考慮排放的橋梁交叉口信號配時優(yōu)化與應(yīng)用
發(fā)布時間：2018-08-13 15:13
【摘要】：近年來,我國經(jīng)濟蓬勃發(fā)展,機動車的擁有量不斷增加,隨之而來的城市交通擁堵與環(huán)境污染問題日益嚴(yán)重。而城市交叉口作為交通節(jié)點,交織點多、密度大以及交通設(shè)施較集中,并且機動車在通過交叉口時低速運行,車輛尾氣的排放量將不斷增加,進一步導(dǎo)致了城市環(huán)境污染。于此同時,在我國南方城市中,存在諸多使用年限較長且承擔(dān)過江通道作用的橋梁。伴隨著城市規(guī)模的擴張,橋梁兩端交叉口已成為交通暢通和安全的瓶頸,其通行能力和承載能力已無法達到現(xiàn)實要求。因此,如何在不大規(guī)模改造橋梁交叉口的情況下,通過優(yōu)化信號控制降低車輛排放和排隊長度具有重要的研究意義。本文在現(xiàn)有城市交叉口信號控制理論研究基礎(chǔ)上,定義橋梁交叉口的概念,選取車輛在橋梁交叉口的平均排隊長度和CO排放量作為綜合評價交叉口效率和進行橋梁交叉口信號配時的基礎(chǔ),并將其轉(zhuǎn)化為無量綱的單目標(biāo)函數(shù),以交叉口周期、綠燈時間和飽和度為約束條件,分別在高峰時段和平峰時段建立考慮排放的橋梁交叉口單點信號優(yōu)化控制模型和考慮排放的橋梁交叉口信號協(xié)調(diào)控制模型。運用遺傳算法和優(yōu)化模型相結(jié)合,設(shè)計求解步驟。在實地調(diào)查交通的基礎(chǔ)上,選取福建省福清市玉融大橋兩端交叉口為研究對象,構(gòu)建目標(biāo)模型并求解。分別得到4個模型下的有效綠燈時間和周期。并通過已構(gòu)建的信號配時模型獲取4個方案下的橋梁平均排隊長度和CO排放量。接著運用仿真軟件Synchro對考慮排放的信號優(yōu)化前后效果進行對比,結(jié)果表明:無論高峰還是平峰時段,考慮排放的橋梁兩端信號協(xié)調(diào)控制方案降低的效果最為明顯。然后在考慮現(xiàn)狀方案相位相序設(shè)置不當(dāng)?shù)那闆r下,運用Synchro配時軟件重新對橋梁交叉口進行合理科學(xué)的相位相序設(shè)置,再利用第二章提出的考慮排放的橋梁交叉口信號配時優(yōu)化模型進行優(yōu)化。利用仿真得到的數(shù)據(jù),對無信號控制、單點交叉口信號控制和信號協(xié)調(diào)控制3種不同的控制方式下碳排放進行對比,結(jié)果表明:橋梁兩端信號摘要協(xié)調(diào)控制為最佳信號控制方案,在高峰時段,與無信號控制相比,CO排放量下降了 18.4%,平均排隊長度下降了 27.7%,延誤下降了39.8%。
[Abstract]:In recent years, the economy of our country is booming, and the ownership of motor vehicles is increasing, and the problems of urban traffic congestion and environmental pollution are becoming more and more serious. As a traffic node, urban intersections have many intertwined points, high density and concentrated traffic facilities, and the emission of vehicle exhaust will increase continuously when the vehicle passes through the intersection at low speed, which further leads to the urban environmental pollution. At the same time, there are many bridges with long service life and acting as channel in southern cities of China. With the expansion of the city scale, the intersection between the two ends of the bridge has become the bottleneck of traffic flow and safety, and its capacity and carrying capacity can no longer meet the practical requirements. Therefore, it is of great significance to study how to reduce vehicle emission and queue length by optimizing signal control without rebuilding bridge intersection on a large scale. In this paper, the concept of bridge intersection is defined on the basis of the existing signal control theory of urban intersections. The average queue length and CO emission of vehicles at the bridge intersection are selected as the basis of comprehensive evaluation of intersection efficiency and signal timing of bridge intersection, and converted into a dimensionless single-objective function for intersection cycle. The green time and saturation are the constraint conditions. The optimal control model of single point signal with emission and the model of signal coordination control with emission are established at peak period and peak time respectively. Genetic algorithm and optimization model are combined to design the solution steps. On the basis of field investigation of traffic, the intersection of Yulong Bridge in Fuqing City, Fujian Province, is selected as the research object, and the target model is constructed and solved. The effective green time and period under the four models are obtained respectively. The average queue length and CO emission of the bridge under the four schemes were obtained by using the signal timing model. Then the simulation software Synchro is used to compare the effect before and after the signal optimization considering emissions. The results show that the effect of the coordinated control scheme for both ends of the bridge considering emissions is the most obvious regardless of peak or flat peak period. Then, under the condition that the phase sequence of the current scheme is not properly set, the reasonable and scientific phase sequence setting of the bridge intersection is carried out by using the Synchro timing software. In chapter 2, the optimal model of bridge intersection signal timing considering discharge is used to optimize. By using the simulated data, the carbon emissions under three different control modes, i.e., no signal control, single point intersection signal control and signal coordination control, are compared. The results show that the optimal signal control scheme is the concatenation control of the signals at both ends of the bridge. In the peak period, compared with the non-signal control, the CO emission decreases by 18.4, the average queue length decreases by 27.7 and the delay decreases by 39.8 percent.
【學(xué)位授予單位】：福建農(nóng)林大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2017
【分類號】：U491.54
本文編號：2181360
[Abstract]:In recent years, the economy of our country is booming, and the ownership of motor vehicles is increasing, and the problems of urban traffic congestion and environmental pollution are becoming more and more serious. As a traffic node, urban intersections have many intertwined points, high density and concentrated traffic facilities, and the emission of vehicle exhaust will increase continuously when the vehicle passes through the intersection at low speed, which further leads to the urban environmental pollution. At the same time, there are many bridges with long service life and acting as channel in southern cities of China. With the expansion of the city scale, the intersection between the two ends of the bridge has become the bottleneck of traffic flow and safety, and its capacity and carrying capacity can no longer meet the practical requirements. Therefore, it is of great significance to study how to reduce vehicle emission and queue length by optimizing signal control without rebuilding bridge intersection on a large scale. In this paper, the concept of bridge intersection is defined on the basis of the existing signal control theory of urban intersections. The average queue length and CO emission of vehicles at the bridge intersection are selected as the basis of comprehensive evaluation of intersection efficiency and signal timing of bridge intersection, and converted into a dimensionless single-objective function for intersection cycle. The green time and saturation are the constraint conditions. The optimal control model of single point signal with emission and the model of signal coordination control with emission are established at peak period and peak time respectively. Genetic algorithm and optimization model are combined to design the solution steps. On the basis of field investigation of traffic, the intersection of Yulong Bridge in Fuqing City, Fujian Province, is selected as the research object, and the target model is constructed and solved. The effective green time and period under the four models are obtained respectively. The average queue length and CO emission of the bridge under the four schemes were obtained by using the signal timing model. Then the simulation software Synchro is used to compare the effect before and after the signal optimization considering emissions. The results show that the effect of the coordinated control scheme for both ends of the bridge considering emissions is the most obvious regardless of peak or flat peak period. Then, under the condition that the phase sequence of the current scheme is not properly set, the reasonable and scientific phase sequence setting of the bridge intersection is carried out by using the Synchro timing software. In chapter 2, the optimal model of bridge intersection signal timing considering discharge is used to optimize. By using the simulated data, the carbon emissions under three different control modes, i.e., no signal control, single point intersection signal control and signal coordination control, are compared. The results show that the optimal signal control scheme is the concatenation control of the signals at both ends of the bridge. In the peak period, compared with the non-signal control, the CO emission decreases by 18.4, the average queue length decreases by 27.7 and the delay decreases by 39.8 percent.
【學(xué)位授予單位】：福建農(nóng)林大學(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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