【摘要】：城市快速路的出現(xiàn)為城市居民出行帶來了巨大的便捷性,更是大大縮短了城區(qū)間出行時(shí)間,但是,由于城市化建設(shè)和匝道管理效率低下等原因,城市快速路經(jīng)常出現(xiàn)“快不起來”的現(xiàn)象。這與城市快速路安全、快速、高效、舒適、方便的設(shè)計(jì)理念相違背,快速路主線的擁堵甚至蔓延至地面銜接交叉口處,影響著地面交通的正常運(yùn)行。 入口匝道是地面車流駛?cè)肟焖俾分骶�的必經(jīng)路徑,入口匝道的交通管理水平很大程度決定著快速路系統(tǒng)的總體服務(wù)水平。雖然入口匝道控制被認(rèn)為是當(dāng)今最為有效的快速路系統(tǒng)交通問題處理方法之一,其目的是保證快速路主線的利益最大化,但是卻把交通壓力轉(zhuǎn)移到了地面交通中。實(shí)施入口匝道和地面銜接交叉口整體聯(lián)合管控,實(shí)現(xiàn)整體利益的最大化是當(dāng)今快速路研究的熱點(diǎn),快速路入口匝道與地面關(guān)聯(lián)交叉口協(xié)調(diào)控制的研究具有重要的現(xiàn)實(shí)意義。 本文首先對(duì)城市快速路主線交通流、入口匝道交通流和地面交叉口交通流進(jìn)行分析研究,并結(jié)合昆明市二環(huán)快速路系統(tǒng)的交通問題和金馬立交-大樹營(yíng)立交快速路路段交通流分析,為論文后面的研究提供理論依據(jù)。 在控制機(jī)理方面,介紹了入口匝道控制的原理、設(shè)置依據(jù)和系統(tǒng)組成,并對(duì)入口匝道控制方法進(jìn)行分類歸納研究,并分別介紹了匝道單點(diǎn)控制算法和匝道協(xié)調(diào)控制算法,最后介紹了地面交叉口信號(hào)控制基本理論,奠定了論文的理論基礎(chǔ)。 論文引出了入口匝道實(shí)施控制的基本前提,并以昆明市金馬立交-大樹營(yíng)立交快速路路段為例進(jìn)行交通現(xiàn)狀分析,以控制閥值劃分不同交通狀態(tài)下的控制方式(匝道調(diào)節(jié)、匝道關(guān)閉和匝道開放),并在此基礎(chǔ)上得到論文的控制策略。 論文最后采用快速路通道系統(tǒng)交通流模型,利用流體力學(xué)分段劃分分析法對(duì)本文研究區(qū)域進(jìn)行交通流建模,為達(dá)到分段評(píng)價(jià)最優(yōu)的目的,選用車均延誤最小為目標(biāo)函數(shù)建立協(xié)調(diào)控制模型。最后對(duì)論文的控制策略用VISSIM仿真軟件進(jìn)行仿真,并對(duì)控制實(shí)施前后車均延誤、平均排隊(duì)長(zhǎng)度和最大排隊(duì)長(zhǎng)度進(jìn)行對(duì)比分析。
[Abstract]:The emergence of urban expressway brings great convenience to urban residents, and also shortens the travel time between urban areas. However, due to the construction of urbanization and low efficiency of ramp management and other reasons, The phenomenon of "not getting up" often appears on the urban expressway. This is contrary to the safe, fast, efficient, comfortable and convenient design idea of the urban expressway. The traffic congestion of the main line of the expressway even spreads to the ground junction, which affects the normal operation of the ground traffic. The on-ramp is the necessary path for the ground traffic flow to enter the main line of the expressway. The traffic management level of the on-ramp largely determines the overall service level of the expressway system. Although the on-ramp control is considered to be one of the most effective methods to deal with traffic problems in expressway system, its purpose is to maximize the benefits of the main line of the expressway, but the traffic pressure is transferred to the ground traffic. It is a hot topic to implement the joint control of the on-ramp and the ground junction to maximize the overall benefits. The research on the coordinated control between the on-ramp and the ground related intersection is of great practical significance. In this paper, the main line traffic flow, the on-ramp traffic flow and the ground intersection traffic flow on the urban expressway are analyzed and studied. Combined with the traffic problems of the second Ring Road Expressway system in Kunming and the traffic flow analysis of Jinma Interchange-Daoying Interchange Expressway, this paper provides the theoretical basis for the research at the end of this paper. In the aspect of control mechanism, the principle, setting basis and system composition of on-ramp control are introduced, and the methods of on-ramp control are classified and summarized, and the single-point control algorithm and coordinated ramp control algorithm are introduced, respectively. Finally, the basic theory of ground intersection signal control is introduced, which lays the theoretical foundation of the paper. This paper introduces the basic premise of the on-ramp control, and takes Jinma Interchange-Daoying Interchange in Kunming as an example to analyze the traffic situation, and divides the control mode (ramp adjustment) under different traffic conditions with the control threshold. Ramp closure and ramp opening), and on this basis get the control strategy of the paper. In the end of this paper, the traffic flow model of expressway system is adopted, and the traffic flow model of the study area is established by using the method of segment division analysis of hydrodynamics, in order to achieve the purpose of optimal segmental evaluation. The coordinated control model is established by using the minimum vehicle delay as the objective function. Finally, the control strategy is simulated by VISSIM software, and the average delay, average queue length and maximum queue length before and after the implementation of the control are compared and analyzed.
【學(xué)位授予單位】：昆明理工大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2014
【分類號(hào)】：U491.23

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