CN109147327B - Road traffic bottleneck improvement method for urban road and railway crossing part - Google Patents

Road traffic bottleneck improvement method for urban road and railway crossing part Download PDF

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CN109147327B
CN109147327B CN201811039154.6A CN201811039154A CN109147327B CN 109147327 B CN109147327 B CN 109147327B CN 201811039154 A CN201811039154 A CN 201811039154A CN 109147327 B CN109147327 B CN 109147327B
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CN109147327A (en
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王宝杰
莫少婕
薛祥北
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Jiangsu Xinzhong Enterprise Management Co.,Ltd.
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications

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Abstract

The invention discloses a method for improving the bottleneck of road traffic at the crossing part of an urban road and a railway, which divides the traffic flow of a bottleneck road section driven by an upstream intersection into a right-turn traffic flow, a straight-going traffic flow and a left-turn traffic flow, and provides a traffic engineering technology for improving the traffic problem around the bottleneck according to the theories of traffic remote organization, upstream and downstream intersection coordination control and the like on the basis of acquired basic traffic facility information and traffic operation data. The invention makes up the defect that the bottleneck of the road is lack of the traffic improvement technology by analyzing the basic traffic facility information and the traffic operation data, and has the characteristics of low cost, simple operation and strong practicability.

Description

Road traffic bottleneck improvement method for urban road and railway crossing part
Technical Field
The invention belongs to the field of urban road traffic organization and signal control, and particularly relates to a road traffic bottleneck improvement method for an urban road and railway crossing part.
Background
The crossing part of the urban road and the railway has narrow and non-widening roads due to the limitation of the conditions of the crossing part, and is a typical traffic bottleneck caused by traffic facilities. The main traffic problems caused by the traffic bottleneck comprise traffic paralysis at an upstream intersection caused by traffic overflow of a bottleneck road section, potential safety hazards and tail gas pollution caused by continuous starting and stopping of vehicles at the bottleneck road section on a longitudinal slope, incapability of uniformly distributing time and right of way at a downstream intersection and the like.
In the face of the problems of traffic space resource shortage and unsmooth traffic operation caused by crossing of urban roads and railways, measures such as optimizing traffic organization and intersection signal control schemes are adopted, the utilization rate of road time and space resources is improved, the traffic flow of roads is distributed in a balanced manner, and the method is an effective means for relieving traffic bottlenecks of the type. However, the existing traffic organization and intersection signal control theory and method mainly serve the conventional urban road operation condition, do not fully consider the specific characteristics that the road cross section is difficult to widen due to the crossing of the road and the railway, and cannot well solve the induced traffic problem.
Aiming at the real traffic environment that the road width is obviously narrower than the upstream and downstream road sections caused by the crossing of the urban road and the railway, the method provides a road traffic bottleneck improvement method for the crossing part of the urban road and the railway. The method provides a driving organization scheme of the bottleneck road section by combining signal lamp timing and phase difference optimization on the basis of fully considering the driving characteristics of the vehicle, and has important practical value for relieving the road traffic problem caused by insufficient traffic space of the bottleneck road section and improving the passing efficiency of the vehicle at the intersection of the urban road and the railway.
Disclosure of Invention
The invention aims to overcome the defects and provide a road traffic bottleneck improvement method for the intersection part of an urban road and a railway, and the influence of a bottleneck road section on the normal traffic of vehicles is reduced by optimizing signal lamp timing and phase difference and improving a road traffic organization driving scheme, so that the integral improvement of the road section operation efficiency and the service level is realized.
In order to achieve the above object, the present invention comprises the steps of:
collecting basic traffic facility information and traffic operation data;
designing an upstream intersection C according to the basic traffic facility information and the traffic operation dataIThe signal timing scheme of (1);
thirdly, according to the basic traffic facility information, the traffic operation data and the upstream intersection CIFor a signal timing scheme from an upstream intersection CIDesigning a downstream intersection C for right-turning traffic entering a bottleneck road sectionIIThe scheme of far leading and turning around of the traffic;
according to the infrastructure information and the upstream intersection CIFor a signal timing scheme from an upstream intersection CIDesigning an upstream intersection C for traffic driving into a bottleneck road section straightIAnd downstream intersection CIIAnd downstream intersection C, andIIthe passage scheme of (1);
according to the infrastructure information and the upstream intersection CISignal arrangement ofTime scheme, for crossing C from upstreamIDesigning a downstream intersection C for the traffic of a left-turn driving bottleneck road sectionIIThe traffic scenario of (1).
In the first step, the basic traffic facility information comprises an upstream intersection CIAnd downstream intersection CIIS, number of lanes N of the bottleneck section; the traffic operation data includes data from the upstream intersection C for each signal cycleINumber of vehicles Q turning right to bottleneck sectionrFrom the upstream intersection CINumber of vehicles Q traveling straight to bottleneck sectionsFrom the upstream intersection CINumber of vehicles turning left to bottleneck section QlAverage headway h of vehicle running on bottleneck road sectiontAverage driving speed V of vehicle on bottleneck road section, and vehicle passing through upstream intersection CITo the time T of driving into the exit lane of the intersection.
In the second step, the upstream intersection CIThe design method of the signal timing scheme is as follows:
the first step, according to the upstream intersection CIThe basic traffic facility information and the traffic operation data are subjected to signal timing by a Webster method, and the green time G of each traffic phase is calculated to be [ G [ [ G ]1,g2,…,gn]Where G is a 1 xn matrix, GiI is more than or equal to 1 and less than or equal to n and gi∈G；
The second step, according to the upstream intersection CIScreening traffic phases r, s and l of the road section driving into the bottleneck, wherein the green time of the phases is gr,gs,glWherein g isrGreen time, g, for right turn traffic phase driving into bottleneck sectionsGreen time, g, for straight-ahead traffic phase driving into a bottleneck sectionlGreen time for left turn traffic phase driving into bottleneck section, and gr,gs,gl∈G。
In the third step, designing a downstream intersection CIIThe method of the traffic far leading turn-around scheme comprises the following steps:
first, phase green time is applied, and downstream intersection CIIMinimum vehicle head distance D and upstream intersection CIArrival rate lambda of right-turn traffic entering bottleneck road section and downstream intersection CIICalculating the vehicle queuing length by the dispersion rate v of the right-turning vehicle to obtain a downstream intersection CIIThe opening position L of the traffic remote-leading U-turn is as follows:
Figure BDA0001791672270000031
second, for the intersection C from the upstreamIRight-turning vehicles entering the bottleneck section at the downstream intersection CIIThe traffic scheme is that after all vehicles run out of a bottleneck road section in a right-turn mode, the vehicles with the requirements of straight running and left-turn are subjected to traffic far leading and turning around.
In the third step, an upstream intersection C is designedIAnd downstream intersection CIIAnd downstream intersection C, andIIthe specific method of the passing scheme is as follows:
first, calculate the upstream intersection CIAnd downstream intersection CIIPhase difference therebetween:
Figure BDA0001791672270000032
second, for the intersection C from the upstreamIThe vehicles which run straight into the bottleneck road section are calculated to pass through the downstream intersection CIIRequired green light time:
Figure BDA0001791672270000033
third, for the intersection C from the upstreamIVehicles travelling straight into bottleneck section, at downstream crossing CIIThe passing scheme is to simultaneously pass the left turn, the straight run and the right turn of the inlet passage of the bottleneck road section, and to adopt forbidden control on the other three inlet passages.
In the third step, designing a downstream intersection CIIThe specific method of the passing scheme is as follows:
first, for the intersection C from the upstreamIThe vehicles which turn left and drive into the bottleneck road section are calculated to pass through the downstream intersection CIIRequired green light duration:
Figure BDA0001791672270000041
second, for the intersection C from the upstreamIVehicles turning left to enter a bottleneck section at a downstream intersection CIIThe passing scheme is to simultaneously pass the left turn, the straight run and the right turn of the inlet passage of the bottleneck road section, and to adopt forbidden control on the other three inlet passages.
Compared with the prior art, the traffic flow of the bottleneck road section driven by the upstream intersection is divided into the right-turn traffic flow, the straight-going traffic flow and the left-turn traffic flow, and the traffic engineering technology for improving the traffic problem around the bottleneck is provided according to the theories of traffic remote organization, upstream and downstream intersection coordination control and the like on the basis of the acquired basic traffic facility information and traffic operation data. The invention makes up the defect that the bottleneck of the road is lack of the traffic improvement technology by analyzing the basic traffic facility information and the traffic operation data, and has the characteristics of low cost, simple operation and strong practicability.
Drawings
FIG. 1 is a flow chart of the present invention;
FIG. 2 is a schematic diagram of a road-to-railway intersection in an embodiment;
FIG. 3 is a traffic phase diagram for an upstream intersection in accordance with the present invention;
FIG. 4 is a traffic phase diagram of an upstream intersection driving into a bottleneck section in the invention;
FIG. 5 is a view of the open position of the far leading turn of traffic at a downstream intersection in the present invention;
FIG. 6 is a schematic diagram of a downstream intersection passing scheme of vehicles driving to a bottleneck section by right turning in the invention;
FIG. 7 is a schematic diagram of a downstream intersection passing scheme of vehicles traveling straight into a bottleneck section in the invention;
fig. 8 is a schematic diagram of a downstream intersection passing scheme of vehicles driving into a bottleneck section by left turning in the invention.
Detailed Description
The invention will be further explained with reference to the drawings.
Referring to fig. 1, the present invention comprises the steps of:
collecting basic traffic facility information and traffic operation data;
designing an upstream intersection C according to the basic traffic facility information and the traffic operation dataIThe signal timing scheme of (1);
thirdly, according to the basic traffic facility information, the traffic operation data and the upstream intersection CIFor a signal timing scheme from an upstream intersection CIDesigning a downstream intersection C for right-turning traffic entering a bottleneck road sectionIIThe scheme of far leading and turning around of the traffic;
according to the infrastructure information and the upstream intersection CIFor a signal timing scheme from an upstream intersection CIDesigning an upstream intersection C for traffic driving into a bottleneck road section straightIAnd downstream intersection CIIAnd downstream intersection C, andIIthe passage scheme of (1);
according to the infrastructure information and the upstream intersection CIFor a signal timing scheme from an upstream intersection CIDesigning a downstream intersection C for the traffic of a left-turn driving bottleneck road sectionIIThe traffic scenario of (1).
The infrastructure information includes an upstream intersection CIAnd downstream intersection CIIS, number of lanes N of the bottleneck section; the traffic operation data includes data from the upstream intersection C for each signal cycleINumber of vehicles Q turning right to bottleneck sectionrFrom the upstream intersection CINumber of vehicles Q traveling straight to bottleneck sectionsFrom the upstream intersection CINumber of vehicles turning left to bottleneck section QlAverage headway h of vehicle running on bottleneck road sectiontAverage driving of vehicles on bottleneck road sectionSpeed V, vehicle passing over upstream intersection CITo the time T of driving into the exit lane of the intersection.
Example (b):
referring to fig. 2 and 3, the infrastructure information and traffic operation data are shown in table 1.
TABLE 1 basic traffic facility information and traffic operation data
Figure BDA0001791672270000051
Referring to fig. 4, an upstream intersection C is designed according to the infrastructure information and traffic operation dataIThe signal timing scheme comprises the following specific steps:
the first step, according to the upstream intersection CIThe basic traffic facility information and the traffic operation data are subjected to signal timing by a Webster method, and the green time G of each traffic phase is calculated to be [ G [ [ G ]1,g2,…,gn]. Wherein G is a 1 xn matrix, GiI is more than or equal to 1 and less than or equal to n and gi∈G。
The second step, according to the upstream intersection CIScreening traffic phases r, s and l of the road section driving into the bottleneck, wherein the green time of the phases is gr,gs,gl. Wherein, grGreen time, g, for right turn traffic phase driving into bottleneck sectionsGreen time, g, for straight-ahead traffic phase driving into a bottleneck sectionlGreen time for left turn traffic phase driving into bottleneck section, and gr,gs,gl∈G。
According to upstream intersection CIThe basic traffic facility information and the traffic operation data are subjected to signal timing by using a Webster method, and the green light time of each traffic phase is calculated. According to upstream intersection CIScreening traffic phases r, s and l of the road section driving into the bottleneck, wherein the green time of the phases is gr,gs,glUpstream intersection CITraffic phase information as shown in Table 2Shown in the figure.
TABLE 2 upstream intersection CITraffic phase information of
Figure BDA0001791672270000061
Referring to FIG. 5, an upstream intersection C is determined based on infrastructure information andIfor a signal timing scheme from an upstream intersection CIDesigning a downstream intersection C for right-turning traffic entering a bottleneck road sectionIIThe traffic far leading turn-around scheme comprises the following specific steps:
step one, calculating the vehicle queuing length by applying phase green time, minimum head distance, vehicle arrival and discrete rate to obtain a downstream intersection CIIThe opening position L of the traffic remote-leading U-turn is as follows:
Figure BDA0001791672270000062
wherein D is downstream intersection CIIThe minimum distance between the car heads, lambda is the upstream intersection CIThe arrival rate of right-turn traffic entering the bottleneck road section is v, which is the downstream intersection CIIThe right turn vehicle.
In this example, downstream intersection C is calculatedIIThe variable values used for calculating the positions of the traffic far leading U-turn openings are shown in table 3, and a downstream intersection C is obtainedIIThe opening position L of the traffic far leading U-turn is 7.5 m.
TABLE 3 downstream intersection CIIVariable for opening position of traffic remote-leading U-turn
Figure BDA0001791672270000071
Referring to FIG. 6, the second step, for intersection C from upstreamIRight-turn vehicle entering bottleneck section at downstream intersection CIIThe passing scheme is direct right turn, and after all vehicles drive out of the bottleneck road section in a right turn mode, the vehicles have straight running and right turnVehicles with the requirement of turning left carry out a scheme of leading traffic to turn around remotely.
Referring to FIG. 7, the infrastructure information and the upstream intersection C are processed according to the stepsIFor a signal timing scheme from an upstream intersection CIDesigning an upstream intersection C for traffic driving into a bottleneck road section straightIAnd downstream intersection CIIAnd downstream intersection C, andIIthe passing scheme comprises the following specific steps:
first, calculate the upstream intersection CIAnd downstream intersection CIIPhase difference therebetween:
Figure BDA0001791672270000072
in this example, the upstream intersection C is calculatedIAnd downstream intersection CIIThe values of the variables used for the phase differences are shown in Table 4, and the upstream intersection C is obtainedIAnd downstream intersection CIIThe phase difference Δ T therebetween was 62.6 s.
TABLE 4 upstream intersection CIAnd downstream intersection CIIVariable for phase difference
Figure BDA0001791672270000073
Second, for the intersection C from the upstreamIThe vehicles which run straight into the bottleneck road section are calculated to pass through the downstream intersection CIIRequired green light time:
Figure BDA0001791672270000081
downstream intersection C for vehicles driving straight into bottleneck road sectionIIThe variable values for the green time of (2) are shown in Table 5, and the values for the variables for the intersection C from the upstream are obtainedIVehicles travelling straight into bottleneck section, passing downstream intersection CIIThe required green time is Gs＝20s。
TABLE 5 downstream intersection C for vehicles driving straight into bottleneck road sectionIIVariable of green time
Figure BDA0001791672270000082
Third, for the intersection C from the upstreamIVehicles travelling straight into bottleneck section, at downstream crossing CIIThe passing scheme is to simultaneously pass the left turn, the straight run and the right turn of the inlet passage of the bottleneck road section, and to adopt forbidden control on the other three inlet passages.
Referring to FIG. 8, the infrastructure information and the upstream intersection C are processed according to the stepsIFor a signal timing scheme from an upstream intersection CIDesigning a downstream intersection C for the traffic of a left-turn driving bottleneck road sectionIIThe passing scheme comprises the following specific steps:
first, for the intersection C from the upstreamIThe vehicles which turn left and drive into the bottleneck road section are calculated to pass through the downstream intersection CIIRequired green light duration:
Figure BDA0001791672270000083
in this example, the downstream intersection C is calculated for vehicles driving into the bottleneck section of the left turnIIThe values of the variables for the green time are shown in Table 6, and the values for the time taken to cross the upstream intersection C are obtainedIVehicles turning left to drive into a bottleneck section, passing through downstream intersection CIIDesired green light duration Gl＝10s。
TABLE 6 vehicles driving left into bottleneck road section at downstream intersection CIIVariable of green time
Figure BDA0001791672270000084
Second, for the intersection C from the upstreamIVehicles turning left to enter a bottleneck section at a downstream intersection CIITraffic schemeThe left turn, the straight running and the right turn of the inlet passage of the bottleneck road section are simultaneously released, and the forbidden control is adopted for the other three inlet passages.

Claims (3)

1. A road traffic bottleneck improvement method for an urban road and railway crossing part is characterized by comprising the following steps:
collecting basic traffic facility information and traffic operation data;
designing an upstream intersection C according to the basic traffic facility information and the traffic operation dataIThe signal timing scheme of (1);
thirdly, according to the basic traffic facility information, the traffic operation data and the upstream intersection CIFor a signal timing scheme from an upstream intersection CIDesigning a downstream intersection C for right-turning traffic entering a bottleneck road sectionIIThe scheme of far leading and turning around of the traffic;
according to the infrastructure information and the upstream intersection CIFor a signal timing scheme from an upstream intersection CIDesigning an upstream intersection C for traffic driving into a bottleneck road section straightIAnd downstream intersection CIIAnd downstream intersection C, andIIthe passage scheme of (1);
according to the infrastructure information and the upstream intersection CIFor a signal timing scheme from an upstream intersection CIDesigning a downstream intersection C for the traffic of a left-turn driving bottleneck road sectionIIThe passage scheme of (1);
design of downstream intersection CIIThe method of the traffic far leading turn-around scheme comprises the following steps:
first, phase green time is applied, and downstream intersection CIIMinimum vehicle head distance D and upstream intersection CIArrival rate lambda of right-turn traffic entering bottleneck road section and downstream intersection CIICalculating the vehicle queuing length by the dispersion rate v of the right-turning vehicle to obtain a downstream intersection CIIThe opening position L of the traffic remote-leading U-turn is as follows:
Figure FDA0002724451780000011
second, for the intersection C from the upstreamIRight-turning vehicles entering the bottleneck section at the downstream intersection CIIThe passing scheme is a scheme of turning right directly, and after all vehicles exit from a bottleneck road section in a right-turning mode, performing traffic far leading and turning around on the vehicles with the requirements of going straight and turning left;
design of upstream intersection CIAnd downstream intersection CIIAnd downstream intersection C, andIIthe specific method of the passing scheme is as follows:
first, calculate the upstream intersection CIAnd downstream intersection CIIPhase difference therebetween:
Figure FDA0002724451780000021
second, for the intersection C from the upstreamIThe vehicles which run straight into the bottleneck road section are calculated to pass through the downstream intersection CIIRequired green light time:
Figure FDA0002724451780000022
third, for the intersection C from the upstreamIVehicles travelling straight into bottleneck section, at downstream crossing CIIThe passing scheme is that the left turn, the straight running and the right turn of the inlet passage of the bottleneck road section are simultaneously released, and the forbidden control is adopted for the other three inlet passages;
design of downstream intersection CIIThe specific method of the passing scheme is as follows:
first, for the intersection C from the upstreamIThe vehicles which turn left and drive into the bottleneck road section are calculated to pass through the downstream intersection CIIRequired green light duration:
Figure FDA0002724451780000023
second, for the intersection C from the upstreamIVehicles turning left to enter a bottleneck section at a downstream intersection CIIThe passing scheme is to simultaneously pass the left turn, the straight run and the right turn of the inlet passage of the bottleneck road section, and to adopt forbidden control on the other three inlet passages.
2. The method for improving the road traffic bottleneck at the intersection of the urban road and the railway according to claim 1, wherein in the first step, the infrastructure information comprises an upstream intersection CIAnd downstream intersection CIIS, number of lanes N of the bottleneck section; the traffic operation data includes data from the upstream intersection C for each signal cycleINumber of vehicles Q turning right to bottleneck sectionrFrom the upstream intersection CINumber of vehicles Q traveling straight to bottleneck sectionsFrom the upstream intersection CINumber of vehicles turning left to bottleneck section QlAverage headway h of vehicle running on bottleneck road sectiontAverage driving speed V of vehicle on bottleneck road section, and vehicle passing through upstream intersection CITo the time T of driving into the exit lane of the intersection.
3. The method for improving the road traffic bottleneck at the intersection of the urban road and the railway according to claim 1, wherein in the second step, the upstream intersection CIThe design method of the signal timing scheme is as follows:
the first step, according to the upstream intersection CIThe basic traffic facility information and the traffic operation data are subjected to signal timing by a Webster method, and the green time G of each traffic phase is calculated to be [ G [ [ G ]1,g2,…,gn]Where G is a 1 xn matrix, GiI is more than or equal to 1 and less than or equal to n and gi∈G；
The second step, according to the upstream intersection CIThe traffic flow direction of each traffic phase is screened, the traffic phases r, s and l of the road section driving into the bottleneck are screened, and the green time of the phases is respectivelygr,gs,glWherein g isrGreen time, g, for right turn traffic phase driving into bottleneck sectionsGreen time, g, for straight-ahead traffic phase driving into a bottleneck sectionlGreen time for left turn traffic phase driving into bottleneck section, and gr,gs,gl∈G。
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