Correction Computation of Stopping Sight Distance in Approaching Section of Mountain Tunnel Based on Traffic Flow Theory
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摘要: 速度是停车视距中最重要的计算参数，而现有停车视距模型的修正计算中较少考虑山岭隧道交通环境对车辆行驶速度的影响。为研究山岭隧道接近段速度流量特性，选取重庆具有代表性的4条山岭隧道开展交通观测现场实验。利用山岭隧道接近段车速和车流量数据，分析车流量和速度的时空特性分布规律与统计学关系，建立山岭隧道接近段车速和流量关系模型的函数表达式，推导基于流量与速度特性的山岭隧道接近段停车视距公式，并与相关标准和规范的取值进行比较，揭示其变化规律。结果表明，山岭隧道接近段车速呈现先减小后增加的变化规律；车流量与车辆行驶速度显著相关，经拟合得到拟合判定系数R2=0.9的速度流量模型；相同速度下，修正后停车视距计算值约为规范计算值的1.07~1.21倍；修正值与规范值的差值随车速增大而增大，修正后的停车视距长度至少可满足70%驾驶员的需求。在相应规范的基础上，考虑交通量对停车视距中速度的影响，提高山岭隧道接近段行车安全水平。Abstract: Speed is the most important calculation parameter in stopping sight distance. However, the existing correction computation of the model of stopping sight distance does not consider the impacts of traffic environment in mountain tunnel on the driving speed. Four representative mountain tunnels in Chongqing are selected to carry out field experiments, thus studying characteristics of speed flow in the approaching section of mountain tunnel. The data of speed and traffic flow in the approach section is used to analyze the distribution law and statistical relationship of traffic flow and speed. Then a model of the relationship between vehicle speed and traffic flow in the approaching section is developed to derive the stopping sight distance formula based on the characteristics of speed flow. The values of relevant standards and norms are compared to reveal the law of change. The results show that the speed of the approaching section of the mountain tunnel decreases first and then increases. Traffic flow is significantly related to vehicle speed. After fitting, a calculation model with coefficient R2 =0.9 is obtained. At the same speed, the modified value is about 1.07 to 1.21 times of the standard value. The greater the speed, the greater the differences. The modified stoppingsight distance length can meet the needs of 70% drivers at least. Based on the corresponding regulations, the impacts of traffic flow on vehicle speed of the stopping sight distance is considered to improve the driving safety level in the approaching section of the mountain tunnel.
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图 1 隧道接近段布点示意图
Figure 1. Distribution of points in the approaching section of the tunnel
图 2 长冲隧道、南山隧道、真武山隧道、慈母山1号隧道车流量变化图
Figure 2. Variation of traffic flow in Changhong tunnel, Nanshan tunnel, Zhenwushan tunnel, and Cimushan No.1 Tunnel
图 3 长冲隧道、南山隧道、真武山隧道和慈母山1号隧道车速与隧道入口距离关系
Figure 3. Relationship between the vehicle speed and tunnel entrance distance of Changhong tunnel, Nanshan tunnel, Zhenwushan tunnel, and Cimushan No.1 Tunnel
图 4 车流量车速拟合曲线图(R2 =0.9)
Figure 4. Fitting curve of the vehicle flow and speed (R2 =0.9)
图 5 规范计算值与修正计算值对比图
Figure 5. Comparison between the standard calculation value and modified calculation value
表 1 试验隧道工况
Table 1. Conditions of mountain tunnels for field experiments
隧道名称 天气 车道数/单向 限速/（km/h） 停车视距/m 长冲隧道 阴 1 40 40 南山隧道 阴 2 60 75 慈母山1号隧道 阴 3 70 90 真武山隧道 阴 3 80 110 
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表 2 长冲隧道、南山隧道、真武山隧道、慈母山1号隧道各测点的车辆密度
Table 2. Vehicle density at each measure point of Changhong tunnel, Nanshan tunnel, Ahenwushan tunnel, and Cimushan No.1 Tunnel
测点 所测隧道的车辆密度/（pcu/h） 长冲隧道 南山隧道 真武山隧道 慈母山1号隧道 1 3.13 19.48 55.81 19.53 2 3.19 19.95 57.57 19.87 3 3.29 20.25 59.12 20.12 4 3.25 20.04 58.48 20.20 5 3.17 19.27 57.53 19.92
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表 3 邓尼特检验
Table 3. Dunnett's test
因子I 因子J 显著性p 长冲隧道 南山隧道 < 0.05 真武山隧道 < 0.05 慈母山1号隧道 < 0.05 南山隧道 真武山隧道 < 0.05 慈母山1号隧道 > 0.05 真武山隧道 慈母山1号隧道 < 0.05
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表 4 需求视距检验
Table 4. Demanded sight distance inspection
类别 停车视距/m 长冲隧道 向黄隧道 石黄隧道 南山隧道 10%驾驶员需求长度 42.5 40 61 71 30%驾驶员需求长度 44.5 42.5 64 75.5 70%驾驶员需求长度 49.5 45.5 70.5 81 90%驾驶员需求长度 51 55 74 83.5 规范计算长度 40 40 65 75 修正计算长度 50 52 72 88
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