CN115171402B - Method for setting reverse variable guiding lanes between adjacent T-shaped intersections - Google Patents
Method for setting reverse variable guiding lanes between adjacent T-shaped intersections 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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Abstract
The invention relates to the technical field of road traffic control, and discloses a method for setting reverse variable guiding lanes between adjacent T-shaped intersections, which comprises the following steps: detectors for recording the number of vehicles in each lane are arranged on the entrance lanes which are not less than three lanes, and the passing vehicle data of each lane are detected, so that the traffic parameters of each steering flow of the entrance lanes are obtained, and a traffic signal, a variable lane pre-signal and a ground variable lane mark are arranged. After the functional attribute of the variable guide lane changes, each steering traffic volume is obtained according to the detector, the saturation of each steering traffic volume is obtained, a control scheme of the variable lane is started according to the saturation and the queuing length, and then the running direction of the variable lane is judged according to the relation of left turn, straight traffic volume, saturation, queuing length and the like of an inlet lane; finally, the signal adjusting scheme is optimized according to the control scheme of the variable lane, so that the traffic capacity of the intersection can be improved, delay of the intersection is reduced, and traffic safety is further ensured.
Description
Technical Field
The invention relates to the technical field of road traffic control, in particular to a method for setting reverse variable guiding lanes between adjacent T-shaped intersections.
Background
The rapid development of urban economy enables the maintenance quantity of urban motor vehicles to be increased year by year, brings huge traffic pressure to urban roads, and inevitably causes urban traffic jam because the speed of road traffic infrastructure construction is far slower than the speed of the maintenance quantity increase of motor vehicles.
The urban road has tidal traffic phenomenon due to the single land layout and the separated living mode of the partial cities. The tide traffic phenomenon causes the phenomenon that the traffic flow of a road in one direction is smaller and the traffic flow of a road in the other direction is overlarge in a period of time, so that the phenomenon that part of road resources are wasted exists on the road with the smaller traffic flow in the certain period of time, and the problem that the road in the other direction is jammed due to overlarge traffic flow is caused.
Application number: 2016109138088A method for controlling the variable guiding lane of tidal traffic flow in road network features that the video is analyzed to monitor traffic flow, resulting in low detection accuracy.
The application number 201410004750.6 discloses a signal timing optimization method based on a variable guide lane, which adopts a hill climbing method to optimize the period duration and the phase-to-green-signal ratio, and the method recalculates the phase time of each round of the method, has the problems of undefined optimization direction, repeated calculation and large workload, and has a longer signal timing optimization period.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides a method for setting a reverse variable guide lane between adjacent T-shaped intersections, which utilizes the reverse variable guide lane to divide 5 possible situations in detail for signal timing optimization, respectively optimizes and improves the situations, and can improve the working efficiency. Effectively relieving the traffic jam problem of the urban road intersection under the tidal traffic phenomenon.
In order to achieve the above purpose, the present invention provides the following technical solutions:
a setting method of reverse variable guiding lanes between adjacent T-shaped intersections comprises the following steps:
s1, arranging a three-phase T-shaped intersection of at least one special left-turn lane, at least one special straight lane meter and at least one reverse variable guiding lane on an inlet lane;
s2, acquiring steering traffic of each entrance lane in the step S1;
s3, calculating the saturation of each steering traffic flow according to the steering traffic volume of each inlet lane obtained in the step S2;
s4, calculating and obtaining the vehicle queuing length of each entrance lane;
s5, obtaining the saturation of each steering traffic flow according to the step S3 and starting a control scheme of a reverse variable guiding lane according to the vehicle queuing length obtained in the step S4, wherein the control scheme specifically comprises the following steps:
when the saturation of each entrance lane in a certain direction traffic flow is more than 0.9 and the phase difference is less than 0.15, if the vehicles in the left-turn lane are queued for the second queuing phenomenon, the reverse variable guiding lane is set as a left-turn special lane; when the saturation difference of each entrance lane is larger than 0.15, and the saturation of the left-turn lane is larger than that of the straight lane, setting the reverse variable guide lane as a left-turn special lane;
s51, judging the running direction of the reverse variable guiding lane according to the relation of left turn, straight flow, saturation, queuing length and the like of the inlet lane, wherein the running direction is specifically as follows:
if the traffic volume in the certain direction is more than 2/3 of the traffic volume of all lanes, starting a reverse variable guiding lane according to the relation between the saturation and the queuing length in the step S5, and setting the running direction of the reverse variable guiding lane as the current running direction of the traffic flow in the certain direction;
s6, optimizing and adjusting a signal scheme according to the control scheme of the reverse variable guiding lane, specifically:
analyzing the timing change condition of the signal after the reverse variable guiding lane is set, setting the reverse variable guiding lane between T-shaped intersections, calculating the saturation of each inlet lane before the reverse variable guiding lane is set, and after the reverse variable guiding lane is set, the left-turning traffic capacity of the inlet lane is increased, and at the moment, the phase green light time is adjusted according to the traffic condition of the vehicle after the reverse variable guiding lane is set, wherein the following types of signal timing change conditions are adopted:
case one, re-timing and adjusting signal period
If the saturation of the left-turning lane and the straight-going lane is more than 0.9 and the saturation difference is less than 0.15, adjusting the timing of signals after setting;
in the second case, the green time of the straight phase is increased and the signal period is adjusted
If the saturation of the straight-going lane exceeds the saturation of the left-turning lane by 0.15 and the traffic capacity of the left-turning lane is left after the arrangement, the left-turning lane is left with a margin, and the left-turning lane is left with the left-turning lane, and the left-turning lane is left with the left-turning lane;
case three, signal timing is not changed
If the saturation of the left-turning lane exceeds the saturation of the straight-going lane by 0.15, the left-turning lane just can meet the left-turning requirement after being set, and the signal timing is not changed at the moment;
in the fourth case, the green time of the straight phase is increased, and the signal period is adjusted
If the saturation of the left-turn lane exceeds the saturation of the straight-run lane by 0.15 and the traffic capacity of the left-turn lane is left after the arrangement, the left-turn lane is left with a margin, and the left-turn lane is divided into straight-run phases by the margin green time;
fifth, the green time of the left-turning phase is increased, and the signal period is adjusted
If the saturation of the left-turning lane exceeds the saturation of the straight-turning lane by 0.15, and the left-turning requirement cannot be met after the arrangement, the traffic capacity of the straight-turning lane is rich, and the rich green light time is distributed to the left-turning phase;
s7, calculating and comparing delay values before and after the reverse variable guiding lane is set, and analyzing the setting effect of the reverse variable guiding lane.
Further, the step S1 specifically includes:
the exit of the reverse variable guiding lane is provided with at least 3 lanes.
Further, the step S2 specifically includes:
a detector for recording the number of vehicles in each lane is arranged in an entrance lane of at least three lanes, and the passing vehicle data of each lane is detected, so that the traffic volume of each steering flow of the entrance lane is obtained, and the detector is arranged 25-200 meters in front of a parking line of the entrance lane;
and arranging a main signal machine, a pre-signal machine and a variable lane dynamic mark, wherein the pre-signal machine is arranged at the position 45 meters upstream of an inlet lane.
Further, in step S6, the signal timing of the T-type intersection is adjusted, which specifically includes the following two cases:
if the running direction of the reverse variable guiding lane is straight, the signal timing when the reverse variable guiding lane is straight is operated;
and if the running direction of the reverse variable guiding lane is left turn, signal timing when the running direction of the reverse variable guiding lane is left turn is operated.
Further, in step S3, the calculation formula of the saturation of the ith lane of each entrance lane is:
wherein:
q i -current traffic flow (pcu) for the entrance lane;
CAP is the traffic capacity of the entrance lane (pcu/h);
S i saturation flow rate (pcu/h) for i lanes;
λ i is a green-to-blue ratio;
n i the number (bars) of lanes for the entrance lane;
Q i an effective green time(s) of i cycles;
g i is the effective green time(s) within one cycle;
h i is the saturated headway(s).
Further, in step S4, a SIGNAL94 model is used to calculate the queuing length, the first term calculates the queuing caused by the normal coming vehicles, and the second term calculates the number of queuing vehicles reserved in the previous period;
Q n+1 ＝Tq n+1 R+D n
D n calculated by the following formula:
wherein:
c is the signal period duration, unit s;
l is the start loss, unit veh;
D n the number of queuing vehicles which are detained in the nth period;
s is the saturation flow rate in veh/S;
g is green light time, unit s;
q n vehicle arrival flow rate in veh/s for the nth cycle;
t is the signal period, unit s;
r is red light time, unit s.
Further, in step S7, the delay calculation of the vehicle is:
wherein:
c is the signal period duration(s);
lambda is the green-to-signal ratio of the corresponding phase;
y is the corresponding phase flow ratio;
q is the traffic volume (pcu) of the corresponding phase critical traffic;
x is the saturation of the entrance lane;
calculating the average delay of vehicles at the intersection:
wherein:
D i average delay(s) for vehicles at the intersection;
q i traffic (pcu) for phase i critical traffic;
d i average delay(s) for phase i vehicle;
λ i green-to-signal ratio for phase i;
y i is the phase i flow ratio;
c is the signal period duration(s).
The beneficial effects are that:
the invention provides a method for setting reverse variable guiding lanes between adjacent T-shaped intersections, which has the following beneficial effects:
firstly, after the functional attribute of the reverse variable guiding lane changes, the detector obtains each steering traffic volume, and according to whether the saturation is larger than 0.9 and whether the left turn occurs or not, the opening scheme of the variable lane is controlled by secondary queuing, so that the saturation of the lane is reduced after the variable lane is opened, the phenomenon of secondary queuing of traffic flow in the direction is avoided, and the delay of an intersection is reduced.
Secondly, judging the running direction of the reverse variable guiding lane according to the relations of left turn, straight traffic, lane number, queuing length and the like of the inlet lane, and increasing the queuing length factor to avoid the phenomenon of queuing overflow between short-distance intersections.
Thirdly, the invention provides all possible schemes of signal timing and provides the optimized adjustment direction of the signal timing. The signal timing optimization is divided into 5 directions, so that the optimization speed is improved, and the calculation workload is reduced.
Through the adjustment, traffic flows are distributed more uniformly, the phenomenon of secondary queuing at intersections is reduced, delay at the intersections is reduced, and traffic safety is further ensured.
Drawings
FIG. 1 is a flow chart of a reverse variable guide lane control of the present invention;
FIG. 2 is a phase diagram of a T-junction in accordance with the present invention;
FIG. 3 is a schematic diagram of a detector layout of the present invention;
fig. 4 is a schematic view of the vehicle passing through the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the invention. Based on the embodiments of the present invention, other embodiments that may be obtained by those of ordinary skill in the art without making any inventive effort are within the scope of the present invention.
The invention provides a technical scheme that:
a setting method of reverse variable guiding lanes between adjacent T-shaped intersections comprises the following steps:
s1, acquiring steering traffic of each entrance lane;
s11, laying an urban road traffic detector:
the specific setting method is shown in figure 1, wherein the detectors 1 to 4 are used for detecting specific data of the flow distribution of the reverse variable guiding lane and the inlet lane steering vehicle, and the detectors 5 to 8 are used for detecting the queuing situation of the vehicle in the inlet lane.
S2, calculating the saturation of each steering car flow;
and (3) judging the saturation:
wherein:
q i -current traffic flow (pcu) for the entrance lane;
CAP is the traffic capacity of the entrance lane (pcu/h);
S i saturation flow rate (pcu/h) for i lanes;
λ i is a green-to-blue ratio;
n i the number (bars) of lanes for the entrance lane;
Q i an effective green time(s) of i cycles;
g i is the effective green time(s) within one cycle;
h i is the saturated headway(s);
when the saturation of the entrance lane of the intersection is less than 0.9, the entrance lane has a certain traffic capacity. When the saturation is between 0.9 and 1, the inlet lane traffic capacity is insufficient due to the instability of the inlet lane traffic. When the saturation is greater than 1, vehicles will accumulate in line, and the intersection reaches a supersaturated state.
S3, obtaining the queuing length of vehicles in each entrance lane;
calculating the queuing length:
Q n+1 ＝Tq n+1 R+D n
D n calculated by the following formula:
wherein:
c is the signal period duration(s);
l is the startup loss (veh);
D n the number of queuing vehicles which are detained in the nth period;
s is the saturation flow rate (veh/S);
g is green time(s);
q n vehicle arrival flow rate (veh/s) for the nth cycle;
t is the signal period(s);
r is red light time(s).
S4, a variable lane setting method:
when the saturation of each entrance lane is larger than 0.9 and the phase difference is smaller than 0.15, calculating the queuing length of each lane according to S3, and setting a reverse variable guide lane as a left-turn special lane when a secondary queuing phenomenon occurs in the queuing of vehicles of the left-turn lane; when the saturation difference of the inlet lanes is larger than 0.15 and the saturation of the left-turn lane is larger than that of the straight lane, the reverse variable guide lane is set as the left-turn special lane.
S5, a timing adjustment method for reverse variable guiding lane signals between adjacent T-shaped intersections of urban roads comprises the following steps:
s51, if the running direction of the reverse variable guiding lane is straight, running the signal timing when the reverse variable guiding lane is straight;
and S52, if the running direction of the reverse variable guiding lane is left turn, signal timing when the running direction of the reverse variable guiding lane is left turn is performed.
The invention is suitable for the situation of unbalanced distribution of steering traffic flow adjacent to the T-shaped intersection, and has obvious tidal traffic characteristics. At the moment, the direction conversion process of the variable lanes of each road section is consistent, and the signal timing of the intersection related signal lamp is optimized along with the adjustment of the variable lanes, so that the throughput is improved.
S6, analyzing the timing change condition of signals after the reverse variable guiding lanes are arranged, arranging the reverse variable guiding lanes between T-shaped intersections, calculating the saturation of each inlet lane before the reverse variable guiding lanes are arranged, and after the reverse variable guiding lanes are arranged, the left-turning traffic capacity of the inlet lanes is increased, and at the moment, the phase green light time is adjusted according to the traffic condition of the vehicles after the reverse variable guiding lanes are arranged, wherein the changing conditions during the signal timing are as follows:
case one, re-timing and adjusting signal period
If the saturation of the left-turning lane and the straight-going lane is more than 0.9 and the saturation difference is less than 0.15, adjusting the timing of signals after setting;
in the second case, the green time of the straight phase is increased and the signal period is adjusted
If the saturation of the straight-going lane exceeds the saturation of the left-turning lane by 0.15 and the traffic capacity of the left-turning lane is left after the arrangement, the left-turning lane is left with a margin, and the left-turning lane is left with the left-turning lane, and the left-turning lane is left with the left-turning lane;
case three, signal timing is not changed
If the saturation of the left-turning lane exceeds the saturation of the straight-going lane by 0.15, the left-turning lane just can meet the left-turning requirement after being set, and the signal timing is not changed at the moment;
in the fourth case, the green time of the straight phase is increased, and the signal period is adjusted
If the saturation of the left-turn lane exceeds the saturation of the straight-run lane by 0.15 and the traffic capacity of the left-turn lane is left after the arrangement, the left-turn lane is left with a margin, and the left-turn lane is divided into straight-run phases by the margin green time;
fifth, the green time of the left-turning phase is increased, and the signal period is adjusted
If the saturation of the left-turn lane exceeds the saturation of the straight-run lane by 0.15, and the left-turn requirement cannot be met after the arrangement, the traffic capacity of the straight-run lane is rich, and the rich green time is distributed to the left-turn phase.
S7, calculating and comparing delay values before and after the reverse variable guiding lane is set, and analyzing the setting effect of the reverse variable guiding lane.
Delay calculation of vehicle:
calculating the average delay of vehicles at the intersection:
wherein:
D i average delay(s) for vehicles at the intersection;
q i traffic (pcu) for phase i critical traffic;
d i average delay(s) for phase i vehicle;
λ i green-to-signal ratio for phase i;
y i is the phase i flow ratio;
c is the signal period duration(s);
it is noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.
Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.
Claims (5)
1. The setting method of the reverse variable guiding lane between adjacent T-shaped intersections is characterized by comprising the following steps:
s1, arranging a three-phase T-shaped intersection of at least one special left-turn lane, at least one special straight lane meter and at least one reverse variable guiding lane on an inlet lane;
s2, acquiring steering traffic of each entrance lane in the step S1;
s3, calculating the saturation of each steering traffic flow according to the steering traffic volume of each inlet lane obtained in the step S2;
s4, calculating and obtaining the vehicle queuing length of each entrance lane;
s5, obtaining the saturation of each steering traffic flow according to the step S3 and starting a control scheme of a reverse variable guiding lane according to the vehicle queuing length obtained in the step S4, wherein the control scheme specifically comprises the following steps:
when the saturation of each entrance lane in a certain direction traffic flow is more than 0.9 and the phase difference is less than 0.15, if the vehicles in the left-turn lane are queued for the second queuing phenomenon, the reverse variable guiding lane is set as a left-turn special lane; when the saturation difference of each entrance lane is larger than 0.15, and the saturation of the left-turn lane is larger than that of the straight lane, setting the reverse variable guide lane as a left-turn special lane;
s51, judging the running direction of the reverse variable guiding lane according to the relation between left turn and straight flow, saturation and queuing length of the inlet lane, specifically:
if the traffic volume in the certain direction is more than 2/3 of the traffic volume of all lanes, starting a reverse variable guiding lane according to the relation between the saturation and the queuing length in the step S5, and setting the running direction of the reverse variable guiding lane as the current running direction of the traffic flow in the certain direction;
s6, optimizing and adjusting a signal scheme according to the control scheme of the reverse variable guiding lane, specifically:
analyzing the timing change condition of the signal after the reverse variable guiding lane is set, setting the reverse variable guiding lane between T-shaped intersections, calculating the saturation of each inlet lane before the reverse variable guiding lane is set, and after the reverse variable guiding lane is set, the left-turning traffic capacity of the inlet lane is increased, and at the moment, the phase green light time is adjusted according to the traffic condition of the vehicle after the reverse variable guiding lane is set, wherein the following types of signal timing change conditions are adopted:
case one, re-timing and adjusting signal period
If the saturation of the left-turning lane and the straight-going lane is more than 0.9 and the saturation difference is less than 0.15, adjusting the timing of signals after setting;
in the second case, the green time of the straight phase is increased and the signal period is adjusted
If the saturation of the straight-going lane exceeds the saturation of the left-turning lane by 0.15 and the traffic capacity of the left-turning lane is left after the arrangement, the left-turning lane is left with a margin, and the left-turning lane is left with the left-turning lane, and the left-turning lane is left with the left-turning lane;
case three, signal timing is not changed
If the saturation of the left-turning lane exceeds the saturation of the straight-going lane by 0.15, the left-turning lane just can meet the left-turning requirement after being set, and the signal timing is not changed at the moment;
in the fourth case, the green time of the straight phase is increased, and the signal period is adjusted
If the saturation of the left-turn lane exceeds the saturation of the straight-run lane by 0.15 and the traffic capacity of the left-turn lane is left after the arrangement, the left-turn lane is left with a margin, and the left-turn lane is divided into straight-run phases by the margin green time;
fifth, the green time of the left-turning phase is increased, and the signal period is adjusted
If the saturation of the left-turning lane exceeds the saturation of the straight-turning lane by 0.15, and the left-turning requirement cannot be met after the arrangement, the traffic capacity of the straight-turning lane is rich, and the rich green light time is distributed to the left-turning phase;
s7, calculating and comparing delay values before and after the reverse variable guiding lane is set, and analyzing the setting effect of the reverse variable guiding lane;
in step S3, the calculation formula of the j-th lane saturation of each entrance lane is:
wherein:
q j -current traffic flow (pcu) for the entrance lane;
CAP is the traffic capacity of the entrance lane (pcu/h);
delay calculation of the vehicle in step S7:
wherein:
c is the signal period duration(s);
lambda is the green-to-signal ratio of the corresponding phase;
y is the corresponding phase flow ratio;
q is the traffic volume (pcu) of the corresponding phase critical traffic;
x is the saturation of the entrance lane;
calculating the average delay of vehicles at the intersection:
wherein:
D i average delay(s) for vehicles at the intersection;
q i traffic (pcu) for phase i critical traffic;
d i average delay(s) for phase i vehicle;
λ i green-to-signal ratio for phase i;
y i is the phase i flow ratio;
c is the signal period duration(s).
2. The method for setting up reverse variable guidance lanes between adjacent T-junctions according to claim 1, wherein step S1 is specifically:
the exit of the reverse variable guiding lane is provided with at least 3 lanes.
3. The method for setting up reverse variable guidance lanes between adjacent T-junctions according to claim 1, wherein step S2 specifically comprises:
a detector for recording the number of vehicles in each lane is arranged in an entrance lane of at least three lanes, and the passing vehicle data of each lane is detected, so that the traffic volume of each steering flow of the entrance lane is obtained, and the detector is arranged 25-200 meters in front of a parking line of the entrance lane;
and arranging a main signal machine, a pre-signal machine and a variable lane dynamic mark, wherein the pre-signal machine is arranged at the position 45 meters upstream of an inlet lane.
4. The method for setting a reverse variable guide lane between adjacent T-junctions according to claim 1, wherein in step S6, the timing of adjusting the signal of the T-junction specifically includes the following two cases:
if the running direction of the reverse variable guiding lane is straight, the signal timing when the reverse variable guiding lane is straight is operated;
and if the running direction of the reverse variable guiding lane is left turn, signal timing when the running direction of the reverse variable guiding lane is left turn is operated.
5. The method for setting a reverse variable guide lane between adjacent T-junctions according to claim 1, wherein in step S4, a SIGNAL94 model is used to calculate a queuing length, a first term calculates a queuing caused by a normal incoming vehicle, and a second term calculates a number of queuing vehicles left by a previous cycle;
Q n+1 ＝Tq n+1 R+D n
D n calculated by the following formula:
wherein:
c is the signal period duration, unit s;
l is the start loss, unit veh;
D n the number of queuing vehicles which are detained in the nth period;
s is the saturation flow rate in veh/S;
g is green light time, unit s;
q n vehicle arrival flow rate in veh/s for the nth cycle;
t is the signal period, unit s;
r is red light time, unit s.
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| 基于交叉口时空需求度的可变导向车道自适应控制方法;常玉林;赵超;张鹏;;科学技术与工程(31);全文 * |
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| CN115171402A (en) | 2022-10-11 |
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