【摘要】：隨著我國社會經(jīng)濟的發(fā)展,小汽車的保有量持續(xù)增高,而我國城市道路資源有限,這就造成了交通日益擁堵的問題,同時也帶來了環(huán)境污染和資源消耗的問題,大力發(fā)展城市公共交通能夠有效地緩解交通的擁堵�，F(xiàn)代有軌電車因為有著較低的能耗和排放、較大的運能儲備、較快的運行速度、較強的地形適應(yīng)性、較少的投資成本等優(yōu)點越來越被重視。我國已經(jīng)有許多城市已經(jīng)開通運營現(xiàn)代有軌電車,更多的城市將要開通運營現(xiàn)代有軌電車。交叉口是解決交通擁擠問題的瓶頸,在確保交叉口整體效益的同時如何實現(xiàn)現(xiàn)代有軌電車的優(yōu)先通行是一個值得深入研究的問題。本文運用系統(tǒng)分析法分析了信號交叉口時間優(yōu)先控制策略的三大類型,著重分析了主動優(yōu)先控制下的相對優(yōu)先控制策略主要的三大措施,給出了各個措施的示意圖和邏輯流程圖。借鑒韋伯斯特圖解法的思想定量研究了延長有軌電車通行相位綠燈時間和提前開始有軌電車通行相位綠燈時間后,交叉口優(yōu)先相位減少的延誤和非優(yōu)先相位增加的延誤,從而得出實施優(yōu)先控制后交叉口整體延誤變化量。根據(jù)交叉口延誤變化量給出本文信號優(yōu)先控制流程;基于車均延誤建立了信號優(yōu)先時長優(yōu)化模型,不再給定信號優(yōu)先時長的值;基于人均延誤建立了信號交叉口周期時長優(yōu)化模型并給出了現(xiàn)代有軌電車黃燈時間和綠燈間隔時間計算公式。對當(dāng)前周期實施完優(yōu)先控制后可在后續(xù)周期對非優(yōu)先相位進行相應(yīng)的綠燈時間補償。根據(jù)文中建立的信號配時參數(shù)優(yōu)化模型計算各個參數(shù),利用微觀仿真軟件VISSIM中的VisVAP模塊編寫程序,在多個飽和度下進行仿真驗證。對比分析了定時控制方法和傳統(tǒng)的絕對優(yōu)先控制方法以及本文所提出的信號優(yōu)先控制方法的仿真結(jié)果,結(jié)果表明本文提出的優(yōu)先控制方法可在有效降低交叉口延誤的同時充分給予現(xiàn)代有軌電車優(yōu)先通行權(quán)。
[Abstract]:With the development of our society and economy, the number of cars keeps increasing, and the urban road resources are limited in our country, which has caused the traffic jam day by day, at the same time has brought the environmental pollution and the resource consumption problem. Vigorously developing urban public transport can effectively alleviate traffic congestion. Modern trams are paid more and more attention because of their advantages such as low energy consumption and emission, large storage capacity, fast running speed, strong terrain adaptability and less investment cost. Many cities in China have opened modern trams and more cities will open modern trams. Intersection is the bottleneck to solve the problem of traffic congestion. How to realize the priority traffic of modern tram while ensuring the overall benefit of intersection is a problem worthy of further study. In this paper, three major types of time-first control strategies for signalized intersections are analyzed by means of system analysis, and three main measures of relative priority control strategies under active priority control are emphatically analyzed. The schematic diagram and logic flow chart of each measure are given. Using the idea of Webster graphic method for reference, this paper quantitatively studies the delay of priority phase reduction and the increase of non-priority phase at intersection after extending the tram phase green time and starting the tram phase green time in advance. Thus, the change of overall delay of intersection after priority control is obtained. According to the variation of intersection delay, the signal priority control flow is given, the signal priority time optimization model is established based on vehicle delay, and the value of signal priority time is no longer given. Based on the per capita delay, the optimal model of cycle time at signalized intersection is established, and the calculation formulas of yellow light time and green light interval time of modern tram are given. After the priority control is implemented in the current cycle, the green light time can be compensated for the non-priority phase in the subsequent cycle. According to the signal timing parameter optimization model established in this paper, the parameters are calculated, and the program is compiled by VisVAP module in VISSIM, and the simulation is carried out under multiple saturation. The simulation results of the timing control method, the traditional absolute priority control method and the signal priority control method proposed in this paper are compared and analyzed. The results show that the priority control method proposed in this paper can effectively reduce the intersection delay and give priority to the modern tram at the same time.
【學(xué)位授予單位】：蘭州交通大學(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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