城市交通控制理论与方法/城市交通协同联动控制技术丛书王殿海//金盛//马东方//别一鸣//祁宏生电子工业出版社豆瓣PDF电子书bt网盘迅雷下载科学技术-工业科技-交通运输-霍普软件下载网

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 速度的优选似然估计方法······················································································· 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 优选和最小信号周期································································································· 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 基于优选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