城市交通控制理论与方法

本书首先介绍交通控制的基本理念、原理、思路及策略，阐述国外内的控制技术及控制系统的发展现状，分析我国在信号控制领域所面临的主要难题。其次，根据高、中、低三种状态详述区域平衡控制方法、区域协调控制方法和节点通行控制方法，构建面向交通状态的信号控制技术体系。同时，结合我国的城市交通流特点，论述连续流和间断流的协调控制策略及方法、变向交通的控制方法以及网络化公交优先信号控制技术及实现方法等。可为交通工程师及交通管理部门的工程实践提供有力决策依据。

王殿海，浙江大学建工学院教授，博士生导师。主持国家自然科学基金项目5项（其中1项为重点项目），负责国家863计划项目2项，973计划项目课题和国家科技支撑计划项目课题各1项。创建了模拟电子云居民出行分布模型、模拟弹簧车辆跟驰模型，提出了模拟电路系统网络交通流理论研究新方法和无检测器交叉口交通流量预测方法，建立了服务于混合交通控制的信号配时参数优化模型、交通强度测算模型和车辆转换系数确定模型。获得科技奥运优选个人称号，获第四届高校青年教师奖，教育部高等学校很好骨干教师奖，被国家七部委评为首批新世纪百千万人才工程国家人选，被交通部评为新世纪十百千人才工程靠前层次人选，被国家七部委评评为全国很好博士后，享受国务院政府津贴。

章 绪论····························································································································· 1 1.1 交通控制基本理念········································································································· 1 1.1.1 交通控制定义·········································································································· 1 1.1.2 交通控制基本原则··································································································· 1 1.1.3 交通控制目标·········································································································· 2 1.2 交通控制策略················································································································ 3 1.2.1 交通控制策略概念··································································································· 3 1.2.2 使用者策略············································································································· 3 1.2.3 开发者策略············································································································· 3 1.3 城市交通特性················································································································ 3 1.3.1 城市路网特性·········································································································· 3 1.3.2 交通流特性············································································································· 4 1.4 交通控制方式与方法····································································································· 4 1.4.1 交通控制方式划分··································································································· 4 1.4.2 交通控制方法体系··································································································· 6 1.5 交通控制系统的构成····································································································· 7 1.5.1 交通模型与算法······································································································ 7 1.5.2 交通信息采集系统··································································································· 8 1.5.3 交通信号控制机······································································································ 8 1.5.4 通信传输系统·········································································································· 9 1.5.5 交通控制中心········································································································ 10 第2 章 交通控制基础理论································································································· 13 2.1 信号控制关键参数······································································································· 13 2.1.1 基本参数定义········································································································ 13 2.1.2 信号相位与信号阶段······························································································ 14 2.1.3 车流运行模式与损失时间······················································································· 15 2.1.4 饱和流率·············································································································· 17 2.1.5 黄灯时间的计算···································································································· 17 2.1.6 绿灯间隔时间的计算······························································································ 20 2.2 车流描述理论和计算模型··························································································· 22 2.2.1 车辆在停车线后的排队和延误················································································ 22 2.2.2 车辆穿越交叉口的行为·························································································· 34 2.2.3 车队离散模型········································································································ 36 2.3 交叉口信号设置依据··································································································· 44 2.3.1 准备工作·············································································································· 44 2.3.2 基本流程·············································································································· 45 2.3.3 信号设置依据分类································································································· 47 第3 章 交通数据的采集与处理························································································ 57 3.1 交通检测器的类型与采集原理··················································································· 57 3.1.1 检测器类型··········································································································· 57 3.1.2 环形线圈检测器原理······························································································ 59 3.1.3 数据采样间隔········································································································ 62 3.2 面向交通控制的交通检测器布设··············································································· 65 3.2.1 交通检测器的分类································································································· 65 3.2.2 交通检测器的设置································································································· 66 3.3 交通数据的筛选·········································································································· 67 3.3.1 交通数据筛选的基本方法······················································································· 67 3.3.2 基本筛选·············································································································· 69 3.3.3 阈值筛选·············································································································· 69 3.3.4 交通流理论筛选···································································································· 70 3.3.5 质量控制筛选········································································································ 71 3.4 交通数据的修复·········································································································· 72 3.4.1 基于时间序列的数据修复······················································································· 72 3.4.2 基于历史数据的数据修复······················································································· 73 3.4.3 基于空间位置的数据修复······················································································· 73 3.4.4 基于时空相关性的数据修复···················································································· 74 3.5 交通数据的预测·········································································································· 75 3.5.1 历史数据生成········································································································ 75 3.5.2 无历史数据预测···································································································· 75 3.5.3 有历史数据预测···································································································· 76 3.6 交通数据的处理流程··································································································· 76 3.6.1 交通数据预处理流程······························································································ 76 3.6.2 实例验证·············································································································· 77 3.7 单线圈检测器速度估计方法······················································································· 78 3.7.1 单线圈检测器速度估计的基本原理·········································································· 78 3.7.2 速度估计的回归模型······························································································ 80 3.7.3 基于模糊神经网络的速度估计方法·········································································· 82 3.7.4 速度的最大似然估计方法······················································································· 85 第4 章 网络交通状态判别方法························································································ 91 4.1 基于固定检测器信息的排队长度估计方法································································ 91 4.1.1 基于单点信息的排队最远点估计方法······································································ 91 4.1.2 单点排队检测的修正······························································································ 97 4.1.3 基于相邻路段信息的路段排队长度估计··································································· 99 4.2 过饱和排队条件阈值估计方法················································································· 107 4.2.1 简单情形下的交通流动力学·················································································· 107 4.2.2 基本连线的分解·································································································· 109 4.2.3 复杂情况下的过饱和临界条件···············································································110 4.3 基于二流理论的路网宏观交通状态判别方法·························································· 120 4.3.1 二流理论概述······································································································ 121 4.3.2 宏观交通状态参数······························································································· 122 4.3.3 宏观交通状态参数映射关系·················································································· 123 4.3.4 模型应用············································································································ 127 4.4 区域交通状态级别划分····························································································· 136 4.4.1 区域交通状态级别划分概述·················································································· 136 4.4.2 区域路网宏观交通状态参数确定··········································································· 138 4.4.3 区域交通状态级别划分方法·················································································· 140 第5 章 交通控制子区动态划分技术············································································· 143 5.1 交通控制子区动态划分策略····················································································· 143 5.1.1 子区划分环境······································································································ 143 5.1.2 子区划分与信号配时的联系·················································································· 145 5.1.3 子区划分目标集·································································································· 148 5.2 交叉口关联度模型····································································································· 150 5.2.1 排队长度关联度模型···························································································· 151 5.2.2 通行能力关联度模型···························································································· 151 5.2.3 延误时间关联度模型···························································································· 152 5.2.4 绿灯效率关联度模型···························································································· 176 5.3 交通控制子区动态划分算法····················································································· 176 5.3.1 路网元素表达······································································································ 177 5.3.2 子区初始划分算法······························································································· 180 5.3.3 子区动态调整算法······························································································· 185 第6 章 未饱和状态交通信号优化控制技术································································ 192 6.1 信号周期优化基本理论····························································································· 192 6.1.1 理想信号周期······································································································ 192 6.1.2 最佳信号周期······································································································ 193 6.1.3 实用信号周期······································································································ 194 6.2 最大和最小信号周期································································································· 195 6.3 基于交通强度的信号周期确定················································································· 196 6.3.1 交通强度概念······································································································ 196 6.3.2 相位交通强度确定······························································································· 196 6.3.3 交叉口交通强度确定···························································································· 197 6.3.4 交通强度与周期的关系························································································ 197 6.4 绿信比与绿灯时间确定方法····················································································· 199 6.4.1 关键车流判断方法······························································································· 199 6.4.2 绿信比确定方法·································································································· 204 6.4.3 绿灯时间确定方法······························································································· 204 6.5 单点感应控制参数确定方法····················································································· 205 6.5.1 感应控制基本原理······························································································· 205 6.5.2 感应控制基本参数确定方法·················································································· 205 6.6 混合交通控制参数优化方法····················································································· 209 6.6.1 非机动车交通流基本参数····················································································· 209 6.6.2 非机动车交通流基本参数统计特性·········································································211 6.6.3 混合交通流信号配时优化方法·············································································· 214 6.7 协同控制相位差优化方法························································································· 224 6.7.1 基于最大绿波带的相位差优化方法········································································ 224 6.7.2 基于最小延误的相位差优化方法··········································································· 234 6.8 协调控制方案的平滑过渡方法················································································· 248 6.8.1 方案平滑过渡的必要性························································································ 248 6.8.2 消耗时间的定义·································································································· 249 6.8.3 平滑过渡方法······································································································ 249 第7 章 饱和状态交通信号优化控制技术···································································· 253 7.1 集群过饱和状态下的平衡控制技术········································································· 253 7.1.1 区域平衡控制的基本思想····················································································· 253 7.1.2 区域瓶颈极限状态阈值确定方法··········································································· 254 7.1.3 有效路径筛选方法······························································································· 255 7.2 孤立过饱和下的瓶颈控制技术················································································· 261 7.2.1 瓶颈控制流程······································································································ 261 7.2.2 单点瓶颈状态识别方法························································································ 262 7.2.3 瓶颈状态结束条件······························································································· 276 7.2.4 面向单点瓶颈的瓶颈控制参数优化方法································································· 279 第8 章 公交优先信号控制技术······················································································ 290 8.1 公交优先信号控制策略····························································································· 290 8.1.1 公交优先信号控制目标························································································ 290 8.1.2 公交优先信号控制方式························································································ 290 8.1.3 公交信息检测方法······························································································· 291 8.2 单点公交优先信号控制····························································································· 291 8.2.1 单点主动公交优先信号控制·················································································· 291 8.2.2 单点被动公交优先信号控制·················································································· 305 8.3 干线公交优先信号控制····························································································· 308 8.3.1 基于公交车延误的干线公交优先信号控制······························································ 309 8.3.2 基于运行时刻表的干线公交优先信号控制······························································ 314 第9 章 城市快速路匝道控制·························································································· 323 9.1 城市快速路的基本特性····························································································· 323 9.1.1 道路特性············································································································ 323 9.1.2 衔接形式············································································································ 324 9.1.3 匝道类型············································································································ 327 9.1.4 交通流特性········································································································· 330 9.1.5 匝道拥堵成因分析······························································································· 331 9.2 城市快速路的控制策略····························································································· 335 9.2.1 基本思想············································································································ 335 9.2.2 控制目标············································································································ 336 9.2.3 控制策略············································································································ 336 9.2.4 控制范围············································································································ 339 9.2.5 控制方式············································································································ 341 9.2.6 检测器布设········································································································· 346 9.3 城市快速路的单点控制····························································································· 348 9.3.1 单入口匝道控制·································································································· 348 9.3.2 单出口匝道控制·································································································· 359 9.4 城市快速路匝道的协调控制····················································································· 367 9.4.1 成对出入口匝道的协调控制·················································································· 367 9.4.2 多入口匝道的协调控制························································································ 372 9.4.3 面向拥挤疏散的匝道协调控制·············································································· 373 9.5 城市快速路与衔接道路的优化式协调控制······························································ 376 9.5.1 入口匝道与衔接道路上游交叉口的协调控制·························································· 377 9.5.2 出口匝道与衔接道路下游交叉口的协调控制·························································· 380 9.5.3 出入口匝道与衔接道路的协同优化控制································································· 384 9.6 城市快速路与衔接道路的触发式协调控制······························································ 389 9.6.1 触发式协调控制内涵···························································································· 389 9.6.2 触发式协调控制实现框架····················································································· 391 9.6.3 触发检测器布设·································································································· 392 9.6.4 触发式协调控制主流程························································································ 395 9.6.5 触发式协调控制核心算法····················································································· 397 9.6.6 仿真测试方案设计······························································································· 402 9.6.7 仿真测试结果分析······························································································· 404 参考文献·································································································································· 410