本文關鍵詞：考慮排隊動態(tài)演變過程的多相位信號交叉口最小交通延遲研究　出處：《中國科學技術大學》2017年博士論文　論文類型：學位論文

  更多相關文章： 交通流 交通延遲 兩相位信號 三相位信號 十字交叉口 T型交叉口 排隊

【摘要】：交通流理論的研究現(xiàn)象主要是車輛交通及其引起的交通堵塞現(xiàn)象。當很多人以各種出行目并以各種出行方式同時出現(xiàn)在某個交叉口時,交通堵塞就會隨之出現(xiàn)。為了改進道路安全并緩解交通堵塞,交通管理部門引入了交通信號燈,而信號燈的概念是來自鐵路管理技術中的控制方法。由于未能很好地理解汽車交通的內(nèi)部運行方式,信號燈控制的效果并不明顯。在20世紀中葉,一些著名科學家的研究工作奠定了汽車交通理論研究的基礎。交通流模型應該建立在對交通流物理特性的理性考慮之上,因為模型的主旨就是要描述真實交通流現(xiàn)象。交通流理論,不僅需要模擬交通運動,而且需要模擬城市交叉口的運動特性。通過模擬城市交叉口,人們可以通過某些裝置(如交通信號燈)或者某些方法(如管理通過控制點的交通流量)來改進交叉口的通行能力。本文在前人研究的基礎上,解析分析了多相位信號交叉口的最小交通延遲,并提出了考慮排隊動態(tài)演變過程的兩相位十字信號交叉口的元胞自動機模型,本文的主要工作如下:在考慮了排隊動態(tài)演變的基礎上,解析研究了兩相位信號交叉口的最小交通延遲。延遲函數(shù)受到兩個約束條件的影響,當兩個約束條件至少有一個取等號時,交通延遲最低。我們給出了最小延遲及相應的交通信號周期的解析表達式,解析結(jié)果表明,在兩種情況下,系統(tǒng)平均延遲最低:第一種情況是一個相位需要額外的綠燈時間,另一種情況是兩個相位都不需要額外的綠燈時間。我們的研究工作說明,雖然很多實驗結(jié)果都顯示Newell的"清除策略"的交通延遲最低,但或許還有更好的方法。在兩相位信號交叉口解析研究的基礎上,我們考慮了排隊動態(tài)演變過程,通過建立連續(xù)方程,解析研究了三相位T型信號交叉口的最小交通延遲。我們得到了三相位T型信號交叉口的延遲函數(shù),并考慮了三個約束條件。三個約束條件組成了一個三維空間,該三維空間由三個平面構(gòu)成,通過研宄延遲函數(shù)的性質(zhì),我們首先確定了最小延遲一定在三個平面上得到。三個平面彼此兩兩相交,因此有三條邊界,我們接下來證明了最小延遲一定在三條邊界上取得。我們通過分析延遲函數(shù)在三條邊界上的性質(zhì),最后得知最小延遲一定在兩個位置取得:其中一個位置是三條邊界的交點處,另一個位置是三條邊界中的其中一條邊界上·。如果最小延遲在第一個位置取得,那么在這種情況中,三條入流車道都不需要額外的綠燈時間。如果最小延遲在第二個位置得到,那么三條入流車道中入流量最大的車流需要額外的綠燈時間。我們考慮到現(xiàn)實交通應用的需要,用元胞自動機模型模擬了兩單向單車道兩相位十字信號交叉口,模型分別采用了固定周期策略與排隊完全疏散自適應策略。固定周期策略模擬結(jié)果表明,當兩車道入流量相等時,模擬結(jié)果與解析結(jié)果吻合度較高,當分配給兩條車道的綠燈時間相等時,系統(tǒng)平均延遲最低。當兩條車道入流量不相等時,模擬得到的平均延遲高于解析結(jié)果。當系統(tǒng)采用自適應策略時,無論兩條車道的入流量是相等還是不相等,模擬得到的平均延遲均低于解析結(jié)果。模擬結(jié)果說明,兩單向單車道兩相位十字信號交叉口中,系統(tǒng)流量越高,交通延遲越高,同時自適應策略優(yōu)于固定周期策略。我們接下來用元胞自動機模擬了兩雙向雙車道兩相位十字信號交叉口,信號控制策略同樣采用了固定周期策略與交通自適應策略。模擬結(jié)果表明,當采用固定周期策略時,模擬得到的平均延遲與解析結(jié)果之間的大小關系與系統(tǒng)流量有關,如果系統(tǒng)流量較低,模擬得到的平均延遲低于解析結(jié)果,如果系統(tǒng)流量較高,解析得到的平均延遲低于模擬結(jié)果。當系統(tǒng)采用自適應策略時,如果東西向與西東向的入流量相等,或者南北向與北南向的入流量相等,模擬得到的排隊長度大于解析得到的排隊長度,解析得到的平均延遲低于模擬結(jié)果。但當東西向與西東向的入流量不等并且南北向與北南向的入流量不等時,模擬得到的平均延遲低于解析結(jié)果。本文解析分析了兩相位與三相位信號交叉口的最小交通延遲,得到了最小延遲與相應的信號周期的表達式,同時用元胞自動機模型模擬了兩單向單車道與兩雙向雙車道十字信號交叉口,定性比較了固定周期策略與排隊完全疏散自適應策略之間的優(yōu)劣。我們的研究工作不僅能對緩解城市交叉口交通擁堵現(xiàn)象提供理論指導,而且還能推動交通信號控制系統(tǒng)的發(fā)展。
[Abstract]:Traffic flow theory is mainly the phenomenon of traffic congestion and traffic congestion. Traffic jams will occur when many people travel at a certain intersection with a variety of trips and travel in a variety of ways. In order to improve road safety and relieve traffic jam, traffic management department introduced traffic lights, and the concept of signal lamp came from the control method in railway management technology. Because of the failure to understand the internal operation of car traffic, the effect of signal control is not obvious. In the middle of the twentieth Century, the research work of some famous scientists laid the foundation of the research on the theory of automobile transportation. The traffic flow model should be based on the rational consideration of the physical characteristics of the traffic flow, because the main purpose of the model is to describe the real traffic flow phenomenon. The theory of traffic flow not only needs to simulate the traffic movement, but also needs to simulate the motion characteristics of the urban intersection. Through simulating the urban intersection, people can improve the capacity of intersection by means of some devices, such as traffic lights or some methods, such as traffic flow through control points. Based on the previous research, the analysis of the minimum traffic delay multi-phase signal intersection, and proposed two phase signalized intersection of cellular automaton model queuing the dynamic evolution process of consideration, the main work is as follows: Based on the dynamic evolution of the queue, we study the minimum traffic two phase signalized intersection delay. The delay function is affected by two constraints. When the two constraints have at least one equal number, the traffic delay is the lowest. We derive the analytical expressions of the minimum delay and traffic signal cycle corresponding, the results show that in the two case, the minimum average delay system: the first one is an additional phase green time, another is the two phase without the need for extra green time. Our research work shows that although many of the experimental results show that the "clear strategy" of Newell has the lowest traffic delay, there may be a better way to do it. Based on the analytical study of the two phase signalized intersection, we consider the dynamic evolution process of queues, and establish the continuous equation to analyze the minimum traffic delay of the three phase T signalized intersection. We get the delay function of the three phase T type signal intersection and consider three constraints. The three constraint conditions to form a three-dimensional space, the three-dimensional space composed of three plane structure, through the research on the nature of the delay function, we must first determine the minimum delay in the three plane. The three planes intersected each other 22, so there are three boundaries. Then we prove that the minimum delay must be obtained on the three boundary. By analyzing the properties of the delay function on the three boundaries, we know that the minimum delay must be obtained in two locations: one is the intersection of three boundaries, the other is one of three boundaries. If the minimum delay is obtained at the first position, in this case, no additional green light time is required for the three entry lanes. If the minimum delay is obtained in second locations, the maximum traffic flow in the three entry lanes requires extra green time. Considering the need of real traffic applications, we simulate the two one-way single lane, two phase cross signalized intersection with cellular automata model. The model adopts fixed cycle strategy and queuing full evacuation adaptive strategy respectively. The simulation results of fixed cycle strategy show that when the two lane traffic flow is equal, the simulation results coincide with the analytical results. When the green light time allocated to two lanes is equal, the average delay of the system is the lowest. When the inflow of two lanes is not equal, the average delay of the simulation is higher than that of the analytical result. When the adaptive strategy is adopted, no matter whether the flow of two lanes is equal or unequal, the average delay of the simulation is lower than that of the analytical result. The simulation results show that the higher the system traffic and the higher the traffic delay, the better the adaptive strategy is better than the fixed period strategy in the two one-way single lane two phase cross signalized intersection. Next, we use cellular automata to simulate the two-way two-way intersection with two phases and two phases. The signal control strategy also adopts the fixed period strategy and the traffic adaptive strategy. The simulation results show that, when using a fixed cycle strategy, and the relationship between the size of the average delay analysis of the simulation results and system flow, if the system flow is low, lower than the average delay of analytical results obtained by simulation, if the higher flow, lower than the average delay of the simulation results. When using the adaptive strategy system, if east and East and west to flow into the same, or from north to South and North South flow is equal, the simulated queueing length greater than the length of the analysis, the simulation results is lower than the average delay of the. But when things to flow into the north and South and East and west to the range and to the South and North into the flow range, lower than the average delay of analytical results obtained by simulation. In this paper, the analysis of the minimum traffic delay of two phase and three phase signalized intersection, the minimum delay expression and corresponding signal cycle, and the cellular automaton model is used to simulate two and two lane one-way two lane cross intersections, qualitative comparison between fixed cycle strategy and adaptive strategies between the complete evacuation line the advantages and disadvantages. Our research work can not only provide theoretical guidance to alleviate traffic congestion in urban intersection, but also promote the development of traffic signal control system.
【學位授予單位】：中國科學技術大學
【學位級別】：博士
【學位授予年份】：2017
【分類號】：U491

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