含可变导向车道交叉口的车道功能与信号控制协同优化方法

李雪梅; 张存保; 曹雨; 秦瑞阳

doi:10.3963/j.jssn.1674-4861.2023.05.006

含可变导向车道交叉口的车道功能与信号控制协同优化方法

doi: 10.3963/j.jssn.1674-4861.2023.05.006

武汉理工大学智能交通系统研究中心武汉 430063

基金项目:

国家重点研发计划项目 2020YFB1600500

详细信息

作者简介:
李雪梅（1995—），硕士研究生. 研究方向：交通管理与控制. E-mail：1206679574@qq.com

通讯作者:
张存保（1976—），博士，研究员. 研究方向：交通信息工程及控制、交通安全. E-mail：zhangcunbao@163.com

中图分类号: U491.5+4
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出版历程
- 收稿日期: 2022-11-18
- 网络出版日期: 2024-01-18

A Method for Collaborative Optimization of Lane Functions and Signal Control at Intersections with Variable Approach Lanes

Intelligent Transportation Systems Research Center, Wuhan University of Technology, Wuhan 430063, China

摘要

摘要: 可变导向车道作为1种灵活的交通组织方式，可通过动态调整进口道的车道功能来提高交叉口的通行效率，然而在实际运行过程中，仅在直、左车道间切换的可变导向车道交叉口存在时空资源利用率不足的问题。为此研究了1种可在直行、左转和直左合用车道间切换的车道功能与信号控制协同优化方法。根据交叉口实时的交通流数据，综合考虑不同车道功能下的交叉口车均延误、切换时间间隔、交通需求变化稳定性等指标对车道功能切换进行判断，实现车道功能与信号控制的动态优化；引入含可变导向车道交叉口的车道驶离流率修正系数改进延误公式，并考虑车道功能与信号相位之间的关系，基于相位矩阵建立以车均延误最小为目标的优化模型，确定最优的车道功能、相位和信号配时方案。利用VISSIM软件搭建仿真环境，以武汉市建设大道-新华路交叉口为例进行仿真验证，实验结果表明：相比于车道功能仅在直、左间切换的定时控制方法，采用在直行、左转和直左合用车道间切换的车道功能与信号控制协同优化方法的交叉口车均延误减少9.2%~12.5%，含有可变导向车道的进口道车均延误减少10.8%~25%，平均排队长度减少9.8%~12.3%。
- 交通控制 /
- 交叉口 /
- 可变导向车道 /
- 协同优化 /
- 动态控制
Abstract: As a flexible traffic organization method, the variable approach lane can dynamically adjust the lane function of the entrance lane to improve the intersection traffic efficiency. However, in the actual operation, the variable approach lane switching only between straight and left lanes has the problem of insufficient utilization of time and space resources. Therefore, a cooperative optimization method of lane function and signal control that can switch between straight, left-turn and straight-left combined lanes is studied. Based on the real-time traffic flow data of the intersection, the method judges the lane function switching which takes into account various indicators such as intersection delay, switching time intervals, and traffic demand stability. This judgment facilitates the dynamic optimization of lane function and signal control. The lane departure flow rate correction factor for intersections with variable approach lane is introduced to improve the delay formula, taking into account the relationship between lane function and signal phase, and an optimization model based on the phase matrix is established to minimize the average vehicle delay to determine the appropriate lane function, phase and signal timing scheme. The simulation environment is conducted using VISSIM software, and verification of the simulation is carried out using the intersection of Jianshe Avenue and Xinhua Road in Wuhan as a case study. The experimental results show that, compared to the timed control method where lane functions switch exclusively between straight and left-turns, the average delay of vehicles at the intersection is reduced by 9.2%—12.5%, the average delay of the intersection from the approaching with variable approach lane is reduced by 10.8%—25%, and the average queue length is reduced by 9.8%—12.3% when utilizing the lane function and signal control coordinated optimization method that switches between straight, left, and straight-left combined lanes.
- traffic control /
- intersection /
- variable approach lane /
- collaborative optimization /
- dynamic control

HTML全文

图 1 设置有可变导向车道的交叉口设计图

Figure 1. Intersection with variable approach lanes

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图 2 优化控制流程

Figure 2. Optimization control process

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图 3 设置有可变导向车道的交叉口交通流向图

Figure 3. Traffic flow of intersection with variable approach lanes

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图 4 建设大道-新华路交叉口渠化现状图

Figure 4. Channelization diagram of intersection

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图 5 仿真控制流程

Figure 5. Simulation control process

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图 6 仿真运行界面图

Figure 6. Simulation operation interface diagram

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图 7 仿真实验结果对比图

Figure 7. Comparison of simulation experiment results

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表 1 交叉口现状渠化表

Table 1. Intersection channelization table

方向	进口道数量	车道划分说明
北向	5	2左，3直
南向	5	2左，3直
东向	5	2左，3直
西向	4	1左，1可变导向车道，2直

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表 2 交叉口信号控制方案

Table 2. Intersection signal control scheme

时段	相位1	相位2	相位3	相位4	周期/s
时段					周期/s
高峰期	55	34	52	36	177
平峰期	40	27	38	25	130

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表 3 交叉口不同时段流量

Table 3. Traffic volume of at intersection at different times

进口道	流向	交通流量/（pcu/h）
进口道	流向	早高峰	平峰	晚高峰
北进口	左转	472	251	522
北进口	直行	1 052	894	1 187
南进口	左转	462	292	493
南进口	直行	1 174	990	1 214
东进口	左转	469	320	501
东进口	直行	1 134	912	1 243
西进口	左转	443	272	428
西进口	直行	1 258	918	1 226

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表 4 优化方案配置表

Table 4. Optimization scheme configuration table

时段	仿真时段/s	车道数设置			信号控制方案
时段	仿真时段/s	左转	直左合用	直行	信号控制方案
早高峰	900~1 620	1	0	3
	1 620~3 420	2	0	2
	3 420~4 500	1	1	2
平峰	4 500~8 100	1	1	2
晚高峰	8 100~9 000	2	0	2
晚高峰	9 000~11 700	1	0	3

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表 5 交通效益评价指标

Table 5. Traffic benefit evaluation index

控制时段	评价指标	现状方案	优化方案	改善程度/%
早高峰	交叉口车均延误/s	51.8	45.3	12.5
	西进口道车均延误/s	52.5	39.4	25
	西进口道平均排队长度/m	35.4	31.1	12.2
平峰	交叉口车均延误/s	32.8	28.8	9.2
	西进口道车均延误/s	32.6	29	10.8
	西进口道平均排队长度/m	18.4	16.6	9.8
晚高峰	交叉口车均延误/s	59.2	52	12.1
	西进口道车均延误/s	59	48.5	17.7
	西进口道平均排队长度/m	42.1	36.9	12.3

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