The Internet of Vehicles creates new opportunities for the optimization of vehicle platoon control. While existing research has predominantly focused on the operation and planning of highway traffic flows, the feasibility of platoon operations within urban road networks has been relatively underexplored. To address this gap, this paper proposes a collaborative optimization framework that integrates connected and automated vehicle platoon formation with intersection control, aiming to enhance the efficient utilization of urban spatiotemporal road resource. Considering the dense intersections and dispersed travel paths characteristic of urban road systems, a platoon merging and splitting strategy is developed based on the path overlap rate. To minimize average vehicle delay, a coordinated control model is established to couple platoon operations with intersection signal control. A dynamic programming approach is employed to solve the proposed strategy and fully exploit the spatiotemporal resource utilization potential of urban road networks. Numerical simulation experiments demonstrate that the proposed strategy is substantially superior to existing vehicle trajectory optimization strategies in terms of reducing average vehicle travel time. Further analysis confirms that the increase in spatiotemporal resource consumption induced by sudden accidents can be constrained within 3.3%. Additionally, when the maximum platoon size ranges from 5 to 8 vehicles and communication delays are negligible, the efficiency of road spatiotemporal resource consumption is notably improved by higher connected and automated penetration rates and wider lane widths.

The existing zoning collaborative control method cannot efficiently adapt to dynamic changes in traffic flow due to the fixed functional zoning of road segments. This study proposes the Dynamic Zoning COllaborative COntrol Method (DZCOM) for urban road traffic flow in a connected traffic environment. First, DZCOM dynamically divides the road segment into two functional zones, vehicle lane-changing and speed-adjustment zones, to integrate different driving behaviors. Second, to achieve rapid lane changes for multiple vehicles, a Multi-vehicle Cooperative Lane-changing Strategy based on Separate Lane-Speed Guidance (MCLS-SLSG) is designed, which rearranges the vehicles entering from the upstream intersection in longitudinal space, creating conditions for left- and right-turn vehicles to change lanes quickly. Finally, the trajectory of connected vehicles and the signal timing of intersections are jointly optimized based on the dynamic programming method to minimize average delay and ride comfort. The simulation results show that optimizing only the longitudinal trajectory of vehicles can reduce the average delay at intersections by 7.9% under moderate traffic volume. The joint optimization of vehicle trajectory and signal timing further reduced the average delay by 21.6%, demonstrating the effectiveness of DZCOM. Further research has shown that higher connected and automated vehicle penetration rates and speed limits can help reduce the average delay. Simultaneously, intersection spacing is another key factor restricting the operational effectiveness of the DZCOM; the method works best in the range of 400-600 m.

The existing multi-objective joint optimization of traffic efficiency and fuel consumption ignores the impact of vehicle idling, restarting, and other processes on fuel consumption. To address this issue, this study proposes a Collaborative Optimization Method for Traffic Efficiency and Fuel Consumption (COM-TEFC) at signalized intersections. The method jointly optimizes signal timing and vehicle trajectories to minimize a combined cost function that integrates fuel consumption and travel time. Fuel consumption under varying driving conditions is evaluated using the VT-Micro model, which estimates instantaneous fuel use based on vehicle speed and acceleration. The optimization problem is solved using a dynamic programming approach. The simulation results demonstrate that COM-TEFC can simultaneously enhance traffic efficiency and reduce fuel consumption. The observed fuel savings are primarily attributed to trajectory optimization, while the efficiency gains stem from adaptive signal timing. Even with some uncontrolled connected human-driven vehicles, the performance of COM-TEFC still showed significant improvements.

In view of the fact that the pre-emptive signal control strategy seriously encroaches on the interests of social vehicles, a bilevel optimisation framework for Emergency Vehicle (EMV) rapid transit at intersections is proposed based on the construction of a spatial priority right of way for EMVs using Mixed-use Bus Priority Lanes (MBPL). The upper optimisation utilises the advantages of inducible or controllable trajectories of connected vehicles (CVs) and establishes a joint optimisation model for the trajectory of CVs and the signal timing to maximise the operational efficiency of the intersection while ensuring the rapid transit of the EMV. Based on the optimised signal timing, the lower optimisation makes decisions on the collaborative conflicting traffic flow and the adopted EMV transit strategy, constrained by the achievement degree of the EMV expected speed. When the strategy of delay opening or early ending of conflicting traffic green times is adopted, speed guidance or trajectory optimisation for EMVs is implemented to pass through the intersection at the head or tail of the conflicting traffic flow green time. When the trajectory control strategy of conflicting traffic flows with broken chains is selected, trajectory optimisation is implemented for conflicting vehicles, leaving a gap for the EMV to pass through. A dynamic programming model was established to solve the joint optimisation model. The simulation results show that the proposed method not only ensures the rapid transit of EMV at intersections, but also ignores the encroachment of social vehicle interests, compared with greedy signal pre-emption and EMV centred control schemes. Further research indicates that the hourly bus volume is a key factor restricting the rapid transit of EMVs.

The existing signal control methods for mixed traffic related to connected automated vehicles (CAVs) and connected human-driven vehicles (CHVs) at intersections fail to tap the traffic potential of CAV-dedicated lanes. Accordingly, a dynamic allocation method of CAV-shared lanes is proposed, and the method of traffic flow scheduling and CAV trajectory optimization for multilane intersections with CAV-shared lanes is constructed to improve the traffic performance. The simulation results show that the optimization strategy proposed in this study can reduce the average delay at the intersection to varying degrees compared with the control strategy, using (a) the dynamic CAV-dedicated lane allocation method and (b) the shared-phase dedicated-lane method. Although the stops of CAVs will increase, the time utilization rate of most approach lanes is considerably improved, particularly CAV-shared lanes that can effectively improve the intersection performance. Further analysis shows that the number of CAV-shared lanes is closely dependent on the CAV penetration rate. The method proposed in this study is suitable for multilane intersections with a high CAV penetration rate.

Owing to the difference in utilization efficiency of road between a connected-automated vehicle (CAV) and connected human-driven vehicle (CHV), caused by trajectory controllability, the optimization methods reported in literature for the mixed traffic of CAVs and CHVs at signalized intersections do not consider the dynamic adjustment of the approach lane utilization due to variations in the CAV penetration rate and traffic demand. Accordingly, a dynamic CAV-dedicated lane allocation method with the joint optimization of signal timing parameters and smooth trajectory is proposed to avoid using transitional or inefficient CAV-dedicated lanes and improve the performance of the intersections. In addition, a CAV trajectory control model for the CAV-dedicated lane is built to avoid the start-up loss time and maximize the utilization of green time. The delay and stops are weighted to form an integrated performance index (PI), and a PI model is established to evaluate the proposed method. A simplified solution procedure is designed to solve the joint optimization problem. The simulation results show that the proposed method in this paper can reduce the average PI per vehicle at intersections by 15.7% or more compared with that of a fully actuated signal control scheme, which indicates that it is necessary to drive the CAVs in one or more CAV-dedicated lanes when the CAV penetration rate exceeds a certain threshold. Compared with the existing signal and trajectory control approaches, the proposed method is more suitable for multi-lane signalized intersection with high saturation and high CAV penetration rate.

This paper aims to address a problem at signalized roundabouts, where the queuing overflow of left-turn vehicles can block vehicles that are travelling through the roundabout when the signal control method of Two-Stopline-for-Left-Turn control (TSLT) is adopted. A method for setting up the waiting area and coordinating the traffic signal between the approach lanes and the loop lanes is proposed. With the help of the loop lane space, the through and left-turn waiting areas are set up, and the traffic flow in each direction at the roundabout is separated by a coordinated traffic signal, in order to improve the utilization rate of the space resources of the roundabout. Under saturation constraints, delay calculation models are established based on the traffic states of the approach lanes and the loop lanes, and a signal control parameter optimization model is established with the goal of minimizing the delay. The simulation results show that the proposed method can satisfy the required conditions for roundabouts with high traffic volume.

针对信号交叉口许可相位运行期间直行车与左转车交通冲突严重、通行效率低下的问题,提出一种针对许可相位的新式左转待转区设计方法,设计该组织模式下的信号相位方案并分析了设置左转待转区前后的交通冲突情况.建立新式左转待转区设置后的延误模型,以车均延误最小为优化目标,建立改进后交叉口信号控制参数优化模型,并给出求解算法.以哈尔滨市融江路-群力第六大道交叉口为例,VISSIM仿真表明:尽管提出的方法对次要道路中左转车的延误和停车率不利,但总的车均延误在下降,特别是主路相位延误下降更明显,说明所提方法可行、有效.进一步分析交通流量规模、左转车比例和左转待转区容量等因素对设置左转待转区前后次要道路车均延误的影响,结果表明:当每方向左转待转区容量固定不变时,红灯期间到达的左转车辆数越多,所提方法适用的次要道路交通流量临界点越高,且随着次要道路交通流量的增加,所提方法适用的临界左转比例在下降;在相同交通条件下,每个方向左转待转区容量越大,车均延误就越小,说明每个方向左转待转区容量越大,所提方法的效果越明显.该方法有助于改善含许可相位的信号交叉口交通安全和通行效率.

针对目前车联网环境下仅进行车速诱导的干线协调信号控制方法存在的绿灯利用效率不高问题,借助车辆与基础设施间的双向信息交互功能,考虑车速诱导与信号控制方案双向优化,以形成饱和车队为目标,提出一种新的干线交通信号协调控制策略.在此基础上,定义每个周期每个交叉口处待处理车辆的到达时间范围;并对车辆延误和停车次数进行加权,形成一个综合性能评价指标(PI),以加权评价指标最优为目标,建立信号控制参数优化模型,并给出求解算法.案例分析表明:与仅进行车速诱导的干线协调信号控制方法相比,所提出的方法能使交叉口车均PI降低11.2％,验证了模型的有效性和可行性.从速度诱导区间、平均行程车速、交叉口间距等方面分析了优化模型的敏感度,确定了模型的适用条件,结果表明这些因素对信号控制方法的优化效果有显著影响.

This paper addresses the limitations that the phases proposed in variable phase sequencing studies for stochastic traffic flow are all predetermined and that the variable phase sequencing is only suitable for low traffic volume environment. It presents a dynamic phase signal control method for unstable asymmetric traffic flow with two primary operational objectives: the realization of a dynamic phase scheme in each cycle and optimization of signal control parameters. First, an asymmetric state of traffic flow at signalized intersections is defined, rules governing the generation of the dynamic phase of each cycle based on asymmetric state are proposed, and the delay variations of intersections adopting dynamic phase schemes are modeled. Next, a signal control parameter adjustment algorithm for the dynamic phase is constructed to maximize the positive benefits of delay variation. Last, the operational performance of the proposed method is validated using data collected from an intersection in Harbin, China, by VISSIM simulation. Furthermore, it is found that a higher asymmetric coefficient leads to lower efficiency of a symmetrical release phase scheme at intersections, and the increase of average delay becomes significant when the asymmetric coefficient threshold is greater than 0.2.

This paper proposes an improved layout for the Displaced Left-turn (DLT) intersection by combining the conventional DLT intersection with protected left-turn phases, based on the safe-crossing requirements of pedestrians and non-motorized vehicles. The delay and stops are weighted to form an integrated performance index (PI) in a real-time vehicle-to-infrastructure communication environment. The PI models, pertaining to all vehicles in non-DLT lanes, DLT lanes and shared through-right lanes are established based on the improved DLT intersection in unsaturated traffic conditions. In addition, a dynamic optimized method of traffic signal timing parameters is constructed based on minimizing average PI per vehicle and considering the traffic signals' coordination at the main intersection and left-turn crossovers. The operational performance of the optimized method is validated using data collected at an intersection in Harbin, China.

The traditional coordinated signal control method suffers from narrow bandwidth and low utilization of green time. With the help of bidirectional communication function of cooperative vehicle infrastructure system, a speed guidance strategy at the intersections for arterial coordinated signal control is proposed. Considering the change of stops before and after the application of the proposed strategy, the delay and stops are weighted to form a comprehensive performance index (PI), then the PI model is established, and the solution algorithm is given. An optimized model of traffic signal timing parameters is constructed based on minimizing average PI per vehicle. The sensitivity of the optimization model is analyzed from the aspects of the adjustment amplitude of left-turn phase green time, speed guidance range, average travel speed and intersection spacing, and the applicable conditions of the model are determined. The simulation results showed that the average PI proposed in this paper was reduced by 5.5% compared with the coordinated signal control scheme with only implementing the speed guidance, and the effectiveness of the optimized model was validated.

The paper takes urban complex as research object, aiming at the problem that the current parking facilities allocation neglects the difference of parking demand features of various buildings, which worsens the contradiction between supply and demand of parking. Analysis shows that the peak parking hour of various buildings in the urban complex is complementary, and the supply and demand are seriously imbalanced based on the parking survey data in Harbin. The main influence factors of urban complex parking demand are analyzed, and the revision coefficient of parking generation rate model of urban complex under the influence of a single factor is constructed combining with the actual parking demand. Based on the idea of shared parking, a parking demand forecasting model of urban complex under the comprehensive action of multiple factors is established by using regression analysis method, and the Yuguang-Intel Industrial Park in Harbin is taken as an example to verify the validity of the model. The results show that the predicting value of parking demand by the model is closer to the actual parking demand, which can effectively avoid the imbalance between supply and demand, and improve the utilization efficiency of parking facilities.

文章分析了我国各高等学校交通运输规划与管理学科专业英语课程设置现状,采用问卷调查方法,针对在校交通运输规划与管理学科研究生调研了专业英语课程的必要性、对科学研究与就业的影响、能力培养、课程内容、考核方式、合理学时及设置学期.基于调研结果,研究提出了交通运输规划与管理学科专业英语的课程教学目标、教学内容及考核方式建议.

为解决环形交叉口左转通行能力不足的问题,提出一种借助内侧环道与外侧环道设置左转待行区和直行待行区,并建立环道交通信号与进口道交通信号协调控制的环形交叉口信号控制方法.在饱和度等约束条件下,基于进口道停车线和环道停车线后不同的交通状态建立相应的延误计算模型,以延误最小为优化目标建立信号控制参数优化模型.案例分析表明:当左转交通量低于左转二次停车控制法适用的左转临界值时,所提出方法的延误较高;而当左转交通量高于该临界值时,左转二次停车控制法的延误快速上升并高于所提出方法的延误,且将导致环道锁死,而采用该方法仍能稳定运行,验证了提出方法的有效性.进一步分析进口交通量、不同类型环道数量和环岛半径等差异对所提出方法控制效益的影响,结果表明:随着环形交叉口进口交通量增大,该方法适用的临界左转比例随之降低;当进口交通量的左转比例低于临界左转比例时,交叉口处于非饱和状态且延误低;反之,交叉口处于过饱和状态且延误高.当左转交通量高于450 veh·h-1时,增加左转环道有利于降低车均延误;而当直行交通量高于1 150 veh·h-1时,增加直行环道效果更佳.当进口交通量小于800 veh·h-1时,环岛半径对交叉口延误影响不大;而一旦进口交通量高于800 veh·h-1后,环岛半径对车均延误的影响随进口交通量的增长愈加显著,环岛半径越大,交叉口车均延误就越高.

针对当前停车配建忽略不同类别建筑物的停车需求特征差异,致使停车供需失衡的问题,基于哈尔滨市停车调查数据,建立基于多影响因素的停车需求预测模型.

为了解决相邻交叉口间的信号协调控制问题,针对有可变信息标志车速诱导的交叉口,提出了一种考虑车速诱导及交叉口上游路段车辆到达特性的交通信号优化控制方法.分析了不同交通规模、V/C、路段长度和诱导速度约束值的差异对该优化方法控制效益的影响,明确了该方法的适用条件.研究结果表明,非饱和交通(V/C<0.86)及相邻交叉口路段长度在600 m左右时应用本方法优势明显,能够使停车次数和排队延误显著下降.本方法通过速度诱导和信号控制方案的调整来减少自上游驶来的车辆不必要的停车,提高交叉口的绿灯期间时间资源的利用效率,有利于信号交叉口通行效益的提升.

针对交叉口传统移位左转交通组织存在的交通冲突与通行效率问题,提出了一种改进的移位左转车道设置方法,并分析改进前、后的交通冲突状况.综合考虑行人与非机动车的过街需求,分析路段左转信号与交叉口主信号之间的协调控制关系,设计改进的移位左转交叉口相位方案,建立移位左转交叉口设计要点计算模型,包括移位左转车道长度、路段左转变道段长度、路段左转车储存段长度.假设车辆到达服从泊松分布,推导并建立改进的移位左转交叉口各相位的延误计算模型.以车均延误最小为目标,构建改进的移位左转交叉口信号控制参数优化模型,采用穷举法给出其求解算法.从左转交通量、移位左转车道长度、交叉方向右转车辆比重3个方面分析改进方法的适用条件,并借助VISSIM仿真,使用在哈尔滨市交叉口收集的数据验证改进方法的效用.研究结果表明:当移位左转车道长度为100 m左右时,该交通组织方式可以发挥最大效益;改进的移位左转交通组织较改进前交叉口车均延误下降了16.1％,验证了所提改进方法的有效性;当左转交通量小于400 pcu·h-1,交叉方向右转交通量比重大于25％时,采用改进的移位左转方法,交叉口的通行效率改善更加显著.研究成果可为移位左转车道的设置及信号配时提供依据.