| 排阵式交叉口延误及最佳周期模型 |
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| 引用本文： | 赵靖,郑喆,韩印.排阵式交叉口延误及最佳周期模型[J].中国公路学报,2019,32(3):135-144. |
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| 作者姓名： | 赵靖 郑喆 韩印 |
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| 作者单位： | 上海理工大学 交通系统工程系, 上海 200093 |
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| 基金项目： | 国家自然科学基金项目（51608324）；上海市一流学科项目（S1201YLXK） |
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| 摘 要： | 为了提高排阵式交叉口这一非常规信号交叉口的运行效率,对其延误和最佳周期进行分析。首先针对先直行后左转、先左转后直行和直行左转交替通行3种信号相位相序,通过对排序区内车辆驶入、驶离、受信号控制阻滞等车流运行情况的分析,构建可反映排阵式交叉口车辆2次停车启动的车均延误计算模型。通过仿真对比可知,左转和直行延误估算误差均在10%范围内。在此基础上,以交叉口总延误最小为目标,考虑清空时长、主、预信号相位差、绿灯时长等约束条件,建立排阵式交叉口最佳周期理论模型。针对不同排阵式控制进口道数量设置的情况,通过对最佳周期的拟合分析,建立最佳周期简化模型。与理论模型相比,最佳周期简化模型的拟合优度在0.935～0.972范围内。通过模型对比和案例分析,对最佳周期简化模型的优化效益和稳定性进行检验。研究结果表明:在非饱和状态下,建立的最佳周期模型的平均误差和均方误差分别为2.13%和2.39%,均小于Webster模型和HCM2010模型的计算结果,具有较高的准确性和稳定性,案例中可降低车均延误36.46%;相较于传统信号控制交叉口,建议排阵式交叉口采用较小的周期时长,且当关键流量比大于0.6时尤为显著,分析中发现最佳周期减小14.53%～34.65%。
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| 关 键 词： | 交通工程 最佳周期 数据拟合 排阵式交叉口 车均延误 |
| 收稿时间： | 2018-05-15 |
Delay and Optimal Cycle Length Model for Tandem Intersections |
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| ZHAO Jing,ZHENG Zhe,HAN Yin.Delay and Optimal Cycle Length Model for Tandem Intersections[J].China Journal of Highway and Transport,2019,32(3):135-144. |
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| Authors: | ZHAO Jing ZHENG Zhe HAN Yin |
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| Affiliation: | Department of Traffic Engineering, University of Shanghai for Science and Technology, Shanghai 200093, China |
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| Abstract: | In order to improve the operational efficiency of the tandem intersection, an unconventional signalized intersection, the delay and optimal cycle length were analyzed. Firstly, the traffic flow (e.g., arrival, departure, and waiting) for three types of phase plans of the tandem control was analyzed, namely, the through-left-red (TLR), left-through-red (LTR), and through-red-left-red (TRLR) phase plans. Secondly, a delay model was established, which can reflect the twice-braking and starting up operational characteristic of the tandem intersection. Compared with the software simulation, the calculation errors of the proposed delay model for left-turn and through movement are all within 10%. Based on the delay model, an optimal cycle calculation method was established with the objective of minimizing delay. The cleaning time, offset between the main-signal and pre-signal, and duration of green were considered as constraints. This model was further simplified by using data fitting for various numbers of arms in tandem strategy conditions. The fitting degree is 0.935-0.972. The performance and stability of the proposed optimal cycle length model were verified using model comparison and a case study. The results show that the average error and root-mean-square error of the proposed model were 2.13% and 2.39%, respectively, which were much smaller than those of the Webster model and HCM2010 model. It indicates that the proposed model has high accuracy and stability under the unsaturated condition. A 36.46% reduction in vehicular delay can be obtained using the proposed optimal cycle length model. Moreover, a short cycle length is recommended for the tandem intersection compared to the traditional intersection, especially when the critical flow ratio is higher than 0.6. It was found that the optimal cycle length of the tandem intersection is shorter than the traditional intersection by 14.53%-34.65% under the same traffic state. |
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| Keywords: | traffic engineering optimal cycle length data fitting tandem intersections delay |
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