Continuous Simulation Technology for Multi-State Evolution of Urban Road Traffic

doi:10.16182/j.issn1004731x.joss.20-0896

Abstract

Abstract:

In order to realize the simulation continuity of the multi-state evolution of traffic and to solve the problem that multi-state traffic can only be simulated by single state traffic through multiple times, the middleware model of continuous traffic event simulation is built by the secondary development interface of VISSIM simulation software, and the original two related traffic simulation events are jointly driven. The secondary development of VISSIM-com is carried out by C# and database. The survey data of the intersection of Ganghua Road and Baihua Road in the Yuzhong District of Chongqing is selected as the example, and the continuous simulation verification for the traffic operation state of "Peacetime-Congestion-Dissipation" is carried out. The experimental results show that the traffic waves with speeds of -16.3 km/h and -7.47 km/h will be generated in the continuous simulation, and the average delay, total delay, parking times and average speed of the continuous simulation are more accurate, while the differences are 1.318 s, 0.748 h, 308 times and 0.647 km/h, respectively. Compared with the single simulation, the continuous simulation and the actual survey data are more consistent.

Key words: traffic simulation, secondary development, continuous simulation, intersection

CLC Number:

TP396

Qinglu Ma, Lin Zhang, Xinxin Yuan, Fengjie Liu. Continuous Simulation Technology for Multi-State Evolution of Urban Road Traffic[J]. Journal of System Simulation, 2022, 34(4): 847-855.

Figures/Tables 11

Fig. 1

Fig. 2

Fig. 3

Fig. 4

Fig. 5

Table 1

Basic condition of intersection

道路名称	道路类别	$N L$	$F A$ /(pcu/h)	$F B$ /(pcu/h)	$v / C$
$N k$	主干路	3	3 744	4 880	0.77
$S k$	主干路	3	3 809	4 880	0.78
$W k$	次干路	2	895	2 689	0.33
$E k$	次干路	2	964	2 796	0.35

Table 1

Table 2

Three simulated traffic volumes

进口道车辆转向	平时仿真	拥堵仿真	消散仿真
$N 3 → E 3'$	143	546	235
$N 2 → S 2'$	730	2 076	1 016
$N 1 → W 1'$	175	654	307
$S 3 → W 3'$	308	600	325
$S 2 → N 2'$	919	2 386	140
$S 1 → E 1'$	19	101	52
$W 3 → N 3'$	78	206	152
$W 1 → E 1'$	53	321	93
$W 1 → S 1'$	258	914	389
$E 3 → S 3'$	78	244	173
$E 1 → W 1'$	33	125	91
$E 1 → N 1'$	81	281	135

Table 2

Fig. 6

Fig. 7

Fig. 8

Table 3

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评价指标	平均延误/s	总延误/h	停车次数(次)	平均速度/(km/h)
单次仿真	6.187	10.068	929	43.263
连续仿真	14.438	15.825	1 619	29.931
实际调查	13.120	16.573	1 927	30.578

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