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

Abstract

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

CLC Number:

U491

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.

Figures/Tables 13

Fig.1

Fig.2

Fig.3

Fig.4

Table 1

Traffic scenes"

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

Table 1

Table 2

Basic parameters"

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

Table 2

Fig.5

Fig.6

Table 3

Fig.7

Fig.8

Fig.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

Signal timing optimization model for left-turn intersection using double-exit lanes

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