基于动态规划算法的多带宽干线相位差优化  

Dynamic Programming Approach for Optimization of Arterial Offset with Multi-bandwidth

作　　者：何忠贺[1] 张星愿 李颖宏[1] 

机构地区：[1]北方工业大学城市道路交通智能控制技术北京市重点实验室,北京100144

出　　处：《交通运输系统工程与信息》2016年第3期45-52,共8页Journal of Transportation Systems Engineering and Information Technology

基　　金：国家自然科学基金项目(51308005;61374191);科技创新服务能力建设-协同创新中心-首都世界城市顺畅交通协同创新中心(PXM2016_014212_000030)~~

摘　　要：传统干线相位差控制或以车辆延误最小,或以绿波带宽最大为控制目标,未建立两者间的解析关系.为此,根据图解法与基于车辆到达率及驶离率的排队分析,本文建立了车辆延误与绿波带宽间的线性解析关系;提出以子绿波带内通过车辆数最大为控制目标,采用几何函数来完成绿波带宽分配,并利用动态规划方法求解,实现绿波带宽最大而延误最小的目标.最后,选取北京市通州区怡乐中路进行试验,与数解法相比,虽然本文方法所得绿波带宽不一定最大,但绿波带宽及正反带宽的分配能更准确地反映道路车流量的变化,使得车辆排队延误和绿波带宽同时得到控制.The control objective of traditional arterial offset optimization usually takes green-wave bandwidth, or delay as a control objective. It does not build an analytic relation between delay and green- wave bandwidth. Consequently, according to graphic method and queue analysis based on vehicle arriving rate and discharging rate, a linear relation between delay and green-wave bandwidth is built; furthermore, making number of vehicle passing intersections over bandwidth maximum is regarded as a control objective, and geometry function is used to distribute forward and backward green-wave bandwidth; and it is solved based on the dynamic programming. In a simulation of Yi-Le Middle Road in Beijing, it shows that, although, the green-wave bandwidth acquired by this new method is not definitely maximum, the bandwidth and the distribution of the forward and backward green-green wave bandwidth can reflect the change of the traffic flow more accurately and control queuing delay and green-wave bandwidth at the same time.

关 键 词：城市交通 相位差 绿波带 干线 动态规划 

分 类 号：U491[交通运输工程—交通运输规划与管理]