請用此 Handle URI 來引用此文件:
http://tdr.lib.ntu.edu.tw/jspui/handle/123456789/66932
完整後設資料紀錄
DC 欄位 | 值 | 語言 |
---|---|---|
dc.contributor.advisor | 許添本 | |
dc.contributor.author | Mu-Rong Tsai | en |
dc.contributor.author | 蔡牧融 | zh_TW |
dc.date.accessioned | 2021-06-17T01:15:09Z | - |
dc.date.available | 2020-08-20 | |
dc.date.copyright | 2017-08-20 | |
dc.date.issued | 2017 | |
dc.date.submitted | 2017-08-14 | |
dc.identifier.citation | [1] 沈華清,“中國式過馬路”無關素質。南都週刊,43,27,2012年。
[2] 交通部,交通運輸研究所,2001台灣地區公路容量手冊,2001年,6月。 [3] 交通部,內政部,「道路交通標誌標線號誌設置規則」,2006年。 [4] 許勝翔,混合車流之過飽和路段號誌最佳化模式研究,國立台灣大學土木工程研究所,碩士論文,2011年。 [5] 楊祖維,演化式幹道號誌連鎖策略之研究,國立台灣大學土木工程研究所,碩士論文,2008年。 [6] 李玉茹,號誌週期長度與路口特性關係之研究,中央警察大學交通管理研究所,碩士論文,2006年。 [7] 林良泰、楊杰興、黃宏仁。以續進最大化為主延滯最小化為輔之程序性群組間時差設計。運輸計劃季刊,30(4),795-822,2001年。 [8] 蔡輝昇,交通控制理論與實務,生合成出版社,1990年4月。 [9] 林良泰,號誌群組與控制區域劃分之研究,國立台灣大學土木工程研究所,博士論文,1993年。 [10] 黃秀雲,都市路網號誌連鎖最佳化之研究,國立成功大學交通管理學系,碩士論文,2007年。 [11] 李玉茹,決定號誌週期長度之考量因素與相關課題,道路交通安全與執法研討會,2006年9月。 [12] 林良泰,在綠燈帶最大及負效用最小下動態幹道號誌時制之研究,國立成功大學交通管理學系,碩士論文,1987年。 [13] 林良泰,延滯最小化之幹道號誌時制設計研究,道路交通安全與執法研討會,2001年9月。 [14] 交通部,交通技術研發與人才培育規劃研究(2/4),2012年1月。 [15] 交通部,交通技術研發與人才培育規劃研究(4/4),2013年12月。 [16] HCM2000 (2000). “Highway Capacity Manual”, Transportation Research Board, Washington, DC. [17] C.-J. Lan “New Optimal Cycle Length Formulation for Pretimed Signals at Isolated Intersections,” Journals of Transportation Engineering, vol.130, no.5, pp.637-647, 2004. [18] L. D. Han and J.-M. Li, “Short or Long-Which is better ? Probabilistic Approach to Cycle Length Optimization,” Transportation Research Record: Journal of the Transportation Research Board, vol.2035,pp.150–157,2007. [19] T.-H. Chang and J.-T. Lin, “Optimal Signal Timing for an Oversaturated Intersection,” Transportation Research Part B:Methodological, vol. 34, no.6, pp.471-491, 2000. [20] H. Li, D. Wang, and Z. Qu, “Research on the Optimal Method of Cycle Length for Signalized Intersection,” in Proceedings of the 8th International Conference on Applications of Advanced Technologies in Transportation Engineering, pp. 371–376, May 2004. [21] X. Li, G. Li, S.-S. Pang, X. Yang, and J. Tian, “Signal Timing of Intersections Using Integrated Optimization of Traffic Quality, Emissions and Fuel Consumption: a Note,” Transportation Research Part D: Transport and Environment, vol. 9, no. 5, pp. 401–407, 2004. [22] X. G. Yang, J. Zhao, and T. Wang, “Optimal Cycle Calculation Method of Signal Control at Roundabout,” China Journal of Highway and Transport, vol. 21, no. 6, pp. 90-95, 2008. [23] B. Park, N. M. Rouphail, and J. Sacks, “Assessment of Stochastic Signal Optimization Method Using Microsimulation,” Transportation Research Record, vol. 1748, pp 40-45, 2001. [24] J. Kim, J. Lee, and M. Chang, “Performance Comparison Between Artificial Neural Network and Analytical Models for Real-Time Cycle Length Design, ” Transportation Research Record: Journal of the Transportation Research Board, vol. 1988, pp.102-115, 2006. [25] Webster, “Traffic Signal Settings ”1958. [26] DingXin, C., Zong, Z. T. and Carroll, J. M., “Development of Improved Cycle Length Model over the Highway Capacity Manual 2000 Quick Estimation Method”, Journal of Transportation Engineering,pp.890-897 ,2005. [27] Martin-Lof,“Computation of an Optimal Control for a Signalized Traffic Intersection”, 1967. [28] Allsop, “A Computer Program for Calculating Traffic Signal Setting, 1971. [29] Importa, G. and Cantarella, G.E., “Control System Design for an Individual Signalized Junction”, Transportation Research, Vol. 18B,No2, pp.147-167 , 1984. [30] Sakita, M., “Timing Design of Traffic Signasl”, TRR 1069, pp.83-87, 1986.. [31] Roger P. Roess, Elena S. Prassas and William R. McShane, “Traffic Engineering”,2004. [32] Morgan J. T., Little J. D. C.. “Synchronizing Traffic Signals for Maximal Bandwidth. Operations Research”, 12(6): 896-912, 1964. [33] Little J. D. C.. “The Synchronization of Traffic Signals by Mixed-Integer Linear Programming. Operations Research”, 14(4): 568-594, 1966. [34] Gartner, N. H. and Stamatiadis, C. Arterial-Based Control of Traffic Flow in Urban Grid Networks”,Mathematical and Computer Modeling 35,pp.657-671, 2002. [35] F. Webster and B Cobbe, “Traffic Signal,” Technical Paper 56, Ministry of Transport, London, UK, 1966. [36] R, Akcelik, Time-Dependent Expressions for Delay, Stop Rate and Queue Length at Traffic Signals, Australian Road Research Board, Melbourne, Australia,1980. [37] Li, Jan-Mou, 'Evaluation of Impacts on Delay, Cycle-Length Optimization, Control Types, and Peak-Hour Factor with the Randomness of Traffic. ' PhD diss., University of Tennessee, 2007. [38] C.M. Day, D.M. Bullock, and J. R. Sturdevant, “Cycle-length performance measures:revisiting and extending fundamentals,” Transportation Research Record, vol.2128, pp. 48-57, 2009. [39] Ladrón de Guevara, Felipe, “ Resonant Cycles and Traffic Signal Performance,” University of Arizona , 2013. [40] Lan Chang-Jen, New Optimal Cycle Length Formulation for Pretimed Signals at Isolated Intersections, 2004. | |
dc.identifier.uri | http://tdr.lib.ntu.edu.tw/jspui/handle/123456789/66932 | - |
dc.description.abstract | 國內私有運具使用量逐年提高,因此各地交通量也持續上升,造成了許多路面交通衝擊與問題,例如在尖峰時段道路上經常發生壅塞現象,導致市區交通癱瘓。其中,市區路網是由多個幹道所組成,而幹道又是由許多個路口組成,紓解路口車流則必須仰賴交通號誌的運作,為使車輛有效且安全地通過路口,良好的號誌時制設計是重要關鍵。
本研究以台北市市區道路忠孝東路與仁愛路作為調查地點,探究目前號誌時制設計上之可改進之處,發現台北市之號誌週期長度在尖峰時段普遍超出國際規定之最佳週期長度範圍。雖然在長週期下,綠燈運行時主要幹道之車輛可連續通行多個路口,但綠燈關閉後車輛則必須花費較長之等待時間,可能造成路口延滯增加。因此,要如何在車輛續進與路口延滯之間取得平衡,並求得最佳週期長度區間為本研究探討之重要課題。 本研究以台北市現況路網進行微觀車流模擬,將路型分類成雙向道與單向道,並挑選忠孝東路幹道作為雙向道之測試路網,仁愛路幹道作為單向道之測試路網。接著以兩組測試路網之現況號誌時制與號誌最佳化軟體Synchro和TRANSYT-7F輸出之最佳化時制進行比較,最後以微觀車流模擬軟體VISSIM進行績效評估,分別探討號誌週期長度之最佳長度範圍。 由號誌最佳化軟體之模擬結果顯示,雙向道的忠孝東路路網獲得改善之機會較低,號誌週期長度維持在150秒為最佳結果;單向道的仁愛路路網中則有調降週期長度之機會,週期長度可由150秒降至120秒。此外,本研究最後比較不同週期長度下與路網績效之關係,結果顯示,於忠孝東路路網中,當週期長度落在120-150秒範圍時,整體路網績效值最佳;於仁愛路路網中,當週期長度落在120秒附近時,整體路網績效值最佳。此結果與號誌最佳化軟體之模擬結果相當。 | zh_TW |
dc.description.abstract | The traffic volumes have raised constantly since the number of private mode has increased annually in Taiwan. The traffic problems and traffic conflicts, such as congestion in rush hours and traffic jam in urban, are more and more often. In rurban area, the road network is composed of numbers of main arterial, and the arterial is composed of plenty of intersections. To relive the traffic jam is depending on the signal of intersection. As a result, a great signal timing design is the key to make vehicles pass intersection effectively and safely.
The study is based on the investigation of the roads in Taipei to explore the problems of signal timing design. The common design of signal cycle length is using longer cycle length within the rush hours in Taipei, which is fairly longer than the optimal cycle length of international rules. Even though it can reach progressing to let vehicles pass more intersections through the processing of the loner cycle length, vehicles on the other way of the crossing roads need to spend more time on waiting and cause the increasing of delay time. The main issue for this study is to reach the balance of number of stops and delay time for vehicles to improve the busy traffic condition for road network. The research method of the study is simulation method, taking the current road condition in Taipei city as setting. Classifying the features of road network into two-way road and one -way road, the study takes East Zhong-Xiao Road for two-way road and Ren-Ai Road for the one-way road as the testing road network. After that, comparing the different output of optimal signal timing plan within two signal timing plans of the testing roads and two signal timing optimization software- TRANSYT-7F and Synchro, the study evaluates the result through VISSIM. The result shows that the possibility of decreasing the signal cycle length of two-way road- East Zhong-Xiao Road is low, remaining the original cycle length of 150 seconds is the best result. For the one-way road- Ren-Ai road, it is more possible to decrease the signal cycle length from 150 to 120 seconds. | en |
dc.description.provenance | Made available in DSpace on 2021-06-17T01:15:09Z (GMT). No. of bitstreams: 1 ntu-106-R04521520-1.pdf: 2372181 bytes, checksum: b90b37a4dd8a61aaffe087c0dd85aacc (MD5) Previous issue date: 2017 | en |
dc.description.tableofcontents | 審定書 i
誌謝 ii 摘要 iii Abstract iv 目錄 vi 圖目錄 x 表目錄 xi 第一章 緒論 1 1.1 研究背景與動機 1 1.2 研究問題 2 1.3 研究目的 3 1.4 研究範圍與流程 4 第二章 文獻回顧 7 2.1 週期特性 7 2.1.1 週期相關名詞定義 7 2.1.2 規範標準與週期基本特性 8 2.1.3 週期計算方法演變 9 2.2 號誌控制範圍類型 11 2.2.1 獨立路口控制 12 2.2.2 幹道系統控制 17 2.2.3 網路系統控制 20 2.3 號誌軟體比較與分析 21 2.3.1 獨立路口最佳化軟體 22 2.3.2 幹道最佳化軟體 23 2.3.3 路網控制最佳化軟體 24 2.3.4 微觀車流模擬軟體 26 第三章 研究方法 29 3.1 研究架構 29 3.2 路網基本資料 30 3.2.1 現有道路幾何資料 30 3.2.2 現有號誌時制資料 34 3.2.3 交通量資料 39 3.3 號誌時制最佳化軟體 40 3.3.1 TRANSYT-7F 40 3.3.2 Synchro 42 3.3.3 小結 44 3.4 車流模擬 45 3.4.1 路網建構 45 3.4.2 路網校估與修正 47 3.4.3 執行模擬 50 第四章 號誌軟體輸出結果分析與評估 53 4.1 雙向道測試與評估-以忠孝東路為例 53 4.1.1 路口控制績效比較分析 53 4.1.2 幹道控制績效比較分析 58 4.1.3 路網控制績效比較分析 59 4.1.4 小結 61 4.2 單向道測試與評估-以仁愛路為例 66 4.2.1 路口控制績效比較分析 66 4.2.2 幹道控制績效比較分析 69 4.2.3 路網控制績效比較分析 70 4.2.4 小結 71 第五章 週期長度績效模擬比較分析 77 5.1 週期與路口延滯關係 77 5.1.1 以忠孝東路為例 77 5.1.2 以仁愛路為例 78 5.2 週期與路網績效關係 79 5.2.1 以忠孝東路為例 79 5.2.2 以仁愛路為例 83 第六章 結論與建議 85 6.1 結論 85 6.2 建議 86 參考文獻 88 附錄A 92 | |
dc.language.iso | zh-TW | |
dc.title | 號誌週期長度比較分析之研究 | zh_TW |
dc.title | A Comparative Study on the Cycle Length of Traffic Signal | en |
dc.type | Thesis | |
dc.date.schoolyear | 105-2 | |
dc.description.degree | 碩士 | |
dc.contributor.oralexamcommittee | 吳水威,胡守任 | |
dc.subject.keyword | 號誌週期,延滯,Synchro,TRANSYT-7F,VISSIM, | zh_TW |
dc.subject.keyword | Cycle length,Delay,Synchro,TRANSYT-7F,VISSIM, | en |
dc.relation.page | 111 | |
dc.identifier.doi | 10.6342/NTU201703124 | |
dc.rights.note | 有償授權 | |
dc.date.accepted | 2017-08-15 | |
dc.contributor.author-college | 工學院 | zh_TW |
dc.contributor.author-dept | 土木工程學研究所 | zh_TW |
顯示於系所單位: | 土木工程學系 |
文件中的檔案:
檔案 | 大小 | 格式 | |
---|---|---|---|
ntu-106-1.pdf 目前未授權公開取用 | 2.32 MB | Adobe PDF |
系統中的文件,除了特別指名其著作權條款之外,均受到著作權保護,並且保留所有的權利。