城市交通信号协调控制优化方法的研究

发布时间：2018-04-01 01:29

本文选题：协调控制　切入点：路段车速　出处：《太原理工大学》2017年硕士论文

【摘要】：随着经济的快速发展,人口逐渐向城市集中,人们的生活水平也逐渐提高,城市交通也随之快速发展。但城市交通设施的建设受到了空间上的约束,使得城市交通的增长远远不能满足人口集中的“海量出行”和随生活水平提高而增加机动车保有量带来的通行需求。愈发严重的交通问题已有了制约城市发展的趋势,因此研究高效的交通控制方法来提高交通设置的通行利用率、减小城市交通压力具有重要的意义。在现有交通控制研究中,干线协调控制和区域交通控制倾向于利用算法或方法对控制参数进行优化和改进,也因为车速的随机性和不确定性而使控制效果有限;对于考虑行车速度这个因素的协调控制研究基本上都需要车路协同的理想通行环境,在实际应用中不易实现。针对以上两种协调控制的不足,本文尝试着将车速引入协调控制中,提出了基于相遇点位置设置与交叉口附近的思路。首先,交通协调控制的基础是单点控制。单点控制的灵活度越高,越能够更好的配合应用于协调控制中。而单点控制的灵活度很大程度上取决于相位结构和相序设计,因此文中第二章对交叉口的各车流线进行了逻辑分析,对比了几种相位结构以及相序设计,选择了一种相对灵活适用范围较广的具有双时间线的相位相序。其次,分析干线协调控制中的车流相遇问题,总结出两端周期释放的车流相遇点位置不变和相遇点车流同时达到的特性,尝试将车速引入干线协调控制中,将协调车流的相遇点位置设置在交叉口附近,在提高绿波带宽的同时,最大限度的规避了双向车流到达交叉口时间差过大导致绿波带消失的问题,同时也总结了将相遇点位置设置在干线交叉口附近的方法及相应的参数计算。并将基于相遇点设置的双向绿波协调优化控制与一般步骤的干线协调控制在不同饱和度的干线模拟仿真环境中进行了对比仿真,仿真结果说明了在饱和度较大时,基于相遇点位置设置的双向绿波协调优化控制在保证通行量的同时明显地缩短了行程时间,延误时间也有所改善。最后尝试将相遇点位置设置的方法应用到区域交通路网中。在推广应用过程中,网络逐层增加,尝试也由浅入深,针对过程中遇到的不同的问题,提出了几种调整绿灯起始时刻调整的方法,基本满足了将此思路应用于区域路网中的预期目标。为交通协调控制提供了一种具有参考价值的思路。本文的研究内容分层递进,从基础的单点控制到双向干线协调控制,仿真实验的过程证明了相遇点位置设置这一思路的可行性,仿真结果说明了这一思路的有效性。又尝试着将新的思路应用于更广的空间中,为交通协调控制提供了一种新的思路。
[Abstract]:With the rapid development of economy, the population gradually concentrates to the city, the living standard of the people also rises gradually, the urban transportation also develops rapidly, but the construction of the urban transportation facilities is restricted by the space. As a result, the growth of urban traffic is far from being able to meet the "mass travel" of the concentrated population and the traffic demand brought about by the increase in the number of motor vehicles with the improvement of living standard. The increasingly serious traffic problems have already restricted the development of the city. Therefore, it is of great significance to study efficient traffic control methods to improve traffic utilization ratio and reduce urban traffic pressure. Trunk line coordinated control and regional traffic control tend to use algorithms or methods to optimize and improve the control parameters, but also because of the randomness and uncertainty of speed, the control effect is limited. For the study of coordinated control considering the factor of driving speed, the ideal traffic environment of vehicle-road coordination is needed, which is not easy to realize in practical application. In view of the deficiency of the above two kinds of coordinated control, This paper attempts to introduce the speed into the coordinated control, and puts forward the idea based on the location setting of the meeting point and the intersection. Firstly, the traffic coordination control is based on the single point control. The more flexible the single point control is, the more flexible the traffic coordination control is. And the flexibility of single point control depends on the phase structure and phase sequence design to a great extent, so the second chapter of this paper carries on the logic analysis to the intersection each vehicle streamline. By comparing several phase structures and phase sequence designs, a relatively flexible phase sequence with two time lines is selected. Secondly, the traffic flow encounter problem in coordinated trunk line control is analyzed. This paper summarizes the characteristics that the position of the traffic flow which is released periodically at both ends is invariable and the traffic flow at the meeting point reaches at the same time. The speed is introduced into the coordinated control of the trunk line, and the position of the meeting point of the coordinated traffic flow is set near the intersection. At the same time, it can avoid the problem that the time difference between the two-way traffic flow and the intersection is too large, which leads to the disappearance of the green wave band. At the same time, the method of setting the position of meeting point near the main road intersection and the calculation of corresponding parameters are summarized. The bi-directional green wave coordination optimization control based on the encounter point setting and the general step trunk line coordination control are put into different saturation. Compared with the simulation environment of trunk line simulation, The simulation results show that the bi-directional green wave coordinated optimal control based on the location of the encounter point can significantly shorten the travel time while ensuring the traffic volume. The delay time is also improved. Finally, we try to apply the method of setting the location of the meeting point to the regional traffic network. In the process of popularizing the application, the network increases layer by layer, and the attempt goes from simple to deep, aiming at the different problems encountered in the process. In this paper, several methods of adjusting green light start time are put forward, which basically meet the expected goal of applying this idea to the regional road network. It provides a valuable way of reference for traffic coordination and control. From the basic single point control to the two way trunk coordinated control, the process of simulation experiment proves the feasibility of the idea of setting the position of the meeting point. The simulation results show the effectiveness of this idea, and try to apply the new idea to the wider space, which provides a new way for traffic coordination and control.
【学位授予单位】：太原理工大学
【学位级别】：硕士
【学位授予年份】：2017
【分类号】：U491.54

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