Combination design method of tandem intersections with contraflow left-turn lane
Article Text (Baidu Translation)
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摘要: 针对常规交叉口(CI)改造成借道左转车道(CLL)或排阵式交叉口(TI)后因车道划分不可调整导致仅在部分流量场景具有良好表现的难题，将CLL与TI相结合扩展了设计理念，提出了一种组合设计方法；该方法利用车道信号灯、可变车道行驶方向标志在运营期灵活划分了各车道使用功能，形成综合功能区，每个方向均可调整为CI、CLL、TI、CLL与TI合用的设计；构建了设计方案选择、车道分配和信号配时协同优化的混合整数线性规划模型，并通过案例分析和敏感性分析，对比了组合设计与已有的CI4(4个方向全为CI)、CLL4(4个方向全为CLL或CI，且至少存在一个方向为CLL)、TI4(4个方向全为TI或CI，且至少存在一个方向为TI)等交叉口设计方案的运行性能。研究结果表明：组合设计方法实现了在十字交叉口中4个方向共44=256种设计方案的动态切换，也可调整各流向使用车道数；组合设计与CI4、CLL4、TI4相比，高峰时段的车均延误分别降低了42.96%、39.43%、11.73%，故组合设计对交通拥堵缓解优势更加明显；左转比例越高，组合设计对CI4通行能力的提升表现越优，且提升比例随综合功能区长度的增加呈先增后减的变化趋势，建议组合设计综合功能区长度设置为50~70 m；在各种流量场景下，组合设计相对于CI4、CLL4、TI4通行能力提升比例最大值分别达到了58.37%、46.10%、11.94%，最小值均不小于0，即组合设计始终能有效提升交叉口通行能力，且车道布局更为灵活，更符合实际交通运行需要。Abstract: Due to fixed lane configurations, the conventional intersection (CI) performed well only in specific traffic scenarios after being transformed into contraflow left-turn lane (CLL) or tandem intersection (TI). To overcome this problem, a combination design method was proposed by integrating CLL and TI to expand the design concept. Lane-based traffic lights and reversible lane signs were used to flexibly divide the usage function of each lane during operation to form a mixed usage area (MUA), and each leg can be adjusted to CI, CLL, TI, or CLL combined with TI design. A mixed integer linear programming model was developed for collaborative optimization of design scheme selection, lane assignment, and signal timing. The operational performances were compared among intersection design schemes such as combination design, existing CI4(CI on four legs), CLL4 (CLL or CI on four legs with at least one CLL-formed leg), and TI4 (TI or CI on four legs with at least one TI-formed leg) through case and sensitivity analysis. Research results show that through the combination design method, the dynamic switching of a total of 44=256 design schemes for the 4 legs at the intersection is achieved, and the number of lanes used in each traffic movement can be adjusted. Compared to CI4, CLL4, and TI4, the average delay was reduced by 42.96%, 39.43%, and 11.73% at peak hours, respectively, therefore the combination design demonstrates a bigger advantage in alleviating traffic congestion. The effectiveness of the combination design in enhancing the capacity of CI4 is positively related to the proportion of left-turn movements, and the enhancement ratio is presented as a shape of an initial increase followed by a decrease as the length of MUA increases. The length of the MUA for the combination design was recommended to be set between 50-70 m. In various traffic flow scenarios, the maximum increase in traffic capacity of the combination design compared to CI4, CLL4, and TI4 can reach 58.37%, 46.10%, and 11.94%, respectively, while the minimum value is not less than 0. This indicates that the combination design can consistently enhance intersection capacity with a more flexible lane assignment to better accommodate practical traffic operation needs.
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图 4 十字交叉口左转和直行冲突关系
Figure 4. Conflict relationship between left turn and straight movements at four-leg intersection
图 10 通行能力提升比例(车道方案3)
Figure 10. Capacity enhancement ratios (lane assignment scheme 3)
表 1 车道信号灯显示内容示例
Table 1. Examples of lane signal display
序号 车道信号灯 含义 车道选择 灯色 车道选择 灯色 1 
常绿 没有其他VAA车道上车流驶入MUA车道① MUA车道①始终仅供直行使用 2 
红→
绿→
黄
红→
绿→
黄MUA车道②动态供直行和左转使用 3 
红→
绿→
黄左转动态借用出口车道(即MUA车道⑤) 
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表 2 现状交通需求流量
Table 2. Current traffic demand flows
pcu·h-1 时段 西 南 东 北 左转 直行 右转 左转 直行 右转 左转 直行 右转 左转 直行 右转 非高峰时段 328 447 272 451 684 158 260 481 258 383 902 127 高峰时段 525 715 435 722 1 094 253 416 770 413 613 1 443 203
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表 3 参数取值
Table 3. Values of parameter
参数 取值 参数 取值 A1 1.0×106 M 1.0×106 A2 1.0×103 Cmin/s 60 A3 1 Cmax/s 120 δ/s 4 d/(m·pcu-1) 7 δ′/s 3 s/(pcu·h-1) 1 800 Lj, MUA/m 70 gmin/s 10
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表 4 评价指标对比
Table 4. Comparisons of evaluation indices
时段 设计 流量系数 流量系数提升比例/% 通过车辆数/(pcu·h-1) 车均延误/s 车均延误降低比例/% 非高峰时段 CI4 1.553 25.69 3 977 53.26 28.99 CLL4 1.559 25.22 3 940 51.20 26.13 现状 1.663 17.37 3 975 49.68 23.87 TI4 1.861 4.87 3 978 40.76 7.21 组合 1.952 0.00 3 974 37.82 0.00 高峰时段 CI4 0.970 25.67 6 013 89.04 42.96 CLL4 0.974 25.22 6 081 83.85 39.43 现状 1.039 17.41 6 324 69.79 27.22 TI4 1.163 4.85 6 340 57.54 11.73 组合 1.220 0.00 6 307 50.79 0.00
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表 5 通行能力提升比例最小值、最大值
Table 5. Minimum and maximum capacity enhancement ratios
% 车道方案 最小值 最大值 CI4 CLL4 TI4 CI4 CLL4 TI4 1 4.27 4.27 0.00 39.03 36.50 4.05 2 3.32 2.82 0.00 47.97 39.76 11.94 3 8.15 7.99 0.00 58.37 46.10 9.88
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