基于纵向平等的干道BRT信号优先方法
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摘要
在定时式协调信号控制的背景下,以加快BRT车辆运行速度,降低信号优先给社会车辆造成的负面影响为目标,以实现绿灯时间再分配的纵向平等性为基本要求,提出了一种新颖的干道BRT主动信号优先方法。在BRT专用道沿线布设3类检测器,采集BRT车辆的到达时刻。定义了绿灯延长、相位插入、绿灯早启3类优先请求时间窗,有条件地生成和删除不同类型的优先请求,有节制地实施相位插入。给出信号优先贡献和补偿的混合作用方式以及协调方向的社会车辆连续行进的保障措施。遵循纵向平等性的要求,建立信号优先贡献算法和信号优先补偿算法。在高负荷机动车交通需求下进行仿真试验,给出该方法的最佳参数取值建议;BRT车辆的行程时间降幅超过28%,协调方向社会车辆的行程时间增幅不足5%的结果验证该方法的有效性;BRT车辆的行程时间降幅超过19%、社会车辆的车均延误差异不足1%的结果验证该方法相较于传统方法的优越性。
With the goal of expediting the operating speed of bus rapid transit(BRT) vehicles and minimizing the adverse effect of signal priority on general traffic, an active signal priority technique was developed for a BRT system along an arterial with permitted signal coordination. Green time reallocation due to signal priority was performed based on the vertical equity principle. Three types of traffic detectors were placed on BRT-only lanes to detect BRT vehicle arrivals. Time windows for green extension, phase insertion, and early green were defined to conditionally generate and cancel priority requests. Phase insertion was provided when a few strict conditions were met. Hybrid functioning of signal priority treatment and recovery allowed more BRT vehicles to trigger priority requests. Signal progression of general traffic was maintained by limiting the deviations against the programmed offset and bandwidth. Algorithms for signal priority treatment and recovery were established to meet the requirement of achieving vertical equity. Recommendations were established for the configuration of the parameters of the proposed technique in accordance with the results of the simulation experiments that were conducted in heavy load scenarios. The effectiveness of the proposed technique was verified by the result: the average travel times of BRT vehicles decrease by at least 28%, whereas the average travel times for coordinated movements increase by at most 5%. The operational advantage of the proposed technique over the conventional technique was confirmed by the result: the average travel times of BRT vehicles decrease by at least 19%, whereas the change in the average vehicle delays are less than 1%.
With the goal of expediting the operating speed of bus rapid transit(BRT) vehicles and minimizing the adverse effect of signal priority on general traffic, an active signal priority technique was developed for a BRT system along an arterial with permitted signal coordination. Green time reallocation due to signal priority was performed based on the vertical equity principle. Three types of traffic detectors were placed on BRT-only lanes to detect BRT vehicle arrivals. Time windows for green extension, phase insertion, and early green were defined to conditionally generate and cancel priority requests. Phase insertion was provided when a few strict conditions were met. Hybrid functioning of signal priority treatment and recovery allowed more BRT vehicles to trigger priority requests. Signal progression of general traffic was maintained by limiting the deviations against the programmed offset and bandwidth. Algorithms for signal priority treatment and recovery were established to meet the requirement of achieving vertical equity. Recommendations were established for the configuration of the parameters of the proposed technique in accordance with the results of the simulation experiments that were conducted in heavy load scenarios. The effectiveness of the proposed technique was verified by the result: the average travel times of BRT vehicles decrease by at least 28%, whereas the average travel times for coordinated movements increase by at most 5%. The operational advantage of the proposed technique over the conventional technique was confirmed by the result: the average travel times of BRT vehicles decrease by at least 19%, whereas the change in the average vehicle delays are less than 1%.
引文
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[8] HAN X, LI P, SIKDER R, et al. Development and Evaluation of Adaptive Transit Signal Priority Control with Updated Transit Delay Model [J]. Transportation Research Record, 2014 (2438): 45-54.
[9] DELGADO F, MU?OZ J C, GIESEN R, et al. Integrated Real-time Transit Signal Priority Control for High-frequency Segregated Transit Services [J]. Transportation Research Record, 2015 (2533): 28-38.
[10] STEVANOVIC J, STEVANOVIC A, MARTIN P T, et al. Stochastic Optimization of Traffic Control and Transit Priority Settings in VISSIM [J]. Transportation Research Part C, 2008, 16 (3): 332-349.
[11] 马万经,吴志周,杨晓光.基于交叉口群公交优先协调控制方法研究[J].土木工程学报,2009,42(2):105-111. MA Wan-jing, WU Zhi-zhou, YANG Xiao-guang. A Coordinated Intersection-group Bus Signal Priority Control Approach [J]. China Civil Engineering Journal, 2009, 42 (2): 105-111.
[12] LI R, JIN P J, RAN B. Biobjective Optimization and Evaluation for Transit Signal Priority Strategies at Bus Stop-to-stop Segment [J]. Mathematical Problems in Engineering, 2016, 1925: 1-12.
[13] MA W, NI W, HEAD L, et al. Effective Coordinated Optimization Model for Transit Priority Control Under Arterial Progression [J]. Transportation Research Record, 2013 (2356): 71-83.
[14] XU H, ZHENG M. Impact of Bus-only Lane Location on the Development and Performance of the Logic Rule-based Bus Rapid Transit Signal Priority [J]. Journal of Transportation Engineering, 2012, 138 (3): 293-314.
[15] MANKI W, GREGORY N. Principles of Microeconomics[M]. 6th ed. Mason: South-Western Cengage Learning, 2012.
[16] TIAN Z, MANGAL V, LIU H. Effectiveness of Lead-lag Phasing on Progression Bandwidth [J]. Transportation Research Record, 2008 (2080): 22-27.
[17] BONNESON J A, SUNKARI S R, PRATT M P. Traffic Signal Operations Handbook [R]. Austin: The Texas A & M University, 2009.
[18] ZHAO Y, TIAN Z. Influence of Signal Phasing Sequence and Intersection Spacing on Progression Bandwidth[C]// TRB. Proceedings of the Transportation Research Board 89th Annual Meeting. Washington DC: Transportation Research Board, 2010: 1-13.
[19] URBANIK T, TANAKA A, LOZNER B, et al. Signal Timing Manual [M]. 2nd ed. Washington DC: Transportation Research Board, 2015.
[20] SUNKARI S R, ENGELBRECHT R J, BALKE K N. Evaluation of Advance Coordination Features in Traffic Signal Controllers [R]. Austin: The Texas A & M University, 2004.
[21] DAY C M, SMAGLIK E J, BULLOCK D, et al. Quantitative Evaluation of Fully Actuated Versus Non-actuated Coordinated Phases [J]. Transportation Research Record, 2008 (2080): 8-21.
[22] LEE J, PARK B. Evaluation of Phase Force-off Modes in Coordinated-actuated Signal Operations [J]. ITE Journal, 2010, 81 (2): 32-37.
[23] DAY C, BULLOCK D. Design Guidelines and Conditions that Warrant Deployment of Fully Actuated Coordination [J]. Transportation Research Record, 2014 (2439): 1-11.
[24] PARK B B, CHEN Y, CHO H, et al. Quantifying the Benefits of Adaptive Split Feature on the Operation of Coordinated Actuated Traffic Signal System [J]. KSCE Journal of Civil Engineering, 2015, 19 (1): 311-317.
[25] PTV VISION. PTV VISSIM 6-User Manual[M]. Karlsruhe: PTV AG, 2014.
[2] 交通与发展政策研究所(ITDP).BRT数据[DB/OL].(2017-05-25)[2018-06-07].http://www.chinabrt.org/brt/home/?lang=0. Institute of Transportation and Development Policy (ITDP). BRT Data [EB/OL].(2017-5-25) [2018-06-07]. http://www.chinabrt.org/brt/home/? lang=0.
[3] SMITH H R, HEMILY B, IVANOVIC M, et al. Transit Signal Priority (TSP): A Planning and Implementation Handbook [R]. Washington DC: ITS America, 2005.
[4] DLEVINSON H S, ZIMMERMAN S, CLINGER J, et al. Bus Rapid Transit, Volume 2: Implementation Guidelines [R]. Washington DC: Transportation Research Board, 2003.
[5] 丁建梅,王常虹,蒋贤才.基于上游出口检测的公交优先信号控制[J].吉林大学学报:工学版,2009,39(增2):126-130. DING Jian-mei, WANG Chang-hong, JIANG Xian-cai. Method of Signal Control of Urban Public Transit Priority Based on Traffic Flow Detection at Export of Upper Intersection [J]. Journal of Jilin University: Engineering and Technology Edition, 2009, 39 (S2): 126-130.
[6] LIAO C, DAVIS G A. Simulation Study of Bus Signal Priority Strategy: Taking Advantage of Global Positioning System, Automated Vehicle Location System, and Wireless Communications [J]. Transportation Research Record, 2007 (2034): 82-91.
[7] 别一鸣,王殿海,赵莹莹,等.干线协调交叉口多相公交信号优先控制策略[J].华南理工大学学报:自然科学版,2011,39(10):111-118. BIE Yi-ming, WANG Dian-hai, ZHAO Ying-ying, et al. Multiple-phase Bus Signal Priority Strategy for Arterial Coordination Intersection [J]. Journal of South China University of Technology: Natural Science Edition, 2011, 39 (10): 111-118.
[8] HAN X, LI P, SIKDER R, et al. Development and Evaluation of Adaptive Transit Signal Priority Control with Updated Transit Delay Model [J]. Transportation Research Record, 2014 (2438): 45-54.
[9] DELGADO F, MU?OZ J C, GIESEN R, et al. Integrated Real-time Transit Signal Priority Control for High-frequency Segregated Transit Services [J]. Transportation Research Record, 2015 (2533): 28-38.
[10] STEVANOVIC J, STEVANOVIC A, MARTIN P T, et al. Stochastic Optimization of Traffic Control and Transit Priority Settings in VISSIM [J]. Transportation Research Part C, 2008, 16 (3): 332-349.
[11] 马万经,吴志周,杨晓光.基于交叉口群公交优先协调控制方法研究[J].土木工程学报,2009,42(2):105-111. MA Wan-jing, WU Zhi-zhou, YANG Xiao-guang. A Coordinated Intersection-group Bus Signal Priority Control Approach [J]. China Civil Engineering Journal, 2009, 42 (2): 105-111.
[12] LI R, JIN P J, RAN B. Biobjective Optimization and Evaluation for Transit Signal Priority Strategies at Bus Stop-to-stop Segment [J]. Mathematical Problems in Engineering, 2016, 1925: 1-12.
[13] MA W, NI W, HEAD L, et al. Effective Coordinated Optimization Model for Transit Priority Control Under Arterial Progression [J]. Transportation Research Record, 2013 (2356): 71-83.
[14] XU H, ZHENG M. Impact of Bus-only Lane Location on the Development and Performance of the Logic Rule-based Bus Rapid Transit Signal Priority [J]. Journal of Transportation Engineering, 2012, 138 (3): 293-314.
[15] MANKI W, GREGORY N. Principles of Microeconomics[M]. 6th ed. Mason: South-Western Cengage Learning, 2012.
[16] TIAN Z, MANGAL V, LIU H. Effectiveness of Lead-lag Phasing on Progression Bandwidth [J]. Transportation Research Record, 2008 (2080): 22-27.
[17] BONNESON J A, SUNKARI S R, PRATT M P. Traffic Signal Operations Handbook [R]. Austin: The Texas A & M University, 2009.
[18] ZHAO Y, TIAN Z. Influence of Signal Phasing Sequence and Intersection Spacing on Progression Bandwidth[C]// TRB. Proceedings of the Transportation Research Board 89th Annual Meeting. Washington DC: Transportation Research Board, 2010: 1-13.
[19] URBANIK T, TANAKA A, LOZNER B, et al. Signal Timing Manual [M]. 2nd ed. Washington DC: Transportation Research Board, 2015.
[20] SUNKARI S R, ENGELBRECHT R J, BALKE K N. Evaluation of Advance Coordination Features in Traffic Signal Controllers [R]. Austin: The Texas A & M University, 2004.
[21] DAY C M, SMAGLIK E J, BULLOCK D, et al. Quantitative Evaluation of Fully Actuated Versus Non-actuated Coordinated Phases [J]. Transportation Research Record, 2008 (2080): 8-21.
[22] LEE J, PARK B. Evaluation of Phase Force-off Modes in Coordinated-actuated Signal Operations [J]. ITE Journal, 2010, 81 (2): 32-37.
[23] DAY C, BULLOCK D. Design Guidelines and Conditions that Warrant Deployment of Fully Actuated Coordination [J]. Transportation Research Record, 2014 (2439): 1-11.
[24] PARK B B, CHEN Y, CHO H, et al. Quantifying the Benefits of Adaptive Split Feature on the Operation of Coordinated Actuated Traffic Signal System [J]. KSCE Journal of Civil Engineering, 2015, 19 (1): 311-317.
[25] PTV VISION. PTV VISSIM 6-User Manual[M]. Karlsruhe: PTV AG, 2014.