發(fā)布時(shí)間：2018-05-07 02:20

  本文選題：待行區(qū) + 信號(hào)控制��； 參考：《華南理工大學(xué)》2014年碩士論文

【摘要】：近年來(lái)，我國(guó)城市化速度發(fā)展得相當(dāng)快，小汽車保有量逐年上升，大城市交通問(wèn)題日益突出，高峰時(shí)段中心城區(qū)的主交叉口多處于飽和狀態(tài)，車輛運(yùn)行速度較低。交通擁擠造成了車輛出行延誤增大、速度降低，而車輛在低速行駛環(huán)境下較常態(tài)行駛?cè)加拖牧吭龃�，污染物排放量增多；交通擁擠容易誘發(fā)交通事故，而事故的發(fā)生又加劇擁堵，形成惡性循環(huán)。交通擁擠的加劇，導(dǎo)致了城市巨額的經(jīng)濟(jì)損失，制約了城市經(jīng)濟(jì)的進(jìn)一步發(fā)展。因此，必須采取措施提高交叉口通行效率。 設(shè)置待行區(qū)是提高交叉口通行效率的有效措施之一，如何合理設(shè)置待行區(qū)也是本文的研究重點(diǎn)。本文從普通交叉口的相位設(shè)計(jì)與信號(hào)配時(shí)方案的流程與方法入手，分別提出左轉(zhuǎn)待行區(qū)、直行待行區(qū)、綜合待行區(qū)的信號(hào)控制策略及方法。 論文提出了根據(jù)交叉口幾何現(xiàn)狀設(shè)立左轉(zhuǎn)待行區(qū)的方法，并分析了設(shè)置左轉(zhuǎn)待行區(qū)的臨界流量條件，提出了左轉(zhuǎn)待行區(qū)的相位設(shè)置方法及信號(hào)配時(shí)方案并總結(jié)出4種最常用的相位方案，在傳統(tǒng)MAXBAND模型基礎(chǔ)上提出考慮左轉(zhuǎn)待行區(qū)的干道協(xié)調(diào)約束及協(xié)調(diào)模型。 文章根據(jù)交叉口幾何現(xiàn)狀及相位相序設(shè)置設(shè)立直行待行區(qū)的方法與臨界流量條件，通過(guò)對(duì)設(shè)置直行待行區(qū)前后的通行能力影響分析，，得出無(wú)論設(shè)置哪種直行待行區(qū)，在不壓縮直行相位時(shí)間的前提下，都能提高交叉口的通行能力的結(jié)論。在左轉(zhuǎn)及直行待行區(qū)的基礎(chǔ)上研究直左待行區(qū)，并提出考慮直行待行區(qū)的干道協(xié)調(diào)約束及協(xié)調(diào)模型。 論文提出了綜合待行區(qū)的設(shè)置流程，通過(guò)通行能力分析，得出綜合待行區(qū)的設(shè)置能提高交叉口的通行能力的結(jié)論，并提出綜合待行區(qū)相位相序設(shè)計(jì)及信號(hào)配時(shí)方法，通過(guò)對(duì)普通交叉口及設(shè)置綜合待行區(qū)交叉口的延誤分析得出設(shè)置綜合待行區(qū)有利于減少交叉口的延誤的結(jié)論。 最后，文章通過(guò)3個(gè)實(shí)例的對(duì)文中理論進(jìn)行VISSIM仿真驗(yàn)證，結(jié)果表明設(shè)置待行區(qū)能減少車均停車時(shí)間、平均排隊(duì)長(zhǎng)度、車均延誤等評(píng)價(jià)指標(biāo)，且無(wú)法避免的增加了交叉口的停車次數(shù)。 論文在普通交叉口相位相序的設(shè)計(jì)方法與流程、左轉(zhuǎn)待行區(qū)、直行待行區(qū)、綜合待行區(qū)的信號(hào)控制策略及方法上有一定的創(chuàng)新，希望能為相關(guān)的交通管理部門(mén)提供可靠的技術(shù)參考，改善交通運(yùn)行狀況。
[Abstract]:In recent years, the speed of urbanization in China has developed rapidly, the number of cars has increased year by year, the traffic problems in big cities have become increasingly prominent, the main intersections in the central urban areas in the peak period are mostly saturated, and the running speed of vehicles is relatively low. Traffic congestion results in the increase of vehicle travel delay and the decrease of vehicle speed, while the fuel consumption increases and the pollutant emission increases under the low-speed driving environment, and traffic congestion can easily induce traffic accidents. And the occurrence of the accident exacerbates the congestion, forms the vicious circle. The aggravation of traffic congestion leads to huge economic loss and restricts the further development of urban economy. Therefore, measures must be taken to improve the efficiency of intersections. How to set up the waiting area is one of the effective measures to improve the traffic efficiency of intersection, and how to set up the waiting area reasonably is also the focus of this paper. This paper starts with the flow and method of phase design and signal timing scheme of common intersection, and puts forward the signal control strategy and method of left turn waiting area, straight line waiting area and synthesizing waiting area respectively. In this paper, the method of setting up the left turn waiting area according to the geometry of intersection is put forward, and the critical flow condition of the left turn waiting area is analyzed. In this paper, the phase setting method and signal timing scheme of left turn waiting area are put forward, and the four most commonly used phase schemes are summarized. Based on the traditional MAXBAND model, the coordination constraint and coordination model of trunk road considering the left turn waiting area are put forward. According to the present situation of intersection geometry and the method of setting up the straight line waiting area and the critical flow condition, the paper analyzes the influence of the traffic capacity before and after setting the straight line waiting area, and draws the conclusion that no matter which kind of straight line waiting area is set up, The conclusion that the traffic capacity of intersections can be improved without compressing the direct phase time. On the basis of the left turn and the straight line waiting area, this paper studies the straight left line waiting area, and puts forward the coordination constraint and coordination model of the main road considering the straight line waiting area. The paper puts forward the setting flow of comprehensive waiting area, through the analysis of traffic capacity, draws the conclusion that the comprehensive setting of waiting area can improve the traffic capacity of intersection, and puts forward the method of phase sequence design and signal timing of integrated waiting area. Through the analysis of the delay of the common intersection and the intersection with the integrated waiting area, it is concluded that the setting of the integrated waiting area is helpful to reduce the delay of the intersection. Finally, through the VISSIM simulation of three examples, the result shows that setting the waiting area can reduce the average stop time, the average queue length, the average vehicle delay and so on. And inevitably increased the number of stops at the intersection. The paper has some innovation in the design method and flow of phase sequence of common intersection, the left turn waiting area, the straight line waiting area, the integrated signal control strategy and method of the waiting area. Hope to provide reliable technical reference for relevant traffic management departments, improve traffic operation.
【學(xué)位授予單位】：華南理工大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2014
【分類號(hào)】：U491.54

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