A Green Wave Optimization Control Model of Trunk Buses Considering Green Extension
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摘要: 针对绿灯延长控制策略使公交车辆在交叉口实际可通行时间大于社会车辆的事实，研究了考虑绿灯延长的干线信号协调优化控制模型。在MAXBAND模型考虑公交车运行速度和站点停靠时间的基础上，选择以绿灯起点作为绝对相位差的计算依据，结合最大延长绿灯时间改进对公交车辆的绿波带宽约束和时间-距离的几何关系约束，并使用Matlab求解改进模型相关参数。选取平均排队长度、社会车辆平均延误、公交车平均延误、平均停车次数和人均延误作为模型的评价指标，并使用Vissim软件对其仿真实验。实验结果表明，在无公交专用道且不考虑车辆排队影响的情况下，改进模型相较于在MAXBAND基础上考虑公交车行驶速度和靠站停车时间模型而言，5个评价指标均至少提升了2.87%;相较于MAXBAND模型而言，由于改进模型未考虑交叉口车辆排队情况，公交车平均延误增加了1.87%，但其他4个指标均至少提升了1.71%。Abstract: Since the actual travel time of buses at intersections is longer than that of social vehicles due to the green light extension control strategy, this paper proposes an optimization control model of trunk line signal coordination considering a green extension. The starting point of the green light is selected as the basis for calculating the absolute phase difference, considering the bus running speed and stop time in the MAXBAND model. The maximum green extension time is combined to improve the constraints on the green wave bandwidth and the time-distance geometric relation of the bus. Matlab is used to solve the relevant parameters of the improved model. The average queue length, the average delay of social vehicles, the average delay of buses, the average number of stops, and the average delay per person are selected as the evaluation indices of the model, and a simulation is conducted with Vissim software. The results show that when there is no bus lane, and the influences of vehicles queuing is not taken into account, the five evaluation indices of the improved model are improved by at least 2.87% compared with the model based on MAXBAND considering the bus traveling speed and stop time. Compared with the MAXBAND model, the average delay of buses increased by 1.87% in the improved model because the queuing situation of vehicles at intersections is not taken into account; however, the other four indices all increase by 1.71% at least.
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表 2 交叉口各方向社会车辆交通量分配结果
Table 2. Result of social traffic distribution in all directions
pcu/h 交叉口 东进口 南进口 西进口 北进口 左 直 右 左 直 右 左 直 右 左 直 右 1 152 458 162 169 558 127 89 356 96 150 592 181 2 124 481 145 152 523 229 79 461 93 246 664 139 3 127 354 121 189 1 977 166 223 478 235 132 161 3 207 4 42 572 58 16 131 16 69 626 81 14 114 14 5 213 402 254 140 1 786 223 145 343 168 215 172 2 130 
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表 3 交叉口各方向公交车交通量分配结果
Table 3. Results of bus traffic distribution in all directions
veh/h 交叉口 东进口 南进口 西进口 北进口 左 直 右 左 直 右 左 直 右 左 直 右 1 15 46 16 17 56 13 9 36 10 15 59 18 2 12 48 15 15 52 23 8 47 9 24 66 14 3 10 35 12 19 85 7 22 48 24 8 87 21 4 0 57 0 0 0 0 0 63 0 0 0 0 5 21 38 25 9 91 22 14 34 15 22 89 10
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表 4 协调相位交叉口信号配时
Table 4. Signal timing of coordinated phase intersections
交叉口 1 2 3 4 5 绿灯时长/s 28 26 32 67 30 红灯时长/s 113 114 109 70 111 最大绿灯时长/s 39 26 43 75 41
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表 5 不同模型绝对相位差
Table 5. Absolute phase difference of different models
s 交叉口 1 2 3 4 5 MAXBAND模型 63 0 78 0 73 模型2 44 0 81 107 71 模型3 98 0 57 2 71
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表 6 不同模型绿波带宽
Table 6. Green wave bandwidths of different models
s 绿波带宽 上行带宽 下行带宽 社会车辆 公交车 社会车辆 公交车 MAXBAND模型 26 - 26 - 模型2 6 26 26 1 模型3 6 13 26 25
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表 7 不同模型评价指标结果
Table 7. Evaluation indices of different models
模型 平均排队长度/m 社会车辆平均延误/s 公交车平均延误/s 平均停车次数 人均延误/s MAXBAND模型 64.43 35.34 15.17 0.63 34.94 模型2 63.76 36.15 15.90 0.64 35.89 模型3 59.63 34.71 15.46 0.61 34.35
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表 8 不同模型评价指标变化程度
Table 8. Change scope of evaluation indices of different models
% 对比模型 平均排队长度 社会车辆平均延误 公交车平均延误 平均停车次数 人均延误 MAXBAND模型 8.06 1.80 -1.87 4.10 1.71 模型2 6.94 4.14 2.87 4.56 4.48
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