| 绿灯终点型双向绿波协调控制数解算法 |
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| 引用本文： | 卢凯,徐广辉,林观荣,首艳芳,徐建闽.绿灯终点型双向绿波协调控制数解算法[J].中国公路学报,2019,32(11):202-211. |
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| 作者姓名： | 卢凯 徐广辉 林观荣 首艳芳 徐建闽 |
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| 作者单位： | 1. 华南理工大学 土木与交通学院, 广东 广州 510640;2. 现代城市交通技术江苏高校协同创新中心, 江苏 南京 210096;3. 华南理工大学 广州现代产业技术研究院, 广东 广州 511458 |
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| 基金项目： | 国家自然科学基金项目（61773168）；广东省科技计划项目（2016A030305001） |
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| 摘 要： | 根据绿灯终点型绿波带设计需求，在绿灯中心点型双向绿波协调设计数解算法的基础上，建立一种绿灯终点型双向绿波协调控制数解算法。首先，针对上游交叉口协调相位绿灯时间短于、长于下游交叉口协调相位绿灯时间的2种情形，利用车辆行驶轨迹图对比分析绿灯终点型绿波协调控制方法的优势；然后，推导出理想交叉口间距的计算公式，分析中间交叉口的相位差调整方法，并给出中间交叉口偏移绿信比的计算公式，实现干道公共信号周期、交叉口相位相序以及相位差的组合优化，完成面向绿灯终点的双向绿波协调控制设计；最后，通过算例分析对比绿灯起点型、绿灯中心点型和绿灯终点型3种绿波带设计方案，仿真验证不同双向绿波带设计方案的协调控制效益。研究结果表明：在协调方向绿灯尾时仍有车辆通过交叉口的场景下，尽管绿灯起点型、绿灯中心点型和绿灯终点型3种绿波带设计方案的绿波带宽度相等，但在减少整个受协调车队延误时间方面，绿灯终点型双向绿波带设计方案的协调控制效益最为突出，与绿灯起点型和绿灯中心点型方案相比，绿灯终点型方案使协调车队的双向平均延误时间分别减少了44.5%与15.9%；绿灯终点型绿波带设计方法能够保证队尾车辆顺利通过下游交叉口，在提高协调车队整体服务水平方面具有重要作用。
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| 关 键 词： | 交通工程 双向绿波 数解算法 绿灯终点 绿波带宽 |
| 收稿时间： | 2018-07-05 |
Algebraic Method of Bidirectional Green Wave Coordinated Control of the End of Green Time |
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| LU Kai,XU Guang-hui,LIN Guan-rong,SHOU Yan-fang,XU Jian-min.Algebraic Method of Bidirectional Green Wave Coordinated Control of the End of Green Time[J].China Journal of Highway and Transport,2019,32(11):202-211. |
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| Authors: | LU Kai XU Guang-hui LIN Guan-rong SHOU Yan-fang XU Jian-min |
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| Affiliation: | 1. School of Civil Engineering and Transportation, South China University of Technology, Guangzhou 510640, Guangdong, China;2. Jiangsu Province Collaborative Innovation Center of Modern Urban Traffic Technologies, Nanjing 210096, Jiangsu, China;3. Guangzhou Modern Industrial Technology Research Institute, South China University of Technology, Guangzhou 511458, Guangdong, China |
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| Abstract: | According to the design requirements of the green wave band for the end of green time, this paper proposed an algebraic method for bidirectional green wave coordinated control of the end of green time based on the existing algorithm for the middle of green time. First, considering two cases in which the green time of the coordinated phase at the upstream of the intersection is shorter or longer than that at the downstream of the intersection, the advantages of the green wave coordinated control scheme for the end of green time were demonstrated by vehicle trajectories. Then, the calculation formulas for the ideal intersection spacing were derived, the adjustment methods of the offset for the middle intersection were analyzed, and the calculation formula of the bias-split for the middle intersection was given. The combinatorial optimization of the common signal cycle, phase sequences, and offsets was realized, and the design method for bidirectional green wave coordinated control of the end of the green time was completed. Finally, bidirectional green wave coordinated control schemes for the beginning, middle, and end of the green time were analyzed in a case study. The coordinated control benefits of different bidirectional green wave design schemes were verified by simulation. The experimental results show that this method can reduce the delay time more effectively for whole coordinated fleets when the vehicles are passing through the intersection at the end of green time. Compared with the design schemes for bidirectional green wave coordinated control of the beginning and middle of green time, the design scheme for the end of green time can reduce the average bidirectional delay time of the coordinated fleet by 44.5% and 15.9%, respectively, although the same bandwidths were obtained. It can be seen that the design scheme for bidirectional green wave coordinated control of the end of green time can ensure that vehicles at the tail of the fleet pass through the downstream of the intersection smoothly. It also plays an important role in improving the overall levels of service for the coordinated fleet. |
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| Keywords: | traffic engineering bidirectional green wave algebraic method the end of green time green wave bandwidth |
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