本文選題：公交優(yōu)先　切入點(diǎn)：駐站時(shí)間　出處：《北方工業(yè)大學(xué)》2017年碩士論文　論文類型：學(xué)位論文

【摘要】：隨著我國經(jīng)濟(jì)的快速騰飛和社會(huì)的進(jìn)步,城市機(jī)動(dòng)車保有量和出行率逐年迅速上升,但是道路基礎(chǔ)設(shè)施建設(shè)、交通管理水平與交通控制水平發(fā)展緩慢,導(dǎo)致城市出現(xiàn)了一些道路堵塞、環(huán)境污染、資源分配不均等現(xiàn)象。學(xué)者們通過研究發(fā)現(xiàn)解決交通問題必須以公共交通的發(fā)展為重點(diǎn),實(shí)現(xiàn)有限道路交通資源的合理利用。公交優(yōu)先可以利用被動(dòng)優(yōu)先、主動(dòng)優(yōu)先、實(shí)時(shí)優(yōu)先等控制方式為公交車輛提供優(yōu)先,從而提升公共交通服務(wù)水平。本文針對(duì)專用道公交優(yōu)先干線協(xié)調(diào)控制和社會(huì)車流與專用道公交優(yōu)先干線協(xié)調(diào)控制兩種情況進(jìn)行研究,在保持公交車輛運(yùn)行連續(xù)性且減小公交的停車次數(shù)的前提下縮小了對(duì)其他車流產(chǎn)生的負(fù)面效應(yīng)。首先,歸納總結(jié)國內(nèi)外近年來的研究成果并闡述公交優(yōu)先的理論基礎(chǔ)及其優(yōu)點(diǎn),詳細(xì)對(duì)比了公交優(yōu)先控制的目標(biāo)、方式及策略。描述了干線信號(hào)協(xié)調(diào)控制理論,包括常用的干線協(xié)調(diào)控制方法、干線協(xié)調(diào)控制適用條件及各主要參數(shù)的計(jì)算方法等,為建立專用道公交實(shí)時(shí)優(yōu)先控制模型奠定了基礎(chǔ)。其次,研究了不考慮社會(huì)車流影響情況下的獨(dú)立專用道公交優(yōu)先干線協(xié)調(diào)方法,分析公交駐站時(shí)間的分布情況以及置信區(qū)間估計(jì),在公交駐站時(shí)間估計(jì)的基礎(chǔ)上,結(jié)合公交運(yùn)行速度及公交行駛路徑等得出了專用道公交運(yùn)行時(shí)空軌跡,然后考慮行程時(shí)間、相位差等約束條件確定公交車通過下游交叉口的概率及期望,建立了基于公交車到達(dá)期望的控制模型,并利用Vissim仿真軟件驗(yàn)證了本控制方法的可行性。最后,針對(duì)社會(huì)車流與專用道公交優(yōu)先同時(shí)進(jìn)行干線協(xié)調(diào)的情形,考慮二者之間的相互作用關(guān)系,以人均延誤最小為目標(biāo),建立基于相位差優(yōu)化的社會(huì)車流與公交優(yōu)先干線協(xié)調(diào)控制模型,并通過遺傳算法進(jìn)行求解。然后根據(jù)車輛到達(dá)分布情況設(shè)計(jì)了相位差的切換條件、相位差切換方法以及綠燈時(shí)間分配方法,并利用Vissim軟件做了模擬驗(yàn)證,結(jié)果顯示該控制模型有效減少了人均延誤,提升了公交運(yùn)行效率。
[Abstract]:With the rapid development of economy and society in our country, the number of urban motor vehicles and the travel rate are increasing rapidly year by year, but the construction of road infrastructure, the level of traffic management and the level of traffic control are slow to develop. This has led to some road jams, environmental pollution and unequal distribution of resources in cities. Through their research, scholars have found that the development of public transport must be the focus of solving traffic problems. Realize the reasonable utilization of limited road traffic resources. Bus priority can use passive priority, active priority, real-time priority and other control methods to provide priority for public transport vehicles. So as to improve the level of public transport services. This paper focuses on two situations: coordinated control of public transport priority trunk lines of special lanes and coordinated control of social traffic flow and bus priority trunk lines of special lanes. On the premise of maintaining the continuity of bus operation and reducing the number of bus stops, the negative effects on other traffic flow are reduced. Firstly, the research results in recent years at home and abroad are summarized and the theoretical basis and advantages of bus priority are expounded. The objectives, methods and strategies of bus priority control are compared in detail, and the theory of coordinated control of trunk signals is described, including the commonly used methods of coordinated control of trunk lines, the applicable conditions of coordinated control of trunk lines, and the calculation methods of main parameters, etc. It lays a foundation for the establishment of real-time priority control model of special lane public transportation. Secondly, the paper studies the coordination method of bus priority trunk line of independent special lane, which does not consider the influence of social traffic flow. The distribution of bus stop time and confidence interval estimation are analyzed. On the basis of bus stop time estimation, combined with bus running speed and bus route, the space-time track of bus running is obtained, and then the travel time is considered. The phase difference and other constraint conditions are used to determine the probability and expectation of the bus passing through the downstream intersection. The control model based on the bus arrival expectation is established, and the feasibility of the control method is verified by Vissim simulation software. In view of the situation that the social traffic flow and the bus priority of special lanes are coordinated at the same time, considering the interaction between the two, the goal is to minimize the delay per capita. The coordinated control model of social traffic flow and bus priority trunk line based on phase difference optimization is established and solved by genetic algorithm. Then the phase difference switching condition is designed according to the vehicle arrival distribution. The phase difference switching method and the green time allocation method are simulated by Vissim software. The results show that the control model can effectively reduce the delay per person and improve the efficiency of public transportation.
【學(xué)位授予單位】：北方工業(yè)大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2017
【分類號(hào)】：U491.54

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