全设置连续流交叉口信号配时及延误模型

为了解决连续流交叉口车辆多次停车问题，提出了各流向车辆在所遇第2条停车线处不用停车的优化控制策略。通过协调主预信号配时，调整信号控制相位相序方案，促使车辆直接通过所遇第2条停车线，使得左转车辆停车次数由3次减少到2次或者1次，直行车辆停车次数由2次减少到1次。分析各流向车辆到达-驶离图式，构建左转车流在所遇第3条停车线处的延误计算模型，结合Webster经典模型，给出连续流交叉口整体延误计算模型，其计算结果与VISSIM仿真结果基本一致。推导给出车辆不二次停车、车车不冲突以及连续流交叉口自身交通组织等因素所需满足的约束条件，以交叉口车均延误最小化为优化目标，构建连续流交叉口主预信号协调配时优化控制模型，并设计了4种交通场景以验证不同情况下的效益改善情况。研究结果表明：通过信号协调减少1次停车，能够降低50%以上的车均延误和车均停车次数；根据各转向交通量所占比例选择合适的车道分配方案有助于提升连续流交叉口通行效率；在2种策略下交叉口车均停车次数分别为0.88~1.05、0.59~0.77，与已有控制策略约2次车均停车次数相比，明显降低了连续流交叉口车辆停车次数。研究成果可为连续流交叉口控制提供新的视角，对交叉口通行效率的提升效果也更加显著。

Signal Timing and Delay Model for Full Continuous Flow Intersections

To solve the problem of vehicles having to stop several times in continuous flow intersections, this paper proposes an optimal control strategy for the vehicles moving along each flow direction that eliminates stopping at the second stop line. On coordinating the timing of the main pre-signal and adjusting the signal control phase sequence scheme, a vehicle can directly pass through the second stop line, so that the number of left-turn vehicle stops is reduced from 3 to 2 or even 1; consequently, the number of straight vehicles stops can be reduced from 2 to 1. This study analyzes the arrival and departure patterns of vehicles along each flow direction, constructs a delay calculation model for left-turn traffic flow at the third stop line, and develops an overall delay calculation model for continuous flow intersections by incorporating the Webster classic model. The calculation results are essentially consistent with the VISSIM simulation results. In this study, the constraints that need to be satisfied by factors such as no second stops of vehicles, no collisions of vehicles, and traffic organization for continuous flow intersections are derived. Moreover, a control optimization model for the coordinated timing control of the main pre-signal in continuous flow intersections is developed. Considering the minimum delay of vehicles at intersections as the optimization goal, four traffic scenarios are designed to verify the improvements in efficiency under different conditions. The results indicate that, on eliminating one stop, the average vehicle delay and the average number of stops can be reduced by more than 50%. Thus, choosing an appropriate lane allocation scheme considering the proportion of each turning traffic volume can help improve the traffic efficiency of continuous flow intersections. Under the two strategies, the average numbers of vehicles stops at the intersection are 0.88~1.05 and 0.59~0.77, respectively; these values are approximately two times lower than the average number of vehicle stops under the existing control strategy. The results of this research provide a new perspective for the control of traffic at continuous flow intersections and are also expected to result in significant improvements in intersection traffic efficiency.