Optimization Control of Dynamic Use of Exit-lanes for Left-turn Traffic
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摘要:
动态出口左转车道（EFL）设计现已应用于多个城市道路交叉口。为解决该类交叉口在实际运行过程中存在的车流量在各个车道分布不均衡，逆流车道在某些时段使用率不高等问题，对现有的EFL设计及交通控制方案进行改进。研究1种非常规的EFL设计以及动态出口车道灵活配置的方法，并对改进后动态出口左转车道的长度进行优化。基于此，研究驱动信号控制策略，建立非常规EFL设计下的延误计算模型。运用Matlab对常规、改进前、改进后这3种情况下的交叉口信号控制方案进行了对比分析。结果表明：当左转流量为400辆/h时常规交叉口最佳信号周期为130 s，同周期下改进后与常规、改进前的交叉口相比车均延误下降比例分别为39.68%和29.48%；当左转流量为500辆/h时常规交叉口最佳周期为174 s，同周期下改进后较常规、改进前的交叉口车均延误下降比例分别为12.90%和12.02%。
Abstract:The design of dynamic use of exit-lanes for left-turn(EFL)traffic has been applied to many urban intersec⁃ tions. The existing EFL design and traffic control schemes are improved to solve the problems of uneven distribution of traffic flow in different lanes and low utilization rate of countercurrent lane during certain periods. A new method of the dynamic EFL design and flexible configuration is proposed. Based on the optimized length of the improved dynam⁃ ic EFL, a signal control strategy is proposed and a delay estimation model under the unconventional EFL design is al⁃ so developed. Matlab is used to compare the signal control schemes under the three scenarios: conventional setup, be⁃ fore, and after improvement. It is found that, when the left-turn flow is 400 vehicles/h, the best signal cycle of conven⁃ tional intersections should be 130 s. Under the same signal cycle, compared with the conventional and the after-im⁃ provement scenarios, the vehicle delay is found to decrease by 39.68% and 29.48%, respectively. It is also found that, when the left-turn flow reaches 500 vehicles/h, the optimal cycle of the conventional intersection is found to be 174 s. When compared with the conventional and the after-improvement scenarios, the vehicle delay is found to de⁃ crease by 12.90% and 12.02%, respectively.
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图 3 情况1：动态出口左转车道累计排队长度变化图
Figure 3. Scenario 1: variation of cumulative queue length of dynamic EFL
图 4 情况2：动态出口左转车道累计排队长度变化图
Figure 4. Scenario 2: variation of cumulative queue length of dynamic EFL
图 5 情况3：动态出口左转车道累计排队长度变化图
Figure 5. Scenario 3: variation of cumulative queue length of dynamic EFL
图 6 改进后非常规直行车道累计长度变化图
Figure 6. Cumulative length change of the improved straight lane
图 8 改进后不同流量左转延误随周期时长变化图
Figure 8. The delay of left-turn under different flow rates varying with the cycle length after improvement
图 9 改进后不同周期长度下左转延误随流量变化图
Figure 9. The delay of left-turn under different cycle lengths with the flow rate after improvement
图 10 不同流量下左转延误随周期变化图
Figure 10. The delay of left-turn under different flow rates varying with the cycle
表 1 参数说明
Table 1. Parameter description
符号 符号意义 下标意义 Gopt 主信号处最佳左转绿灯时长，s opt代表最优，Optimal Qp 高峰时期每个周期的左转需求量，辆/h p代表车辆，pcu v 自由流车速，km/h ql 进口道左转车辆到达率，辆/h l代表左转，left qs 进口道直行车辆到达率辆/h s代表直行，straight Z 封闭图形的面积 S1 上游预交叉口饱和流率，辆/h S2 交叉口饱和流率，辆/h kj 交叉口的阻塞密度，辆/km j代表拥挤，jam ht 交叉口车辆的饱和车头时距，s/辆 t代表时间, time hd 交叉口车辆的饱和车头间距，m/辆 d代表距离，distance ns 改进前直行车道数，ns＝2 s代表直行，straight nl 改进前左转车道数，nl＝2 l代表左转，left nll 改进后动态出口左转车道数，nll＝2 ll代表改进后动态出口左转 rl 交叉口左转红灯时长，s l代表左转，left gl 交叉口左转绿灯时长，s l代表左转，left tg1 上游预信号绿灯提前启亮时间，s g1代表预信号绿灯提前启亮，green tg2 上游预信号绿灯提前关闭时间，s g2代表预信号绿灯提前关闭，green l 动态出口左转车道的长度，m Qmax 动态出口左转车道所能容纳的最大车辆数，辆 max代表最大 Dli 改进后情况i下动态出口左转车道的延误，s；i= 1, 2, 3 li代表情况i下的动态出口左转车道 Ds 改进后动态出口左转车道设计下直行车道的延误，s s代表直行，straight 
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表 2 不同控制方案下交通流车均延误
Table 2. Average vehicle delays under different control plans
左转流量/(辆/h) 周期/s 车均延误/s 车均延误下降比例/% 常规 改进前 改进后 较常规 较改进前 400 130 49.8 42.61 30.05 39.68 29.48 500 174 64.76 64.12 12.9 12.9 12.02
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