Arterial Coordination Optimization Method Based on Vehicle Speed Guidance and Inductive Control

doi:10.16182/j.issn1004731x.joss.23-0315

Abstract

Abstract:

Arterial signal coordination is usually based on fixed belt speeds and time-of-day statistical flows. Actually, vehicle speeds and traffic flows are fluctuating, which causes to the mismatch between the signal scheme and the actual optimal belt speeds and traffic flow demands, and affects the intersection's traffic efficiency. Based on the vehicle infrastructure cooperation, by applying Maxband model and the maximum green wave bandwidth, the minimum number of arterial vehicle delays, arterial stops and the minor direction delays being the optimization objectives, a multi-objective optimization model for arterial signal coordination is established. Through using an improved multi-objective particle swarm algorithm the model is solved to obtain the parameters of the coordinated intersection global control scheme. A vehicle speed guidance model is proposed based on the intersection inlet lane vehicle location and signal state. According to the vehicle saturation of the inlet lane of the arterial intersection, an inductive control strategy is applied to adjust the green light timing of each intersection in real time on the basis of global coordination. The results show that the optimization model combines the speed guidance and signal coordination, considers the mainline intersection loading degree situation, dynamically adjusts the green time, reduces the number of delays and stops at intersections, and can effectively improve the efficiency of arterial coordination control.

Key words: speed guidance, multi-objective optimization, signal intersections, arterial signal coordination, traffic simulation

CLC Number:

TP391.9

Deng Mingjun, Hu Xinxia, Li Xiang, Xu Liping. Arterial Coordination Optimization Method Based on Vehicle Speed Guidance and Inductive Control[J]. Journal of System Simulation, 2024, 36(6): 1309-1321.

Figures/Tables 11

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交叉口	相位	绿灯时间	红灯时间	周期
丽景路	西进口左转	15	3	100
	南北直行	65	0
	南直行左转	14	3
怡园路	西进口左转	15	3	100
	南北直行	65	0
	南直行左转	14	3
世贸路	西进口左转	18	3	100
	南北直行	60	0
	南直行左转	16	3

交叉口	西进口		南进口		北进口
交叉口	左转	右转	左转	直行	直行	右转
丽景路	157	331	133	1 994	1 182	113
怡园路	285	176	151	2 287	1 257	132
世贸路	131	159	229	1 995	618	123

交叉口	相位	Maxband模型	优化模型
丽景路	西进口左转	39	18
	南北直行	69	69
	南直行左转	23	22
怡园路	西进口左转	37	21
	南北直行	71	63
	南直行左转	23	25
世贸路	西进口左转	34	25
	南北直行	68	58
	南直行左转	29	26

方案	绿波带宽/s		平均行程时间/s	干线车均延误/(s/pcu)	干线平均停车次数/(次/pcu)	次路方向车均延误/(s/pcu)
方案	上行	下行	平均行程时间/s	干线车均延误/(s/pcu)	干线平均停车次数/(次/pcu)	次路方向车均延误/(s/pcu)
原方案	39	22	156.56	40.12	1.14	89.49
Maxband方案	52	26	129.87	27.61	0.74	55.23
仅车速引导方案	47	29	125.39	21.83	0.61	41.40
本文优化方案 (车速引导+绿灯调整)	63	33	113.56	17.88	0.43	38.03

结果对比	平均行程时间	干线车均延误	干线平均停车次数	次路方向车均延误
本文相对于原方案	-27.5	-55.4	-62.3	-57.5
本文相对于Maxband方案	-12.6	-35.2	-41.9	-31.1
本文相对于仅车速引导方案	-9.4	-18.1	-29.5	-8.1