Journal of Jilin University(Engineering and Technology Edition) ›› 2022, Vol. 52 ›› Issue (6): 1324-1336.doi: 10.13229/j.cnki.jdxbgxb20210067

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Fully⁃actuated signal timing technique for isolated signalized intersections in connected vehicle environment

Hong-feng XU1(),Hong-jin CHEN1,Dong ZHANG1,Qian-hui LU1,Na AN2,Xian-cai Geng3   

  1. 1.School of Transportation and Logistics,Dalian University of Technology,Dalian 116024,China
    2.Shenyang Urban Planning and Design Institute Co. ,Ltd. ,Shenyang 110004,China
    3.Qingdao Urban Planning & Design Research Institute,Qingdao 266000,China
  • Received:2021-01-22 Online:2022-06-01 Published:2022-06-02

Abstract:

To generate more green termination decisions that are appropriate, a fully-actuated signal timing technique for isolated signalized intersections in an environment with 100% penetration rate of connected vehicles is proposed. The concepts of green termination decision zone and vehicle extended length are defined. The lengths and number of approach lanes as well as the number, position, physical length, and speed of connected vehicles in green termination decision zone are comprehensively considered to calculate the conversion rate of vehicle extended length. On this basis, the demand of current vehicle phases is evaluated and a fully-actuated logic is designed. Regarding a typical four-leg intersection of two arterials, the simulation experiment environment is created by Vissim and Python. D-optimal design is performed to develop an experimental scheme. A total of 162,000 experimental scenarios are developed for the intersections with the new and conventional signal timing techniques, respectively. The experimental results indicate that the new technique with the recommended conversion ratio threshold of vehicle extended length has an advantage over the conventional one in reducing the average vehicle delay. The heavier the intersection-wide traffic load, the greater the advantage of the new technique over the conventional one.

Key words: engineering of communications and transportation system, fully-actuated signal timing, connected vehicles, isolated signalized intersection, traffic simulation

CLC Number: 

  • U491

Fig.1

Green termination decision zones"

Fig.2

Typical four-leg intersection"

Fig.3

Example scenarios of the green termination decisions made by NT and CT"

Fig.4

Road layout of the test-bed intersection"

Table 1

Building elements of the trafficdemand scenarios"

构成要素下限上限步长
交叉口加载机动车交通量总和/(veh·h-1100600010
东西道路加载机动车交通量占比/%40601
北进口加载机动车交通量占比/%35651
东进口加载机动车交通量占比/%35651
北、东、南、西进口的左转机动车占比/%15250.2
北、东、南、西进口的右转机动车占比/%5100.2
大型车占比/%150.2
中型车占比/%5100.2

Fig.5

Phase sequence at the test-bed intersection"

Fig.6

Intergreen times at the test-bed intersection"

Table 2

Safety distance values of the Wiedemann74 car-following model"

序号安全距离饱和流率/(pc·h-1·ln-1
附加部分/m倍数部分/m
12.53.51814.65
22.33.31894.70
32.13.11979.50
41.92.92072.20
51.72.72172.00

Table 3

Mean of the average vehicle delay at the NT-enabled intersection"

交通负荷等级
导向车道长度/m506070506070506070
扩展车长转化率阈值0.120.79020.73620.35826.35926.47825.58347.58546.86942.640
0.1520.58920.57220.32125.37825.43325.01444.32243.89841.162
0.220.53720.54420.37925.08924.97124.55843.63742.23938.611
0.2520.53420.56320.37024.74724.63824.24142.54840.46036.590
0.320.50820.56620.33524.46524.40224.00341.59338.70735.319
0.3520.50220.49820.33924.33624.24024.06340.63537.78735.213
0.420.46420.49820.32324.19324.25924.13939.93138.07735.520
0.4520.42220.49020.31724.10824.34824.29740.93839.07536.455
0.520.41820.48220.32224.21224.47824.45743.70341.29438.279
0.5520.42420.48820.32824.37024.67024.62748.99946.19442.406
0.620.40920.48820.33124.66124.92624.84856.17655.13450.444
0.6520.40620.48920.33225.19825.35025.13963.15463.59260.112
0.720.41020.49120.33225.56725.64925.46066.18867.38565.226
0.7520.41220.49120.33325.79325.90125.69367.42468.45566.970
0.820.41120.49220.33325.93326.08025.83467.86568.76567.281
0.8520.41220.49220.33326.05726.16925.90868.03068.83767.207
0.920.41120.49220.33326.10326.26125.98167.93768.71367.238

Table 4

Recommended conversion ratio threshold of vehicle extended length for the NT-enabled intersection"

导向车道长度/m交通负荷等级
500.45、0.5、0.55、0.6、0.65、0.7、0.75、0.8、0.85、0.90.450.4
600.35、0.4、0.45、0.5、0.55、0.6、0.65、0.7、0.75、0.8、0.85、0.90.35、0.40.35
700.1、0.15、0.25、0.3、0.35、0.4、0.45、0.5、0.550.30.3、0.35

Table 5

Mean of the average vehicle delay at the NT-enabled and CT-enabled intersections"

导向车道长度/m交通负荷等级新技术交叉口传统技术交叉口
5020.42220.675
24.10825.291
39.93145.867
6020.49820.771
24.24025.458
37.78744.996
7020.33520.632
24.00325.255
35.31941.600

Table 6

Distribution of the differences of the average vehicle delay between the NT-enabled and CT-enabled intersections"

交通负荷等级
导向车道长度/m506070506070506070
不同幅度车均延误差值的占比/%(-8,-6)s0000000.100
[-6,-4)s0.100.10000.100
[-4,-2)s1.41.01.70000.200
[-2,0)s33.334.232.34.14.15.40.500.3
[0,2)s63.962.862.783.080.277.810.76.28.8
[2,4)s1.32.03.212.815.716.835.331.937.1
[4,6)s0000.10018.821.723.8
[6,8)s00000010.911.19.2
[8,36)s00000023.429.120.8
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