【摘要】：摘要：隨著社會(huì)的進(jìn)步以及經(jīng)濟(jì)的快速發(fā)展,汽車的保有量不斷創(chuàng)下新高,大量機(jī)動(dòng)車的出現(xiàn)造成嚴(yán)重的交通擁擠,同時(shí)也引起了嚴(yán)重的空氣污染和噪聲污染。為有效解決城市交通問(wèn)題,滿足日益增大的交通需求和保護(hù)環(huán)境的需要,必須在有限的資源約束下,堅(jiān)持“公交優(yōu)先”戰(zhàn)略和“綠色交通”戰(zhàn)略,利用先進(jìn)科學(xué)技術(shù)及管理方法,多層次、多目標(biāo)、多角度的解決交通問(wèn)題。因此,本研究在借鑒國(guó)內(nèi)外先進(jìn)成果的基礎(chǔ)上,對(duì)如何在交通誘導(dǎo)下實(shí)現(xiàn)“公交優(yōu)先”、“綠色交通”展開(kāi)了研究,主要工作總結(jié)如下： (1)設(shè)計(jì)了包括排放因素和延誤因素的雙目標(biāo)公交優(yōu)先信號(hào)配時(shí)模型。模型構(gòu)建中選取人均延誤和人均排放最小作為目標(biāo)函數(shù),并提出了相應(yīng)約束條件。 (2)對(duì)公交優(yōu)先策略、交通誘導(dǎo)、信號(hào)配時(shí)控制三者協(xié)同作用的機(jī)理進(jìn)行分析。通過(guò)設(shè)立效用函數(shù)、路徑補(bǔ)償系數(shù)及選擇規(guī)則等方法,構(gòu)建出流量依據(jù)路網(wǎng)狀態(tài)實(shí)時(shí)更新、動(dòng)態(tài)變化的模型。 (3)分析雙環(huán)相位的組合及切換形式,設(shè)計(jì)合理的雙環(huán)相位形式。通過(guò)分析交叉口流量數(shù)據(jù),比較各進(jìn)口道之間流量關(guān)系,從而確定合理的雙環(huán)相位形式并進(jìn)行信號(hào)配時(shí)求解。 (4)改進(jìn)傳統(tǒng)遺傳算法,采用不滿足約束個(gè)體直接死亡、構(gòu)建適應(yīng)度函數(shù)、以飽和度作為懲罰函數(shù)以及每代嚴(yán)格保優(yōu)等方法,達(dá)到滿足基本約束下同時(shí)優(yōu)化信號(hào)周期和綠信比的目的。 (5)利用改進(jìn)遺傳算法,對(duì)上述模型進(jìn)行求解,并將結(jié)果比較分析。 結(jié)果表明,本文提出的協(xié)同控制模型,不僅能很好的協(xié)調(diào)延誤和排放這兩個(gè)目標(biāo)之間的關(guān)系,同時(shí)各個(gè)目標(biāo)均能取得較為理想的結(jié)果,人總延誤和車總延誤較傳統(tǒng)信號(hào)配時(shí)模型分別降低了4.4%和2.8%。。雙環(huán)相位能較大的降低車總延誤,降低幅度為22.4%,同時(shí)排放指標(biāo)也能控制在較為理想的范圍內(nèi),降低幅度為4.1%。
[Abstract]:Absrtact: with the progress of society and the rapid development of economy, the ownership of cars continues to reach a new high, the emergence of a large number of motor vehicles cause serious traffic congestion, but also cause serious air pollution and noise pollution. In order to effectively solve the urban traffic problems and meet the increasing traffic demand and the need to protect the environment, we must adhere to the strategy of "public transport priority" and "green traffic" under the constraint of limited resources, make use of advanced science and technology and management methods, multi-level, multi-objective and multi-angle to solve the traffic problems. Therefore, on the basis of drawing lessons from the advanced achievements at home and abroad, this study studies how to realize "bus priority" and "green traffic" under traffic guidance. The main work is summarized as follows: (1) A two-objective bus priority signal timing model including emission factors and delay factors is designed. In the model construction, the per capita delay and the minimum per capita emission are selected as the objective function, and the corresponding constraints are put forward. (2) the mechanism of synergy among bus priority strategy, traffic guidance and signal timing control is analyzed. By setting up utility function, path compensation coefficient and selection rules, a model of real-time updating and dynamic change of flow according to the state of road network is constructed. (3) the combination and switching form of double loop phase are analyzed, and a reasonable double loop phase form is designed. By analyzing the traffic data of intersection, the flow relationship between the inlet roads is compared, and the reasonable double loop phase form is determined and the signal timing is solved. (4) the traditional genetic algorithm is improved, which adopts the direct death of individuals who do not satisfy the constraints, constructs the fitness function, takes saturation as the penalty function and each generation strictly preserves the best, so as to optimize the signal period and green signal ratio at the same time under the basic constraints. (5) the improved genetic algorithm is used to solve the above model, and the results are compared and analyzed. The results show that the cooperative control model proposed in this paper can not only coordinate the relationship between delay and emission, but also achieve satisfactory results. The total human delay and total vehicle delay are reduced by 4.4% and 2.8%, respectively, compared with the traditional signal timing model. The double loop phase can greatly reduce the total vehicle delay by 22.4%. At the same time, the emission index can also be controlled in the ideal range, the reduction range is 4.1%.
【學(xué)位授予單位】：北京交通大學(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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