| 逆向左转交叉口的全感应公交优先信号控制技术 |
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| 引用本文： | 徐洪峰,陈虹瑾,张栋,陆千惠.逆向左转交叉口的全感应公交优先信号控制技术[J].中国公路学报,2023,36(1):214-225. |
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| 作者姓名： | 徐洪峰 陈虹瑾 张栋 陆千惠 |
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| 作者单位： | 大连理工大学 交通运输学院, 辽宁 大连 116024 |
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| 基金项目： | 国家自然科学基金项目（61374193）；教育部人文社会科学基金项目（19YJCZH201） |
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| 摘 要： | 逆向左转交叉口已在中国70余个城市实现常态化应用，各地却始终没有形成设置和运用配套交通控制设施的统一做法。当公交专用车道穿过逆向左转交叉口时，必须考虑如何实施公交优先信号控制。基于此，针对十字形逆向左转交叉口提出一种全感应公交优先信号控制技术，该技术对信号灯设置、信号相位设置、相位显示顺序选择和交通流数据采集提出具体要求。以消除逆向左转车道的交通安全风险、加快优先车辆的运行速度、减少机动车相位的绿灯浪费为目标，设计5组逻辑规则，构成信号控制算法，向优先车辆提供绿灯延长和绿灯早启服务，自动调整机动车相位的绿灯时长、预左转相位的红灯时长和绿灯时长。选取1个典型的十字形常规交叉口和1个十字形逆向左转交叉口作为试验对象，利用Vissim创建虚拟道路交通环境。在交通仿真试验中，通过D-最优设计生成1 000个高负荷交通需求场景，共进行3 000次仿真运行。研究结果表明：就应用全感应信号控制技术的交叉口而言，设置逆向左转车道会在统计学意义上显著影响交叉口性能，对于降低全体车辆平均延误有明显效果，对于降低优先车辆平均延误有一定效果；就逆向左转交叉口而言，将全感应信号控制技术升级成全感应公交优先信号控...
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| 关 键 词： | 交通工程 交叉口 全感应信号控制 公交信号优先 逆向左转车道 |
| 收稿时间： | 2021-06-26 |
Hybrid Fully-actuated Signal Control and Transit Signal Prioritization at Intersections with Contraflow Left-turn Lanes |
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| XU Hong-feng,CHEN Hong-jin,ZHANG Dong,LU Qian-hui.Hybrid Fully-actuated Signal Control and Transit Signal Prioritization at Intersections with Contraflow Left-turn Lanes[J].China Journal of Highway and Transport,2023,36(1):214-225. |
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| Authors: | XU Hong-feng CHEN Hong-jin ZHANG Dong LU Qian-hui |
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| Affiliation: | School of Transportation and Logistics, Dalian University of Technology, Dalian 116024, Liaoning, China |
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| Abstract: | Intersections with contraflow left-turn lanes (CLLs) have been applied across more than 70 cities in China. However, there are no uniform requirements for installing and operating traffic control devices at such intersections. It is a necessity to consider how to implement transit signal priority at intersections with CLLs when bus-only lanes traverse them. In this study, we developed a hybrid fully-actuated signal control and transit signal priority (FASC+TSP) for intersections with CLLs. Specific requirements for traffic signal installation, signal phase allocation, phase sequence selection, and traffic flow data detection were presented. The goals of FASC+TSP were to eliminate the traffic safety risk of CLLs, expedite the operating speed of prioritized vehicles, and reduce the wasted green time of vehicle phases. Five groups of logic rules were designed to form the signal control algorithm of FASC+TSP. Green extension and early green could be offered to prioritized vehicles. The green time of vehicle phases, and the red and green times of pre-left-turn phases were automatically adjusted. Vissim was used to establish virtual road traffic environments for a typical four-leg conventional intersection and an intersection with CLLs that was reconstructed from the conventional one. In the traffic simulation experiments, a D-optimal design was used to generate 1 000 heavy-load demand scenarios. A total of 3 000 simulation runs were conducted. The experimental conclusions are two-fold. First, for the test-bed intersections applying fully-actuated signal control, the presence of CCLs has a statistically significant impact on the intersection operational performance. CCLs strongly reduce the average delay of all vehicles, and to a certain degree, reduce the average delay of prioritized vehicles. Second, for the test-bed intersection with CCLs, upgrading fully-actuated signal control to FASC+TSP has a statistically significant impact on the intersection operational performance. FASC+TSP shows strong effectiveness in reducing the average delay of prioritized vehicles. Meanwhile, the average delay of all vehicles will not noticeably increase or even frequently decrease. |
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| Keywords: | traffic engineering intersection fully-actuated signal control transit signal priority contraflow left-turn lane |
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