A method and device for matching the traffic capacity of different functional lanes at a signalized intersection

Abstract

The present invention discloses a method and device for matching the capacity of different functional lanes at a signal-controlled intersection, comprising the following steps: step S1, obtaining the capacity of different functional lanes according to the functional state of the lanes; step S2, matching the capacity of different functional lanes at the intersection according to the capacity of different functional lanes. The technical solution of the present invention is used to solve the problem of matching the traffic demand and capacity of different functional lanes at the intersection.

Description

Technical Field

[0001] The present invention belongs to the field of urban traffic technology, and in particular relates to a method and device for matching the traffic capacities of different functional lanes at a signalized intersection. Background Art

[0002] After widening the lanes before the stop lines at urban signalized intersections, their traffic capacity can be improved, but it also poses a challenge to the carrying capacity. Since the length of the widened lanes is limited, when the demand for turning traffic flow is large, the short lane effect is very likely to occur, that is, the queues of left-turning vehicles may overflow the widened section and block the traffic bottleneck of the adjacent straight lanes, or vice versa, making the effective green light time utilization rate of the blocked lane phase low, and even causing the green light of the relevant phase to be vacant. Especially during peak hours, the loss of traffic capacity will further aggravate the mutual blockage of traffic flows in different directions, causing the spread of node congestion and even inducing road network paralysis. Therefore, it is urgent to solve the problem of matching the traffic demand and traffic capacity of different functional lanes at intersections. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide a method and device for matching the traffic capacities of different functional lanes at a signalized intersection.

[0004] To achieve the above object, the present invention adopts the following technical solution:

[0005] A method for matching the traffic capacity of different functional lanes at a signalized intersection, comprising the following steps:

[0006] Step S1, obtaining the capacity of lanes with different functions according to the functional status of the lanes;

[0007] Step S2, matching the capacity of different functional lanes at the intersection according to the capacity of different functional lanes;

[0008] The capacity of lanes with different functions includes: the capacity of lanes in an unblocked state and in a blocked state; the capacity of lanes includes: the capacity of left-turn widening lanes, the capacity of straight lanes, and the capacity of right-turn widening lanes;

[0009] In step S2, the traffic capacity blocking degree λ is calculated according to the ratio of the actual traffic capacity of each lane to the traffic capacity of each lane in an unblocked state, and the calculation formula is:

[0010]

[0011] Among them, C i is the actual traffic capacity of each lane at the node entrance; is the actual traffic capacity of each lane in the unblocked state; i takes the values ​​of l, s, and r, representing left-turn, straight-ahead, and right-turn lanes;

[0012] According to the set parameters α and β, the matching strategy is discussed between the congestion degree sections to implement the capacity matching strategy, that is, matching the cycle time and number of lanes of the upstream common section with the different functional lanes and effective green light time of the widened section;

[0013] When the congestion degree λ is less than the parameter α, the green light time of the lane with larger demand is extended; when the congestion degree λ is greater than the parameter α and less than the parameter β, the green light time is extended and the variable lane scheme is implemented; when the congestion degree λ is greater than the parameter β, the phase sequence is adjusted, that is, the single-port release strategy is adopted; the specific formula is as follows:

[0014]

[0015] in, is the traffic capacity of the left-turn, straight-ahead or right-turn lane after implementing the matching strategy in a blocked state; m i The number of lanes for left turn, straight ahead or right turn in the short lane section area; g e It is the effective green light time of the node entrance after the single-port release strategy is implemented; is the saturated flow of the left-turn, straight-ahead, or right-turn lane after the matching strategy is implemented; g ei The effective green light time for turning left, going straight or turning right; g rei is the green light time extended for left turn, straight or right turn; α, β are the thresholds for triggering the matching strategy; T i It is the dissipation time of the maximum queue length of left-turn, straight-ahead and right-turn in the node widening section under the unblocked state;

[0016] According to the capacity of different functional lanes, the through lane capacity matching model and the turning widening lane capacity matching model are constructed; among which, the through lane capacity matching model is:

[0017]

[0018] Among them, G s Green light time loss value after implementing variable lane strategy for the through lane; μ s is a temporary variable; is the capacity of the through lane in an unblocked state; c is the signal cycle time;

[0019] According to the through lane capacity matching model and the turning widening lane capacity matching model, the capacity matching rate is calculated, and it is judged whether the matching standard is reached, and finally the result is output. Among them, the capacity matching rate refers to the ratio of the capacity of a lane in the widening area after the matching strategy is implemented to the turning flow actually input in the shared section:

[0020]

[0021] Among them, M i is the capacity matching rate of lane i; m 0i The number of lanes for left turn, straight ahead or right turn in the widened lane area; m a is the number of lanes in the shared road section; p i is the proportion of turning traffic in the shared road area; is the traffic capacity of lane i after implementing the matching strategy; C a Actual input traffic for shared road segments.

[0022] The present invention also provides a device for matching the traffic capacities of lanes with different functions at a signalized intersection, comprising the following steps:

[0023] An analysis module is used to obtain the capacity of lanes with different functions according to the functional status of the lanes;

[0024] The matching module is used to match the capacity of different functional lanes at the intersection according to the capacity of different functional lanes.

[0025] The present invention combines the capacity calculation principle of the widened lanes at the intersection, and proposes a capacity matching model for lanes with different functions under a blocked state based on the analysis of the traffic demand of each lane on the entrance road; further, by introducing the capacity blocking degree, according to the congestion degree of lanes with different functions, the present invention adopts strategies such as extending the green light time, adjusting the phase sequence, and even implementing variable lane functions, so as to achieve the capacity matching of lanes with different functions at the intersection. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0027] Figure 1 It is a flow chart of a method for matching the traffic capacities of different functional lanes at a signalized intersection equipped with an embodiment of the present invention;

[0028] Figure 2 A schematic diagram showing the overflow of left-turn queued vehicles blocking the adjacent through lane;

[0029] Figure 3 This is a schematic diagram of traffic blocking each other when entering different functional lanes;

[0030] Figure 4 It is a schematic diagram of the parameters of the straight-through capacity model when the left turn blocks the straight-through;

[0031] Figure 5Schematic diagram of the capacity matching process. DETAILED DESCRIPTION

[0032] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0033] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0034] Embodiment 1:

[0035] like Figure 1 As shown, an embodiment of the present invention provides a method for matching the capacity of different functional lanes at a signalized intersection, comprising the following steps:

[0036] Step S1, obtaining the capacity of lanes with different functions according to the functional status of the lanes;

[0037] Step S2: matching the capacity of different functional lanes at the intersection according to the capacity of different functional lanes.

[0038] As an implementation method of an embodiment of the present invention, step S1 is used to implement the traffic capacity analysis of the intersection under different demands. Limited by the length of the widened lane and the green light time, when the vehicle distribution of the node entrance lane is abnormal, it may cause the traffic in adjacent lanes to be blocked. Taking the left-turn and straight-ahead traffic as an example, when the traffic demand of the left-turn lane is large, the effective green light time is difficult to meet the dissipation of the arriving vehicles. Therefore, the left-turn vehicle queue may overflow and block the straight lane. At the same time, it is also possible that the straight-ahead queue of vehicles exceeds the capacity of the left-turn widened lane, thereby blocking the passage of left-turn vehicles, and the right-turn widened lane is blocked in the same way. According to the differences in the traffic demands of different lanes, the intersection can be divided into two states: unblocked and blocked:

[0039] In the unblocked state, vehicles flowing into the upstream shared road section of the intersection within the same cycle can make left turns, right turns and go straight within the phase-valid green light after reaching the widening gradient section of the corresponding functional lane, and the lane queue length does not exceed the maximum capacity of the widened lane, that is, vehicles in adjacent lanes will not block each other due to different vehicle flow directions.

[0040] The blocking state, for example, takes the left turn blocking the straight line as an example. Figure 2In this case, if the turning traffic demand is greater than the straight traffic demand, at the end of the effective green light time, the widening lane and the straight lane may be blocked, causing the straight vehicles to be blocked on the shared road section, resulting in a waste of green light time, or vice versa.

[0041] The traffic capacity of different functional lanes in the unblocked state is analyzed as follows:

[0042] The phase sequence is left turn first and then straight. In the unblocked state, the number of vehicles queued in each lane of the entrance road will not exceed the capacity of the widened lane. Taking the left-turn and straight-through lanes as an example, the effective green light time for left turn is sufficient to dissipate the vehicles arriving at the node, and the subsequent vehicles arriving at the left-turn widened lane will not queue up and overflow to block the adjacent straight lane, affecting the passage of vehicles in the straight phase; at the same time, the straight-through vehicles can be evacuated within the phase passage time, and there is no situation where the straight-through queued vehicles block the widened section, and the same is true for right turn and straight.

[0043] Therefore, after the basic signal timing scheme and widening lane type are determined at the signalized intersection, the capacity of different functional lanes on the entrance road in an unblocked state is determined by the phase effective green light time and the lane saturation flow. The right-turn widening lane is set to be controlled by the signal, and its green-to-signal ratio is determined by the non-motorized and pedestrian flow and the number of right-turning vehicles. Therefore, the capacity model of left-turn, right-turn and through lanes can be expressed as:

[0044] (1) Capacity of left-turn lane widening

[0045]

[0046] (2) Through lane capacity

[0047]

[0048] (3) Capacity of right-turn lane widening

[0049] The right-turn short lane is similar to the left-turn, the difference is that when it is not controlled by a signal, the effective green light time for right turns is defined as the product of the average number of vehicles yielding per unit time and the cycle length. The non-signal form is converted to red light control, which can be expressed as

[0050] g er =Rc (3)

[0051] Among them, g er is the effective street light time for right turns, and R is the average number of vehicles yielding per unit time at the intersection, which is obtained from historical data statistics based on the type of intersection.

[0052] Therefore, the capacity of the right-turn widening lane can be expressed as:

[0053]

[0054] In the above formulas (1), (2), (3), and (4), are the capacity of the left-turn widening lane, the through lane, and the right-turn widening lane when the node is not blocked, is the saturated flow rate of left-turn, straight-ahead and right-turn phases in an unblocked state, is the saturated flow rate of turning left, going straight, and turning right when entering the widened section in an unblocked state, T l ,T s ,T r is the dissipation time of the maximum queue length for left-turn, straight-ahead and right-turn in the node widening section under unblocked state, s; g el ,g es ,g er is the effective green light time for left-turn, through-going and right-turn lanes, and c is the signal cycle time.

[0055] The capacity analysis of different functional lanes under blocking conditions is as follows:

[0056] 1) Analysis of blocking types of different functional lanes at intersections

[0057] Consider a signalized intersection where both left-turn widening and right-turn widening lanes exist, as follows Figure 2 As shown in the figure, the maximum number of standard cars that can be accommodated by the widened lane is N. According to the blocking conditions of vehicles in different turning flows and adjacent straight lanes, the node congestion categories generated are subdivided into four blocking types for discussion:

[0058] ① The left turn queue overflows and blocks the straight ahead, such as Figure 3 (a) shows. When the traffic demand of the left-turn widening lane is large, the traffic cannot be completely evacuated at the end of the green light, resulting in a queue of left-turn vehicles. If the queued vehicles exceed the capacity of the widening lane at a certain moment, the queue overflows, blocking the straight-moving vehicles, causing the vehicles in the adjacent straight-moving lane to lose the right of way. That is, the number of left-turn queues exceeds (N+1) vehicles, and overflows to the shared road section.

[0059] ② If the straight-ahead traffic is blocked, turn left. Figure 3 (b) When there is a queue in the straight lane adjacent to the left-turn widening lane, and the length exceeds the capacity of the widening lane, the normal passage of left-turn vehicles is blocked. That is, the number of vehicles queuing in the adjacent lane exceeds (N+1). Left-turn vehicles cannot enter the left-turn widening lane and need to wait until the queue in the straight lane dissipates before passing.

[0060] ③Straight ahead is blocked and right turn is required, such as Figure 3 (d) When the through traffic demand is large, the effective green light time cannot completely evacuate the arriving vehicles, resulting in the queue length of the through lane adjacent to the right-turn widening lane being greater than (N+1) vehicles, affecting the traffic efficiency of the right-turn widening lane.

[0061] ④ The queue for right turn overflows and blocks the straight ahead, such as Figure 3 (c) When the right-turn traffic demand is large, due to the influence of non-motor vehicles and pedestrians, right-turning vehicles stop to let pedestrians, resulting in queue overflow, blocking vehicles in the adjacent straight lanes and causing congestion for subsequent arriving vehicles.

[0062] 2) Analysis of the traffic capacity of different functional lanes under blocking conditions

[0063] a) Through lane capacity

[0064] Taking the left turn blocking the straight driving as an example, if there is only one type of blocking at the intersection, considering the existence of the independent straight lane, it will not be blocked and can continue to pass. If two types of blocking occur, there is no independent lane. Then, the number of vehicles passing through the independent straight lane during the remaining green light time can be expressed as

[0065]

[0066] in, is the saturated flow of the straight independent lane, α s For temporary variables.

[0067] The straight-through capacity after blocking can be expressed as

[0068]

[0069] in, The number of vehicles arriving from the start of queuing in the through lane in the previous cycle to the start of queuing in the left-turn widening lane; The number of vehicles that pass the stop line at the end of the straight lane until a left-turn blockage occurs.

[0070] The capacity model parameters for through lane obstruction are as follows: Figure 4 The occurrence of import lane congestion is a process from an unblocked state to a blocked state, so its traffic capacity consists of two parts: the unblocked state and the blocked state process, which can be expressed as:

[0071]

[0072] in, The number of vehicles arriving from the previous cycle from the start of the straight-going vehicle queue to the start of the left-turning vehicle queue is The probability of Until the left-turning vehicles overflow and block the through lane, that is, after passing T l The number of vehicles that may pass the stop line of the through lane in time is The probability of bis the probability that the queue of left-turn (right-turn) arriving vehicles overflows and blocks the through lane from time t0 to time t1.

[0073] b) Left turn lane capacity

[0074] The derivation process of the blocked capacity of left and right turns is the same as that of straight driving. The difference is that after the blockage occurs, there is no independent left-turn (right-turn) lane to evacuate vehicles. The cycle capacity of the turning lane after the blockage, taking the straight driving blocked left turn as an example, can be expressed as

[0075]

[0076] in, is the number of vehicles arriving at the left turn from the start of queuing in the left turn lane to the start of queuing in the through lane in the previous cycle; The number of vehicles that pass the stop line at the end of the left-turn widening lane before a straight-through traffic jam occurs and the left turn occurs.

[0077] The left-turn widening lane blocking capacity model can be expressed as:

[0078]

[0079] c) Right turn lane capacity

[0080]

[0081] Among them, C l C is the blocked capacity of the left-turn widening lane when there is a left-turn blockage in straight traffic; r P is the blocked traffic capacity of the right-turn widening lane when there is a right-turn blockage in straight traffic; bsl is the probability that the adjacent through lane will block the left-turn widening lane due to the queued traffic from time t0 to time t1; P bsr is the probability that the adjacent through lane is blocked by queued traffic and the right-turn widening lane from time t0 to time t1.

[0082] As an implementation of the embodiment of the present invention, step S2 is specifically:

[0083] 21) Basic assumptions

[0084] 1. The right-turn lane widening can be controlled by signals or uncontrolled. When uncontrolled, the impact on pedestrians and non-motor vehicles should be taken into consideration.

[0085] 2. The traffic arriving at the intersection follows a Poisson distribution and is independent of each other.

[0086] 3. When two traffic flows are blocked, ignore the vehicles in the blocked short lane section.

[0087] 4. When two types of blocking occur at the same time, it is assumed that the blocking type that occurs first has less impact on the subsequent blocking.

[0088] 5. The saturated flow of each cycle at the intersection is in a stable state for a certain period of time.

[0089] 6. All arriving vehicles are converted into standard cars.

[0090] 22) Capacity matching of different lane functions

[0091] 221) Principle of capacity matching calculation

[0092] Different traffic demands on lanes lead to different levels of congestion at nodes. In order to describe the congestion problems caused by different traffic jams and implement matching strategies scientifically and reasonably, the parameter capacity congestion is introduced to quantify the gap between the input and output flows of different functional lanes.

[0093] The traffic capacity blocking degree λ refers to the ratio of the actual traffic flow of the lane to the traffic capacity in the unblocked state. The value range is λ≥0. It can measure the traffic efficiency of each lane in the blocked state of the intersection. The larger the value, the more serious the blocking problem. If the value is greater than 1, it means that the actual carrying capacity of the lane is not enough to accommodate the input traffic, and adjacent lanes will inevitably produce mutual blocking behavior. Its model can be expressed as

[0094]

[0095] Among them, C i is the actual traffic capacity of each lane at the node entrance; ——The actual traffic capacity of each lane in an unblocked state; i——The value is l, s, r, representing left-turn, straight-ahead and right-turn lanes.

[0096] The congestion degree will be discussed in sections according to the value of the capacity congestion degree, and the capacity matching strategy will be implemented in a targeted manner from the perspective of time and space. That is, the cycle time and number of lanes of the upstream common section will be matched with the different functional lanes and effective green light time of the widened section to make the flow of the two sections tend to be unified.

[0097] If the congestion degree is lower than a certain lower limit, it means that the probability of traffic congestion at the node is low, which may only occur when the turning traffic demand is large in a certain cycle. Therefore, extending the green light time of the lane can alleviate the congestion, that is, under the condition of λ<α, the green light time of the lane can be extended.

[0098] If the blocking degree is higher than a certain upper limit, it means that the traffic at the node is seriously blocked, and the effects of adjusting the lane function and optimizing the signal timing are not significant. From the perspective of adjusting the phase sequence, a single-port release matching strategy is implemented, that is, under the condition of λ≥β, the node implements a single-port release method.

[0099] When the congestion degree is between the two thresholds, it means that the traffic in adjacent lanes has a great impact on each other, and the traffic demand of a lane is high. The optimization of the signal timing plan is not enough to alleviate the congestion. However, the congestion can be alleviated by adjusting the lane function changes within a certain period of time. That is, under the condition of α≤λ<β, the node lane function variable strategy is adjusted, as shown in the following formula:

[0100]

[0101] in, is the traffic capacity of the left-turn, straight-ahead or right-turn lane after implementing the matching strategy in a blocked state; m i The number of lanes for left turn, straight ahead or right turn in the short lane section area; g e It is the effective green light time of the node entrance after the single-port release strategy is implemented; is the saturated flow of the left-turn, straight-ahead, or right-turn lane after the matching strategy is implemented; g ei The effective green light time for turning left, going straight or turning right; g rei is the green light time extended for left turn, straight or right turn phase; α, β are the thresholds for triggering the matching strategy.

[0102] 222) Through lane capacity matching model

[0103] Taking left-turn blocking through traffic as an example, when the queue of left-turn vehicles overflows and blocks through traffic, it is necessary to implement a matching strategy for the left-turn widening lane to dissipate the congestion. Based on the value range of the parameter blocking degree λ, the left-turn capacity after matching is estimated and expressed as a piecewise function:

[0104]

[0105] in, The matching capacity after the matching scheme is implemented when the left-turn widening lane blocks the straight-ahead state; is the saturated flow of the left-turn widening lane; g rel Extended green time for left turn lane widening.

[0106] At this time, the left-turn capacity includes two parts: the unblocked state and the blocked state using matching means. Therefore, the left-turn lane matching capacity can be expressed as

[0107]

[0108] Then after the blockage is dissipated, the blocked through lane can pass vehicles, and the through lane capacity matching model can be expressed as:

[0109]

[0110] Among them, Gs Green light time loss value after implementing variable lane strategy for the through lane; μ s For temporary variables.

[0111] Among them, when a right-turning vehicle blocks the adjacent through lane, or when a left-turn and a right-turn vehicle simultaneously block the adjacent through lane, that is, when the through lane is blocked, the above matching strategy can be adopted to estimate the through lane capacity.

[0112] 223) Turning lane widening capacity matching model

[0113] Taking the through-going vehicles blocking the left-turn widening lane as an example, when the through-going vehicles queue length exceeds the widening lane capacity, it is necessary to optimize the through-going vehicles to eliminate the phenomenon of blocking the widening lane. The matching strategy is the same as that of left-turn blocking through-going vehicles. After matching, the through-going lane capacity is expressed as:

[0114]

[0115] in, The matching capacity after the matching scheme is implemented when the straight-moving vehicles block the left-turn widening lane; is the saturated flow rate of the through lane; g res Extended green time for through lanes.

[0116] At this time, matching capacity includes two parts: unblocked state and blocked state. Therefore, the through lane capacity matching model can be expressed as:

[0117]

[0118] Then the left-turn widening lane, after evacuating the straight-moving vehicles, can be expressed as:

[0119]

[0120] Among them, G I It is the left turn green light time loss value after implementing the variable lane strategy.

[0121] 23) Lane capacity matching rate

[0122] When the entrance lane is not blocked, the flow rate input to the section matches the output flow rate of different functional lanes of the node entrance lane, that is, the interaction between different vehicle flows in this state is small; while in the blocked state, the input flow rate of the section exceeds the carrying capacity of the widened lane, and the signal timing scheme and the number of lanes are not enough to evacuate the incoming traffic, that is, the node inflow is greater than the outflow, and it is seriously stagnant in the entrance lane. In order to describe the balance relationship between the outflow and input volume of the node after the implementation of the matching strategy, the capacity matching evaluation index, namely the matching rate, is introduced.

[0123] The capacity matching rate refers to the ratio of the capacity of a lane in the widening area after the matching strategy is implemented to the actual input turning flow of the shared road section. It is used to evaluate the degree of capacity matching between the road section and the node entrance road. The closer the value is to 1, the better the lane in the widening area can evacuate the traffic flow.

[0124]

[0125] Among them, M i is the capacity matching rate of lane i; m 0i The number of lanes for left turn, straight ahead or right turn in the widened lane area; m a is the number of lanes in the shared road section; p i is the proportion of turning traffic in the shared road area, obtained from historical traffic statistics; is the traffic capacity of lane i after implementing the matching strategy; C a Actual input traffic for shared road segments.

[0126] like Figure 5 As shown in the figure, the specific steps of the capacity matching process are as follows:

[0127] Step 1: Under the unblocked state, calculate the capacity of different lane functions of the node entrance. The capacity of each turning lane is calculated according to the green signal ratio, number of lanes and saturated flow; secondly, calculate the capacity blocking degree according to formula (11) as the basis for determining the execution matching strategy.

[0128] Step 2: Determine whether the matching criteria are met.

[0129] Step 3: According to the set parameter values ​​α and β, the matching strategy is discussed among the blocking degree partitions, and the parameter values ​​α=1.0 and β=1.5 are set.

[0130] When the blocking degree λ is less than the parameter α, it means that the input flow is lower than the saturation state, but there is an occasional vehicle blocking problem. It is possible to consider extending the green light time of the lane with larger demand;

[0131] When the blocking degree λ is greater than the parameter α and less than the parameter β, the traffic exceeds the saturated flow in the unblocked state. Extending the green light time is difficult to alleviate the mutual blocking of different traffic flows. Therefore, the variable lane solution is implemented.

[0132] When the blocking degree λ is greater than the parameter β, the intersection is seriously blocked. By adjusting the phase order, that is, adopting a single-port release strategy, the blocking can be alleviated under a certain flow rate. The details are shown in Table 1.

[0133] Table 1

[0134] Traffic capacity blocking degree λ Matching scheme 0.7≤λ<1.0 Extend the green time 1.0≤λ<1.5 Extended green light time and variable lane function λ ≥ 1.5 Adjusting the phase sequence

[0135] Step 4: Calculate the capacity matching rate, determine whether it meets the matching criteria, and finally output the result.

[0136] The embodiment of the present invention aims at different functional lanes at the entrance of a signalized intersection, takes into account the types of mutual blocking between traffic flows in different widened lanes and vehicles in adjacent straight lanes under the influence of factors such as different demand traffic, lane division and signal timing schemes, and establishes a capacity estimation model for lanes with different functions. The capacity blocking degree is further introduced, the lanes are divided into different blocking degrees, and a capacity matching model is constructed by calculating the capacity matching rate.

[0137] Embodiment 2:

[0138] The embodiment of the present invention further provides a device for matching the traffic capacities of different functional lanes at a signalized intersection, comprising the following steps:

[0139] An analysis module is used to obtain the capacity of lanes with different functions according to the functional status of the lanes;

[0140] The matching module is used to match the capacity of different functional lanes at the intersection according to the capacity of different functional lanes.

[0141] As an implementation method of an embodiment of the present invention, the capacity of lanes with different functions includes: lane capacity in an unblocked state and in a blocked state; lane capacity includes: left-turn widening lane capacity, straight lane capacity, and right-turn widening lane capacity.

[0142] As an implementation of an embodiment of the present invention, the matching module includes:

[0143] The first calculation unit is used to construct a through lane capacity matching model and a turning widening lane capacity matching model according to the capacities of different functional lanes;

[0144] The second calculation unit is used to calculate the capacity matching rate according to the straight lane capacity matching model and the turning widening lane capacity matching model, and judge whether the matching standard is reached to achieve the capacity matching of different functional lanes at the intersection.

[0145] As an implementation method of the embodiment of the present invention, the capacity matching rate calculation formula is:

[0146]

[0147] Among them, M i is the capacity matching rate of lane i; m 0i The number of lanes for left turn, straight ahead or right turn in the widened lane area; m a is the number of lanes in the shared road section; p iis the proportion of turning traffic in the shared road area; is the traffic capacity of lane i after implementing the matching strategy; C a Actual input traffic for shared road segments.

[0148] The embodiments described above are only descriptions of the preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should all fall within the protection scope determined by the claims of the present invention.

Claims

1. A method for matching the capacity of different functional lanes at a signalized intersection, characterized in that: The following steps are involved: Step S1, obtaining the capacity of lanes with different functions according to the functional status of the lanes; Step S2, matching the capacity of different functional lanes at the intersection according to the capacity of different functional lanes; The capacity of lanes with different functions includes: the capacity of lanes in an unblocked state and in a blocked state; the capacity of lanes includes: the capacity of left-turn widening lanes, the capacity of straight lanes, and the capacity of right-turn widening lanes; In step S2, the traffic capacity blocking degree λ is calculated according to the ratio of the actual traffic capacity of each lane to the traffic capacity of each lane in an unblocked state, and the calculation formula is: Among them, C i is the actual traffic capacity of each lane at the node entrance; C i 0 is the actual traffic capacity of each lane in the unblocked state; i takes the values ​​of l, s, and r, representing left-turn, straight-ahead, and right-turn lanes; According to the set parameters α and β, the matching strategy is discussed between the congestion degree sections to implement the capacity matching strategy, that is, matching the cycle time and number of lanes of the upstream common section with the different functional lanes and effective green light time of the widened section; When the congestion degree λ is less than the parameter α, the green light time of the lane with larger demand is extended; when the congestion degree λ is greater than the parameter α and less than the parameter β, the green light time is extended and the variable lane scheme is implemented; when the congestion degree λ is greater than the parameter β, the phase sequence is adjusted, that is, the single-port release strategy is adopted; the specific formula is as follows: in, is the traffic capacity of the left-turn, straight-ahead or right-turn lane after implementing the matching strategy in a blocked state; m i The number of lanes for left turn, straight ahead or right turn in the short lane section area; g e It is the effective green light time of the node entrance after the single-port release strategy is implemented; is the saturated flow of the left-turn, straight-ahead, or right-turn lane after the matching strategy is implemented; g ei The effective green light time for turning left, going straight or turning right; g rei is the green light time extended for left turn, straight or right turn; α, β are the thresholds for triggering the matching strategy; T i It is the dissipation time of the maximum queue length of left-turn, straight-ahead and right-turn in the node widening section under the unblocked state; According to the capacity of different functional lanes, the through lane capacity matching model and the turning widening lane capacity matching model are constructed; among which, the through lane capacity matching model is: Among them, G s Green light time loss value after implementing variable lane strategy for the through lane; μ s is a temporary variable; is the capacity of the through lane in an unblocked state; c is the signal cycle time; According to the through lane capacity matching model and the turning widening lane capacity matching model, the capacity matching rate is calculated, and it is judged whether the matching standard is reached, and finally the result is output. Among them, the capacity matching rate refers to the ratio of the capacity of a lane in the widening area after the matching strategy is implemented to the turning flow actually input in the shared section: Among them, M i is the capacity matching rate of lane i; m 0i The number of lanes for left turn, straight ahead or right turn in the widened lane area; m a is the number of lanes in the shared road section; p i is the proportion of turning traffic in the shared road area; is the traffic capacity of lane i after implementing the matching strategy; C a Actual input traffic for shared road segments.

2. A device for matching the capacity of different functional lanes at a signalized intersection for implementing the method for matching the capacity of different functional lanes at a signalized intersection as claimed in claim 1, characterized in that: The following steps are involved: An analysis module is used to obtain the capacity of lanes with different functions according to the functional status of the lanes; The matching module is used to match the capacity of different functional lanes at the intersection according to the capacity of different functional lanes.

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