双开口式出口道左转交叉口信号配时优化模型

doi:10.13229/j.cnki.jdxbgxb.20211385

摘要/Abstract

摘要：

为解决在综合功能区设置过长时单开口式出口道左转交叉口应用效果不佳的问题，提出了双开口式出口道左转交叉口控制策略。通过解析单、双开口式运行机理，构建逆流左转车道理论通行能力计算模型，以机动车通过量最大为优化目标，建立信号配时优化模型。结果表明，若常规左转车道数等于预信号开口车道数，两种开口方式理论通行能力是相同的，而当常规左转车道数大于预信号开口车道数时，双开口式的理论通行能力大于单开口式；敏感性分析发现出口道左转交叉口理论通行能力随综合功能区总长度、左转比例的变化总体上呈先增后减的趋势，双开口式综合功能区总长度宜在80~100 m。

关键词: 交通运输系统工程, 信号配时, 线性规划, 出口道左转交叉口, 逆流左转车道

Abstract:

A control strategy for left-turn intersection using double-exit line is proposed to solve the ineffective problem of left-turn intersections using single-exit lane when the length of the comprehensive function area is too large. This paper first establishes a capacity calculation model of contraflow left-turn lanes by analyzing the operation mechanism of contraflow left-turn lanes using single and double exits. Then， a signal timing optimization model is constructed which the maximum number of motor vehicles as the optimization objective. The result indicates if the number of conventional left-turn lanes is equal to that of pre-signal exit lanes， the traffic capacity of the two modes is the same. If the number of conventional left-turn lanes is greater than that of pre-signal exit lanes， the capacity of double-exit type is significantly greater than that of single-exit type. Sensitivity analysis shows that the capacity of left-turn intersections increases first and then decreases with the change in the total length of the comprehensive functional area and the proportion of left-turn. The total length of the comprehensive functional area with double-exit lane should be between 80 and 100 m.

Key words: engineering of communication and transportation system, signal timing, linear programming, exit lanes for left-turn intersection, contraflow left-turn lane

中图分类号:

U491

宋浪,王健,杨滨毓,朱湧. 双开口式出口道左转交叉口信号配时优化模型[J]. 吉林大学学报(工学版), 2023, 53(10): 2826-2838.

Lang SONG,Jian WANG,Bin-yu YANG,Yong ZHU. Signal timing optimization model for left-turn intersection using double-exit lanes[J]. Journal of Jilin University(Engineering and Technology Edition), 2023, 53(10): 2826-2838.

图/表 13

图1

图2

图3

图4

表1

交通场景"

序号	简称	$n i l α$	$n i l δ$	$n i l β$	左转比例/%	各进口道流量/（pcu·h^-1）	备注
1	1，1，1	1	1	1	50	低（1000），高（2000）	$n i l α = 1$ ，常规左转车道数等于预信号开口车道数
2	1，1，2	1	1	2	50	低（1000），高（2000）	$n i l α = 1$ ，常规左转车道数等于预信号开口车道数
3	2，1，1	2	1	1	50	低（1600），高（3200）	$n i l α = 2$ ，常规左转车道数大于预信号开口车道数
4	2，1，2	2	1	2	50	低（1600），高（3200）	$n i l α = 2$ ，常规左转车道数大于预信号开口车道数

表1

表2

基础参数"

参数	取值	参数	取值	参数	取值
$n i e$	3（5）	$n i s ε$	2（3）	$L i l p$ /m	15^［22］
$s i j$ /（pcu·h^-1）	1800	$υ i j$ /（km·h^-1）	30	$d i l$ /（m·pcu^-1）	6
$L b p$ /m	22（36）	$L i l p 1 : L i l p 2$	1：1	$C m a x$ /s	120
$G m i n$ /s	15	$G m a x$ /s	50	$C m i n$ /s	80
$G m i n p$ /s	8	$G m a x p$ /s	50	$G b p m i n$ /s	5
$I$ /s	4	$I'$ /s	3	$Y m a x$	0.85
$υ b p$ /（m·s^-1）	1.0	$L i l$ /m	100

表2

图5

图6

图7

图8

图9

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简称	流量	单开口式车均延误/（s·pcu^-1）			双开口式车均延误/（s·pcu^-1）			输入流量/（pcu·h^-1）	单开口式通过车辆数/（pcu·h^-1）			双开口式通过车辆数/（pcu·h^-1）
简称	流量	左转	直行	整体	左转	直行	整体	输入流量/（pcu·h^-1）	左转	直行	整体	左转	直行	整体
1，1，1	低	46.46	42.41	44.47	44.59	42.42	43.52	4 000	2 024	1 969	3 993	2 024	1 969	3 993
1，1，2		46.49	42.42	44.49	43.52	42.40	42.97	4 000	2 024	1 969	3 992	2 024	1 969	3 993
2，1，1		44.06	42.37	43.22	43.69	38.45	41.10	6 400	3 226	3 168	6 393	3 238	3 161	6 399
2，1，2		44.06	42.37	43.22	45.47	39.57	42.55	6 400	3 226	3 168	6 393	3 226	3 167	6 393
1，1，1	高	91.43	157.88	127.16	87.87	157.88	125.78	8 000	3 134	3 644	6 778	3 084	3 641	6 725
1，1，2		91.55	157.79	127.15	84.89	157.55	123.89	8 000	3 135	3 642	6 778	3 148	3 645	6 793
2，1，1		120.49	180.26	151.29	127.73	143.56	136.28	12 800	5 145	5 468	10 612	5 045	5 927	10 972
2，1，2		120.28	180.26	151.17	122.95	129.52	126.52	12 800	5 150	5 468	10 617	5 119	6 057	11 176