發(fā)布時(shí)間：2018-01-19 11:17

  本文關(guān)鍵詞： 交通工程 控制子區(qū)劃分 信號(hào)協(xié)調(diào)控制 遺傳算法 CORSIM微觀仿真　出處：《大連理工大學(xué)》2016年碩士論文　論文類(lèi)型：學(xué)位論文

【摘要】：隨著我國(guó)經(jīng)濟(jì)日益發(fā)展,人民生活水平不斷提高,汽車(chē)保有量急劇增長(zhǎng),交通系統(tǒng)的供需矛盾日益凸現(xiàn),交通擁堵成為我國(guó)社會(huì)面臨的最嚴(yán)峻難題之一。優(yōu)化城市交叉口的信號(hào)控制是解決交通擁堵行之有效的方法之一。干線協(xié)調(diào)控制對(duì)干線上的信號(hào)燈組同時(shí)進(jìn)行配時(shí)優(yōu)化,進(jìn)一步提高了信號(hào)控制的效率,因此被廣泛應(yīng)用于城市交通控制實(shí)踐中。然而現(xiàn)有的線控信號(hào)燈協(xié)調(diào)配時(shí)方法多局限于有限的道路規(guī)模,如5-6個(gè)信號(hào)交叉口。隨著城市規(guī)模的不斷擴(kuò)大,很多城市的主干線不再局限于這個(gè)規(guī)模,而是更多,如15-20個(gè)交叉口。如果直接對(duì)所有的信號(hào)燈一齊進(jìn)行協(xié)調(diào)配時(shí),所得的雙向綠波帶寬度也許會(huì)很小,有時(shí)甚至得不到雙向綠波。因此,有必要先對(duì)干線進(jìn)行合理的分段,然后對(duì)每個(gè)分段進(jìn)行協(xié)調(diào)配時(shí)優(yōu)化,以提高城市干線總體的協(xié)調(diào)控制效果,即所謂的子區(qū)劃分技術(shù)。傳統(tǒng)的干線協(xié)調(diào)控制子區(qū)劃分技術(shù)或是基于高度的經(jīng)驗(yàn)建立子區(qū)劃分指標(biāo),或是采用啟發(fā)式算法搜索可行的劃分方案,因此難以得到理想的協(xié)調(diào)控制子區(qū)劃分方案,無(wú)法確保子區(qū)良好的協(xié)調(diào)控制效果。本文基于經(jīng)典的MAXBAND模型,考慮子區(qū)控制效率公共信號(hào)周期以及子區(qū)內(nèi)信號(hào)燈的連續(xù)性,通過(guò)引入若干組二進(jìn)制變量建立了兩個(gè)協(xié)調(diào)控制子區(qū)劃分模型—最大化綠波寬度和最小化各協(xié)調(diào)控制子區(qū)直行車(chē)輛車(chē)均綠波時(shí)間差異。采用遺傳算法求解模型,并利用CORSIM仿真對(duì)比分析三種流量場(chǎng)景下由本文模型和Synchro所優(yōu)化的方案的控制效果,以驗(yàn)證模型的可行性與有效性。優(yōu)化與仿真結(jié)果表明：一般而言,隨著子區(qū)劃分?jǐn)?shù)量的增加,干線綠波時(shí)間隨之增加,控制子區(qū)內(nèi)直行車(chē)輛的平均停車(chē)率也會(huì)相應(yīng)地降低,但隨之增加的非協(xié)調(diào)路段會(huì)更頻繁的打斷行駛車(chē)隊(duì),從而無(wú)法保證直行車(chē)輛的平均停車(chē)率在干線層面上表現(xiàn)出上述特點(diǎn)；雖然本文所建立的模型具有不同的目標(biāo)函數(shù),但是所優(yōu)化的方案具有基本類(lèi)似的控制效果,且相比于Synchro優(yōu)化的方案,本文模型優(yōu)化方案能夠顯著提高平均子區(qū)帶寬有效率,同時(shí)也具有更優(yōu)的車(chē)均延誤與停車(chē)率等運(yùn)行指標(biāo)。本文建立的模型是可行且有效的,能夠?yàn)槔碚撗芯颗c實(shí)際工程運(yùn)用提供理論基礎(chǔ)與參考價(jià)值,豐富了子區(qū)劃分技術(shù)的研究思路與方法。
[Abstract]:With the development of our country's economy, people's living standard is improving, the quantity of automobile is increasing rapidly, and the contradiction between supply and demand of transportation system is becoming more and more obvious. Traffic congestion has become one of the most severe problems facing our society. Optimizing the signal control of urban intersections is one of the effective methods to solve traffic jams. Time optimization. It improves the efficiency of signal control, so it is widely used in urban traffic control practice. However, most of the existing coordinated timing methods of line-controlled signal lights are limited to a limited road scale. For example, 5-6 signalized intersections. With the continuous expansion of the city size, the main lines of many cities are no longer limited to this scale, but more. For example, 15-20 intersections. If all the signals are coordinated directly, the width of the bidirectional green band may be very small, sometimes not even bidirectional green wave. It is necessary to segment the trunk line reasonably and then optimize each segment in order to improve the overall coordination and control effect of urban trunk line. The traditional sub-area partition technique of coordinated control of trunk line is either based on height experience to establish sub-area division index or to use heuristic algorithm to search feasible partition scheme. Therefore, it is difficult to obtain an ideal subarea partition scheme of coordinated control, and can not ensure a good coordinated control effect. This paper is based on the classical MAXBAND model. The common signal period of sub-area control efficiency and the continuity of the sub-area signal lamp are considered. By introducing a number of binary variables, two models of division of coordinated control subareas are established, i.e., maximizing the width of green waves and minimizing the difference of green wave time between vehicles in each coordinated control area. The genetic algorithm is used to solve the model. CORSIM simulation is used to compare and analyze the control effect of the three flow scenarios optimized by the model and Synchro. In order to verify the feasibility and effectiveness of the model, the optimization and simulation results show that: generally speaking, with the increase of the number of sub-areas, the green wave time of trunk lines increases. The average parking rate of direct vehicles in the control sub-area will also decrease correspondingly, but the increase of uncoordinated sections will interrupt the motorcade more frequently. Thus, it is impossible to ensure that the average parking rate of the direct vehicle shows the above characteristics on the trunk line level. Although the model established in this paper has different objective functions, the optimized scheme has a similar control effect, and compared with the Synchro optimization scheme. The model optimization scheme in this paper can significantly improve the efficiency of the average sub-area bandwidth, but also have better vehicle average delay and parking rate, etc. The model established in this paper is feasible and effective. It can provide theoretical basis and reference value for theoretical research and practical engineering application, and enrich the research ideas and methods of sub-area division technology.
【學(xué)位授予單位】：大連理工大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2016
【分類(lèi)號(hào)】：U491.54

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