發(fā)布時(shí)間：2019-01-10 18:07

【摘要】：公共交通具有運(yùn)量大、高效、環(huán)保、安全等優(yōu)點(diǎn),優(yōu)先發(fā)展公共交通被普遍認(rèn)為是緩解交通擁擠,提高交通效率的有效手段之一。實(shí)現(xiàn)公交優(yōu)先的方法有空間優(yōu)先和時(shí)間優(yōu)先兩種。由于開辟公交專用道需要道路空間條件滿足才能發(fā)揮作用,然而一些山地城市或者老城區(qū)道路狹窄,沒有足夠的空間修建公交專用道且公交流量較大,因此對(duì)于這種情況就需要從時(shí)間上來實(shí)現(xiàn)公交優(yōu)先。目前傳統(tǒng)的公交優(yōu)先控制大多數(shù)是從降低車輛延誤進(jìn)行考慮,然而由于公交車輛的載客量遠(yuǎn)遠(yuǎn)高于其他社會(huì)車輛,制定公交優(yōu)先控制方案時(shí)既要保證人的通過數(shù)最大,又保證交叉口車輛暢通。因此論文從車輛延誤和乘客延誤兩方面對(duì)公交優(yōu)先控制方法進(jìn)行了研究。論文針對(duì)單個(gè)交叉口單個(gè)相位單輛公交優(yōu)先控制和多個(gè)相位多輛公交優(yōu)先控制這兩種情況,提出了各自相應(yīng)的控制方法。對(duì)于單點(diǎn)單相位單輛公交優(yōu)先申請(qǐng)的情況,分別根據(jù)綠燈延長和綠燈提前啟亮兩種策略建立以通過交叉口的人總延誤為目標(biāo)的控制模型,并給出了模型的約束條件,通過求解模型得到控制參數(shù)。對(duì)于多相位多輛公交優(yōu)先控制的情況,根據(jù)就近綠燈原則確定公交車輛的優(yōu)先級(jí)別,并給出了公交優(yōu)先沖突的判定方法,以確定公交車優(yōu)先申請(qǐng)是否可以共存。接著應(yīng)用決策樹法以公交車輛的人均延誤最小為決策目標(biāo)找出最佳的優(yōu)先申請(qǐng)順序,以確定最優(yōu)的控制方案,實(shí)現(xiàn)公交優(yōu)先。隨后,論文針對(duì)多交叉口公交被動(dòng)優(yōu)先協(xié)調(diào)控制的情況,分析了車隊(duì)到達(dá)交叉口所受到的不同形式的延誤與相位差的關(guān)系,接著確定了實(shí)施協(xié)調(diào)控制的周期、綠信比、相位差等參數(shù)的約束條件,建立了一種以人均延誤最小為目標(biāo)的協(xié)調(diào)控制模型,通過確定周期、綠信比、相位差以實(shí)現(xiàn)公交優(yōu)先信號(hào)協(xié)調(diào)控制方案。
[Abstract]:Public transport has the advantages of large capacity, high efficiency, environmental protection, safety and so on. It is generally considered as one of the effective means to alleviate traffic congestion and improve traffic efficiency. There are two methods to realize bus priority: space priority and time priority. However, some mountainous cities or old urban areas have narrow roads, so there is not enough space to build bus lanes and the traffic flow is large. Therefore, in this case, we need to achieve bus priority in time. At present, most of the traditional bus priority control is to reduce the delay of vehicles. However, because the capacity of public transport vehicles is much higher than that of other social vehicles, it is necessary to have the largest number of sponsors in the formulation of bus priority control program. It also ensures that traffic at intersections is clear. Therefore, this paper studies bus priority control method from two aspects: vehicle delay and passenger delay. In this paper, the single phase single bus priority control and the multiple phase multi-vehicle bus priority control at a single intersection are discussed, and the corresponding control methods are proposed. In the case of single point, single phase single bus priority application, a control model aiming at the total delay of the person passing through the intersection is established according to the two strategies of extending the green light and opening the green light in advance, and the constraint conditions of the model are given. The control parameters are obtained by solving the model. In the case of multi-phase bus priority control, the priority level of bus is determined according to the principle of the nearest green light, and the method of judging bus priority conflict is given to determine whether the bus priority application can coexist or not. Then the decision tree method is used to find out the best priority application order with the minimum per capita delay of public transport vehicle as the decision goal, so as to determine the optimal control scheme and realize the bus priority. Then, aiming at the situation of passive priority coordination control of bus at multiple intersections, this paper analyzes the relationship between different forms of delay and phase difference when the motorcade arrives at the intersection, and then determines the cycle of implementing coordinated control, the green letter ratio. Based on the constraints of phase difference and other parameters, a coordinated control model with minimum delay per capita is established. By determining the period, green signal ratio and phase difference, the coordinated control scheme of bus priority signal is realized.
【學(xué)位授予單位】：重慶交通大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2015
【分類號(hào)】：U491.54

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本文編號(hào)：2406627