考虑转向有轨电车线路的干线绿波优化

摘要: 为弥补对包含有轨电车的干线绿波优化能力的不足, 提出了一种基于多路径绿波模型的干线绿波优化模型, 确保干线转向有轨电车与干线直行社会车辆的通行效率与独立运行; 确定了转向有轨电车线路的信号相位与干线社会车辆信号相位之间的协调关系, 构建了干线绿波模型的基本约束条件; 考虑有轨电车停车过程的加、减速特性, 以及通过交叉口时清空时间的要求, 建立了有轨电车补充约束条件; 设置了相位顺序控制变量, 增大解空间, 提高了干线绿波优化模型的建模能力; 设置旅行时间变量, 保证社会车辆行驶在路段规定的安全速度之内, 确保有轨电车上、下行总旅行时间一致, 保障调度运行的高效合理; 在满足有轨电车绿波带宽基本要求的条件下, 构建了社会车辆绿波带宽最大化的目标函数; 应用干线绿波优化模型对南京麒麟镇有轨电车干线路段沿线4处交叉口进行了交通信号协调优化。研究结果表明: 干线绿波优化模型能对各交叉口信号相序进行优化, 为有轨电车提供包含转弯相位的绿波; 优化后干线信号周期为142.4 s, 各交叉口相位差分别为0、116.8、52.0、5.7 s, 单方向社会车辆绿波带宽为26.6 s, 上、下行社会车辆绿信比达到37.4%, 有轨电车绿波带宽为10 s, 满足干线系统交通需求。
- 交通信号控制 /
- 干线信号协调控制 /
- 多模式绿波 /
- 转向有轨电车 /
- 多路径 /
- 可变相序
Abstract: In order to make up for the lack of ability to optimize the arterial green-wave including trams, an arterial green-wave optimization model based on the multipath green-wave model was proposed, and the efficiency and independent operation of the arterial turning trams and the through social vehicles were ensured. The coordination relationship between the signal phases of tram line and the arterial social vehicle was determined, and the basic constraints of arterial green-wave model were constructed. Considering the acceleration and deceleration characteristics of tram stopping process, as well as the clearance time requirements when passing through the intersection, a supplementary constraint condition for the tram was established. The phase sequence control variables were set, the solution space was enlarged, and the modeling ability of arterial green-wave optimization model was improved. The travel time variables were set to ensure that social vehicles travel within the safe speed specified on the road section, ensure the unity of the total travel time of outbound and inbound trams, and ensure the efficient and reasonable schedule operation. Under the condition of meeting the basic requirements of green-wave bandwidth of trams, an objective function for maximizing the green-wave bandwidth of social vehicles was constructed. The arterial green-wave optimization model was used to optimize the coordination of traffic signals at 4 intersections along the arterial section of Nanjing Qilin Town tram. Research result shows that the arterial green-wave optimization method can optimize the phase sequence of signals at intersections, and provide for trams a green-wave with a turning phase. The optimized arterial signal cycle is 142.4 s, the phase differences between intersections are 0, 116.8, 52.0, 5.7 s, the green-wave bandwidth of unidirectional social vehicles is 26.6 s. The green signal ratio of outbound and inbound social vehicles reaches 37.4%, and the green-wave bandwidth of tram is 10 s, which meets the traffic requirements of artery system.
- traffic signal control /
- arterial signal coordination control /
- multi-modal green-wave /
- turning tram /
- multipath /
- changeable phase order

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图 1 两种含有轨电车的交通系统布局

Figure 1. Two kinds of layout of traffic system with tram

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图 2 有轨电车与社会车辆相邻交叉口间绿波关系

Figure 2. Green-wave relationships between adjacent intersections for trams and social vehicles

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图 3 社会车辆与有轨电车绿波周期内约束

Figure 3. Restrictions inside a green-wave cycle for social vehicles and trams

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图 4 路段地理信息

Figure 4. Geographical information of section

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图 5 案例路段有轨电车线路

Figure 5. Tram line in case road section

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图 6 信号相位方案

Figure 6. Signal phase scheme

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图 7 交叉口冲突区域

Figure 7. Conflicting areas at intersections

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图 8 绿波时空分布

Figure 8. Green-wave space-time distribution

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图 9 信号相序时空分布

Figure 9. Space-time distribution concerning signal phase order

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图 10 各交叉口信号相序

Figure 10. Signal phase orders at all intersections

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表 1 信号控制交叉口相关参数

Table 1. Relevant variables for signalized intersections

交叉口		1	2	3	4
流量/(pcu·h^-1)	自东向西	843	657	648	735
流量/(pcu·h^-1)	自西向东	785	697	704	761
相位长度(与周期比值)	相位1	0.15	0.15	0.14	0.14
	相位2	0.35	0.33	0.35	0.33
	相位3	0.14	0.15	0.14	0.14
	相位4	0.19	0.18	0.19	0.20
	相位5	0.17	0.19	0.18	0.19

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表 2 有轨电车与社会车辆速度

Table 2. Speeds of trams and social vehicles km·h^-1

速度	v_{i, k}		$\bar{v_{j, k}}$
速度	最大	最小	最大	最小
有轨电车	60	30	60	30
社会车辆	60	45	60	45

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表 3 有轨电车与社会车辆行程时间

Table 3. Travel times of trams and social vehicles s

行程时间	有轨电车		社会车辆
行程时间	最大	最小	最大	最小
交叉口1-2	60.6	36.4	36.4	33.1
交叉口2-3	113.4	86.5	48.2	43.9
交叉口3-4	108.0	83.3	45.0	40.9

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表 4 有轨电车清空时间

Table 4. Clearing times of trams s

交叉口	清空时间
交叉口	路径2	路径4
1	9	9
2	10	10
3	10	10
4	10	10

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表 5 绿波带宽优化结果

Table 5. Results of green-wave bandwidth optimization s

路径	路径1	路径2	路径3	路径4
带宽	26.6	10.0	26.6	10.0

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表 6 绿波优化结果

Table 6. Results of green-wave optimization s

交叉口	1	2	3	4
C	142.4	142.4	142.4	142.4
θ_k	0.0	116.8	52.0	5.7
t₁		36.4	48.2	41.1
t₂		48.4	81.1	78.3
t₃		36.4	48.2	44.9
t₄		48.4	81.1	78.3

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