十字交叉路口拥堵状态的公交优先控制策略
发布时间：2019-06-14 13:26
【摘要】：针对采用饱和度判定交叉路口交通拥堵存在滞后性问题,提出临界饱和排队长度概念,并将相位起始时刻排队长度与临界饱和排队长度的比值定义为排队拥堵率,通过排队拥堵率来判定路口交通拥堵状态,提出单向拥堵与双向拥堵情况下的公交优先策略,并采用Vissim软件仿真公交优先策略的可行性。通过仿真结果可以看出,实施公交优先后,优先相位的车均延误与人均延误显著降低,而非优先相位的车均与人均延误略有增加,但整个相位周期的车均延误变化不大,而人均延误降低较多。研究结果表明,采用排队拥堵率判定交通拥堵,并在拥堵情况下实施公交优先具有可行性。
[Abstract]:In order to solve the lag problem of traffic congestion at intersection by saturation, the concept of critical saturation queue length is proposed, and the ratio of phase starting time queue length to critical saturation queue length is defined as queue congestion rate. The traffic congestion state of intersection is determined by queue congestion rate, and the bus priority strategy under one-way congestion and two-way congestion is put forward, and the feasibility of bus priority strategy is simulated by Vissim software. The simulation results show that after the implementation of bus priority, the vehicle delay and per capita delay of priority phase are significantly reduced, while the non-priority phase vehicle and per capita delay increase slightly, but the vehicle delay of the whole phase cycle does not change much, but the per capita delay decreases more. The results show that it is feasible to use queuing congestion rate to determine traffic congestion and to give priority to public transport under the condition of congestion.
【作者单位】： 四川大学计算机学院;四川大学电气信息学院;
【基金】：国家“863”计划资助项目(2014AA110302)
【分类号】：U491.17;U491.23
[Abstract]:In order to solve the lag problem of traffic congestion at intersection by saturation, the concept of critical saturation queue length is proposed, and the ratio of phase starting time queue length to critical saturation queue length is defined as queue congestion rate. The traffic congestion state of intersection is determined by queue congestion rate, and the bus priority strategy under one-way congestion and two-way congestion is put forward, and the feasibility of bus priority strategy is simulated by Vissim software. The simulation results show that after the implementation of bus priority, the vehicle delay and per capita delay of priority phase are significantly reduced, while the non-priority phase vehicle and per capita delay increase slightly, but the vehicle delay of the whole phase cycle does not change much, but the per capita delay decreases more. The results show that it is feasible to use queuing congestion rate to determine traffic congestion and to give priority to public transport under the condition of congestion.
【作者单位】： 四川大学计算机学院;四川大学电气信息学院;
【基金】：国家“863”计划资助项目(2014AA110302)
【分类号】：U491.17;U491.23
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