CN112562364A - Traffic organization and signal timing method and system for continuous flow intersection - Google Patents
Traffic organization and signal timing method and system for continuous flow intersection Download PDFInfo
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Abstract
The invention relates to a continuous flow intersection traffic organization and signal timing optimization method, which comprises the following steps: step one, setting a geometric layout of a traffic lane according to vehicle traffic data of each flow direction at an intersection; step two, determining a main signal and pre-signal timing scheme; step three, determining a vehicle phase sequence scheme; and step four, setting corresponding timing parameters according to different signal phase schemes. According to the invention, through the coordinated timing of the main signal and the pre-signal, the secondary stopping phenomenon does not exist in the left-turn, straight-going and right-turn traffic flow of the continuous flow intersection, so that the left-turn, straight-going and right-turn vehicles can be released at the same phase of the continuous flow intersection, and the traffic rights of all the traffic flows are ensured. The invention is applied to the technical field of traffic engineering.
Description
Technical Field
The invention belongs to the technical field of traffic engineering, and particularly relates to a method and a system for traffic organization and signal timing of a continuous flow intersection.
Background
Continuous Flow Intersection (also called Displaced Left-Turn) is characterized in that a pre-signalized Intersection is arranged on an Intersection entrance road section, so that Left-turning vehicles are turned to the outer side of an opposite exit lane in advance, Left-turning and straight-turning conflicts of a main signalized Intersection are eliminated, Left-turning, straight-turning and right-turning traffic of a road is released at the same phase of the main signalized Intersection, capacity which is about twice as high as that of a conventional plane Intersection can be theoretically improved, congestion is relieved, and Intersection operation efficiency is improved remarkably. At present, the method is gradually popularized and applied abroad, and Shenzhen in China also starts application trial points, so that the traffic capacity of the intersection is obviously improved. However, problems also exist, for example, in a continuous flow intersection built at the red lychee road-Huafu road intersection trial point in Shenzhen city, because the vehicles have the secondary parking problem, the left-turning vehicles on the left-turning lanes are caused to queue and overflow to the pre-signalized intersection, the straight-going vehicles opposite to the exit lanes are prevented from passing through the pre-signalized intersection, the stable running state of the continuous flow intersection is damaged, and the operation paralysis of the intersection is easily caused. Therefore, how to solve the problem of secondary parking of vehicles at the continuous flow intersection is important to determine a traffic organization and signal timing optimization method for the continuous flow intersection without secondary parking.
Disclosure of Invention
The invention aims to solve the problem that the stable running state of a continuous flow intersection is influenced by secondary stopping of vehicles at the continuous flow intersection, and further provides a traffic organization and signal timing method and a system for the continuous flow intersection.
The technical scheme adopted by the invention for solving the technical problems is as follows: a traffic organization and signal timing method for a continuous flow intersection comprises the following steps:
step one, setting a geometric layout of a traffic lane according to vehicle traffic data of each flow direction at an intersection;
step two, determining a main signal and pre-signal timing scheme;
step three, determining a vehicle phase sequence scheme;
and step four, setting corresponding timing parameters according to different signal phase schemes.
Further, in the first step, the geometric layout of the traffic lane is as follows: the number of lanes of the straight traffic flow at the position of the first stop line is the same as that of the lanes at the position of the second stop line; the number of lanes of the left-turn traffic flow at the position of the first stop line is the same as that of the lanes at the position of the second stop line; the number of lanes at the third stop line where the left-turn traffic flow selectively shifts the exit lane is not less than the number of lanes at the second stop line.
Further, in the second step, the main signal and pre-signal timing scheme is as follows: when the green light of the left turn signal SI is turned on, the left turn head vehicle starts from the first stop line and the time interval is set
When the vehicle arrives at the second stop line, the main signal MI left-turning green light is just turned on, the left-turning vehicle directly drives away, and after the last left-turning vehicle drives away from the second stop line, the main signal MI left-turning green light is just turned off; when the main signal MI straight green light is turned on, the straight head vehicle starts from the first stop line
When the vehicle reaches the second stop line, the vehicle directly passes through the second stop line without stopping for the second time, and after the last straight vehicle drives away from the second stop line, the pre-signal NI straight green light is turned off.
MI is a main intersection signal; the SI, EI, NI and WI are respectively pre-signals arranged on the south, east, north and west import road sections.
Further, in the second step, the main signal is controlled by two phases, which are respectively a north-south combined phase composed of a north-south straight line and a south-north left turn, and an east-west combined phase composed of an east-west straight line and an east-west left turn, the main signal straight line is provided with a straight phase delay and early closing time period, and the main signal left turn is provided with a left turn phase early closing time period; the pre-signal is controlled by two phases, namely a left-turn phase of an entrance lane, a combined phase consisting of left-turn traffic flow and straight traffic flow arriving from a main signal intersection on a shift exit lane, and an early closing time period is set for the straight traffic flow release phase arriving from the main signal intersection on the shift exit lane.
Further, in the third step, the vehicle phase-sequence scheme is as follows: the phase duration of the left-turn traffic flow at the first stop line and the second stop line should be equal, the phase duration of the straight traffic flow at the first stop line and the second stop line should be equal, and the period duration of the main pre-signal should be the same, the formula is as follows
In the formula:
the time length/s of the steering k traffic flow coming in the upstream direction i in the main signal MI phase;
the time length/s of the steering k traffic flow coming in the upstream direction i in the phase of the pre-signal j; k belongs to { l, s } and is turning, left turning and straight going; i, i' belongs to { S, E, N, W } and is the upstream arrival direction of the traffic flow, south, east, north and west; j belongs to { SI, EI, NI, WI } and is a pre-signalized intersection and a pre-signal lamp, and the pre-signalized intersection and the pre-signal lamp are arranged on the sections of the south, east, north and west import roads; (i, i', j) E { (S, E, N, SI), (E, N, W, EI), (N, W, S, NI), (W, S, E, WI) } are combined values, e.g.
When i is S, j is SI,
when i is S, i' E, j SI;
in the formula: cMIThe period duration of the main signal lamp is/s; cjIs the period duration/s of the pre-signal lamp j.
The following relation is required to be satisfied between the phases of the main signal:
in the formula:
the turn k traffic arriving in the upstream direction i is delayed by time/s in phase of the main signal MI.
Further, in the fourth step, the timing parameter of the main signal and the pre-signal is determined as follows: in order to ensure that the left-turn traffic flow directly passes through the first stop line and reaches the second stop line, the time difference of the start and the end of the left-turn phase of the two stop lines meets the following constraint
In the formula:
the time/s required for the turning direction I traffic flow coming in the upstream direction i to pass from the first stop line to the second stop line;
vehicle speed/m.s for a turn arriving in the upstream direction i-1；
The length/m of a running track of a left-turn vehicle arriving in the upstream direction i at a pre-signalized intersection j;
the length of a DLT lane on an entrance lane i/m;
in order to ensure that the straight traffic flow passes through the first stop line and the second stop line directly when the straight traffic flow reaches the second stop line, the time difference of the start and the end of the straight phase of the two stop lines meets the following constraint
In the formula:
the length/m of the travel track of the vehicle at the main signalized intersection MI for the turn k coming in the upstream direction i.
Further, the main pre-signals are constrained by the following formula:
in the formula:
the turning k traffic flow coming in the upstream direction i is early closed time/s in the main signal MI phase;
the turn k traffic arriving in the upstream direction i is delayed by time/s in phase with the pre-signal j.
In the formula:
the turn k traffic arriving in the upstream direction i is early in the phase of the pre-signal j by the closing time/s.
Further, in the first step, the condition of the length of the shift exit lane includes:
when the straight vehicles pass through the shift exit lane, the vehicles can directly drive away without parking and queuing, so that the shift exit lane can accommodate left-turning vehicles to park and queue, namely
In the formula:
DEL lane length/m controlled for pre-signal j;
vehicle queue headway/m. pcu on DEL lane for pre-signal j-1；
The number of DEL lanes controlled for the pre-signal j.
Further, in the first step, a shifting exit lane on the right side of the shifting left-turn lane is driven away, and the shifting exit lane is called as a strategy I; the conventional exit lane on the left side of the left-turn lane is shifted to drive away, and is called as a strategy II; a part of left-turning vehicles select a shifting exit lane to drive away, and a part of left-turning vehicles select a conventional exit lane to drive away, and the strategy is called as strategy III; the flow rates of left-turn vehicles entering the shift exit lane are selected under three control strategies to be respectively
In the formula:
flow rate/pcu · s of left turn traffic arriving at upstream direction i through pre-signalized intersection j-1；
Selecting the proportion of the strategy I for the left-turning vehicle;
for the purpose of the strategy I, the strategy,
in order to implement the strategy II,
strategy III.
The invention also relates to a system set according to the continuous flow intersection traffic organization and signal timing optimization method.
Advantageous effects
According to the traffic organization and signal timing optimization method for the continuous flow intersection, the main signal and the pre-signal are coordinated for timing, so that secondary parking does not exist in left-turn, straight-going and right-turn traffic of the continuous flow intersection, the left-turn, straight-going and right-turn vehicles are released at the same phase of the continuous flow intersection, and the traffic rights of all traffic flows are guaranteed.
The invention can avoid the left-turning vehicle staying on the shift left-turning lane and the straight-going vehicle staying on the shift exit lane after the phase releasing is finished, thereby ensuring the stable running state of the continuous flow intersection.
Drawings
FIG. 1 is a schematic diagram of a design of a continuous flow intersection without a right-turn lane according to the present invention;
FIG. 2 is a schematic diagram of a design of a continuous flow intersection under a condition of setting a right-turn lane according to the present invention;
FIG. 3 is a schematic diagram of a signal control phase sequence optimization scheme according to the present invention;
fig. 4 is a schematic diagram of the signal timing scheme of the present invention.
Detailed Description
Referring to fig. 1 to 4, the following describes the embodiment of the present invention.
First, the vehicle exits the stop line in the following cases:
when the straight traffic flow reaches the pre-signal stop line (the second stop line) from the main signal stop line (the first stop line), the straight traffic flow directly drives away without secondary stopping. The right-turn traffic flow can turn right at the main signalized intersection along with the straight traffic flow, or turn right by using a right-turn special lane, and secondary parking does not exist. When the left-turn traffic flow reaches the main signal stop line (the second stop line) from the pre-signal stop line (the first stop line), the left-turn traffic flow directly drives away without secondary parking.
Secondly, the main signal stop line is divided into the following three conditions according to the design of the mark and marking line:
firstly, a shifting exit lane (DEL for short) on the right side of a shifting left-turn lane (based on the traffic flow direction) can be selected to drive away, and the shifting exit lane is called as a strategy I;
secondly, a conventional exit lane on the left side of a left-turning lane (DLT for short) can be selected to drive away, and the conventional exit lane is called a strategy II;
and thirdly, selecting a displacement exit lane for driving away by part of left-turning vehicles and selecting a conventional exit lane for driving away by part of left-turning vehicles, and calling the strategy III.
The specific selection proportion is influenced by related matched infrastructure and the familiarity of a driver to the continuous flow intersection and the like, and can be obtained through field investigation. According to the strategy I, a left-turning vehicle can meet a third signal lamp (meeting a third stop line), a left-turning traffic flow is at the position of the meeting third stop line, and according to different arrival moments, part of the vehicles directly drive away, and part of the vehicles need to stop for waiting; strategy II left turn vehicle will not meet the third signal lamp, can make left turn vehicle reduce 1 and park.
Thirdly, as shown in fig. 3, for the signal control phase sequence optimization scheme, the main signal is controlled by two phases, namely a north-south combined phase composed of a south-north straight line and a south-north left turn, and an east-west combined phase composed of an east-west straight line and an east-west left turn, the main signal straight line is provided with a straight phase delay and early closing time period, and the main signal left turn is provided with a left turn phase early closing time period; the pre-signal is controlled by two phases, namely a left-turn phase of an entrance lane, a combined phase consisting of left-turn traffic flow and straight traffic flow arriving from a main signal intersection on a shift exit lane, and an early closing time period is set for the straight traffic flow release phase arriving from the main signal intersection on the shift exit lane.
Finally, to realize the non-secondary parking of the vehicle, as shown in fig. 4, the signal timing scheme is that, taking the south entry traffic flow as an example, when the pre-signal SI turns on the green light for the left turn, the left turn vehicle starts from the first stop line encountered, and the time interval is set
When the vehicle arrives at the second stop line, the main signal MI left-turning green light is just turned on, the left-turning vehicle directly drives away, and after the last left-turning vehicle drives away from the second stop line, the main signal MI left-turning green light is just turned off; when the main signal MI straight green light is turned on, the straight head vehicle starts from the first stop line
When the vehicle reaches the second stop line, the vehicle directly passes through the second stop line without stopping for the second time, and after the last straight vehicle drives away from the second stop line, the pre-signal NI straight green light is turned off.
Wherein, the phase sequence condition comprises:
the phase duration of the left-turn traffic flow at the first stop line and the second stop line should be equal, the phase duration of the straight traffic flow at the first stop line and the second stop line should be equal, and the period duration of the main pre-signal should be the same, the formula is as follows
In the formula:
the time length/s of the steering k traffic flow coming in the upstream direction i in the main signal MI phase;
the time length/s of the steering k traffic flow coming in the upstream direction i in the phase of the pre-signal j; k belongs to { l, s } and is turning, left turning and straight going; i, i', i ∈ { S, E, N, W } arrives upstream of the traffic flowDirection, south, east, north, west; j belongs to { SI, EI, NI, WI } and is a pre-signalized intersection and a pre-signal lamp, and the pre-signalized intersection and the pre-signal lamp are arranged on the sections of the south, east, north and west import roads; (i, i', j) E { (S, E, N, SI), (E, N, W, EI), (N, W, S, NI), (W, S, E, WI) } are combined values, e.g.
When i is S, j is SI,
when i is S, i' E, j SI;
in the formula: cMIThe period duration of the main signal lamp is/s; cjIs the period duration/s of the pre-signal lamp j.
The following relation is required to be satisfied between the phases of the main signal:
in the formula:
the turn k traffic arriving in the upstream direction i is delayed by time/s in phase of the main signal MI.
The geometric layout conditions include: the number of lanes of the straight traffic flow at the position of the first stop line is the same as that of the lanes at the position of the second stop line; the number of lanes of the left-turn traffic flow at the position of the first stop line is the same as that of the lanes at the position of the second stop line; the number of lanes at the third stop line where the left-turn traffic flow selection shift exit lane passes should be not less than the number of lanes at the second stop line.
The shift exit lane length condition includes:
the flow rates of left-turn vehicles entering the shift exit lane are selected under three control strategies to be respectively
In the formula:
flow rate/pcu · s of left turn traffic arriving at upstream direction i through pre-signalized intersection j-1；
Selecting a ratio of maneuver I for left-turn vehicles (c:)
For the purpose of the strategy I, the strategy,
in order to implement the strategy II,
strategy iii).
Because the straight vehicles do not need to be parked and queued when passing through the shift exit lane and directly drive away, the shift exit lane can accommodate left-turning vehicles to be parked and queued only by considering that the shift exit lane can meet the requirement that the left-turning vehicles can be parked and queued
In the formula:
DEL lane length/m controlled for pre-signal j;
vehicle queue headway/m. pcu on DEL lane for pre-signal j-1；
The number of DEL lanes controlled for the pre-signal j.
The main signal and pre-signal coordination relation conditions comprise:
in order to ensure that the left-turn traffic flow passes through the first stop line and the second stop line directly when the left-turn traffic flow reaches the second stop line, the time difference of the start and the end of the left-turn phase of the two stop lines should both meet the following constraint
In the formula:
the time/s required for the turning direction I traffic flow coming in the upstream direction i to pass from the first stop line to the second stop line;
vehicle speed/m.s for a turn arriving in the upstream direction i-1；
The length/m of a running track of a left-turn vehicle arriving in the upstream direction i at a pre-signalized intersection j;
is the DLT lane length/m on the entrance lane i.
Similarly, to ensure that the straight traffic flow passes directly from the first stop line to the second stop line, the time difference between the start and end of the straight phase of the two stop lines should satisfy the following constraint
In the formula:
length/m of running track of vehicle at main signalized intersection MI for turning k coming in upstream direction i
The main pre-signals are constrained by the following formula:
in the formula:
the turning k traffic flow coming in the upstream direction i is early closed time/s in the main signal MI phase;
the turn k traffic arriving in the upstream direction i is delayed by time/s in phase with the pre-signal j.
In the formula:
the turn k traffic arriving in the upstream direction i is early in the phase of the pre-signal j by the closing time/s.
The specific implementation mode is as follows:
the intersection shown in fig. 1 is selected as an actual research case to verify the effectiveness of the invention in reducing the number of times of vehicle parking, and 4 flow input schemes are designed, wherein as shown in table 1, the scheme 1 is a low flow situation, and the schemes 2, 3 and 4 are high flow situations with different left turn ratios.
TABLE 1 flow input scheme
According to the flow input scheme, the method is adopted to carry out signal timing, the timing result is input into VISSIM software to carry out simulation verification on the experiment, and the result is as follows:
TABLE 2 comparative analysis of vehicle mean delay
TABLE 3 comparison analysis of average number of parking
The invention aims to reduce the number of times of vehicle parking, as shown in tables 2 and 3, as the left-turning vehicle of the strategy I has 1 more parking than the strategy II, the number of times of left-turning vehicle parking is more than 2 times of that of the strategy II, and the vehicle delay is the same, which shows that 1-time parking is reduced, and the number of times of vehicle parking and the vehicle delay can be reduced by more than 50%. Compared with the control strategy given by the prior art, the invention reduces the left-turn vehicle parking times by 1-2 times and the straight-going vehicle parking times by 1 time from the whole intersection, and the experimental result also shows that the vehicle average parking times of the intersection under the strategy I are respectively 0.88, 0.84 and 1.05, and the vehicle average parking times of the intersection under the strategy II are respectively 0.59, 0.69, 0.64 and 0.77.
The above-described calculation examples of the present invention are merely to explain the calculation model and the calculation flow of the present invention in detail, and are not intended to limit the embodiments of the present invention. For ease of description, the present invention names intersections in terms of orientation, but this is not intended to limit the application of the invention, and this statement applies to all orientation-based descriptions of the invention. It will be apparent to those skilled in the art that other variations and modifications of the present invention can be made based on the above description, and it is not intended to be exhaustive or to limit the invention to the precise form disclosed, and all such modifications and variations are possible and contemplated as falling within the scope of the invention.
Claims (10)
1. A continuous flow intersection traffic organization and signal timing optimization method is characterized by comprising the following steps:
step one, setting a geometric layout of a traffic lane according to vehicle traffic data of each flow direction at an intersection;
step two, determining a main signal and pre-signal timing scheme;
step three, determining a vehicle phase sequence scheme;
and step four, setting corresponding timing parameters according to different signal phase schemes.
2. The continuous flow intersection traffic organization and signal timing optimization method according to claim 1, wherein in the first step, the geometric layout of traffic lanes is as follows: the number of lanes of the straight traffic flow at the position of the first stop line is the same as that of the lanes at the position of the second stop line; the number of lanes of the left-turn traffic flow at the position of the first stop line is the same as that of the lanes at the position of the second stop line; the number of lanes at the third stop line where the left-turn traffic flow selectively shifts the exit lane is not less than the number of lanes at the second stop line.
3. The continuous flow intersection traffic organization and signal timing optimization method according to claim 1, wherein in the second step, the main signal and pre-signal timing scheme is as follows: when the green light of the left turn signal SI is turned on, the left turn head vehicle starts from the first stop line and the time interval is set
When the vehicle arrives at the second stop line, the main signal MI left-turning green light is just turned on, the left-turning vehicle directly drives away, and after the last left-turning vehicle drives away from the second stop line, the main signal MI left-turning green light is just turned off; when the main signal MI straight green light is turned on, the straight head vehicle starts from the first stop line
When the vehicle reaches the second stop line, the vehicle directly passes through the second stop line without stopping for the second time, and after the last straight vehicle drives away from the second stop line, the pre-signal NI straight green light is turned off.
4. A continuous flow intersection traffic organization and signal timing optimization method according to claim 3, wherein in the second step, the main signal is controlled by two phases, namely a north-south combined phase composed of a north-south straight line and a north-south left turn, and an east-west combined phase composed of an east-west straight line and an east-west left turn, the main signal straight line is provided with a straight line phase delay and early closing time period, and the main signal left turn is provided with a left turn phase early closing time period; the pre-signal is controlled by two phases, namely a left-turn phase of an entrance lane, a combined phase consisting of left-turn traffic flow and straight traffic flow arriving from a main signal intersection on a shift exit lane, and an early closing time period is set for the straight traffic flow release phase arriving from the main signal intersection on the shift exit lane.
5. The continuous flow intersection traffic organization and signal timing optimization method according to claim 1, wherein in step three, the vehicle phase-sequence scheme is: the phase duration of the left-turn traffic flow at the first stop line and the second stop line should be equal, the phase duration of the straight traffic flow at the first stop line and the second stop line should be equal, and the period duration of the main pre-signal should be the same, the formula is as follows
In the formula:
the time length/s of the steering k traffic flow coming in the upstream direction i in the main signal MI phase;
the time length/s of the steering k traffic flow coming in the upstream direction i in the phase of the pre-signal j; k belongs to { l, s } and is turning, left turning and straight going; i, i' belongs to { S, E, N, W } and is the upstream arrival direction of the traffic flow, south, east, north and west; j belongs to { SI, EI, NI, WI } and is a pre-signalized intersection and a pre-signal lamp, and the pre-signalized intersection and the pre-signal lamp are arranged on the sections of the south, east, north and west import roads;
(i, i', j) E { (S, E, N, SI), (E, N, W, EI), (N, W, S, NI), (W, S, E, WI) } are combined values, e.g.
When i is S, j is SI,
when i is S, i' E, j SI;
in the formula: cMIThe period duration of the main signal lamp is/s; cjIs the period duration/s of the pre-signal lamp j.
The following relation is required to be satisfied between the phases of the main signal:
in the formula:
the turn k traffic arriving in the upstream direction i is delayed by time/s in phase of the main signal MI.
6. The continuous flow intersection traffic organization and signal timing optimization method according to claim 4, wherein in step four, the timing parameters of the main signal and the pre-signal are determined as follows: in order to ensure that the left-turn traffic flow directly passes through the first stop line and reaches the second stop line, the time difference of the start and the end of the left-turn phase of the two stop lines meets the following constraint
In the formula:
the time/s required for the turning direction I traffic flow coming in the upstream direction i to pass from the first stop line to the second stop line;
vehicle speed/m.s for a turn arriving in the upstream direction i-1；
The length/m of a running track of a left-turn vehicle arriving in the upstream direction i at a pre-signalized intersection j;
is an inlet channeli upper DLT lane length/m;
the straight-going traffic flow passes through the first stop line and the second stop line directly when the straight-going traffic flow reaches the second stop line, and the time difference of the start and the end of the straight-going phase of the two stop lines meets the following constraint
In the formula:
the length/m of the travel track of the vehicle at the main signalized intersection MI for the turn k coming in the upstream direction i.
7. The continuous flow intersection traffic organization and signal timing optimization method of claim 6, wherein the main pre-signals are constrained by the following formula:
in the formula:
the turning k traffic flow coming in the upstream direction i is early closed time/s in the main signal MI phase;
delaying the phase of a pre-signal j by time/s for a steering k traffic flow coming in an upstream direction i;
in the formula:
steering k vehicle coming in upstream direction iThe stream is early in the phase of the pre-signal j by the closing time/s.
8. The continuous flow intersection traffic organization and signal timing optimization method according to claim 1, wherein in the first step, the conditions for shifting the length of the exit lane comprise:
when the straight vehicles pass through the shift exit lane, the vehicles can directly drive away without parking and queuing, so that the shift exit lane can accommodate left-turning vehicles to park and queue, namely
In the formula:
DEL lane length/m controlled for pre-signal j;
vehicle queue headway/m. pcu on DEL lane for pre-signal j-1；
The number of DEL lanes controlled for the pre-signal j.
9. The continuous flow intersection traffic organization and signal timing optimization method according to claim 1, characterized in that in the first step, the right side of the left-turn lane is shifted to exit, called strategy i; the conventional exit lane on the left side of the left-turn lane is shifted to drive away, and is called as a strategy II; a part of left-turning vehicles select a shifting exit lane to drive away, and a part of left-turning vehicles select a conventional exit lane to drive away, and the strategy is called as strategy III; the flow rates of left-turn vehicles entering the shift exit lane are selected under three control strategies as follows:
in the formula:
flow rate/pcu · s of left turn traffic arriving at upstream direction i through pre-signalized intersection j-1；
Selecting the proportion of the strategy I for the left-turning vehicle;
for the purpose of the strategy I, the strategy,
in order to implement the strategy II,
strategy III.
10. A system comprising the continuous flow intersection traffic organization and signal timing optimization method of any one of claims 1 to 9.
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Cited By (3)
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| CN113362623A (en) * | 2021-06-04 | 2021-09-07 | 哈尔滨工业大学 | Continuous flow intersection left-turn non-motor vehicle traffic organization system and signal control method |
| CN113362622A (en) * | 2021-06-04 | 2021-09-07 | 哈尔滨工业大学 | Method and system for passing non-motor vehicle through hook-shaped turn at left turn of parallel flow intersection |
| CN113947898A (en) * | 2021-09-29 | 2022-01-18 | 北京建筑大学 | Optimization method for displacement left turn at intersection |
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| CN113947898A (en) * | 2021-09-29 | 2022-01-18 | 北京建筑大学 | Optimization method for displacement left turn at intersection |
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