Intersection road area expansion method and system based on dynamic lane design

Abstract

The invention discloses an intersection road area expansion method based on dynamic lane design, and relates to the field of traffic engineering. The method comprises the following steps: firstly, carrying out traffic investigation, and collecting traffic basic data of an intersection to be implemented; secondly, proposing a lane allocation scheme and a main signal timing scheme under a limited area according to dynamic lane design index requirements; then, determining the design length of the dynamic lane; and finally, determining a pre-signal timing scheme. The invention further discloses an intersection road area expansion system based on the dynamic lane design, the method is suitable for expansion of the intersection with the limited road area, the traffic efficiency of straight movement is not affected while the traffic capacity of left-turn movement is improved, the traffic capacity of urban intersections is improved, and the traffic efficiency of the urban intersections is improved. And the urban traffic jam problem is relieved.

Description

Technical Field

[0001] The invention relates to the technical fields of traffic engineering, urban intersection channelization design and signal timing design, and in particular to a method and system for expanding the road area of ​​an intersection based on dynamic lane design. Background Art

[0002] With the acceleration of urbanization and the rapid economic development in my country, the number of cars in my country has been increasing year by year. The contradiction between the growing traffic demand and the road traffic capacity has become increasingly prominent, seriously hindering the development of urban economy and society. Therefore, solving the traffic congestion problem is not only a prerequisite for ensuring the coordinated development of the urban transportation system, but also the key to promoting the rapid development of social economy.

[0003] The theoretical basis of the traffic congestion problem is the balance of traffic supply and demand. As a key node in the urban traffic network, urban intersections play a vital role in the efficiency and quality of traffic operation. However, due to land use planning, the intersection area in most urban centers is relatively narrow, resulting in endless traffic congestion problems, which has become a key bottleneck in improving the efficiency of urban traffic operation. At the same time, traditional optimization methods such as increasing the number of lanes are difficult to apply to meet the high traffic demand of intersections within limited road space.

[0004] In recent years, scholars have proposed designs such as U-shaped intersections, continuous flow intersections, and dynamic lane designs to separate conflicts between different traffic directions within intersections. Among them, the design of dynamic lanes represented by left-turn lanes and array lanes can improve the time and space utilization of intersections through the coordination of main signals and pre-signals without changing the intersection infrastructure.

[0005] The design of the left-turn lane by detour is also called the left-turn exit lane design. It is a coordinated control of the main signal and the pre-signal, and the adjacent opposite lane is used to add a dynamic entrance left-turn lane, so it can effectively increase the traffic efficiency of left-turn vehicles at the intersection. However, for intersections with high left-turn and through traffic volumes, the design of the left-turn lane by detour is not enough to completely solve the traffic congestion problem at the intersection. Therefore, a dynamic lane design method combining the left-turn lane by detour with the array lane is proposed, which is committed to solving a wider range of intersection congestion problems.

[0006] The design concept of the array lane is to add a pre-stop line at the signal intersection. The area between the pre-stop line and the intersection stop line is called the "sorting area". By formulating a pre-signal phase arrangement strategy to separate the right of way, the area can be used by left-turning and straight-moving vehicles in different time windows. At the same time, the number of straight and left-turn lanes can be increased, thereby improving traffic capacity.

[0007] In summary, the existing technology has the problem of limited traffic efficiency due to the small intersection area in the city center. Dynamic lanes can separate conflicts in time by allocating time windows to traffic flows in different vehicle running directions, but dynamic lanes will occupy the space of other running directions to a certain extent, increase the risk of traffic conflicts, and pose a huge challenge to signal control. Therefore, it is necessary to propose a signal control method for main and pre-signal linkage to ensure the operation safety and efficiency of dynamic lanes. Summary of the invention

[0008] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide a method and system for expanding the road area of ​​an intersection based on dynamic lane design. The present invention constructs a complete design structure of a dynamic lane, including the lane distribution of the dynamic lane, the dynamic lane length design, and the main and pre-signal timing design, exchanging time for space, maximizing the use of road space, improving intersection continuity, and alleviating traffic congestion problems.

[0009] The present invention adopts the following technical solutions to solve the above technical problems:

[0010] A method for expanding the road area of ​​an intersection based on dynamic lane design proposed in the present invention includes:

[0011] Collecting basic traffic data of the intersection, and calculating traffic evaluation indicators based on the basic traffic data;

[0012] Establishing dynamic lane design principles, if the calculated traffic evaluation index meets the dynamic lane design principles, then the dynamic lane is configured; if the calculated traffic evaluation index does not meet the dynamic lane design principles, then the dynamic lane is not configured;

[0013] Construct lane configuration based on dynamic lanes;

[0014] Design main signal timing scheme based on dynamic lane configuration;

[0015] Calculate the length of the dynamic lane based on the main signal timing plan;

[0016] Design the pre-signal timing plan based on the lane configuration of the dynamic lane, the main signal timing plan and the dynamic lane length.

[0017] As a further optimization scheme of the intersection road area expansion method based on dynamic lane design described in the present invention, the basic traffic data includes traffic space layout data, intersection vehicle operation data and traffic signal data, wherein:

[0018] Traffic space layout data includes: the number of entrance lanes n1, the number of exit lanes n2, and the lane width w in each direction of the intersection l, let the intersection entrance road be numbered as d, where d∈{1,2,3,4}, d=1 represents the east entrance road, d=2 represents the west entrance road, d=3 represents the south entrance road, d=4 represents the north entrance road, w d With L d Respectively represent the width and length of the intersection numbered d. Assume that the direction of vehicle movement on each entrance lane is m, where m∈{1,2,3}, m=1 represents left turn, m=2 represents straight ahead, and m=3 represents right turn;

[0019] Intersection vehicle operation data includes: q(dm) PHF The traffic flow of vehicles running in the direction of m at the entrance of the intersection numbered d during peak hours, the vehicle start loss time T, the saturated headway time h of each entrance, the vehicle running speed V in the intersection area, and the average vehicle length l veh , and the anti-collision distance d between vehicles s ;

[0020] Traffic signal data includes: signal cycle C and signal green light time G for each direction, signal phase sequence, yellow light time y, and full red time ar.

[0021] As a further optimization scheme of the intersection road area expansion method based on dynamic lane design described in the present invention, the traffic evaluation index is the traffic flow saturation (v / c) of each vehicle running direction of each entrance road of the intersection, where v is the traffic flow and c is the road capacity.

[0022] As a further optimization scheme of the intersection road area expansion method based on dynamic lane design described in the present invention, the dynamic lane design principle is:

[0023] The vehicle running direction of the entrance lane of the dynamic lane is designed to meet (v / c) d,m ≥δ, where (v / c) d,m is the traffic flow saturation of the entrance lane of intersection numbered d with vehicles running in direction m, and δ is the saturation threshold.

[0024] As a further optimization scheme of the intersection road area expansion method based on dynamic lane design described in the present invention, a lane configuration based on dynamic lanes is constructed, including the following sub-steps:

[0025] Step A: Increase the number of dynamic left-turn lanes and transform the entrance lane closest to the center line into a dynamic lane that combines a left-turn lane with an oncoming lane;

[0026] Increase the number of dynamic through lanes, and transform the left-turn lane closest to the through lane into a dynamic lane that combines a through lane and a left-turn lane;

[0027] Step B: by adding pre-stop lines, pre-signal lights, and dynamic lane LED signs, different time windows are given to vehicles in different directions. When the dynamic lane LED sign is green, the vehicle enters the dynamic lane from the pre-stop line. Otherwise, the red light is on and the vehicle is not allowed to enter the dynamic lane.

[0028] Step C: After the dynamic lane configuration is implemented, the number of lanes n of the entrance lane with the vehicle running direction m at the intersection numbered d and the exit lane d,m,1 、n d,m,2 Satisfy: n d,m,1 ≤n d,m,2 .

[0029] As a further optimization scheme of the intersection road area expansion method based on dynamic lane design described in the present invention, the main signal timing scheme includes the following sub-steps:

[0030] Step a: Based on the dynamic lane configuration, determine the signal phase sequence. The specific phase sequence is:

[0031] In the first phase, vehicles entering from the east and west are allowed to turn left or right. For the dynamic lane, vehicles entering from the east and west are allowed to turn left or right, and vehicles entering from the south and north are allowed to enter the dynamic lane.

[0032] The second phase allows south and north import straight-going and right-turning vehicles to pass. For the dynamic lane, south and north import straight-going vehicles are allowed to use the dynamic lane, and east and west import straight-going vehicles are allowed to enter the dynamic lane;

[0033] The third phase allows vehicles entering from the east and west to go straight and turn right. For the dynamic lane, vehicles entering from the east and west to go straight are allowed to use the dynamic lane, and vehicles turning left from the south and north are allowed to enter the dynamic lane.

[0034] The fourth phase allows left-turning and right-turning vehicles from the south and north to pass through. For the dynamic lane, straight-going vehicles from the south and north are allowed to use the dynamic lane, and left-turning vehicles from the east and west are allowed to enter the dynamic lane.

[0035] Step b: Calculate the main signal phase timing, apply the Webster timing method, and calculate the optimal cycle duration C of the main signal according to the traffic volume of each vehicle running direction at the intersection. des , and the green light duration G of the i-th phase i ; Among them, i∈{1,2,3,4}, i=1, i=2, i=3, i=4 represent the first, second, third and fourth main phases respectively.

[0036] As a further optimization scheme of the intersection road area expansion method based on dynamic lane design described in the present invention, the length of the dynamic lane is determined as:

[0037] Step ①, calculate the maximum number of vehicles queuing in the vehicle running direction of each entrance road with dynamic lanes;

[0038] Q(id) max =(q(dm) PHF (CG i -y)) / 3600

[0039] Among them, Q(id) max represents the maximum number of queued vehicles in the vehicle running direction of the entrance lane of the intersection numbered d in the i-th main phase;

[0040] Step ②: Calculate the length of the road section l required for the vehicle to enter the dynamic lane change behavior c ;

[0041]

[0042] Step ③: Calculate the dynamic lane length l d , the specific calculation method is:

[0043] l d =max{(l veh +d s )Q(id) max / n id +l c}

[0044] l d ≤L d -(Q(jd) max (l veh +d s )) / n jd

[0045] l d ≥(Q(id) max (l veh +d s )-L d n jd ) / Q(id) max

[0046] Among them, n id The number of fixed lanes representing the vehicle running direction of the entrance lane of the intersection numbered d in the i-th main phase, n jd The number of fixed lanes representing the vehicle running direction of the entrance lane of the jth pre-phase and intersection numbered d, n(id) DVL The number of dynamic lanes representing the vehicle running direction of the entrance lane of the intersection numbered d in the i-th main phase, Q(jd) maxRepresents the maximum number of queued vehicles in the vehicle running direction of the entrance lane of the j-th pre-phase and intersection numbered d, where j∈{1,2,3,4}, j=1, j=2, j=3, j=4 represent the first, second, third, and fourth phases of the pre-phase respectively.

[0047] As a further optimization scheme of the intersection road area expansion method based on dynamic lane design described in the present invention, a pre-signal timing scheme is designed based on the lane configuration of the dynamic lane, the main signal timing scheme and the dynamic lane length, as follows:

[0048] Step i: Calculate the pre-signal phase timing. The pre-signal cycle length is consistent with the main signal cycle length. The green light duration of each phase is The specific calculation method of the pre-signal green light time is:

[0049]

[0050] in, The green light start time of the entrance road with the jth pre-signal phase and intersection number d is compared with the time interval of the main signal start later. Represents the green light closing time of the entrance lane of the j-th pre-signal phase and the intersection number d compared with the early closing time interval of the main signal, represents the green light time of the entrance lane of the intersection numbered d in the jth pre-signal phase, γ j Indicates whether the jth pre-signal phase is set to a dynamic left-turn lane. γ = 1 means there is a dynamic left-turn lane, and γ = 0 means there is no dynamic left-turn lane. jd represents the dynamic lane length of the entrance lane of the intersection numbered d in the jth pre-signal phase, G j represents the green light time of the main signal corresponding to the jth pre-signal sequence, G j-1 Represents the green light time of the main signal corresponding to the j-1th pre-signal sequence;

[0051] Step ii: Determine the minimum green light time of the pre-signal. The green light time of each phase of the pre-signal should be greater than the minimum green light time. The specific calculation method is:

[0052]

[0053] Δg d ≥T+l d / V

[0054] Where, Δg d Represents the entrance lane of the intersection numbered d, and the time interval for a vehicle to start from the pre-stop line to the main stop line.

[0055] An intersection road area expansion system based on dynamic lane design, comprising:

[0056] A collection and calculation module, used to collect basic traffic data of the intersection and calculate traffic evaluation indicators based on the basic traffic data;

[0057] Establishing a module for establishing a dynamic lane design principle. If the calculated traffic evaluation index meets the dynamic lane design principle, the dynamic lane is configured. If the calculated traffic evaluation index does not meet the dynamic lane design principle, the dynamic lane is not configured.

[0058] Lane configuration module, used to build lane configuration based on dynamic lanes;

[0059] Main signal timing module, used to design main signal timing scheme based on dynamic lane configuration;

[0060] A dynamic lane length calculation module, used to calculate the length of the dynamic lane based on the main signal timing plan;

[0061] The pre-signal timing module is used to design the pre-signal timing plan based on the lane configuration of the dynamic lane, the main signal timing plan and the dynamic lane length.

[0062] A computer device includes a memory, a processor, and a computer program stored in the memory and capable of running on the processor. When the processor executes the computer program, the steps of the intersection road area expansion method based on dynamic lane design as described above are implemented.

[0063] Compared with the prior art, the present invention adopts the above technical solution and has the following technical effects:

[0064] (1) Aiming at the problem of traffic congestion at intersections under land use restrictions, the present invention proposes a dynamic lane configuration and main pre-signal phase timing method combining a left-turn lane with a lane array, deeply explores the design elements of dynamic lane layout, and constructs a complete intersection dynamic lane design framework, which has significant practical value for urban traffic management;

[0065] (2) The present invention does not rely on road expansion. It optimizes the spatial and temporal resource allocation of intersections through dynamic lane design, effectively eliminating problems such as narrow entrances and exits and insufficient number of lanes at intersections, reducing the number of vehicles parking and waiting in queues during peak hours, and improving the operating efficiency of intersections. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] Figure 1 The figure is a flow chart of the method of the present invention.

[0067] Figure 2 This is a diagram of the current status of intersection channelization according to an example of the present invention.

[0068] Figure 3This is a dynamic lane configuration diagram of an example intersection of the present invention.

[0069] Figure 4 The main pre-signal configuration diagram is designed for the dynamic lane of the intersection of the present invention. DETAILED DESCRIPTION

[0070] In order to make the purpose, technical solutions and advantages of the present invention more clear, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0071] In order to meet the vehicle operation demand during peak periods at intersections with limited areas, the present invention aims to propose an intersection road area expansion method based on dynamic lane design to meet the peak period traffic demand at unbalanced intersections with limited road space.

[0072] A method for expanding intersection road area based on dynamic lane design includes steps 1 to 5.

[0073] Step 1: Collect basic traffic data of the proposed intersection, including but not limited to:

[0074] (1) Traffic spatial layout data: Let the entrance lanes of the intersection be numbered d, where d∈{1,2,3,4} represents the east (d=1), west (d=2), south (d=3) and north entrance lanes (d=4), respectively. Let the direction of vehicle movement of each entrance lane be m, where m∈{1,2,3} represents left turn (m=1), straight (m=2) and right turn (m=3), respectively. The collected traffic spatial layout data include but are not limited to the number of entrance lanes n1, the number of exit lanes n2, the lane width w of each direction of the intersection l , the intersection width between each direction w d , section length L;

[0075] (2) Intersection vehicle operation data: The traffic flow q (dm) of left-turn, straight-ahead, and right-turn traffic at each entrance of the intersection during peak hours PHF , vehicle start loss time T, saturated headway time h of each entrance lane, vehicle running speed V in the intersection area, average vehicle length l veh , the anti-collision distance between vehicles d s ;

[0076] (3) Traffic signal data: signal cycle C and signal green light time G for each direction, signal phase sequence, yellow light time y, and full red time ar;

[0077] Based on the above basic traffic data, the traffic evaluation index is calculated: the traffic flow saturation (v / c) of each vehicle running direction at the intersection, where v is the traffic flow and c is the road capacity.

[0078] Step 2: Propose the design principle of dynamic lanes: The vehicle running direction of the entrance lane of the dynamic lane should meet (v / c) d,m ≥δ, where (v / c) d,m is the traffic flow saturation of the vehicle running direction m at the entrance lane of the intersection numbered d, and δ is the saturation threshold. According to the calculated traffic evaluation index, it is judged whether the intersection is suitable for dynamic lane design. If it meets the dynamic lane design principle, the subsequent steps will be continued; if it does not meet the dynamic lane design principle, the dynamic lane design will not be performed.

[0079] Step 3: Construct lane configuration and main signal timing plan based on dynamic lanes.

[0080] Step 3.1, lane configuration plan, includes the following sub-steps:

[0081] Step 3.1.1, increase the number of dynamic left-turn lanes, and choose to transform the entrance lane closest to the center line into a dynamic lane that combines a left-turn lane with an oncoming lane;

[0082] Step 3.1.2, increase the number of dynamic through lanes, and select the left-turn lane closest to the through lane to transform it into a dynamic lane that combines a through lane and a left-turn lane;

[0083] Step 3.1.3, by adding pre-stop lines, pre-signal lights, and dynamic lane LED signs, different time windows are given to vehicles in different directions;

[0084] Step 3.1.4: After dynamic lane configuration is implemented, the number of lanes n for the entrance lane with vehicle running direction m and the exit lane with the entrance lane with intersection number d is d,m,1 、n d,m,2 Satisfy: n d,m,1 ≤n d,m,2 .

[0085] Step 3.2 Main signal timing plan, including the following sub-steps:

[0086] Step 3.2.1: Determine the signal phase sequence based on dynamic lane design. The specific phase sequence is:

[0087] (1) In the first phase, vehicles entering from the east and west are allowed to turn left or right. For dynamic lanes, vehicles entering from the east and west are allowed to turn left or right, and vehicles entering from the south and north are allowed to enter dynamic lanes.

[0088] (2) In the second phase, vehicles entering from the south and north are allowed to pass through and right-turn vehicles. For the dynamic lane, vehicles entering from the south and north are allowed to use the dynamic lane, and vehicles entering from the east and west are allowed to enter the dynamic lane.

[0089] (3) The third phase allows vehicles entering from the east and west to go straight and turn right. For the dynamic lane, vehicles entering from the east and west to go straight are allowed to use the dynamic lane, and vehicles turning left from the south and north are allowed to enter the dynamic lane.

[0090] (4) The fourth phase allows left-turning and right-turning vehicles from the south and north to pass. For the dynamic lane, straight-going vehicles from the south and north are allowed to use the dynamic lane, and left-turning vehicles from the east and west are allowed to enter the dynamic lane. Set i∈{1,2,3,4} to represent the first, second, third, and fourth phases of the main phase, respectively, and j∈{1,2,3,4} to represent the first, second, third, and fourth phases of the pre-phase, respectively;

[0091] Step 3.2.2: Calculate the main signal phase timing. Apply the Webster timing method to calculate the optimal main signal cycle duration C according to the traffic volume in each direction of the intersection. des , and the green light duration G of the i-th phase i ; Among them, i∈{1,2,3,4}, i=1, i=2, i=3, i=4 represent the first, second, third and fourth main phases respectively.

[0092] Step 4: Calculate the dynamic lane length.

[0093] Step 4.1: Calculate the maximum number of vehicles in the queue Q(id) in the vehicle running direction for each entrance with dynamic lanes max ;

[0094] Q(id) max =(q(dm) PHF (CG i -y)) / 3600

[0095] Among them, Q(id) max represents the maximum number of queued vehicles in the vehicle running direction of the entrance lane of the intersection numbered d in the i-th main phase;

[0096] Step 4.2: Calculate the length of the road section l required for the vehicle to enter the dynamic lane change behavior c ;

[0097]

[0098] Step 4.3, calculate the dynamic lane length l d At the same time, the dynamic lane length needs to prevent the left-turn vehicle queue from overflowing and affecting the upstream intersection, and also meet the queue requirements of through vehicles. The specific calculation method is:

[0099] l d =max{(l veh +d s )Q(id) max / n id+l c}

[0100] l d ≤L d -(Q(jd) max (l veh +d s )) / n jd

[0101] l d ≥(Q(id) max (l veh +d s )-L d n jd ) / Q(id) max

[0102] Among them, n id The number of fixed lanes representing the vehicle running direction of the entrance lane of the intersection numbered d in the i-th main phase, n jd The number of fixed lanes representing the vehicle running direction of the entrance lane of the jth pre-phase and intersection numbered d, n(id) DVL The number of dynamic lanes representing the vehicle running direction of the entrance lane of the intersection numbered d in the i-th main phase, Q(jd) max Represents the maximum number of queued vehicles in the vehicle running direction of the entrance lane of the j-th pre-phase and intersection numbered d, where j∈{1,2,3,4}, j=1, j=2, j=3, j=4 represent the first, second, third, and fourth phases of the pre-phase respectively.

[0103] Step 5: Design a pre-signal timing plan based on dynamic lane design.

[0104] Step 5.1, calculate the pre-signal phase timing. The pre-signal cycle length is consistent with the main signal cycle length. The green light duration of each phase is The specific calculation method of the pre-signal green light time is:

[0105]

[0106] in, The green light start time of the entrance road of the intersection numbered d, which represents the jth pre-signal phase, is compared with the time interval of the main signal start-up delay, in order to avoid conflicts between left-turning vehicles and oncoming vehicles. The green light closing time of the entrance lane of the intersection numbered d representing the jth pre-signal phase is compared with the early closing time interval of the main signal, in order to avoid the conflict of traffic flow in the two directions of vehicle movement. represents the green light time of the entrance lane of the intersection numbered d in the jth pre-signal phase, γ jIndicates whether the jth pre-signal phase is set to a dynamic left-turn lane. γ = 1 means there is a dynamic left-turn lane, and γ = 0 means there is no dynamic left-turn lane. jd represents the dynamic lane length of the entrance lane of the intersection numbered d in the jth pre-signal phase, G j represents the green light time of the main signal corresponding to the jth pre-signal sequence, G j-1 Represents the green light time of the main signal corresponding to the j-1th pre-signal sequence

[0107] Step 5.2: To ensure the continuity of vehicle traffic, it is necessary to determine the minimum green light time of the pre-signal. The green light time of each phase of the pre-signal should be greater than the minimum green light time. The specific calculation method is:

[0108]

[0109] Δg d ≥T+l d / V

[0110] Where, Δg d Represents the entrance lane of the intersection numbered d, and the time interval for a vehicle to start from the pre-stop line to the main stop line.

[0111] Furthermore, the pre-signal is configured at the pre-stop line, and each lane is configured with a dynamic lane LED sign. When a vehicle can enter the dynamic lane from the pre-stop line, the dynamic lane LED sign lights up green, otherwise, it lights up red.

[0112] This embodiment takes the intersection in the central area of ​​a prefecture-level city as the research object, and the method flow chart is shown in Figure 1 , the current status of intersection channelization is shown in Figure 2 , mainly includes the following five steps:

[0113] (1) Collect basic traffic data for the intersection, including the left-turn, straight-ahead, and right-turn traffic flow q at the east, west, south, and north entrances of the intersection during peak hours. PHF , the number of entrance lanes in each direction of the intersection is n1, the number of exit lanes is n2, and the lane width is w l , the intersection width between each direction w d , section length L, vehicle start loss time T, saturated headway time h of each entrance lane, vehicle speed V in the intersection area, average vehicle length l ve , the anti-collision distance between vehicles d s , signal cycle C and the green light time G, signal phase sequence, yellow light time y, and full red time ar of each driving direction. Based on the above traffic basic data, the traffic flow saturation v / c of ​​each vehicle running direction at the intersection is calculated. Some data are shown in Table 1 and Table 2.

[0114] Table 1 Traffic data table of the intersection of the research example

[0115]

[0116]

[0117] Table 2 Traffic parameters of the intersection of the research example

[0118]

[0119] (2) The collected data can be used to calculate that the recommended value of the indicator δ in the dynamic lane design principle is 0.9. The straight saturation of the east entrance of the intersection is 1.02, the straight saturation of the north entrance is 1.15, and the left turn saturation is 0.92, which meets the dynamic lane design principle, that is, (v / c) ≥ 0.9.

[0120] (3) Based on this, the dynamic lane allocation is then set. For the east entrance of the example intersection, the entrance lane closest to the center line is transformed into a dynamic lane that combines a left-turn lane and an oncoming lane. At the same time, the left-turn lane closest to the through lane is transformed into a dynamic lane that combines a through lane and a left-turn lane. In order to ensure that after the implementation of the dynamic lane design, the number of lanes in the entrance and exit lanes of each vehicle running direction at the intersection should meet the principle that the number of lanes in the exit lane is greater than or equal to the number of vehicles in the entrance lane, that is, n d,m,1 ≤n d,m,2 , transform the import lane closest to the center line of the west entrance into a dynamic lane combining the left-turn lane and the oncoming lane, and increase the number of west exit lanes.

[0121] For the north entrance of the example intersection, the entrance lane closest to the center line is converted into a dynamic lane combining a left-turn lane and an oncoming lane. At the same time, the left-turn lane closest to the through lane is converted into a dynamic lane combining a through lane and a left-turn lane.

[0122] For dynamic lane settings, pre-stop lines, pre-signal lights, and dynamic lane LED signs are required as basic supporting facilities. Figure 3 shown.

[0123] Furthermore, based on the dynamic lane configuration, the signal phase sequence is determined. The specific phase sequence is: the first phase allows left-turning and right-turning vehicles from the east and west imports to pass. For the dynamic lane, left-turning vehicles from the east and west imports are allowed to use the dynamic lane, and straight-going vehicles from the north import are allowed to enter the dynamic lane; the second phase allows straight-going and right-turning vehicles from the south and north imports to pass. For the dynamic lane, straight-going vehicles from the north import are allowed to use the dynamic lane, and straight-going vehicles from the east import are allowed to enter the dynamic lane; the third phase allows straight-going and right-turning vehicles from the east and west imports to pass. For the dynamic lane, straight-going vehicles from the east import are allowed to use the dynamic lane, and left-turning vehicles from the north are allowed to enter the dynamic lane; the fourth phase allows left-turning and right-turning vehicles from the south and north imports to pass. For the dynamic lane, straight-going vehicles from the north import are allowed to use the dynamic lane, and left-turning vehicles from the east and west are allowed to enter the dynamic lane. The main pre-signal configuration diagram of the dynamic lane design of the example intersection is shown in the figure below. Figure 4 shown.

[0124] Furthermore, the main signal phase timing is calculated, and the Webster timing method is applied to calculate the optimal cycle duration C of the main signal according to the traffic volume of each vehicle running direction at the intersection. des , and the green light duration G of each phase i ,The signal timing optimization results are shown in Table 3.

[0125] (4) Determine the length of the dynamic lane. Calculate the maximum number of vehicles queuing in the direction of vehicle movement when dynamic lanes are set up at each entrance:

[0126] Q(id) max =(q(dm) PHF (CG i -y)) / 3600

[0127] Among them, Q(id) max Represents the maximum number of queued vehicles in the vehicle running direction of the i-th main phase and the entrance lane d.

[0128] Furthermore, the length of the road section l required for the vehicle to enter the dynamic lane change behavior is calculated c ;

[0129]

[0130] Further, calculate the dynamic lane length l d , the specific calculation method is:

[0131] l d =max{(l veh +d s )Q(id) max / n id +l c}

[0132] ld ≤L d -(Q(jd) max (l veh +d s )) / n jd

[0133] l d ≥(Q(id) max (l veh +d s )-L d n jd ) / Q(id) max

[0134] Among them, n id The number of fixed lanes representing the vehicle running direction of the entrance lane of the intersection numbered d in the i-th main phase, n jd The number of fixed lanes representing the vehicle running direction of the entrance lane of the jth pre-phase and intersection numbered d, n(id) DVL The number of dynamic lanes representing the vehicle running direction of the entrance lane of the intersection numbered d in the i-th main phase, Q(jd) max Represents the maximum number of queued vehicles in the vehicle running direction of the entrance lane of the j-th pre-phase and intersection numbered d, where j∈{1,2,3,4}, j=1, j=2, j=3, j=4 represent the first, second, third, and fourth phases of the pre-phase respectively.

[0135] Dynamic lane length l d The specific values ​​of are shown in Table 3.

[0136] (5) Further, the pre-signal phase timing is calculated. The pre-signal cycle length is consistent with the main signal cycle length. The specific calculation method of the green light time of each phase of the pre-signal is:

[0137]

[0138] in, The green light start time of the entrance road with the jth pre-signal phase and intersection number d is compared with the time interval of the main signal start later. Represents the green light closing time of the entrance lane of the j-th pre-signal phase and the intersection number d compared with the early closing time interval of the main signal, represents the green light time of the entrance lane of the intersection numbered d in the jth pre-signal phase, γ j Indicates whether the jth pre-signal phase is set to a dynamic left-turn lane. γ = 1 means there is a dynamic left-turn lane, and γ = 0 means there is no dynamic left-turn lane. jd represents the dynamic lane length of the entrance lane of the intersection numbered d in the jth pre-signal phase, G jrepresents the green light time of the main signal corresponding to the jth pre-signal sequence, G j-1 Represents the green light time of the main signal corresponding to the j-1th pre-signal sorting.

[0139] Further, the minimum green light time is calculated as Δg d , the green light time of each phase of the pre-signal should be greater than the minimum green light time.

[0140]

[0141] Δg d ≥T+l d / V

[0142] Where, Δg d Represents the entrance lane of the intersection numbered d, and the time interval for a vehicle to start from the pre-stop line to the main stop line.

[0143] The pre-signal phase timing is shown in Table 3

[0144] Table 3 Design parameters of dynamic lanes in the research example intersection

[0145]

[0146] An embodiment of the present invention also provides a computer device, including a memory, a processor, and a computer program stored in the memory and capable of running on the processor. When the processor executes the computer program, the steps of the method for expanding the intersection road area based on dynamic lane design as described in any of the above-mentioned embodiments are implemented.

[0147] An embodiment of the present invention also provides a computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the steps of the intersection road area expansion method based on dynamic lane design as described in any of the above-mentioned embodiments.

[0148] It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program codes. The schemes in the embodiments of the present invention may be implemented in various computer languages, for example, object-oriented programming language Java and literal scripting language JavaScript, etc.

[0149] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0150] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0151] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0152] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0153] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A method for expanding the road area of ​​an intersection based on dynamic lane design, characterized in that: include: Collecting basic traffic data of the intersection, and calculating traffic evaluation indicators based on the basic traffic data; Establishing dynamic lane design principles, if the calculated traffic evaluation index meets the dynamic lane design principles, then the dynamic lane is configured; if the calculated traffic evaluation index does not meet the dynamic lane design principles, then the dynamic lane is not configured; Construct lane configuration based on dynamic lanes; Design main signal timing scheme based on dynamic lane configuration; Calculate the length of the dynamic lane based on the main signal timing plan; Design the pre-signal timing plan based on the lane configuration of the dynamic lane, the main signal timing plan and the dynamic lane length.

2. The method for expanding the intersection road area based on dynamic lane design according to claim 1, characterized in that: Traffic basic data includes traffic space layout data, intersection vehicle operation data and traffic signal data, among which: Traffic space layout data includes: the number of entrance lanes n1, the number of exit lanes n2, and the lane width w in each direction of the intersection l , let the intersection entrance road be numbered as d, where d∈{1,2,3,4}, d=1 represents the east entrance road, d=2 represents the west entrance road, d=3 represents the south entrance road, d=4 represents the north entrance road, w d With L d Respectively represent the width and length of the intersection numbered d. Assume that the direction of vehicle movement on each entrance lane is m, where m∈{1,2,3}, m=1 represents left turn, m=2 represents straight ahead, and m=3 represents right turn; Intersection vehicle operation data includes: q(dm) PHF The traffic flow of vehicles running in the direction of m at the entrance of the intersection numbered d during peak hours, the vehicle start loss time T, the saturated headway time h of each entrance, the vehicle running speed V in the intersection area, and the average vehicle length l veh , and the anti-collision distance d between vehicles s ; Traffic signal data includes: signal cycle C and signal green light time G for each direction, signal phase sequence, yellow light time y, and full red time ar.

3. The method for expanding the intersection road area based on dynamic lane design according to claim 1, characterized in that: The traffic evaluation index is the traffic flow saturation (v / c) of each vehicle running direction at each entrance of the intersection, where v is the traffic flow and c is the road capacity.

4. The method for expanding the intersection road area based on dynamic lane design according to claim 2, characterized in that: The design principles of dynamic lanes are: The vehicle running direction of the entrance lane of the dynamic lane is designed to meet (v / c) d,m ≥δ, where (v / c) d,m is the traffic flow saturation of the entrance road of intersection numbered d with vehicles running in direction m, and δ is the saturation threshold.

5. The method for expanding the intersection road area based on dynamic lane design according to claim 2, characterized in that: Constructing a lane configuration based on dynamic lanes includes the following sub-steps: Step A: Increase the number of dynamic left-turn lanes and transform the entrance lane closest to the center line into a dynamic lane that combines a left-turn lane with an oncoming lane; Increase the number of dynamic through lanes, and transform the left-turn lane closest to the through lane into a dynamic lane that combines a through lane and a left-turn lane; Step B: by adding pre-stop lines, pre-signal lights, and dynamic lane LED signs, different time windows are given to vehicles in different directions. When the dynamic lane LED sign is green, the vehicle enters the dynamic lane from the pre-stop line. Otherwise, the red light is on and the vehicle is not allowed to enter the dynamic lane. Step C: After the dynamic lane configuration is implemented, the number of lanes n of the entrance lane with the vehicle running direction m at the intersection numbered d and the exit lane d,m,1 、n d,m,2 Satisfy: n d,m,1 ≤n d,m,2 .

6. The method for expanding the intersection road area based on dynamic lane design according to claim 5, characterized in that: The main signal timing scheme includes the following sub-steps: Step a: Based on the dynamic lane configuration, determine the signal phase sequence. The specific phase sequence is: In the first phase, vehicles entering from the east and west are allowed to turn left or right. For the dynamic lane, vehicles entering from the east and west are allowed to turn left or right, and vehicles entering from the south and north are allowed to enter the dynamic lane. The second phase allows south and north import straight-going and right-turning vehicles to pass. For the dynamic lane, south and north import straight-going vehicles are allowed to use the dynamic lane, and east and west import straight-going vehicles are allowed to enter the dynamic lane; The third phase allows vehicles entering from the east and west to go straight and turn right. For the dynamic lane, vehicles entering from the east and west to go straight are allowed to use the dynamic lane, and vehicles turning left from the south and north are allowed to enter the dynamic lane. The fourth phase allows left-turning and right-turning vehicles from the south and north to pass through. For the dynamic lane, straight-going vehicles from the south and north are allowed to use the dynamic lane, and left-turning vehicles from the east and west are allowed to enter the dynamic lane. Step b: Calculate the main signal phase timing, apply the Webster timing method, and calculate the optimal cycle duration C of the main signal according to the traffic volume of each vehicle running direction at the intersection. des , and the green light duration G of the i-th phase i ; Among them, i∈{1,2,3,4}, i=1, i=2, i=3, i=4 represent the first, second, third and fourth main phases respectively.

7. The method for expanding the intersection road area based on dynamic lane design according to claim 6, characterized in that: Determine the length of the dynamic lane as: Step ①, calculate the maximum number of vehicles queuing in the vehicle running direction of each entrance road with dynamic lanes; Q(id) max =(q(dm) PHF (C-G i -y)) / 3600 Among them, Q(id) max represents the maximum number of queued vehicles in the vehicle running direction of the entrance lane of the intersection numbered d in the i-th main phase; Step ②: Calculate the length of the road section l required for the vehicle to enter the dynamic lane change behavior c ; Step ③: Calculate the dynamic lane length l d , the specific calculation method is: l d =max{(l veh +d s )Q(id) max / n id +l c } l d ≤L d -(Q(jd) max (l veh +d s )) / n jd l d ≥(Q(id) max (l veh +d s )-L d n jd ) / Q(id) max Among them, n id The number of fixed lanes representing the vehicle running direction of the entrance lane of the intersection numbered d in the i-th main phase, n jd The number of fixed lanes representing the vehicle running direction of the entrance lane of the jth pre-phase and intersection numbered d, n(id) DVL The number of dynamic lanes representing the vehicle running direction of the entrance lane of the intersection numbered d in the i-th main phase, Q(jd) max Represents the maximum number of queued vehicles in the vehicle running direction of the entrance lane of the j-th pre-phase and intersection numbered d, where j∈{1,2,3,4}, j=1, j=2, j=3, j=4 represent the first, second, third, and fourth phases of the pre-phase respectively.

8. The method for expanding the intersection road area based on dynamic lane design according to claim 7, characterized in that: Based on the lane configuration of the dynamic lane, the main signal timing plan and the dynamic lane length, the pre-signal timing plan is designed as follows: Step i: Calculate the pre-signal phase timing. The pre-signal cycle length is consistent with the main signal cycle length. The green light duration of each phase is The specific calculation method of the pre-signal green light time is: in, The green light start time of the entrance road with the jth pre-signal phase and intersection number d is compared with the time interval of the main signal start later. Represents the green light closing time of the entrance lane of the j-th pre-signal phase and the intersection number d compared with the early closing time interval of the main signal, represents the green light time of the entrance lane of the intersection numbered d in the jth pre-signal phase, γ j Indicates whether the jth pre-signal phase is set to a dynamic left-turn lane. γ = 1 means there is a dynamic left-turn lane, and γ = 0 means there is no dynamic left-turn lane. jd represents the dynamic lane length of the entrance lane of the intersection numbered d in the jth pre-signal phase, G j represents the green light time of the main signal corresponding to the jth pre-signal sequence, G j-1 Represents the green light time of the main signal corresponding to the j-1th pre-signal sequence; Step ii: Determine the minimum green light time of the pre-signal. The green light time of each phase of the pre-signal should be greater than the minimum green light time. The specific calculation method is: Δg d ≥T+l d / V Where, Δg d Represents the entrance lane of the intersection numbered d, and the time interval for a vehicle to start from the pre-stop line to the main stop line.

9. An intersection road area expansion system based on dynamic lane design, characterized in that: include: A collection and calculation module, used to collect basic traffic data of the intersection and calculate traffic evaluation indicators based on the basic traffic data; Establishing a module for establishing a dynamic lane design principle. If the calculated traffic evaluation index meets the dynamic lane design principle, the dynamic lane is configured. If the calculated traffic evaluation index does not meet the dynamic lane design principle, the dynamic lane is not configured. Lane configuration module, used to build lane configuration based on dynamic lanes; Main signal timing module, used to design main signal timing scheme based on dynamic lane configuration; A dynamic lane length calculation module, used to calculate the length of the dynamic lane based on the main signal timing plan; The pre-signal timing module is used to design the pre-signal timing plan based on the lane configuration of the dynamic lane, the main signal timing plan and the dynamic lane length.

10. A computer device comprising a memory, a processor, and a computer program stored in the memory and capable of running on the processor, characterized in that: When the processor executes the computer program, the steps of the method for expanding the intersection road area based on dynamic lane design as described in any one of claims 1 to 8 are implemented.

Images