摘要
为了解决交叉口高饱和以及公交优先多申请导致的公交优先效果不佳的难题,考虑公交运行车速可以引导调节的环境,以公交车的延误与停车次数加权最小为目标,以周期时长和相位饱和度为约束条件,将每辆公交车的车速调整量和交叉口信号相位时长一起作为优化变量,建立了公交车速引导和交叉口信号配时集成优化的整数线性规划模型。其中,采用0-1变量表示公交车停车次数以及公交车是否能够在到达周期内通过。分析结果表明:当交叉口高负荷,公交车到达时刻调整量上限为±8s时,与背景信号配时相比,车速优化模型的公交车人均延误减少14.35s(降低27.71%),停车次数减少1次(降低14.29%);信号优化模型的公交车人均延误减少12.39s(降低23.93%),停车次数减少1次;而所提出的集成优化模型可以使公交车人均延误减少40.68s(降低78.56%),停车次数减少3次(降低42.86%),超过单方面信号优化与单方面车速引导产生的公交优先效果之和;即使考虑到信号配时与车速引导相结合,但是采用先到先服务的方法只能使公交车人均延误减少17.29s(降低33.39%),停车次数减少1次。当交叉口饱和度过高,信号配时调整余地不大时,可以通过适当增加公交车车速调整量达到理想的公交优先效果。
In order to improve the efficiency of passing the isolated intersection where there were high traffic saturation and multiple priority requests for buses, a mix integer linear program （MILP） model integrated with intersection signal timing and bus speed was proposed. With the consideration that the bus speed could be conducted and adjusted, the bus speed adjustment and intersection signal phase duration optimization were regarded as variables, and the aim was to minimize the bus delay and stop times. The constraints were the cycle length and phase saturation. In the model, 0-1 variable was adopted to express bus stop times and whether a bus can pass through in the arrival cycle. The results show that, with high traffic saturation of the intersection, the maximum adjustment of bus arrival time is ± 8 seconds. Compared with the original signal timing scheme, the bus delay per person decreases by 14.35 s （27.71%）, whilst bus stop times decrease by 1 （14.29%） based on ＂the bus speed optimization model＂. The bus delay per person decreases by 12.39 s （23.93%） and bus stop times decreases by 1 （14.29%） based on ＂the signal timing optimization model＂. The bus delay per person decreases by 40.68 s （78.56%） and bus stop times decreases by 3 （42.86%） based on the new model presented in this paper, which have gone beyond the sum of individual signal optimization and speed guidance. Furthermore, even if the signal timing and bus speed guidance are taken into consideration, the bus delay per person decreases by 17.29 s （33.39%） and bus stop times decreases by 1（14.29%） with the FCFS （first come first serve）. Ideal bus signal priority effect can be achieved by increasing the adjustment quantity of the bus speed with high traffic saturation of intersection and limited signal timing adjustment.
作者
张鹏
李文权
常玉林
谢君平
ZHANG Peng LI Wen-quan CHANG Yu-lin XIE Jun-ping(School of Automobile and Traffic Engineering, Jiangsu University, Zhenjiang 212013, Jiangsu, China School of Transportation, Southeast University, Nanjing 210096, Jiangsu, China)
出处
《中国公路学报》
EI
CAS
CSCD
北大核心
2017年第9期109-115,共7页
China Journal of Highway and Transport
基金
国家自然科学基金项目(51208232)
江苏省高校自然科学基金项目(13KJB580003)
江苏大学高级专业人才科研启动基金项目(12JDG056)
