连续流交叉口信号配时优化模型

摘要
图/表
参考文献
相关文章 (15)

全文: PDF (1360 KB) HTML ()
输出: BibTeX | EndNote (RIS)

摘要 Continuous flow intersection (CFI) is one of the most important unconventional intersection design (UID) modes. This kind of intersection transfers left-turn movements to secondary intersections to obtain a 2-phase signal control scheme at main intersection, so the traffic efficiency at main intersection is greatly improved. To further exploit the traffic efficiency of continuous flow intersection, the coordination of main and secondary intersection signals is theoretically studied, and an optimal timing model for general use is proposed. The optimal timing model can effectively coordinate primary and secondary intersection signal timings and produce the most effective signal timing schemes for main and secondary intersections to great extent reduce vehicle delay and improve intersection capacity, and can ensure reliable operation of primary and secondary intersections in practical application. Based on the delay compositions and their characteristics of CFI, the delay and queue process evolution with the signal offset of main and secondary intersections and the corresponding scene are analysed. Then, the method for solving optimal offset between main and secondary intersections is given by optimal analysis to simplify the solving procedure of the model. In the end, an arterial intersection in Nanchang is studied as a case of how to apply the CFI channelization design to a conventional intersection and how to apply the optimal timing model to generate the coordinate timing scheme, and the micro traffic simulation is used to evaluate the traffic benefit. The result shows that (1) the optimal timing scheme can effectively reduce delays and queues and improve the intersection capacity; (2) the model calculation agrees well with the simulation result, which proves that the signal timing model is effective and accurate.

	服务

	把本文推荐给朋友
	加入我的书架
	加入引用管理器
	E-mail Alert
	RSS
	作者相关文章
	常云涛
	王奕彤

关键词 ： traffic engineering, signal timing optimization model, shock-wave theory, continuous flow intersection, offset

Abstract：Continuous flow intersection (CFI) is one of the most important unconventional intersection design (UID) modes. This kind of intersection transfers left-turn movements to secondary intersections to obtain a 2-phase signal control scheme at main intersection, so the traffic efficiency at main intersection is greatly improved. To further exploit the traffic efficiency of continuous flow intersection, the coordination of main and secondary intersection signals is theoretically studied, and an optimal timing model for general use is proposed. The optimal timing model can effectively coordinate primary and secondary intersection signal timings and produce the most effective signal timing schemes for main and secondary intersections to great extent reduce vehicle delay and improve intersection capacity, and can ensure reliable operation of primary and secondary intersections in practical application. Based on the delay compositions and their characteristics of CFI, the delay and queue process evolution with the signal offset of main and secondary intersections and the corresponding scene are analysed. Then, the method for solving optimal offset between main and secondary intersections is given by optimal analysis to simplify the solving procedure of the model. In the end, an arterial intersection in Nanchang is studied as a case of how to apply the CFI channelization design to a conventional intersection and how to apply the optimal timing model to generate the coordinate timing scheme, and the micro traffic simulation is used to evaluate the traffic benefit. The result shows that (1) the optimal timing scheme can effectively reduce delays and queues and improve the intersection capacity; (2) the model calculation agrees well with the simulation result, which proves that the signal timing model is effective and accurate.

Key words： traffic engineering signal timing optimization model shock-wave theory continuous flow intersection offset

收稿日期: 2017-07-27

基金资助:Supported by the Natural Science Foundation of Shanghai (No.17ZR1431800)

通讯作者: CHANG Yun-tao E-mail: changyuntao@tongji.edu.cn

引用本文:

常云涛, 王奕彤. 连续流交叉口信号配时优化模型[J]. Journal of Highway and Transportation Research and Development, 2018, 12(4): 66-74.
CHANG Yun-tao, WANG Yi-tong. Optimal Timing Model for Continuous-Flow Intersection. Journal of Highway and Transportation Research and Development, 2018, 12(4): 66-74.

链接本文:

http://manu27.magtech.com.cn/Jwk_gljtkj_en/CN/ 或 http://manu27.magtech.com.cn/Jwk_gljtkj_en/CN/Y2018/V12/I4/66

[1] CHEN Yi-xin, HE Yu-long, SUN Xiao-rui. Impact of Left-turn Waiting Area on the Capacity of Left-turn Lane in Signalized Intersection[J]. Journal of Chang'an University:Natural Science Edition, 2015, 35(6):111-116. (in Chinese)
[2] HUMMER J, REID J. Unconventional Left-Turn Alternatives for Urban and Suburban Arterials:An Update[J]. Transportation Research Circular, 2000, 68(9):26-29.
[3] GU Jiu-chun. Research Review on Unconventional Intersection Design[J]. Road Traffic and Safty, 2006(4):41-45. (in Chinese)
[4] ESAWEY M E,SAYED T. Unconventional USC Intersection Corridors:Evaluation of Potential Implementation in Doha,Qatar[J]. Journal of Advanced Transportation, 2011,45(1):38-53.
[5] TABERNERO V,SAYED T. Upstream Signalized Crossover Intersection:An Unconventional Intersection Scheme[J]. Journal of Transportation Engineering, 2006,132(11):907-911.
[6] FONTAINE M D. Operational Comparison of a Continuous Flow Intersection to Conventional Alternatives[C]//ITE 2009 Annual Meeting and Exhibit. San Antonio:ITE, 2009.
[7] GOLDBLATT R, MIER F, FRIEDMAN J. Continuous Flow Intersections[J]. Journal of Institute of Transportation Engineers, 1994, 64:35-35.
[8] JAGANNATHAN R, BARED J. Design and Operational Performance of Crossover Displaced Left-Turn Intersections[J]. Transportation Research Record:Journal of the Transportation Research Board, 2004, 1881(1):1-10.
[9] PITAKSRINGKAR J P. Measures of Effectiveness for Continuous Flow Intersection:A Maryland Intersection Case Study[C]//ITE 2005 Annual Meeting and Exhibit. Melbourne:ITE, 2005.
[10] OLARTE C, KAISAR E. Operational Performance Comparison between Three Unconventional Intersection Designs:Left-turn Bypass, Diverging Flow and Displaced Left-turn[C]//The 9th Latin American and Caribbean Conference. Medellin:LACCEI, 2011.
[11] CHEONG S,RAHWANGI S, CHANG G L. Comparison of Three Unconventional Arterial Intersection Designs:Continuous Flow Intersection, Parallel Flow Intersection, and Upstream Signalized Crossover[C]//Proceedings of 11th International IEEE Conference on Intelligent Transportation Systems. Beijing:IEEE, 2008.
[12] AUTEY J, SAYED T, ESAWEY M. Guidelines for the Use of Some Unconventional Intersection Designs[C]:4th International Symposium on Highway Geometric Design[C]//The 4th International Symposium on Highway Geometric Design. Valenci:2010.
[13] LIU Qiu-chen, ZHANG Lun, YANG Cai-chen. Design and Simulation of a New Continuous Flow Intersection for Urban Road[J]. Journal of Transport Information and Safety, 2013, 31(2):122-127. (in Chinese)
[14] ZHOU Ya-ping, CHEN Feng-quan, WANG Yong. An Integrated Capacity Optimization Model Based on Two Unconventional Intersections[J]. Journal of Highway and Transportation Research and Development,2016, 31(4):134-141. (in Chinese)
[15] WU X, JUAREZ D, JIA X. Optimal Signal Timing Models for the FHWA and Mexico 4-legged Continuous Flow Intersections[C]//Transportation Research Board 93rd Annual Meeting. Washington, DC:TRB, 2014.
[16] YOU X, LI L, MA W. Coordinated Optimization Model for Signal Timings of Full Continuous Flow Intersections[J]. Transportation Research Record:Journal of the Transportation Research Board, 2013(2356):23-33.
[17] PARK S, RAKHA H. Continuous Flow Intersections:A Safety and Environmental Perspective[C]//Proceedings of 13th International IEEE Conference on Intelligent Transportation Systems. Funchal, Portugal:IEEE, 2010:85-90.
[18] CHANG Y, DENG X. Study on Four-Leg Intersection Continuous Flow Intersection Optimal Timing Modeling[C]//Transportation Research Board 94th Annual Meeting. Washington DC:TRB, 2015.