考虑动态红灯排队消散时间的改进MAXBAND模型  

Revised MAXBAND Model Considered Variable Queue Clearance Time

作　　者：陈宁宁[1] 何兆成[1] 余志[1] 

机构地区：[1]中山大学智能交通研究中心,广州510275

出　　处：《武汉理工大学学报（交通科学与工程版）》2009年第5期843-847,共5页Journal of Wuhan University of Technology（Transportation Science & Engineering）

基　　金：国家"十一五"科技支撑计划项目资助(批准号:2006BAG01A04)

摘　　要：通过分析上游交叉口的驶出车流图式的变化规律,得到下游交叉口红灯排队消散时间与相邻交叉口相位差之间的函数关系,推导出动态红灯排队消散时间模型.并将动态红灯排队消散时间模型与传统MAXBAND模型相合,考虑绿波带控制中红灯排队消散时间随相位差的动态变化,建立了改进的MAXBAND模型.将改进的MAXBAND模型进行变量代换,使其仍然可用传统的混合整数线性规划方法快速地求解.示例路网的计算结果与仿真分析表明,由于考虑了红灯排队消散时间的动态变化,改进的MAXBAND模型较原模型具有更好的控制效果,处于绿波带中的车队不会因下游红灯排队车辆未消散完毕而产生停滞,实际有效绿波带宽增加31.6%,主干方向车辆平均延误减少12.6%.The variable queue clearance time model is derived by analyzing the relation between the adjacent upstream intersectioffs departure traffic flow pattern and the offset time. To take the variable queue clearance time into consideration, the proposed revised MAXBAND model combines the variable queue clearance time model and traditional MAXBAND model. After the process of variant substitute, the revised MAXBAND model can still be solved by classical MILP solution method. An example with two intersections is given, and the results of the proposed model and simulation indicate that, the revised model is better than traditional model in arterial control since the consideration of variable queue clearance time. In the example arterial, the revised model increases the effective green-wave bandwidth by 31.6%, and decreases the average arterial delay by 12.6%.

关 键 词：交通工程 干线协调控制 MAXBAND模型 动态红灯排队消散时间 交通仿真 

分 类 号：U491[交通运输工程—交通运输规划与管理]