本文選題：信號控制　切入點：預(yù)信號　出處：《哈爾濱工業(yè)大學(xué)》2017年碩士論文　論文類型：學(xué)位論文

【摘要】：目前我國各大城市交通運行狀況逐漸惡化,過飽和交叉口日益增多,嚴(yán)重阻礙了社會經(jīng)濟的發(fā)展。預(yù)信號控制通過在交叉口每個進口方向停車線后增加一條停車線和一組信號燈的方法控制機動車流運行,從完善車道組織與信號配時方案兩個角度提升交叉口通行能力,能夠有效地緩解交叉口交通擁堵。本文介紹了預(yù)信號交叉口的渠化設(shè)計以及兩種不同的相位相序方案,并對不同相位相序方案下車輛的運行情況進行了描述;考慮車輛行駛的實際情況,為了準(zhǔn)確計算待行區(qū)長度、延誤時間等參數(shù),需要準(zhǔn)確描述機動車在待行區(qū)內(nèi)的運行過程,因此提出了基于效用最大化的車道選擇模型,用效用值表示駕駛員在待行區(qū)內(nèi)對所選擇車道的滿意程度,并且選擇換車道次數(shù)和車道內(nèi)排隊長度作為駕駛員選擇車道的影響因素,最后利用極大似然估計法標(biāo)定車道選擇模型。為了獲得最優(yōu)的預(yù)信號配時方案,本文以交叉口車輛平均延誤最小為目標(biāo),以信號配時參數(shù)和待行區(qū)長度為自變量,對主信號和預(yù)信號處配時做約束,構(gòu)建了預(yù)信號交叉口的配時方案優(yōu)化模型;其中預(yù)信號交叉口的總延誤等于預(yù)信號處延誤和主信號處延誤之和;而預(yù)信號處延誤與傳統(tǒng)交叉口處延誤相同,本文用過渡函數(shù)計算;主信號處延誤是由主預(yù)信號相互協(xié)調(diào)產(chǎn)生的,可以通過分析左轉(zhuǎn)和直行車輛進入待行區(qū)和離開待行區(qū)的過程來計算。最后采用可行方向法求解預(yù)信號交叉口的最優(yōu)配時方案和待行區(qū)長度。最后以典型的十字交叉口為例對所建立的預(yù)信號控制方法進行驗證。對實施預(yù)信號后的交叉口通過matlab仿真得到最優(yōu)配時方案和最小車均延誤,對傳統(tǒng)信號交叉口在最優(yōu)配時方案下進行matlab仿真得到車均延誤,最后對兩種信號控制方案下的車均延誤比較分析。結(jié)果表明:當(dāng)交叉口處于飽和或過飽和狀態(tài)時,與傳統(tǒng)信號控制方法相比,預(yù)信號控制方法可以降低車輛延誤達到60%。
[Abstract]:At present, the traffic conditions of major cities in China are gradually deteriorating, and the number of supersaturated intersections is increasing day by day. A serious hindrance to socio-economic development. Pre-signal control controls the flow of motor vehicles by adding a stop line and a set of signal lights to each direction of the intersection, In order to improve the traffic capacity of intersections from two angles of improving lane organization and signal timing scheme, traffic congestion can be effectively alleviated. This paper introduces the design of channelization of pre-signalized intersections and two different phase sequence schemes. The running conditions of vehicles under different phase phase sequence schemes are described, considering the actual driving conditions of vehicles, in order to accurately calculate the parameters such as the length of the waiting zone and the delay time, it is necessary to accurately describe the running process of the vehicle in the waiting zone. Therefore, a lane selection model based on utility maximization is proposed. The utility value is used to express the driver's satisfaction with the selected lane in the waiting area. In order to obtain the optimal pre-signal timing scheme, the lane selection model is calibrated by the maximum likelihood estimation method, and the number of lanes and the length of queue in the lane are chosen as the influencing factors for the driver to select the lane, and the maximum likelihood estimation method is used to calibrate the lane selection model. In this paper, the minimum average delay of vehicle at intersection is taken as the objective, the signal timing parameters and the length of the waiting area are taken as independent variables, and the timing constraints at the main signal and the pre-signal are taken as the constraints, and the optimization model of the timing scheme at the pre-signal intersection is constructed. The total delay at the pre-signal intersection is equal to the sum of the delay at the pre-signal and the delay at the main signal, and the delay at the pre-signal is the same as the delay at the traditional intersection, so the transition function is used to calculate the delay. The delay at the main signal is caused by the coordination of the primary presignals, It can be calculated by analyzing the process of left turn and straight vehicle entering and leaving the waiting area. Finally, the feasible direction method is used to solve the optimal timing scheme and the waiting area length of the pre-signalized intersection. Finally, the typical cross is used. The pre-signal control method is verified by the example of intersection. The optimal timing scheme and the minimum vehicle delay are obtained by matlab simulation at the intersection after the pre-signal is implemented. The matlab simulation of the traditional signalized intersection under the optimal timing scheme shows that the average vehicle delay is obtained. Finally, the comparison of the vehicle delay between the two signal control schemes is made. The results show that: when the intersection is saturated or supersaturated, Compared with the traditional signal control method, the pre-signal control method can reduce the vehicle delay to 60%.
【學(xué)位授予單位】：哈爾濱工業(yè)大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2017
【分類號】：U491.54

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