面向城市快速路的可变限速控制策略研究
发布时间：2018-07-20 15:09
【摘要】：城市快速路具有高速公路和城市主干道的双重功能,在道路系统中的作用和地位日益凸显。在满足了城市中长距离、快速高效等交通需求的同时,交通拥堵等一系列问题也层出不穷,比如交通事故、匝道等造成的交通瓶颈,严重制约了城市快速路的通行效率。因此,本文借助规则简单、易于扩展且计算效率高的元胞自动机模型,对快速路中主线事故瓶颈和入口匝道瓶颈进行了建模、仿真和分析,并提出了两类可变限速控制策略,以道路通行能力等为衡量指标,比较和评价了控制策略的实施效果。本文主要内容如下:1.提出了快速路主线事故场景下的双车道和三车道模型。根据事故瓶颈的特点及其附近的车辆行为,划分了设有特殊换道规则和更新规则的事故路段,模拟了车辆的交替汇合和换道等一系列行为。分别对系统流量、缓冲区流量和交通流演化时空特性进行了分析。结果显示:双车道事故模型中堵塞左、右单条车道时,道路剩余通行能力均为37.36%;三车道事故模型中堵塞左、右或中间单车道时,道路剩余通行能力有所差异,分别为42.77%、43.26%、39.08%;在时空图层面,事故上游均产生致密堵塞带,事故下游为自由流状态。2.基于事故瓶颈场景,提出了固定限速值策略和动态限速值策略。通过调整限速值和限速区间的设置方案,分别模拟了不同限速策略下的道路通行能力、点速度和车流演化时空图的变化。结果显示:在固定限速值策略中,通过简单地调节路段内的限速值不能提高道路通行能力;在动态限速值策略中,基于限速区内所有车辆的实时速度,周期性地更新限速值对提高道路通行能力有一定效果;当划分多个限速段,在事故瓶颈与限速瓶颈之间设置隔离加速区时会有较为明显的效果,通行能力可提升11.37%-14.49%;上述两类限速策略下,事故位置处所有车辆的平均速度逐渐减小,拥堵程度依次严重,这些现象与通行能力的结论相吻合。3.采用虚拟匝道的方式对入口匝道系统进行建模,研究入口匝道对主路车流的影响。结果表明:当入口匝道进车概率较小时,主路上下游的流量先增大后稳定,饱和流量分别为0.883veh/s和1.072veh/s,此时匝道得到了充分利用;当入口匝道进车概率较大时,主路上下游的流量仍先增大后不变,饱和流量分别为0.77veh/s和1.O1veh/s,系统通行能力下降了 6.83%,此时匝道的饱和流量小于其进车概率;当对主路上游的车辆进行动态限速值策略,发现能够大幅度地提高主路上游的饱和流量,且对道路通行能力的提升有一定的效果。
[Abstract]:The urban expressway has the dual function of expressway and urban main road, and its function and status in the road system is increasingly prominent. At the same time a series of problems such as traffic jams such as traffic accidents ramps and other traffic bottlenecks seriously restrict the efficiency of urban expressway. Therefore, with the help of cellular automata model with simple rules, easy expansion and high computational efficiency, this paper models, simulates and analyzes the main line accident bottleneck and the on-ramp bottleneck in the expressway, and puts forward two kinds of variable speed limit control strategies. The effect of the control strategy is compared and evaluated with the road capacity as the index. The main contents of this paper are as follows: 1. The two-lane and three-lane models of expressway main line accident scene are proposed. According to the characteristics of the accident bottleneck and the behavior of the vehicles nearby, the accident sections with special changing rules and updating rules are divided, and a series of behaviors are simulated, such as the alternating convergence and the changing of the lanes of the vehicles. The temporal and spatial characteristics of system traffic, buffer flow and traffic flow evolution are analyzed respectively. The results show that the residual capacity of the road in the two-lane accident model is 37.36 when the left lane and the right single lane are blocked, and the residual capacity of the road is different when the left, right or middle single lane is blocked in the three-lane accident model. 42.77 / 43.26 and 39.08, respectively; at the space-time chart level, there are dense clogging zones in the upper reaches of the accident, and free flow state of .2. in the downstream of the accident. Based on the accident bottleneck scenario, a fixed speed limit strategy and a dynamic speed limit strategy are proposed. By adjusting the speed limit value and the setting scheme of the speed limit interval, the changes of road capacity, point velocity and vehicle flow evolution map under different speed limit strategies are simulated respectively. The results show that in the fixed speed limit strategy, the road capacity can not be improved by simply adjusting the speed limit, and in the dynamic speed limit strategy, based on the real-time speed of all vehicles in the speed limit zone, Updating the speed limit periodically has certain effect on improving the capacity of the road, and when divided into several speed limit sections, it will have obvious effect when setting the isolated acceleration zone between the accident bottleneck and the speed limit bottleneck. The traffic capacity can be increased by 11.37-14.49.The average speed of all vehicles at the accident location decreases gradually, and the degree of congestion is serious, which is consistent with the conclusion of traffic capacity. The virtual ramp is used to model the on-ramp system and the influence of the on-ramp on the traffic flow on the main road is studied. The results show that when the entry probability of the on-ramp is small, the upstream and downstream flow of the main road increases first and then stabilizes, and the saturated flow is 0.883veh/s and 1.072 veh / s, respectively, and the ramp is fully utilized when the on-ramp entry probability is high. The flow of the upstream and downstream of the main road increases first and then remains unchanged. The saturated flow is 0.77veh/s and 1.O1veh / s, respectively, and the capacity of the system decreases by 6.83.The saturated flow of the ramp is less than its probability of entering the vehicle, and when the dynamic speed limit strategy is applied to the vehicle upstream of the main road, It is found that the saturated flow in the upstream of the main road can be greatly increased and the capacity of the road can be improved to a certain extent.
【学位授予单位】：北京交通大学
【学位级别】：硕士
【学位授予年份】：2017
【分类号】：U491.4
本文编号：2133927
[Abstract]:The urban expressway has the dual function of expressway and urban main road, and its function and status in the road system is increasingly prominent. At the same time a series of problems such as traffic jams such as traffic accidents ramps and other traffic bottlenecks seriously restrict the efficiency of urban expressway. Therefore, with the help of cellular automata model with simple rules, easy expansion and high computational efficiency, this paper models, simulates and analyzes the main line accident bottleneck and the on-ramp bottleneck in the expressway, and puts forward two kinds of variable speed limit control strategies. The effect of the control strategy is compared and evaluated with the road capacity as the index. The main contents of this paper are as follows: 1. The two-lane and three-lane models of expressway main line accident scene are proposed. According to the characteristics of the accident bottleneck and the behavior of the vehicles nearby, the accident sections with special changing rules and updating rules are divided, and a series of behaviors are simulated, such as the alternating convergence and the changing of the lanes of the vehicles. The temporal and spatial characteristics of system traffic, buffer flow and traffic flow evolution are analyzed respectively. The results show that the residual capacity of the road in the two-lane accident model is 37.36 when the left lane and the right single lane are blocked, and the residual capacity of the road is different when the left, right or middle single lane is blocked in the three-lane accident model. 42.77 / 43.26 and 39.08, respectively; at the space-time chart level, there are dense clogging zones in the upper reaches of the accident, and free flow state of .2. in the downstream of the accident. Based on the accident bottleneck scenario, a fixed speed limit strategy and a dynamic speed limit strategy are proposed. By adjusting the speed limit value and the setting scheme of the speed limit interval, the changes of road capacity, point velocity and vehicle flow evolution map under different speed limit strategies are simulated respectively. The results show that in the fixed speed limit strategy, the road capacity can not be improved by simply adjusting the speed limit, and in the dynamic speed limit strategy, based on the real-time speed of all vehicles in the speed limit zone, Updating the speed limit periodically has certain effect on improving the capacity of the road, and when divided into several speed limit sections, it will have obvious effect when setting the isolated acceleration zone between the accident bottleneck and the speed limit bottleneck. The traffic capacity can be increased by 11.37-14.49.The average speed of all vehicles at the accident location decreases gradually, and the degree of congestion is serious, which is consistent with the conclusion of traffic capacity. The virtual ramp is used to model the on-ramp system and the influence of the on-ramp on the traffic flow on the main road is studied. The results show that when the entry probability of the on-ramp is small, the upstream and downstream flow of the main road increases first and then stabilizes, and the saturated flow is 0.883veh/s and 1.072 veh / s, respectively, and the ramp is fully utilized when the on-ramp entry probability is high. The flow of the upstream and downstream of the main road increases first and then remains unchanged. The saturated flow is 0.77veh/s and 1.O1veh / s, respectively, and the capacity of the system decreases by 6.83.The saturated flow of the ramp is less than its probability of entering the vehicle, and when the dynamic speed limit strategy is applied to the vehicle upstream of the main road, It is found that the saturated flow in the upstream of the main road can be greatly increased and the capacity of the road can be improved to a certain extent.
【学位授予单位】：北京交通大学
【学位级别】：硕士
【学位授予年份】：2017
【分类号】：U491.4
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，本文编号：2133927
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