魏威
入学时间：2012级
答辩时间：2015年
论文题目：基于通行能力的信号控制交叉口评价方法研究
中文摘要
摘要
城市道路网是城市的主骨架，交叉口是城市道路网中的关键节点。城市道路网中分布着一定数量的信号控制交叉口，它们常因通行能力不足而产生拥堵，是道路网中的薄弱环节，成为制约城市道路网运行质量的关键因素。在交叉口设计和建设阶段，只有准确评价交叉口运行状态，才能合理地确定交叉口通行能力，保证顺畅通行；在交叉口运营和管理阶段，也需要评价交叉口运行状态并提供评价结果，以引导出行者出行，同时为交通管理者提供决策信息。
本文基于通行能力分析，研究信号控制交叉口评价方法。对交叉口进行通行能力影响因素分析是本文的必要研究手段。
首先，本文进行了综述研究，回顾了交叉口评价、交叉口通行能力计算及交通拥堵指数等方面的研究成果。
其次，本文基于饱和流率模型，从道路条件和交通条件两个方面入手，采用回归分析方法，对车道饱和流率及通行能力进行了影响因素分析；同时，推导了饱和流率修正系数及交叉口通行能力计算公式，为评价指标计算提供了方法。
再次，本文基于有效绿灯时间的定义，统计了起动损失时间和清尾损失时间推荐值，确定了有效绿灯时间的计算方法；然后从交通条件入手，采用统计分析方法，对车道有效绿灯时间及通行能力进行了影响因素分析，同时确定了有效绿灯时间的修正方法。
随后，本文建立了信号控制交叉口运行状态评价指标体系。选取了交叉口饱和度、平均延误和平均排队长度为评价指标，确定了指标权重，借助交叉口拥堵指数，实现了评价指标体系的指数化，通过案例分析介绍了评价指标体系的应用方法。
最后，总结了本文结论，对论文的不足之处进行分析，并进行了研究展望。
关键词：信号控制交叉口，通行能力分析，评价方法，回归分析
英文摘要
ABSTRACT
The urban road network is the main skeleton of a city, where intersections are the key nodes. There exit a large amount of signalized intersections in urban road network, which is easy to get into congestion because of a lack of capacity. Signalized intersections are weakest part in urban road network, which determines the operational quality of the overall road network. In stages of intersection designing and construction, only when we have an accurate evaluation of intersection operation condition, we can choose a reasonable value for intersection capacity, and then to prevent congestion. In stages of operation and management, it is also necessary to evaluate intersections as well as provide the evaluation result, in order to guide travelers’ trip modes and to provide traffic managers with decision-making information.
On basis of capacity analysis, the paper studies the evaluation method for signalized intersection. Influencing factor analysis of intersection capacity is a necessary research process in the paper.
Firstly, the literature review is conducted. Research achievements about intersection evaluation, capacity calculation and traffic congestion index are reviewed in this part.
In the next part, on basis of saturation flow rate model, by using regression analysis method, influencing factor analysis for lane saturation flow rate as well as capacity are conducted from angles of road condition and traffic condition. Meanwhile, the calculation method of correction coefficients for saturation flow rate as well as of intersection capacity are deduced, which provide the calculation method of evaluation indexes.
After that, on basis of the definition of effective green time, recommended values of start-up lost time and clearance lost time are given, and the calculation method of effective green time is also determined. By using statistical analysis method, influencing factor analysis for effective green time and capacity are also conducted from the angle of traffic condition, and the correction method of the effective green time is deduced as well.
In the next part, an Evaluation Index System for Intersection Operation Condition is established. The 3 chosen evaluation indexes are the saturation degree, the average delay and the average queuing length of the overall signalized intersection. The weights of the indexes are solved. By using the Intersection Congestion Index, the evaluation index system becomes an indexation system. Then a case study is introduced to show the application process of the Evaluation Index System.
Finally, conclusions of the paper are summarized and some brief analysis about shortages and expectations of the paper are also conducted..
Key Words:Signalized intersection, capacity analysis, evaluation method, regression analysis
韩宝新
入学时间：2012级
答辩时间：2015年
论文题目：考虑节能减排的公交专用道设置评价及改善方法
中文摘要
摘 要
能源和环境问题是人类面临的主要问题之一，如何节能减排成为各行业都需要解决的问题。公交能耗和排放研究已经具备社会现实需求，理论研究需求及技术背景的支持。如何通过基础设施设置及交通管理措施，使得公交专用道提升服务质量的同时达到节能减排效果成为亟待探讨的问题。目前，公交专用道能耗和排放研究不多，尚未出现对于此类问题详细分析。本文主要研究公交专用道设置微观层次能耗和排放影响评价，为公交专用道节能减排设计、管理和改善提供理论上支撑，同时为以后公交专用道设置对比评价研究奠定基础。
本论文首先从道路能耗和排放影响因素及专用道设置影响分析入手，得到公交专用道设置与节能减排关联关系。随后，针对论文中需要运用的主要软件，为保证研究结果的可信度，对MOVES软件能耗计算精确度及VISSIM仿真轨迹精确度进行了校正，为后面具体分析奠定了理论和技术基础。
在此基础上，从公交专用道设施设置角度，对公交站点位置，公交站点形式，公交站点流量以及路段信号控制方式能耗和排放影响进行详细研究。仿真计算结果表明，公交站点位置及形式虽然对公交单位能耗和排放有影响，但是并不显著，与人们普遍认知有所区别。公交能耗随着公交流量增加而逐渐增加，而信号控制方式对能耗和排放影响最为显著，采用公交协调的控制方式相比于不协调和主路社会车辆协调的控制方式，能耗和排放降低约4%~6%，但是其也会同样对社会车辆能耗和排放产生影响。跟据以上主要结论，从节能减排角度建议信号配时考虑公交和社会车辆速度差异，以使取得合适周期及相位差；根据需求调整发车频率防止路段高峰期间车次过多等等。
随后从与公交车行驶产生冲突的交通流角度，对进出交通位置和流量、右转交通冲突区长度及流量等能耗和排放影响进行详细分析。结果表明，出入口不宜设置靠近交叉口处，会造成公交能耗和排放的增长；出入口流量控制在400 veh/h时，进出交通对公交能耗影响影响不明显。右转交通交织区长度对公交能耗影响不显著，右转流量控制在400veh/h时，对公交节能减排影响较小，据以上结论，从节能减排角度提出了对进出交通和右转交通进行控制的流量阈值。
本文针对公交专用道能耗和排放的研究，是对公交专用道评价内容的补充和完善，对于将来公交节能减排建设具有指导意义。公交专用道线路走向，多出入口等对能耗和排放的影响可以作为下一步工作方向。
关键词：公交专用道，能耗，排放，VISSIM，MOVES
英文摘要
ABSTRACT
Energy and environmental issues are two major problems that we humanity are facing and how to save energy and reduce emissions have become one of the problems that all industries need to solve. The research already has social realities demand, analytical needs and technical support. How to realize this goal by setting the infrastructure and traffic management should be explored as soon as possible. The bus fuel saving and emission reducing has not been clearly presented. This research focused on the microscopic level fuel consumption and emissions, which provides theoretically support to bus exclusive lane design and management and can lay the foundation for the comparative study about the exclusive bus lane.
The influencing factors of road fuel saving and bus lane setting are analyzed first, through which the energy conservation mechanism are got. Then the accuracy of the MOVES fuel consumption and trajectory precision has been corrected before the research, which ensure the credibility of the research.
Then the setting of bus exclusive lane has been analyzed in detail, including location and form of bus stops, bus volume and road traffic control. The simulation and calculation has shown that the location and form has limited effect to bus fuel consumption; the bus fuel consumption increase with the bus volume; the signal control has the most significant impact to bus fuel consumption and emission. The bus coordinate control can reduce bus fuel about 4% to 6% compared with the normal control and social vehicle coordinate control but it has also bad impact to social vehicle. So the recommendations for improvement are adjusting signal control by considering the speed difference between the bus and social vehicle, adjusting bus frequency and so on.
Then the influence of conflict traffic also has been analyzed in detail, including access traffic and right-turn traffic which means location and volume of access traffic, length of conflict area and right-turn traffic volume and so on. The simulation and calculation result has shown that the location of access traffic should be away with the downstream intersection and access volume should control to below 400 veh/h to receive good result for bus fuel consumption. The length of conflict area has limited effect to bus fuel consumption and vehicle volume should also control to 400veh/h which has the minimum effect to bus fuel consumption. The recommendations of traffic management and control have been proposed based on the findings above.
The research about fuel consumption and emission of bus exclusive lane is supplement and improve to the bus evaluation, which has instructive influence to the construction of reducing bus fuel consumption and emissions. There are much more factors which has influence on fuel consumption and emissions which can be the next research in the future.
Key Words:Bus exclusive lane; Fuel consumption; Pollutant emissions; VISSIM; MOVES
江新凯
入学时间：2012级
答辩时间：2015年
论文题目：公交停靠站服务能力影响分析及计算方法研究
中文摘要
摘要
公交停靠站是公交车辆停靠、与社会车辆分流、合流、交织的区域，是公交乘客出行链发端、周转、终止的场所，其广泛分布在城市道路各个关键位置，对公交停靠站服务能力估计不足，直接影响整个公共交通服务品质。以往对停靠站服务能力计算的研究缺乏基于实测数据的实证研究，本文采用实证的方法，依托各类型公交停靠站翔实的数据调查，定性、定量分析了服务能力影响机理及其影响因素，并采用多元回归方法对影响因素与计算方程中各参数建立回归方程，优化了停靠站服务能力的计算方法，研究成果可为城市公交规划、停靠站优化、运营管理提供一定理论及应用支撑。
论文首先对公交车在停靠站区域运行特征及公交停靠站设置特征进行分析，同时详细的分类分析了服务能力影响因素，确定公交车加减速进出站、在站停靠、加速出站过程是影响服务能力的关键，采用定性及定量的方法研究了公交车型、停靠站设计、公交运行及到达特征、道路交通状况、乘客因素等对停靠站的影响。
其次，制定详细的数据采集方案，选取若干常见类型的路段公交停靠站，采集大量公交到达、上下客人数、停靠时间、进出站时间、路段机动车流、非机动车流量等数据，分析各因素对服务能力的影响程度，结果表明不同的上下客方式通过影响停靠时间从而影响服务能力，且直线式和港湾式公交停靠站在相同乘客数情况下也有不同的停靠时间。
再次，在实测数据的支撑下，对公交到达分布特征、公交加减速时间分布、公交停靠时间分布特征进行研究，并严格给出其分布拟合函数，数据分析结果表明不同类型的停靠站公交车辆到达均符合泊松分布，明确给出加减速进出站时间在不同社会车流量阈值下的推荐值，及停靠时间与不同类型上下客方式的多元回归函数关系，并在此基础上进行服务能力计算方程关键参数的回归标定。
最后，基于回归得到的计算方法计算停靠站服务能力，结果表明相同情况下，直线式停靠站服务能力要高于港湾式停靠站。对比结果证明本研究方法具有一定的普适性和应用价值，
关键词：公交停靠站，服务能力，影响因素，实证分析，多元回归拟合
英文摘要
ABSTRACT
Bus stops are certain places where buses stop or start, and separate or confluence from social vehicles, and loading areas of passengers to boarding and alighting along a bus route. Bus stops often form a bottleneck when buses arrive in and drive out of the bus stop where buses interwined with social traffic flow. Not only interferes with the normal entry and exit of buses, but also have a seriously impact on the capacity of road traffic, especially the adjacent lane, cause great reduction of the actual road capacity. Therefore the bus stops need in-depth study urgently.
Firstly this paper analyzes buses operating characteristics at bus stops affected area in details. furthermore some factors are selected from them: bus arriving rate, boarding passengers, bus dwell time、clearance time、coefficient of variation of dwell times、failure rate. Then clearly defined the concept of relevant parameters, give the required data; statistical analysis of the measured data to study the capacity model.
In addition, this paper formulates the capacity model of the bus stops based on regression fit method, based on field data collected from typical bus stops in urban area of Shanghai, quantitative researches have been done to calibrated key parameters of the computing model, also some recommended values of key parameters are given according to the measured data. The result verified the accuracy of the model.
Finally, studied on the data collected from typical bus stops in urban area of Shanghai, calibrated key parameters, regression fit key parameters and bus capacity. The result verified the accuracy of the model.
Key words：mid block bus stop；bus stop capacity, influential factors；key parameters；regression fit；
谭华东
入学时间：2012级
答辩时间：2015年
论文题目：城市快速路主线与入口匝道车队交替通行及适应性研究
中文摘要
摘要
城市快速路入口匝道主线交织区（本文均指A型交织区）是快速路系统中通行能力瓶颈区域，也是存在交通安全隐患的合流冲突区域，保证其良好的管理与控制能够有效地提升城市交通的运行效率，可以提升其通行能力和延误水平，减少安全事故。
随着交通需求的持续增长，入口匝道主线交织区经常出现交通拥堵现象，此时主线与入口匝道排队频发。在这种情况下，国内外采取的控制规则有很大的差异性。国外大多数采用主线优先规则，入口匝道车辆一般根据可穿越间隙或者匝道控制规则（如经典的ALINEA控制）进入主线交织区。而根据现场观测，在国内很多入口匝道主线交织区，入口匝道车辆与主线经常互不退让，相互抢夺道路通行权，这极大地增加了交汇区域的安全隐患，同时减少了其运行效率。为解决这个问题，很多地方也提出了交替通行以及信号控制的运行规则。目前这些运行规则均有所研究，然而这几种运行规则的优劣性以及适应性仍然没有充分地分析与研究。本研究核心内容是分析不同运行规则在不同流量水平下的适应性问题。
研究以入口匝道主线交织区为研究对象，以其通行能力最佳为目标，从元胞自动机和穿越间隙概率角度优化了已有的交替通行理论模型，并借助MATLAB求解理论模型，模型结果表明高流量水平下，信号控制规则下通行能力最高，交替通行次之，而主线优先通行能力最低。
研究利用VISSIM仿真实验，以通过车辆数、停车次数、排队长度、延误时间为控制指标，研究了主路优先控制、主路与入口匝道相互抢通行权、交替通行和信号控制四类通行规则在不同流量水平下的适应性。研究发现，流量比较低时，不需要交替通行和信号控制，可以采取主路优先的运行规则；当流量增加到1150veh/h时，交替通行效果开始显著，建议采用交替通行运行规则；而当流量继续增加到1400veh/h时，设置信号控制效果显著。
本文优化了交替通行理论模型，并对模型中车头时距参数进行了细致分析，具有一定的科学研究价值。同时，本文的运行规则适应性研究成果能够为快速路入口匝道主线交织区交通管理与控制提供决策支持，具有一定的实践价值。
关键词：匝道交织区，可穿越间隙，交替通行控制，信号控制，仿真实验
英文摘要
ABSTARACT
Urban expressway weaving section（refer to A-type weaving section in this article）is the capacity bottleneck area and conflicting area, which are traffic safety hazard area at freeway system. Expressway weaving section does improve the operating efficiency of the urban transport effectively, enhance the capacity and the level of the delays and reduce the incidence of the accidents by adopting reasonable traffic management and control measures.
However, with the growing traffic demand, the congestion phenomenon always recurred at main line and on-ramp intersection region, and then the main line and ramp queue frequently. There is a big difference between the domestic and foreign regions in this case. In some foreign countries, the gap acceptance method is most available in urban freeway on-ramp traffic control methods, namely on-ramp vehicles determine whether to enter the main line according to their distance and acceptable clearance across the front of the main line of traffic. At many place at home, the mainline and the on-ramp vehicle prone to snatch the right of way in weaving section, which increasing the security risks and reducing its operating efficiency. Meanwhile, in order to solve this problem, many places raised pass alternately and control signals operating rules. This study focused on the adaptability of the different operating rules at different flow levels as the lacking of adequately analyze and research of the adaptability of the four operating rules.
On the basis of the gap theory and cellular automata theory and from a probabilistic point of view, the study optimizes the alternating traffic control model, with the objective of maximum capacity. We use MATLAB to solve the theoretical model, and the results show that the traffic signal control rules is the best, followed by the alternating control and the mainline priority control the least one, under the situation of high flow levels.
We study the adaptability of the mainline priority control, mainline and on-ramp traffic snatch the right of the way, the alternating control and signal control, with the four control targets: the number of passed vehicles, number of stops, queue length and the delay time. Study shows that the signal control is the best operating rule with the optimal four control targets, especially at large flow levels. And the alternating control can also reduce the delay time and increase the numbers of the passed cars, but have
large numbers of stops. We also find that the mainline priority control is a terrible operating rule, as it brings the large delay time and queues to the on-ramp lanes.
This article has some scientific value as it optimized the alternating control model and analyze the headway parameters at detail. Meanwhile, the results of adaptability of the operating rules has some practical value, which can provide decision support for the traffic management and control of the expressway entrance-ramp weaving section.
论文首先综述了进行车路协同环境下信号控制交叉口延误估计方法研究的现实背景、理论背景以及技术背景，并从 “车路协同”与“信控交叉口控制延误模型”这两方面对国内外的研究进行了梳理与分析，进而指出以往延误模型的缺陷以及在车路协同环境下进行新的延误估计方法的必要性与充分性。
其次，在阐述了车路协同环境下车速引导策略的基础上分析了车路协同环境下数据特点与数据构成，总结归纳出车路协同环境与传统环境在算法模型的参数取值、数据维度、信息交互方式以及评价与控制指标估计方法四方面的不同。
然后，在提取延误估计误差影响因素以及分析车路协同环境下延误特点后建立起基于联网车辆单车延误估计的信号控制交叉口平均延误估计方法。用仿真实验的方法验证了上一章节所提出的车路协同环境下信号控制交叉口车辆平均延误估计方法在不同流量与联网车辆比例情况下的相对误差，并通过仿真实验分析得出当联网车辆比例不低于70%时可以满足延误估计误差不超过20%的要求。
最后进行了总结与展望。本文以车路协同技术为研究背景，较为全面地分析了车路协同环境下车辆运行的特征，研究了车速引导机制对车辆运行轨迹的作用，并最终得出单车延误方法和车均延误估计方法，丰富了车路协同环境下参数估计的理论体系，对后续相关研究有一定的借鉴意义。
Traffic signal control is one of the important measures to improve urban transport efficiency. Delay is one of the key optimization parameters of traffic control strategies and the service level evaluation of signalized intersection. Therefore, traffic engineering researchers have developed numerous models and estimation methods on signalized intersection control delay. However, previous studies are mostly traditional based onoverly strong assumptions, statistics and parameter calibration, resulting that their portability is very poor and they cannot react the real-time changes of traffic flow characteristics. In recent years, the development of cooperative vehicle infrastructure systems (CVIS) has changed road traffic flow characteristics greatly, enriching the data types and dimensions of traffic management and control. New possibilities have been brought to transportation parameter estimation. Although there have been some studies regarding CVIS-based intersections, but most are focused on the study of control strategies and programs, while studies on traffic parameter estimation are not deep enough. So it is necessary to analyze the operating characteristics of vehicles and to propose a new signal control intersection delay estimation method based on the CVIS environment.
Firstly, the realistic, theoretical and technical background of signal control intersection delay estimation under the CVIS environment was introduced. Past researches on CVIS and signalized intersection control delay estimation models were introduced, analyzed and summarized. Based on this, the limitations of delay models under traditional environment were pointed out as well as the necessity and the adequacy of the new delay estimation method under the CVIS environment.
Secondly, the speed guidance strategy under CVIS environment was introduced. Then this paper analyzed data characteristics and data structure of CVIS and compared the traditional and CVIS environment in four aspects with the conclusion that signalized intersection control delay in real time can be estimated through smart car data rather than by the traditional models which are based on assumed parameters, calibration and other conditions.
Thirdly, after the influence factor of delay estimation error were extracted and the delay characteristics under CVIS environment were analyzed, a signal control intersection average delay estimation method under CVIS environment was established. The relative error of the proposed method was analyzed under different flow conditions of various proportions of smart cars through simulation. It is concluded that when the proportion of smart cars is higher than 70% delay estimation error can be lower than 20%.
Finally, the thesis made a summary and outlook of this research. A comprehensive analysis is made of vehicles operating characteristics under CVIS environment and the impact of speed guidance on the movement of vehicles is discussed. And ultimately an average delay estimation method under CVIS environment is developed. This study enriches traffic parameter estimation theory system under CVIS, and will offer some references to follow-up studies.
