An intersection road area expansion method and system based on dynamic lane design

Abstract

The application 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, traffic investigation is carried out, and intersection traffic basic data to be implemented is collected; secondly, a lane distribution scheme under a limited area and a main signal timing scheme are proposed according to dynamic lane design index requirements; thirdly, the design length of the dynamic lane is determined; and finally, a pre-signal timing scheme is determined.The application further discloses an intersection road area expansion system based on dynamic lane design.The application is suitable for expanding the intersection of a limited road area, can improve the left-turn movement passing capacity while not affecting the passing efficiency of the straight movement, is helpful to improve the urban intersection passing capacity and relieve the urban traffic congestion problem.

Description

Technical Field

[0001] The present 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 rapid economic development in my country, the number of vehicles in the country has been increasing year by year. The growing disparity between traffic demand and road capacity is becoming increasingly prominent, seriously hindering urban economic and social development. Therefore, resolving traffic congestion is not only a prerequisite for ensuring the coordinated development of urban transportation systems, but also a key to promoting rapid social and economic development.

[0003] The theoretical basis for traffic congestion lies in the balance between traffic supply and demand. Urban intersections, as key nodes in urban transportation networks, play a crucial role in the efficiency and quality of traffic operations. However, due to land use planning constraints, intersections in most city centers are relatively narrow, leading to persistent traffic congestion and becoming a key bottleneck in improving urban transportation efficiency. Furthermore, traditional optimization methods, such as increasing the number of lanes, are difficult to apply to meeting the high traffic demand at intersections within limited road space.

[0004] In recent years, scholars have proposed design options such as U-shaped intersections, continuous-flow intersections, and dynamic lanes to separate conflicting traffic flows within intersections. Dynamic lane designs, such as left-turn lanes and array lanes, can improve intersection space and time utilization by synergizing main and pre-signal signals without changing intersection infrastructure.

[0005] The design of a detour left-turn lane, also known as a left-turn exit lane, utilizes the coordinated control of main and pre-signals to add a dynamic entrance left-turn lane with the aid of adjacent oncoming lanes. This effectively increases the efficiency of left-turning vehicles at intersections. However, for intersections with high volumes of both left-turn and through traffic, a single detour left-turn lane design is insufficient to completely resolve intersection congestion. Therefore, a dynamic lane design approach combining detour left-turn lanes with array lanes has been proposed to address a wider range of intersection congestion issues.

[0006] The design concept of array lanes is to add pre-stop lines at signalized intersections. The area between the pre-stop lines and the intersection stop lines is called the "sorting area." By formulating a pre-signal phase arrangement strategy to separate the right of way, this area can be used by left-turning and through-going vehicles in different time windows. This can also increase the number of through-going and left-turn lanes and improve traffic capacity.

[0007] In summary, existing technologies face the problem of limited traffic efficiency due to the small intersection area in urban centers. Dynamic lanes can separate traffic conflicts by assigning time windows to traffic flows in different directions. However, dynamic lanes encroach on the space of other directions to a certain extent, increasing the risk of traffic conflicts and posing a significant challenge to signal control. Therefore, a signal control method that integrates main and pre-signal linkage is needed to ensure the safety and efficiency of dynamic lane operations. Summary of the Invention

[0008] The technical problem to be solved by the present invention is to overcome the shortcomings of the existing technology 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 dynamic lane design structure, 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 area of ​​an intersection road 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] Establish dynamic lane design principles. If the calculated traffic evaluation index meets the dynamic lane design principles, then the dynamic lane configuration will be carried out. If the calculated traffic evaluation index does not meet the dynamic lane design principles, then the dynamic lane configuration will not be carried out.

[0013] Construct lane configuration based on dynamic lanes;

[0014] Design main signal timing plan 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, traffic basic 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 Represent the intersection width and road section length numbered d respectively. Assume that the direction of vehicle movement of 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 intersection number d during peak hours, vehicle start loss time T, saturated headway time h of each entrance, vehicle speed V in the intersection area, and average vehicle length l veh , and the anti-collision distance d between vehicles s ;

[0020] Traffic signal data includes: signal cycle C, signal green time G for each direction, signal phase sequence, yellow 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 lane 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 as follows:

[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 vehicle running direction m at the entrance lane of intersection numbered d, and δ is the saturation threshold.

[0024] As a further optimization scheme of the intersection road area expansion method based on dynamic lane design according to 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 line, pre-signal, dynamic lane LED indicator, give different direction of vehicle different passing time window, when dynamic lane LED indicator bright green light, vehicle from pre-stop line into dynamic lane, otherwise, bright red light, not allow vehicle into dynamic lane;

[0028] Step C, after implementing dynamic lane configuration, the number of lanes n of the entrance way with the exit way of the running direction m of the entrance way numbered d of the intersection d,m,1 , n d,m,2 Meet: 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, the main signal timing scheme comprises the following sub-steps:

[0030] Step a, based on dynamic lane configuration, determine the signal phase sequence, and the specific phase sequence is:

[0031] The first phase allows east and west entrance left and right turning vehicles to pass, for the dynamic lane, the east and west entrance left turning vehicles are allowed to use the dynamic lane to pass, and the south and north entrance straight vehicles are allowed to enter the dynamic lane;

[0032] The second phase allows south and north entrance straight and right turning vehicles to pass, for the dynamic lane, the south and north entrance straight vehicles are allowed to use the dynamic lane to pass, and the east and west entrance straight vehicles are allowed to enter the dynamic lane;

[0033] The third phase allows east and west entrance straight and right turning vehicles to pass, for the dynamic lane, the east and west entrance straight vehicles are allowed to use the dynamic lane to pass, and the south and north left turning vehicles are allowed to enter the dynamic lane;

[0034] The fourth phase allows south and north entrance left and right turning vehicles to pass, for the dynamic lane, the south and north entrance straight vehicles are allowed to use the dynamic lane to pass, and the east and west left turning vehicles are allowed to enter the dynamic lane;

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

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

[0037] Step 1: Calculate the maximum number of vehicles queuing in the direction of vehicle movement for each entrance with dynamic lanes;

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

[0039] Among them, Q(id) max The maximum number of vehicles in the queue 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 intersection numbered d in the jth pre-phase, 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) maxThe maximum number of queued vehicles representing the running direction of the vehicle of the approach of the intersection numbered d of the jth pre-phase, wherein j∈{1,2,3,4}, j=1, j=2, j=3, j=4 respectively represent the first, second, third and fourth phases of the pre-phase.

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

[0048] Step i, calculate the pre-signal phase timing, the pre-signal cycle length is consistent with the main signal cycle length, and the green time of each phase is The specific calculation method of the pre-signal green time is:

[0049]

[0050] Wherein, The green start time of the jth pre-signal phase and the approach of the intersection numbered d is compared with the main signal late start time interval, The green close time of the jth pre-signal phase and the approach of the intersection numbered d is compared with the main signal early close time interval, The green time of the jth pre-signal phase and the approach of the intersection numbered d is compared with the main signal early close time interval, j Whether the jth pre-signal phase is set to dynamic left turn lane, γ=1 represents that there is dynamic left turn lane, and γ=0 represents that there is no dynamic left turn lane, l jd The dynamic lane length of the jth pre-signal phase and the approach of the intersection numbered d is compared with the main signal early close time interval, j The green time of the jth pre-signal phase and the approach of the intersection numbered d is compared with the main signal early close time interval, j-1 The green time of the jth pre-signal phase and the approach of the intersection numbered d is compared with the main signal early close time interval;

[0051] Step ii, determine the minimum green time of the pre-signal, the green time of each phase of the pre-signal should satisfy greater than the minimum green time, and the specific calculation method is:

[0052]

[0053] Δg d ≥T+l d / V

[0054] Wherein, Δg d The time interval from the pre-stop line to the main stop line of the vehicle of the approach of the intersection numbered d.

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

[0056] The collection calculation module is configured to collect traffic basic data of the intersection and calculate a traffic evaluation index according to the traffic basic data;

[0057] The establishment module is configured to establish a dynamic lane design principle, and if the calculated traffic evaluation index meets the dynamic lane design principle, lane configuration of the dynamic lane is performed, and if the calculated traffic evaluation index does not meet the dynamic lane design principle, lane configuration of the dynamic lane is not performed;

[0058] The lane configuration module is configured to construct lane configuration based on the dynamic lane;

[0059] The main signal timing module is configured to design a main signal timing scheme based on the lane configuration of the dynamic lane;

[0060] The dynamic lane length calculation module is configured to calculate the length of the dynamic lane based on the main signal timing scheme;

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

[0062] A computer device includes a memory, a processor, and a computer program stored in the memory and capable of running on the processor, and the processor implements the steps of the intersection road area expansion method based on the dynamic lane design when executing the computer program.

[0063] Compared with the prior art, the above technical scheme has the following technical effects:

[0064] (1) The present application proposes a dynamic lane configuration and main pre-signal phase timing method combining a left-turn lane and an array lane, which is aimed at the intersection traffic congestion problem under land use restrictions, 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 application does not rely on road expansion, optimizes the space-time resource allocation of the intersection through dynamic lane design, effectively eliminates the problems of narrow entrance and exit lanes and insufficient number of lanes at the intersection, reduces the vehicle parking and queuing waiting in peak period, and improves the operation efficiency of the intersection. BRIEF DESCRIPTION OF DRAWINGS

[0066] Figure 1 The present application method flowchart.

[0067] Figure 2 The present application example intersection channelization status diagram.

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

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

[0070] In order to make the objectives, 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 area, 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 space layout data: Let the intersection entrance lane be numbered as 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 space layout data includes but is not limited to the number of entrance lanes n1, the number of exit lanes n2, and the lane width w in each direction of the intersection. l , the intersection width w between each direction d , section length L;

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

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

[0077] Based on the above basic traffic data, the traffic evaluation index is calculated: the traffic flow saturation of each vehicle running direction at the intersection (v / c), 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 entrance lane of intersection d with vehicles traveling in direction m, and δ is the saturation threshold. Based on the calculated traffic evaluation indicators, the intersection's suitability for dynamic lane design is determined. If it meets the dynamic lane design principles, the subsequent steps are continued; if not, dynamic lane design is not implemented.

[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 by converting the entrance lane closest to the centerline 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 transform the left-turn lane closest to the through lane into a dynamic lane that combines a through lane and a left-turn lane.

[0083] Step 3.1.3: Add pre-stop lines, pre-signal lights, and dynamic lane LED signs to provide different time windows for 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 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 the 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 the dynamic lane, vehicles entering from the east and west are allowed to turn left and vehicles entering from the south and north are allowed to enter the dynamic lane.

[0088] (2) The second phase allows southbound and northbound vehicles to pass through and right-turn vehicles. For dynamic lanes, southbound and northbound vehicles are allowed to use the dynamic lanes, and eastbound and westbound vehicles are allowed to enter the dynamic lanes.

[0089] (3) The third phase allows vehicles entering from the east and west to go straight and turn right to pass. 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 based on 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 queuing in the direction of each vehicle with dynamic lanes set up at each entrance Q(id) max ;

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

[0095] Among them, Q(id) max The maximum number of vehicles in the queue 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 must prevent the left-turn vehicle queue from overflowing and affecting the upstream intersection, and must also meet the queuing 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 intersection numbered d in the jth pre-phase, 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 The maximum number of vehicles in the queue in the vehicle running direction of the entrance lane of the intersection numbered d in the jth pre-phase, where j∈{1,2,3,4}, j=1, j=2, j=3, and j=4 represent the first, second, third, and fourth pre-phases 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 for the pre-signal green light time is:

[0105]

[0106] in, The green light start time of the entrance lane 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 between the traffic flows in the two vehicle movement directions. 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 from the vehicle starting 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 FIG. 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 traffic flow q of left-turn, straight-through, and right-turn at each entrance to 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 w between each direction d , section length L, vehicle start loss time T, saturated headway h of each entrance lane, vehicle speed V in the intersection area, average vehicle length l ve , anti-collision distance d between vehicles s The signal cycle C is associated with the green light duration G, signal phase sequence, yellow light duration y, and full red duration ar for each direction of travel. Based on this basic traffic data, the traffic flow saturation v / c for each direction of travel at the intersection is calculated. Some of this data is shown in Tables 1 and 2.

[0114] Table 1. Study Example Intersection Traffic Data Table

[0115]

[0116]

[0117] Table 2. Study Example Intersection Traffic Parameter Table

[0118]

[0119] (2) Through the collected data, it can be calculated that the index δ in the dynamic lane design principle is recommended to be 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, i.e. (v / c) ≥ 0.9.

[0120] (3) Based on this, the dynamic lane allocation setting is then carried out. For the east entrance of the example intersection, the entrance lane closest to the center line is selected to be transformed into a left turn lane combined with the opposite lane, and the left turn lane closest to the straight lane is selected to be transformed into a straight lane combined with a left turn lane. In order to ensure that after the dynamic lane design is implemented, the number of lanes of each vehicle running direction of the intersection should meet the principle that the number of exit lanes is greater than or equal to the number of entrance lanes, i.e. n d,m,1 ≤n d,m,2 The entrance lane closest to the center line of the west entrance is transformed into a left turn lane combined with the opposite lane, and the number of west exit lanes is increased.

[0121] For the north entrance of the example intersection, the entrance lane closest to the center line is selected to be transformed into a left turn lane combined with the opposite lane, and the left turn lane closest to the straight lane is selected to be transformed into a straight lane combined with a left turn lane.

[0122] For dynamic lane setting, pre-stopping lines, pre-signals, and dynamic lane LED indicators are required as basic supporting facilities. The dynamic lane configuration of the example intersection is shown in Table 2. Figure 3

[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 entrances to pass. For the dynamic lane, left-turning vehicles from the east and west entrances are allowed to use the dynamic lane, and straight-going vehicles from the north entrance are allowed to enter the dynamic lane; the second phase allows straight-going and right-turning vehicles from the south and north entrances to pass. For the dynamic lane, straight-going vehicles from the north entrance are allowed to use the dynamic lane, and straight-going vehicles from the east entrance are allowed to enter the dynamic lane; the third phase allows straight-going and right-turning vehicles from the east and west entrances to pass. For the dynamic lane, straight-going vehicles from the east entrance are allowed to use the dynamic lane, and left-turning vehicles from the north entrance are allowed to enter the dynamic lane; the fourth phase allows left-turning and right-turning vehicles from the south and north entrances to pass. For the dynamic lane, straight-going vehicles from the north entrance are allowed to use the dynamic lane, and left-turning vehicles from the east and west entrances 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 main signal cycle duration C according to the traffic volume of each vehicle running direction at the intersection. des , and the green light duration of each phase G 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 is 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 intersection numbered d in the jth pre-phase, 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 The maximum number of vehicles in the queue in the vehicle running direction of the entrance lane of the intersection numbered d in the jth pre-phase, where j∈{1,2,3,4}, j=1, j=2, j=3, and j=4 represent the first, second, third, and fourth pre-phases respectively.

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

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

[0137]

[0138] in, The green light start time of the entrance lane of the intersection numbered d in the jth pre-signal phase is compared with the time interval of the main signal start time. The green light closing time of the entrance lane of the intersection numbered d in the jth pre-signal phase is 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 from the vehicle starting 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 intersection road area expansion method based on dynamic lane design as described in any of the above 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 understood by those skilled in the art that the 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. Furthermore, 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 code. The solutions in the embodiments of the present invention may be implemented in various computer languages, for example, the object-oriented programming language Java and the interpreted scripting language JavaScript.

[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 flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, 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 flowcharts and / or block diagrams. 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 that can direct a computer or other programmable data processing device to work 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 The 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 operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0152] Although the preferred embodiments of the present invention have been described, those skilled in the art may make additional 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 may make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if such changes and modifications fall within the scope of the claims and their equivalents, the present invention is intended to include such changes and modifications.

Claims

1. A method for expanding intersection road area 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; Establish dynamic lane design principles. If the calculated traffic evaluation index meets the dynamic lane design principles, then the dynamic lane configuration will be carried out. If the calculated traffic evaluation index does not meet the dynamic lane design principles, then the dynamic lane configuration will not be carried out. Construct lane configuration based on dynamic lanes; Design main signal timing plan based on dynamic lane configuration; Calculate the length of the dynamic lane based on the main signal timing plan; Design pre-signal timing plan based on dynamic lane configuration, main signal timing plan and dynamic lane length; 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 in each direction of the intersection , Number of exit lanes , Lane width , let the intersection entrance road be numbered d, where d , d=1 represents the east entrance, d=2 represents the west entrance, d=3 represents the south entrance, d=4 represents the north entrance, and They represent the width of the intersection and the length of the road section numbered d, respectively. Assume that the direction of vehicle movement on each entrance is m, where m , m=1 represents turning left, m=2 represents going straight, and m=3 represents turning right; Intersection vehicle operation data includes: Represents the traffic flow of vehicles running in direction m at the entrance of intersection numbered d during peak hours Vehicle start-up loss time T, saturated headway h of each entrance lane, vehicle speed V in the intersection area, average vehicle length , and the collision avoidance distance between vehicles ; Traffic signal data includes: signal cycle C, green light time G, signal phase sequence, yellow light time y, and full red time ar for each direction; 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 dynamic lane configuration is implemented, the number of lanes of the entrance lane with the vehicle running direction of the intersection numbered d and the exit lane with the vehicle running direction of m is 、 satisfy: ; Calculate the main signal phase timing, apply the Webster timing method, and calculate the optimal main signal cycle duration based on the traffic volume of each vehicle running direction at the intersection , and the green light duration of phase i ;in, , i=1, i=2, i=3, i=4 represent the first, second, third, and fourth main phases respectively; Determine the length of the dynamic lane as: Step 1: Calculate the maximum number of vehicles queuing in the direction of vehicle movement for each entrance with dynamic lanes; ; in, The maximum number of vehicles in the queue 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 required for the vehicle to enter the dynamic lane change behavior ; ; Step 3: Calculate dynamic lane length , the specific calculation method is: ; ; ; in, 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, The number of fixed lanes representing the vehicle running direction of the entrance lane of the intersection numbered d in the jth pre-phase, 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, represents the maximum number of vehicles queued in the vehicle running direction of the entrance lane of the intersection numbered d in the jth pre-phase, where j∈{1,2,3,4}, j=1, j=2, j=3, and j=4 represent the first, second, third, and fourth pre-phases respectively; Based on the dynamic lane configuration, main signal timing plan, and dynamic lane length, a pre-signal timing plan is designed as follows: step , calculate the pre-signal phase timing, the pre-signal cycle length is consistent with the main signal cycle length, and the green light duration of each phase is The specific calculation method for the pre-signal green light time is: ; ; ; in, The green light start time of the entrance lane of the intersection numbered d in the jth pre-signal phase is compared with the time interval of the main signal start time. The green light closing time of the entrance lane of the intersection numbered d in the jth pre-signal phase is 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, Indicates whether the jth pre-signal phase sets a dynamic left-turn lane. Indicates the presence of a dynamic left-turn lane. There is no dynamic left turn lane. represents the dynamic lane length of the entrance lane of the intersection numbered d in the jth pre-signal phase, represents the green light time of the main signal corresponding to the j-th pre-signal sequence, Represents the green light time of the main signal corresponding to the j-1th pre-signal sequence; step 2. 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: ; ; in, Represents the entrance lane of the intersection numbered d, and the time interval from the vehicle starting from the pre-stop line to the main stop line.

2. The method for expanding intersection road area based on dynamic lane design according to claim 1, characterized in that: Traffic evaluation index is the traffic flow saturation of each vehicle running direction at each entrance of the intersection ,in, For traffic flow, For road capacity.

3. The method for expanding intersection road area based on dynamic lane design according to claim 1, 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 the requirements ,in, is the traffic flow saturation of the vehicle running direction m at the entrance of intersection numbered d, is the saturation threshold.

4. The method for expanding intersection road area based on dynamic lane design according to claim 1, characterized in that: The main signal timing scheme includes: Based on the dynamic lane configuration, the signal phase sequence is determined. 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 southbound and northbound vehicles to pass through and right-turn vehicles. For the dynamic lane, southbound and northbound vehicles are allowed to use the dynamic lane, and eastbound and westbound 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 to pass. 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 vehicles entering from the south and north to turn left and right to pass. For the dynamic lane, vehicles entering from the south and north to go straight are allowed to use the dynamic lane, and vehicles turning left from the east and west are allowed to enter the dynamic lane.

5. A system for expanding intersection road area based on dynamic lane design, used to execute the method of claims 1-4, characterized in that: include: The collection and calculation module is 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; 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 pre-signal timing plans based on the lane configuration of dynamic lanes, the main signal timing plan and the dynamic lane length.

6. 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 intersection road area expansion method based on dynamic lane design as described in any one of claims 1 to 4 are implemented.

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