本文選題：協(xié)調(diào)控制　切入點(diǎn)：路段車速　出處：《太原理工大學(xué)》2017年碩士論文

【摘要】：隨著經(jīng)濟(jì)的快速發(fā)展,人口逐漸向城市集中,人們的生活水平也逐漸提高,城市交通也隨之快速發(fā)展。但城市交通設(shè)施的建設(shè)受到了空間上的約束,使得城市交通的增長遠(yuǎn)遠(yuǎn)不能滿足人口集中的“海量出行”和隨生活水平提高而增加機(jī)動車保有量帶來的通行需求。愈發(fā)嚴(yán)重的交通問題已有了制約城市發(fā)展的趨勢,因此研究高效的交通控制方法來提高交通設(shè)置的通行利用率、減小城市交通壓力具有重要的意義。在現(xiàn)有交通控制研究中,干線協(xié)調(diào)控制和區(qū)域交通控制傾向于利用算法或方法對控制參數(shù)進(jìn)行優(yōu)化和改進(jìn),也因?yàn)檐囁俚碾S機(jī)性和不確定性而使控制效果有限;對于考慮行車速度這個因素的協(xié)調(diào)控制研究基本上都需要車路協(xié)同的理想通行環(huán)境,在實(shí)際應(yīng)用中不易實(shí)現(xiàn)。針對以上兩種協(xié)調(diào)控制的不足,本文嘗試著將車速引入?yún)f(xié)調(diào)控制中,提出了基于相遇點(diǎn)位置設(shè)置與交叉口附近的思路。首先,交通協(xié)調(diào)控制的基礎(chǔ)是單點(diǎn)控制。單點(diǎn)控制的靈活度越高,越能夠更好的配合應(yīng)用于協(xié)調(diào)控制中。而單點(diǎn)控制的靈活度很大程度上取決于相位結(jié)構(gòu)和相序設(shè)計,因此文中第二章對交叉口的各車流線進(jìn)行了邏輯分析,對比了幾種相位結(jié)構(gòu)以及相序設(shè)計,選擇了一種相對靈活適用范圍較廣的具有雙時間線的相位相序。其次,分析干線協(xié)調(diào)控制中的車流相遇問題,總結(jié)出兩端周期釋放的車流相遇點(diǎn)位置不變和相遇點(diǎn)車流同時達(dá)到的特性,嘗試將車速引入干線協(xié)調(diào)控制中,將協(xié)調(diào)車流的相遇點(diǎn)位置設(shè)置在交叉口附近,在提高綠波帶寬的同時,最大限度的規(guī)避了雙向車流到達(dá)交叉口時間差過大導(dǎo)致綠波帶消失的問題,同時也總結(jié)了將相遇點(diǎn)位置設(shè)置在干線交叉口附近的方法及相應(yīng)的參數(shù)計算。并將基于相遇點(diǎn)設(shè)置的雙向綠波協(xié)調(diào)優(yōu)化控制與一般步驟的干線協(xié)調(diào)控制在不同飽和度的干線模擬仿真環(huán)境中進(jìn)行了對比仿真,仿真結(jié)果說明了在飽和度較大時,基于相遇點(diǎn)位置設(shè)置的雙向綠波協(xié)調(diào)優(yōu)化控制在保證通行量的同時明顯地縮短了行程時間,延誤時間也有所改善。最后嘗試將相遇點(diǎn)位置設(shè)置的方法應(yīng)用到區(qū)域交通路網(wǎng)中。在推廣應(yīng)用過程中,網(wǎng)絡(luò)逐層增加,嘗試也由淺入深,針對過程中遇到的不同的問題,提出了幾種調(diào)整綠燈起始時刻調(diào)整的方法,基本滿足了將此思路應(yīng)用于區(qū)域路網(wǎng)中的預(yù)期目標(biāo)。為交通協(xié)調(diào)控制提供了一種具有參考價值的思路。本文的研究內(nèi)容分層遞進(jìn),從基礎(chǔ)的單點(diǎn)控制到雙向干線協(xié)調(diào)控制,仿真實(shí)驗(yàn)的過程證明了相遇點(diǎn)位置設(shè)置這一思路的可行性,仿真結(jié)果說明了這一思路的有效性。又嘗試著將新的思路應(yīng)用于更廣的空間中,為交通協(xié)調(diào)控制提供了一種新的思路。
[Abstract]:With the rapid development of economy, the population gradually concentrates to the city, the living standard of the people also rises gradually, the urban transportation also develops rapidly, but the construction of the urban transportation facilities is restricted by the space. As a result, the growth of urban traffic is far from being able to meet the "mass travel" of the concentrated population and the traffic demand brought about by the increase in the number of motor vehicles with the improvement of living standard. The increasingly serious traffic problems have already restricted the development of the city. Therefore, it is of great significance to study efficient traffic control methods to improve traffic utilization ratio and reduce urban traffic pressure. Trunk line coordinated control and regional traffic control tend to use algorithms or methods to optimize and improve the control parameters, but also because of the randomness and uncertainty of speed, the control effect is limited. For the study of coordinated control considering the factor of driving speed, the ideal traffic environment of vehicle-road coordination is needed, which is not easy to realize in practical application. In view of the deficiency of the above two kinds of coordinated control, This paper attempts to introduce the speed into the coordinated control, and puts forward the idea based on the location setting of the meeting point and the intersection. Firstly, the traffic coordination control is based on the single point control. The more flexible the single point control is, the more flexible the traffic coordination control is. And the flexibility of single point control depends on the phase structure and phase sequence design to a great extent, so the second chapter of this paper carries on the logic analysis to the intersection each vehicle streamline. By comparing several phase structures and phase sequence designs, a relatively flexible phase sequence with two time lines is selected. Secondly, the traffic flow encounter problem in coordinated trunk line control is analyzed. This paper summarizes the characteristics that the position of the traffic flow which is released periodically at both ends is invariable and the traffic flow at the meeting point reaches at the same time. The speed is introduced into the coordinated control of the trunk line, and the position of the meeting point of the coordinated traffic flow is set near the intersection. At the same time, it can avoid the problem that the time difference between the two-way traffic flow and the intersection is too large, which leads to the disappearance of the green wave band. At the same time, the method of setting the position of meeting point near the main road intersection and the calculation of corresponding parameters are summarized. The bi-directional green wave coordination optimization control based on the encounter point setting and the general step trunk line coordination control are put into different saturation. Compared with the simulation environment of trunk line simulation, The simulation results show that the bi-directional green wave coordinated optimal control based on the location of the encounter point can significantly shorten the travel time while ensuring the traffic volume. The delay time is also improved. Finally, we try to apply the method of setting the location of the meeting point to the regional traffic network. In the process of popularizing the application, the network increases layer by layer, and the attempt goes from simple to deep, aiming at the different problems encountered in the process. In this paper, several methods of adjusting green light start time are put forward, which basically meet the expected goal of applying this idea to the regional road network. It provides a valuable way of reference for traffic coordination and control. From the basic single point control to the two way trunk coordinated control, the process of simulation experiment proves the feasibility of the idea of setting the position of the meeting point. The simulation results show the effectiveness of this idea, and try to apply the new idea to the wider space, which provides a new way for traffic coordination and control.
【學(xué)位授予單位】：太原理工大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2017
【分類號】：U491.54

【參考文獻(xiàn)】

相關(guān)期刊論文 前10條

1 李振龍;董文會;韓建龍;朱明浩;;基于遺傳算法的交叉口信號控制多目標(biāo)優(yōu)化[J];計算機(jī)應(yīng)用;2016年S2期

2 曲大義;萬孟飛;王茲林;許翔華;王進(jìn)展;;干線協(xié)調(diào)控制優(yōu)化及其應(yīng)用[J];交通運(yùn)輸工程學(xué)報;2016年05期

3 王穎;;比較分析混合交通條件下平交路口放行方法[J];交通世界;2016年26期

4 郭鵬飛;徐海黎;樹愛兵;潘臘青;沈標(biāo);;城市道路交叉口信號配時多目標(biāo)優(yōu)化方法研究[J];現(xiàn)代電子技術(shù);2016年16期

5 荊彬彬;盧凱;鄢小文;吳煥;徐建閩;;車路協(xié)同下基于速度引導(dǎo)的雙周期干道綠波協(xié)調(diào)控制方法[J];華南理工大學(xué)學(xué)報(自然科學(xué)版);2016年08期

6 李琦;;城市干道雙向綠波協(xié)調(diào)控制方法[J];城市道橋與防洪;2016年07期

7 何忠賀;張星愿;李穎宏;;基于動態(tài)規(guī)劃算法的多帶寬干線相位差優(yōu)化[J];交通運(yùn)輸系統(tǒng)工程與信息;2016年03期

8 張龍;余發(fā)山;康洪;王要東;;過飽和單交叉口信號配時控制算法的研究[J];電子測量技術(shù);2016年05期

9 慕飛飛;張惠珍;;基于遺傳算法的單點(diǎn)交叉口信號配時優(yōu)化[J];上海理工大學(xué)學(xué)報;2015年06期

10 劉偉;肖文彬;;信號交叉口流線實(shí)時消散的動態(tài)邏輯組合控制[J];信息與控制;2015年06期

相關(guān)博士學(xué)位論文 前2條

1 張良智;城市區(qū)域交通控制技術(shù)研究[D];山東大學(xué);2013年

2 張萌萌;基于智能計算的城市交通信號控制系統(tǒng)研究[D];山東大學(xué);2011年

相關(guān)碩士學(xué)位論文 前6條

1 張文泉;城市區(qū)域交通信號智能控制算法分析與研究[D];西南交通大學(xué);2016年

2 李岱;區(qū)域交通信號網(wǎng)絡(luò)協(xié)調(diào)控制技術(shù)及一致性研究[D];北方工業(yè)大學(xué);2014年

3 李元;城市干線交通信號協(xié)調(diào)控制方法及優(yōu)化研究[D];西南交通大學(xué);2014年

4 馮勝利;基于多相位變相序的單交叉口信號配時優(yōu)化研究[D];蘭州交通大學(xué);2014年

5 魏路;基于復(fù)雜網(wǎng)絡(luò)的區(qū)域交通信號控制系統(tǒng)優(yōu)化研究[D];北方工業(yè)大學(xué);2012年

6 陽敏;基于改進(jìn)粒子群算法的干線協(xié)調(diào)控制系統(tǒng)研究[D];湘潭大學(xué);2009年

，

本文編號：1693379