Multi-modal traffic signal control with priority, signal actuation and coordination
Multi-modal traffic signal control with priority, signal actuation and coordination
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DOI：
10.1016/j.trc.2014.05.001
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发表时间：
2014-09
影响因子：
8.3
通讯作者：
Qing He;K. L. Head;J. Ding
中科院分区：
文献类型：
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作者：
Qing He;K. L. Head;J. Ding
在过去的几十年里，协调驱动信号控制系统和信号优先控制系统都得到了广泛的应用。然而，这两个控制系统往往是相互冲突的，由于不同的控制目标。本文旨在解决主动协调和多模态优先控制之间的冲突问题。通过联网车辆系统中的车辆到基础设施（v2i）通信，符合优先级条件的车辆（例如紧急车辆、公交车、商用卡车和行人）能够在接近信号交叉口时向交通信号控制器发送优先级消息请求。很可能多个车辆和行人将发送请求，使得可能同时存在多个活动请求。一个基于请求的混合整数线性规划（MILP）制定明确地适应多个优先级的请求，从不同的车辆和行人的模式，同时考虑协调和车辆驱动。信号协调是通过将虚拟协调请求集成到公式中的优先级来实现的。当信号协调不满足时，将惩罚添加到目标函数。这种“软”信号协调允许信号规划调整自身以服务可能来自不同模式的多个优先级请求。优先级最优信号配时通过使用传统车辆驱动逻辑允许相位延长和间隔来响应非优先级需求的实时驱动。通过微观交通仿真，在优化的信号配时方案下，将所提出的控制方法与现行的公交信号优先（TSP）方法进行了比较。仿真实验表明，所提出的控制模型能够有效地降低公交车平均延误、行人平均延误和小客车平均延误，特别是在公交车辆优先请求频率较高的高度拥挤条件下。
Both coordinated-actuated signal control systems and signal priority control systems have been widely deployed for the last few decades. However, these two control systems are often conflicting with each due to different control objectives. This paper aims to address the conflicting issues between actuated-coordination and multi-modal priority control. Enabled by vehicle-to-infrastructure (v2i) communication in Connected Vehicle Systems, priority eligible vehicles, such as emergency vehicles, transit buses, commercial trucks, and pedestrians are able to send request for priority messages to a traffic signal controller when approaching a signalized intersection. It is likely that multiple vehicles and pedestrians will send requests such that there may be multiple active requests at the same time. A request-based mixed-integer linear program (MILP) is formulated that explicitly accommodate multiple priority requests from different modes of vehicles and pedestrians while simultaneously considering coordination and vehicle actuation. Signal coordination is achieved by integrating virtual coordination requests for priority in the formulation. A penalty is added to the objective function when the signal coordination is not fulfilled. This “soft” signal coordination allows the signal plan to adjust itself to serve multiple priority requests that may be from different modes. The priority-optimal signal timing is responsive to real-time actuations of non-priority demand by allowing phases to extend and gap out using traditional vehicle actuation logic. The proposed control method is compared with state-of-practice transit signal priority (TSP) both under the optimized signal timing plans using microscopic traffic simulation. The simulation experiments show that the proposed control model is able to reduce average bus delay, average pedestrian delay, and average passenger car delay, especially for highly congested condition with a high frequency of transit vehicle priority requests.