods One is to adjust the vehicles leaving the main line which can relieve the traffic congestion on the connecting road to some extent However when the queue extends to the main line the traffic operation of the main line will be affected The second is to close off the offramp which can reduce the traffic safety problems caused by interleaving vehicles but can increase the detour distance and driving time
32 main line control
The mainline control is to control the upstream traffic wave propagation speed in the interleaved area by means of speed limit and induction on the basis of judging the traffic status in the interleaved area so as to ensure the uniform and stable status of the mainline traffic flow The specific control methods are usually divided into three categories The first is variable speed limit which can achieve the optimal coordination of traffic volume density and speed by limiting the speed of vehicles The second is intelligence induction to guide the vehicle as far as possible to the alternative path Third lane closure Lane closure is commonly used in lane congestion and tunnel control to reduce traffic demand but it will have a negative impact on the surrounding roads
33 coordination and control of trunk lines
The main road is closely connected with the adjacent intersections so it is reasonable to manage the main road and the adjacent intersections as a whole system The methods of trunk road coordination control include timing coordination control induction coordination control and adaptive coordination control
331 timing coordination and control of trunk lines
In general there are two design ideas for coordinated timing control of trunk lines one is to maximize the bandwidth of green wave of trunk lines Second the trunk line traffic performance index optimization
(1) maximum green band method
There are two kinds of design schemes based on the maximization of green wave the constant bandwidth green wave and the variable bandwidth green wave In terms of constant bandwidth and green wave Chenu et al (2006) established the parallel algorithm of trunk line coordination based on the virtual model of game theory and obtained the green wave coordination control scheme through repeated adjustment calculation Wang dianhai et al (2011) pointed out the shortcomings of the classical numerical algorithm for coordinated control of trunk lines and proposed a modified calculation method for the width of green wave band the calculation method for the phase difference of intersection signals and the matching method for the actual intersection and the ideal intersection Based on the MAXBAND model Gartner et al (1990) considered the impact of leftturn traffic flow and queue emptying time on the green wave of variable bandwidth and proposed the multiband model of coordinated control of multichannel green wave of variable bandwidth Tian et al (2007) tang ke shuang um (2013) and Lin feng (2014) proposed an improved MULTIBAND trunk coordinated control model Long kejun et al (2018) considered the twoway communication of vehiclesignal control system and based on the twoway green wave bandwidth model took the vehicle guidance speed and the phase difference of green wave as the control variables to establish an optimized model of integrated speed guidance and green wave
The fatal defect of the constant bandwidth green wave model is that it is unable to dynamically adjust the width of the green wave band to meet the change of realtime traffic demand which may lead to the imbalance between supply and demand The core model of the MULTIBAND control method and its optimization algorithm is the same as the MAXBAND control method both of which are mixed integer linear programming algorithm (MILP) The variable bandwidth model can not only change the width of green wave but also allocate bandwidth to the twodirection traffic However the computation is too large to be solved quickly
(2) optimal traffic performance index method
The optimal traffic performance index method is to establish the relationship between single or multiple indicators such as vehicle delay time and travel time and the signal parameters in the actual road network so as to find the optimal signal timing under the optimal of one or more indicators
Jailler of the road research institute in Britain was the first to study the relationship between phase difference and delay After that chang yuntao et al (2003) yuan zhan et al (2015) and qu dayi (2018) constructed a coordinated control method of phase difference with the goal of minimizing delay on this basis Main control system the optimal control strategy to consider indicators are generally through the largest traffic volume and total minimum traffic delays onramp queue minimum the minimum total travel time driving speed the largest Zhang Jiansong (2003) xiaofang Yang (2005) xuewen Chen (2008) by comparing the five indicators such as scholars with minimum total travel time as the control target Wang tingting (2009) proposed to set up a coordinated control method of ramp with the control target of the maximum product of flow and speed and the research showed that the service level and service flow of expressway could be improved
The selection of optimal control index is the core of this method Timing control is applicable to the intersection where the traffic volume changes regularly It is a commonly used control method that the multitime timing control can adapt to the regular changes of different traffic flows within a day
332 induction coordination and control of trunk lines
Based on the analysis of timing control and single point induction control the advantages of integrated coordination control and induction control are proposed Induction control means that detectors are installed at the entrance of the intersection and the phase is changed when the detector fails to detect the arrival of vehicles or accumulatively reaches the maximum green time of this phase Full induction control studies have focused on phase sequence optimization function of full induction control (song min 2009) which has the function of seize a to the induction control (why wins 2011) based on the fuzzy control and the effective utilization rate of green when the induction control (zhang lei 2012) and based on the analytic hierarchy process (ahp) of full induction control (Gu Hongru 2016) etc
The induction coordinated control is suitable for the vehicle to arrive at the traffic flow with high randomness This method can reduce the parking time or stopping times as much as possible and improve the traffic efficiency The composite control method combines induction control with timing control to make the best of the advantages and avoid the disadvantages and effectively meet various traffic conditions which will be one of the main research directions of induction control in the future
333 adaptive coordinated control of trunk lines
Adaptive control means that the signal timing scheme can be adjusted in real time according to the state change of the traffic system to adapt to the new environment to ensure the optimal control effect The research on adaptive coordinated control of trunk lines is in the development stage Typical adaptive control systems include SCATS SCOOT RHODE and other traffic control systems
SCATS system which is a kind of realtime scheme selection adaptive system introduces the concept of subregion and selects the phase difference within the subregion and subregion respectively to obtain better linear coordinated control However it does not use the traffic model and is only a realtime scheme selection system which limits the degree of scheme optimization
SCOOT system is online TRANSYT system When considering the queue length and congestion coefficient to optimize the phase difference of each intersection the optimization of its green signal ratio depends on the estimation of saturation and the signal phase cannot be changed independently
The RHODE system is suitable for semicrowded traffic network The system proposes Realband algorithm which integrates the advantages of the minimum delay model and the maximum bandwidth model and fully considers the continuity of the vehicles in different directions to generate the green wave belt online so as to achieve the optimal performance of the system
The existing research shows that (1) ramp control has been widely used in foreign countries and has achieved good social and economic benefits At present however most of the researches are carried out in China and only a few are applied It is unfair to sacrifice the benefits of ramp and ground auxiliary road and does not consider the optimization of the overall benefits of the trunk line system (2) the coordinated control of the trunk line will be the ramp the main line of the expressway the surface of the auxiliary road junction such as comprehensive consideration is the focus of the future research the optimization of the selection of control objectives the signal control machine calculation and information processing capacity of the enhancement of the choice of coordinated control under different traffic environment is the key issue to measure the efficiency of the trunk line system
4 Discussion on coordinated control methods of urban trunk lines
The study of urban trunk road control strategy has important theoretical and practical significance but the current research on urban trunk road control coordination is still lacking
In order to achieve coordinated management and control of urban trunk lines the queue length was first calculated by using shock wave theory and the queue length and the distance from the tail of the queue to the opening were taken into account to divide the queue length into ranks and the traffic status was graded accordingly Secondly the quantitative model of the influence range of multilane import measures on trunk lines was established by comprehensively considering such factors as opening distance number of inward lanes inward direction signal cycle phase and green signal ratio and then the rules of subdistrict division were formulated by combining with the minimum influence range of traffic state and multilane import control measures on trunk lines Then according to the different traffic conditions of each subarea the control indicators of each subarea are determined Based on the optimization of traffic performance indicators the coordination and control model within and between subareas is established Finally appropriate urban trunk lines were selected and refined modeling was carried out on the VISSIM platform to compare and analyze the operational efficiency of urban trunk lines before and after the implementation of the coordinated control scheme so as to provide data support for model optimization and verification
城市干线协调控方法研究综述
谭静 彭博 杜蕊 蔡晓禹
1引言
城市干线作城市交通系统动脉承担城市量交通出行量保证城市干线畅通减缓城市交通拥堵避免城市交通瘫痪效途径城市干线交通运行状态身立交开口特点紧密相连干线影响区（包括连接道路匝道毗邻区域）交通状况息息相关干线作协调控象保障城市干线畅通重措施
文干线协调控制研究思路分综述干线交通拥堵机理城市干线控方法分定时协调控制感应协调控制适应协调控制三方面着重介绍城市干线协调控方法模型构建
2城市干线交通拥堵机理研究
目前量学者交通拥堵产生机理定性定量方面研究定性方面张建莉（2005）高鹏（2011）树林（2012）陆化普（2014）等提出交通拥堵质交通供需关系衡方面提出正确处理城市道路交通供需关系方法供城市理者参考定量方面交通流理基础建立种模型研究交通拥堵产生消散规律
Nam DH（1998）基车辆守恒定律研究拥挤条件高速公路交通流排队消散机制进行研究蜀燕（2008）回分析交通流流高速步流低速步流堵塞4种状态间时间空间演变规律张轮（2014）引入生存分析方法分析拥堵持续时间时空分布特性李宇轩（2018）基交通流量交通密度二维空间交通状态分类方法基础提出基支持量机（SVW）分离器城市快速路交通拥堵识方法关干线拥堵机理研究存足：1）定性方面研究出策需城市理部门协调增供需求限制强容易引起驾驶员反弹2）定量方面研究拥堵机理模型复杂缺乏应机制
3城市干线控制方法研究
干线交通控制车辆道路者紧密结合起形成种时准确高效交通控制方法合理效交通控制解决交通拥堵直接效方法城市干线控制方法包括匝道控制线控制协调控制
31匝道控制
311入口匝道控制
国外研究表示入口匝道控制缓解高速公路拥挤中应广泛效果明显种交通控制方法单点入口匝道控制方法分三类：定时控制属静态控制种简单稳定效控制方法适应交通流实时变化需求容量差额控制属动态前馈控制算法简单容易实现法判断线交通状态法实现反馈Alinea属线性状态控制方法中种效防止拥挤原理简单易实现没预测机制处理交通量突发情况时够理想
312出口匝道控制
出口匝道控制四保证线关联道路总利益前提出口匝道车辆优先疏散关联道路出口匝道通常分两种方法调节驶离线车辆定程度缓解衔接道路交通拥挤程度排队延伸线时会影响线交通运行情况二封闭出口匝道减少车辆交织带交通安全问题会增加绕行距离行车时间
32线控制
线控制判定交织区交通状态基础利限速诱导等手段控制交织区游交通波传播速度保证线交通流均匀稳定状态具体控制方法通常三类变限速通限制车辆行驶速度交通量密度速度达优配合二情报诱导引导车辆转移代路径三车道关闭车道堵塞隧道控制方面常车道关闭降低交通需求会周边道路产生负面影响
33干线协调控制
干线相邻交叉口联系密切干线相邻路口作整体系统理合理交通干道协调控制方法包括干线定时协调控制干线感应协调控制干线适应协调控制方法
331干线定时协调控制
干线定时协调控制般两种设计思想：干线绿波带宽化二干线交通行指标优化
（1）绿波带法
基绿波化设计两类方案：变带宽绿波变带宽绿波变带宽绿波方面Chenu等（2006）基博弈虚拟模型建立干线协调行算法反复调整计算获绿波协调控制方案王殿海等（2011）指出干线协调控制典数值算法足处提出修正绿波带宽度计算方法交叉口信号相位差计算方法实际交叉口理想交叉口匹配方法变带宽绿波方面Gartner等（1990）MAXBAND模型基础考虑左转车流排队清空时间影响提出变带宽复合式干线绿波协调控制MULTIBAND模型Tian等（2007）唐克双嗯（2013）林峰（2014）提出种改进MULTIBAND干线协调控制模型龙科军等（2018）考虑车辆信号控制系统双通信双绿波带宽模型基础车辆引导速度干线绿波相位差控制变量建立集成车速引导干线绿波优化模型
变带宽绿波模型致命缺陷法动态调整绿波带宽度满足实时交通需求变化导致出现供需衡状态MULTIBAND控制方法优化算法核心模型MAXBAND控制方法相均混合整数线性规划算法（MILP）变带宽模型仅改变绿波宽度两行车分配带宽计算量较快速求解
（2）优交通性指标法
优交通行指标法指建立车辆延误时间行程时间等单指标实际路网中信号参数关系求解某指标优佳信号配时
英国道路研究室JAHiller早研究相位差延误关系常云涛等（2003）袁展等（2015）曲义（2018）基础构建延误目标相位差协调控方法干线控制系统优控制策略考虑指标般通交通量总交通延误匝道处排队总行程时间行车速度张建嵩（2003）杨晓芳（2005）陈学文（2008）等学者通较五指标采总行程时间作控制目标王婷婷（2009）提出流量速度积控制目标建立匝道协调控制方法研究表明提高快速路服务水服务流量
优化控制指标选取类方法研究核心定时控制适交通量变化规律交叉口采时段定时控制适应天交通流规律变化种常控制方法
332干线感应协调控制
感应协调控制分析定时控制单点感应控制基础综合协调控制感应控制优点提出感应控制指路口进口道均安装检测器检测器未检测车辆达累计达该相位绿灯时间时变换相位全感应控制研究集中具相序优化功全感应控制（宋现敏2009）具抢功感应控制（必胜2011）基模糊控制绿时效利率感应控制（张蕾2012）基层次分析法全感应控制（顾鸿儒2016）等方面
感应协调控制适车辆达机性较交通流类方法车辆减少停车时间停车次数提高交通效率复合控制方法感应控制定时控制相结合扬长避短效满足种交通条件未感应控制研究方
333干线适应协调控制
适应控制指够交通系统状态变化实时调整信号配时方案适应新环境保证优控制效果干线适应协调控制研究处发展阶段典型适应控制系统SCATSSCOOTRHODE 等交通控制系统
SCATS系统种实时方案选择式适应系统引入子区概念子区部子区间分选择相位差获更线性协调控制未交通模型仅种实时方案选择系统限制方案优化程度
SCOOT系统线TRANSYT系统综合考虑排队长度拥挤系数优化交叉口相位差时绿信优化赖饱度估算信号相位改变
RHODE系统适半拥挤交通网络系统提出Realband算法综合基延误模型带宽模型优点充分考虑方车队行驶连续性线生成绿波带达系统性指标优目
已研究表明：①匝道控制国外广泛应已取良社会效益济效益然目前国研究居应较少牺牲匝道面辅路利益失公未考虑干线系统整体利益优化②干线协调控制匝道快速路线面辅路衔接交叉口等综合考虑研究重点优化控制目标选取信号控制机计算信息处理力提升交通环境协调控方式选择衡量干线系统效益重点问题
4城市干线协调控方法探讨
城市干道控制策略研究具重理实践意义前针城市干线协调控研究较缺乏
实现城市干线协调控首先利激波理计算排队长度考虑排队长度队尾车开口距离划分排队长度等级交通状态进行等级划分次综合考虑开口间距汇入车道数汇入方信号周期相位绿信等素建立车道汇入措施干线影响范围量化模型结合交通状态车道汇入控措施干线影范围制定控制子区划分规然根子区交通状态确定子区控制指标基交通性指标优化建立子区部子区间协调控模型选取合适城市干线VISSIM台中进行精细化建模分析协调控方案实施前城市干线系统运行效率模型优化验证提供数支持
文档香网(httpswwwxiangdangnet)户传
《香当网》用户分享的内容，不代表《香当网》观点或立场，请自行判断内容的真实性和可靠性！
该内容是文档的文本内容，更好的格式请下载文档
