本文選題：偶發(fā)性交通擁堵 + 擁堵識別��； 參考：《長沙理工大學(xué)》2014年碩士論文

【摘要】：近年來,隨著城市人口與機動車保有量的不斷增加,城市交通擁堵已經(jīng)極大的影響了城市居民的生活質(zhì)量,同時給城市道路資源以及城市經(jīng)濟造成了極大浪費。城市道路交通擁堵根據(jù)發(fā)生原因可以分為常發(fā)性擁堵與偶發(fā)性擁堵,常發(fā)性擁堵具有規(guī)律性,可以根據(jù)調(diào)查數(shù)據(jù)和經(jīng)驗進行預(yù)判并采取控制措施。而偶發(fā)性擁堵在發(fā)生的時間和空間上具有隨機性,同時具有極大的衍生性,其造成的影響往往相較常發(fā)性擁堵更大。目前,國內(nèi)外許多學(xué)者都致力于偶發(fā)性擁堵問題的研究,并取得一定成果。本文在閱讀大量文獻的基礎(chǔ)上,分析總結(jié)前人的成果,并將其分為偶發(fā)性事件及隨之形成的擁堵區(qū)域范圍檢測識別、擁堵區(qū)域控制子區(qū)的劃分、疏散策略三個方面進行闡述。其中,主要將這三個方面的研究及發(fā)展歷史、研究成果、待解決問題作為重點分析。擁堵識別是對偶發(fā)性擁堵區(qū)域進行疏散的先決條件。文章的第二章提出了以交通波理論為基礎(chǔ)的擁堵范圍模糊界定,即根據(jù)偶發(fā)性事故發(fā)生后交通波的傳播方向和傳播速度所覆蓋的區(qū)域。然后在模糊界定的范圍內(nèi)以交通流特性參數(shù)為指標(biāo),判別道路交通狀態(tài),進而確定擁堵區(qū)域。不論偶發(fā)性擁堵是處于擴散階段還是消散階段,擁堵區(qū)域的范圍一直是在變化的,因此,為了使疏散措施實現(xiàn)更好的效果,同時避免因處于擁堵控制下的交叉口恢復(fù)常態(tài)而產(chǎn)生的二次事故,本文提出了擁堵區(qū)域動態(tài)界定的方案。在擁堵區(qū)域確定了之后,便可以制定相應(yīng)的措施對擁堵區(qū)的車輛進行疏散。但是當(dāng)擁堵范圍較大時,為了簡化控制目標(biāo),以便在擁堵區(qū)域內(nèi)實施更為靈活的控制措施,提出了在擁堵及擁堵周邊區(qū)域劃分阻塞區(qū)、過渡區(qū)、常態(tài)區(qū)三個控制子區(qū)的方法。三個控制子區(qū)各有特點同時又相互聯(lián)系。交通誘導(dǎo)和交通控制是實現(xiàn)擁堵區(qū)域疏散策略的兩大常用手段。在交通誘導(dǎo)方面,本文以調(diào)節(jié)信號配時打造橫跨三個控制子區(qū)的協(xié)調(diào)控制干線來優(yōu)化車輛的疏散路線,同時在常態(tài)區(qū)施行車輛禁行措施來實現(xiàn)對交通誘導(dǎo)措施。在交通控制方面,以實時交通流參數(shù)為基礎(chǔ),實現(xiàn)三個子區(qū)的自組織信號配時方案：在阻塞區(qū)以邊緣交叉口為基點,逐步向擁堵中心疏導(dǎo)；在過渡區(qū)內(nèi)層根據(jù)道路剩余容量調(diào)節(jié)信號配時方案,以均衡交通壓力,在過渡區(qū)外層則根據(jù)通行需求設(shè)計信號燈相位方案,將靠近阻塞區(qū)的車輛往常態(tài)區(qū)轉(zhuǎn)移；在常態(tài)區(qū)判斷關(guān)鍵流向并調(diào)節(jié)綠燈時長,最大程度的放行擁堵區(qū)域出口方向上的車流。文中提及的疏散策略是基于“外圍截流、內(nèi)部卸載”的思想,將擁堵區(qū)域的車輛轉(zhuǎn)移至常態(tài)區(qū),以常態(tài)區(qū)作為卸載點達到快速疏散的目的。文章的最后對文中提及的誘導(dǎo)、控制方案進行模擬仿真,通過仿真結(jié)果分析其有效性與可行性。
[Abstract]:In recent years, with the continuous increase of urban population and vehicle ownership, urban traffic congestion has greatly affected the quality of life of urban residents, but also caused a great waste of urban road resources and urban economy. Urban road traffic congestion can be divided into regular traffic congestion and accidental traffic congestion according to the causes. Regular traffic congestion is regular and can be forecasted according to survey data and experience and control measures can be taken. The occasional congestion is random in time and space, and has great derivative, and its influence is often greater than that of regular congestion. At present, many scholars at home and abroad are committed to the problem of accidental congestion, and achieved certain results. On the basis of reading a large number of literatures, this paper analyzes and summarizes the previous achievements, and divides them into three aspects: accidental events and the resulting area detection and identification of congestion area, the division of the control sub-area of the congestion area, and the evacuation strategy. Among them, the research and development history of these three aspects, research results, problems to be solved as the focus of analysis. Congestion identification is a prerequisite for the evacuation of accidental congested areas. In the second chapter, a fuzzy definition of congestion range based on the theory of traffic wave is proposed, that is, according to the direction of traffic wave propagation and the area covered by the speed of traffic wave after accidental accident. Then the traffic flow characteristic parameters are taken as the index in the range of fuzzy definition to distinguish the road traffic state and then to determine the congestion area. Regardless of whether accidental congestion is in the diffusion or dissipation phase, the extent of the congestion zone has been changing, so in order to achieve a better effect of evacuation measures, At the same time, to avoid the secondary accidents caused by the return to normal at the intersection under congestion control, this paper proposes a scheme of dynamic definition of congestion area. After the congestion area is determined, the corresponding measures can be made to evacuate the vehicles in the congestion zone. However, in order to simplify the control objective and implement more flexible control measures in the congestion area, a method is proposed to divide the congestion and its surrounding areas into three control sub-areas: congestion, transition and normal regions. Each of the three control subareas has its own characteristics and is related to each other. Traffic guidance and traffic control are two common methods to realize evacuation strategy in congested area. In the aspect of traffic guidance, this paper optimizes the evacuation route of vehicles by creating a coordinated control trunk line across three control sub-areas by regulating signal timing, and implements traffic guidance measures in normal areas. In the aspect of traffic control, based on real-time traffic flow parameters, the self-organizing signal timing scheme of three sub-areas is realized: in the congestion area, the edge intersection is taken as the base point, and the congestion center is gradually dredged; In the transition zone, the signal timing scheme is adjusted according to the residual capacity of the road to balance the traffic pressure. In the outer layer of the transition zone, the signal light phase scheme is designed according to the traffic demand, and the vehicles near the blocking area are transferred to the normal area. The key flow direction is judged and the green time is adjusted in the normal region, and the traffic flow in the exit direction of the congested area is released to the maximum extent. The evacuation strategy mentioned in this paper is based on the idea of "peripheral closure, internal unloading", which transfers vehicles from congested area to normal zone, and takes normal area as unloading point to achieve the purpose of rapid evacuation. At the end of the paper, the induction and control schemes mentioned in the paper are simulated and the effectiveness and feasibility are analyzed through the simulation results.
【學(xué)位授予單位】：長沙理工大學(xué)
【學(xué)位級別】：碩士
【學(xué)位授予年份】：2014
【分類號】：U491.54

【參考文獻】

相關(guān)博士學(xué)位論文 前1條

1 龍建成;城市道路交通擁堵傳播規(guī)律及消散控制策略研究[D];北京交通大學(xué);2009年

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本文編號：1884155