黑龙江工程学院本科生毕业论文
参考文献
[1]D.Jepson,L.Ferrira.Assessing travel time impacts of measures to enhance bus operation,part 2 Assessment criteria and main finding.Journal of Transportation Engineering，1999，9（1）：3-18.
[2] Peter G.Furth,Theo H.J.Muller.Conditional bus priority intersection:betterservice quality with less traffic disruption.Transportation Research Board,2000：1-14. [3]王殿海.交通流理论[M].北京：人民交通出版社，2002.
[4] Jian-ping Wu，Nick Hounsell.Bus Priority Using Pre-signals[J].Transportation Research Part A，1998，32（8）：563-583.
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[6]季彦婕,邓卫.交叉口预信号公交优先方案及效益评价[J].华中科技大学学(城市科学版)，2003，20(1)：83-84.
[7]张卫华,王炜.基于公交优先通行的交叉口预信号设置方法研究[J].公路交通科技，2004，21（6）：9-12.
[8]张卫华，陆华普.公交优先的预信号控制交叉口车辆延误分析[J].中国公路学报，
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[9]郑长江,王炜.混合交通流条件下信号交叉口配时优化设计[J].公路交通科技，2005，22（4）：116-119
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[11]曹成海，裴玉龙.城市交叉口公交优先信号协调模式探讨[J].农业装备与车辆工程，2006（10）：22-28.
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黑龙江工程学院本科生毕业论文
[17]TRB.Highway capacity manual 2000[R].National Research Council, Washington,D C,USA,2000.
[18]任 刚.交通管制下的交通分配算法研究[D].南京:东南大学,2004. [19]浦 琪.交叉口信号配时优化模型研究[J].上海铁道大学学报,1999,20(4): 31—34.
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黑龙江工程学院本科生毕业论文
致 谢
本设计自开题以来，得到了很多老师、同学、朋友的帮忙，使本设计能够
按照任务书正常、顺利进行，直至设计圆满结束。在此，首先要特别感谢黑龙江工程学院汽车工程系交通工程教研室的冯雨芹老师，老师在设计过程中给与了学生极大的帮助，从设计思路、设计内容开始，到设计中每一个细节问题，老师都提供了最好的指导；接着要感谢交通工程教研室的所有老师，还有就是要感谢学院给了我上大学的机会，让我综合四年所学利用毕业设计这个机会正真的接触到了做设计的工作；最后要感谢我周边的同学朋友，在细小的方面给了我帮助。
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黑龙江工程学院本科生毕业论文
附录A
交通调查原始数据
交叉口车流统计表（7：00—8：00）（早高峰） 进口道 方向 公交车辆达社会车辆达车流量客流量（人/h）率到率到率(pcu/h) (pcu/h) ps=1.5, pb=30） (（puc/h） 25 11 13 48 11 7 34 23 10 48 15 18 921 268 94 758 211 83 1047 516 125 852 159 472 946 279 107 806 222 90 1081 539 135 900 174 490 2132 732 531 2577 647 335 2591 1464 488 2718 689 1248 直行 东 左转 右转 直行 南 左转 右转 直行 西 左转 右转 直行 北 左转 右转
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黑龙江工程学院本科生毕业论文
附录B 外文文献
Reading MaterialCapacity of Signalized
Capacity at intersections is defined for each lane group.The lane group capactiy is the maximum rate of flow for the subject lane that may pass through the intersection under prevailing traffic,roadway,and signalization conditions.The rate of flow is generally measured or projected for a 15-min period,and capacity is stated in vehicles per hour(vph).
Traffic conditions incles volumes on each approach , the distribution of vehicles by movement(left , through , right) , the vehicle type distibution within each movement , the location of and use of bus stops within the intersection area , pedestrian crossing flows , and parking movements within the intersection area. Roadway conditions include the basic geometrics of the intersection , including the number and width of lane , grades , and lane use allocation(including parking lanes).
Signalization conditions include a full definition of the signal phasing , timing , and type of control , and evaluation of signal progression for each lane group. The capacity of designated lanes groups within an approach is evaluated and determined using the procedures. This may be done to isolate lanes serving a particular movement or movements , such as an exclusive right-or left-turn lane. Lanes so designated for separate analysis were defined earlier as lane groups. The procedure contains for when and how separate lanes groups should be designated on an approach.
Capacity at singnalized intersections is based upon the concept of saturation flow and saturation flow rate , defined as the maximum rate of flow that can pass through a given lane group under prevailable as effic green time. Saturation flow rate is given the lane group has 100 percent of real time available as effective green time . for a given lane group .
The flow ratio for a given group is defined as the ratio of the actual or projected trevailing traffic and roadway conditions , assuming that the can pass through a given lane group has 100 percen of real time available as effctive green time . Saturation flow rate is given the symbols and is expressed in units of vehicles per hour of effective green time for a given lane group .
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