山区道路橡胶减速带车辆运行特性分析

王思棋; 潘存书; 张河山; 徐进

doi:10.3963/j.jssn.1674-4861.2021.05.014

山区道路橡胶减速带车辆运行特性分析

doi: 10.3963/j.jssn.1674-4861.2021.05.014

王思棋^1,,
潘存书¹,
张河山¹,
徐进^{1, 2, ,}

1.
重庆交通大学交通运输学院重庆 400074
2.
重庆交通大学山区复杂道路环境“人-车-路”协同与安全重庆市重点实验室重庆 400074

基金项目:

国家自然科学基金面上项目 51678099

重庆市研究生导师团队建设项目 JDDSTD2018007

详细信息

作者简介:
王思棋（1997—），硕士研究生.研究方向：道路交通安全.E-mail：354950092@qq.com

通讯作者:
徐进（1977—），博士，教授.研究方向：道路安全性设计、人车路协同.E-mail：yhnl_996699@163.com

中图分类号: U491.5
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出版历程
- 收稿日期: 2021-01-20

An Analysis of Vehicle Operating Characteristics of Deceleration Strips on Mountain Roads

WANG Siqi^1
,,
PAN Cunshu¹,
Zhang Heshan¹,
XU Jin^{1, 2
, ,}

1.
School of Traffic & Transportation, Chongqing Jiaotong University, Chongqing 400074, China
2.
Chongqing Key Laboratory of"Human-Vehicle-Road"Cooperation and Safety for Mountain Complex Environment, Chongqing Jiaotong University, Chongqing 400074, China

摘要

摘要:
为明确山区道路中减速带布设对车辆运行的影响，选择在重庆市主城区江南立交开展减速带布设区域的实车试验，采集了车辆的速度和加速度等数据，以此分析试验路段的运行特征。结果表明：①速度分布带宽在减速带两侧各40 m左右达到极小值，在减速带位置速度带宽出现反弹，表明在减速带布设位置车辆运行速度差异较大，容易产生追尾风险；②减速带对驾驶员的速度选择行为有较强的约束力，且2个减速带相隔越近对速度选择行为的约束作用越强，减速效果更好；③通过减速带之前的初速度越大，所需的减速长度越长，应越早采取减速措施；85th百分位减速长度值和加速长度值分别为225，212 m；④车辆通过减速带时的加速度、减速度与制动初速度、加速前初速度的大小密切相关；道路环境越复杂，车辆通过减速带时减速度与加速度曲线的差异性越显著；⑤减速带对车辆的速度折减率上限可达0.9，下限随初始速度的增大而增加。
- 交通安全 /
- 减速带 /
- 行驶速度 /
- 制动减速度 /
- 速度控制 /
- 减速效果
Abstract:
An actual vehicle test is carried out at Jiangnan Interchange in the main urban area of Chongqing to study the influence of deceleration strips on vehicle operation on mountainous roads.The collected data of vehicle speed and acceleration is to analyze operation characteristics on the test road section.The results included that: ① The speed distribution bandwidth reaches a minimum value at about 40 m on both sides of the deceleration strips, and the speed bandwidth rebounces at the positions of deceleration strips, which indicates that there is a large difference in the vehicle speed at the location of the deceleration strips and is prone to a rear-end collision risk.② The deceleration strips have a strong effect on the speed selection behavior of drivers: the closer the two deceleration strips are to each other, the stronger the effect on the drivers'behaviors, and the better the deceleration effects.③ The greater the initial speed before passing the deceleration strips, the longer the required length of deceleration strips; meanwhile, the earlier the deceleration measures should be taken.The 85th percentile deceleration and acceleration length are 225 and 212 m, respectively.④ The acceleration and deceleration of the vehicle through the deceleration strips are closely related to the initial braking speed and the initial speed before acceleration.The more complex the road environments, the more significant the differences between deceleration and acceleration curves when the vehicle passes through the deceleration strips.⑤ The upper limit of speed reduction rate for vehicles can reach 0.9, and the lower limit rate increases with the increased initial speed.
- traffic safety /
- deceleration strip /
- driving speed /
- braking deceleration /
- speed control /
- deceleration effect

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图 1 各减速带所处位置

Figure 1. Location of each deceleration strip

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图 2 试验车辆及车载仪器

Figure 2. Test vehicles and on-board equipments

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图 3 道路实测速度曲线及变化特征

Figure 3. Measured speed curves of the road and their changes

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图 4 减速模式

Figure 4. Deceleration mode

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图 5 减速长度与初速度之间的关系

Figure 5. Relationship between the deceleration length and initial speed

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图 6 加速模式

Figure 6. Acceleration mode

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图 7 加速长度与初速度之间的关系

Figure 7. Relationship between the acceleration length and initial speed

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图 8 变速长度累积频率曲线

Figure 8. Cumulative frequency curves of the variable length

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图 9 减速度计算示意图

Figure 9. Deceleration calculation

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图 10 加速度和减速度累积频率分布曲线

Figure 10. Cumulative frequency distribution curve of acceleration and deceleration

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图 11 不同场景减速带的减速度-初速度散点图

Figure 11. Deceleration of speed bumps in different scenes-scatter plot of initial speed

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图 12 不同场景减速带的加速度-初速度散点图

Figure 12. Acceleration-initial velocity scatter plots of speed bumps in different scenarios

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图 13 速度最低值累积频率曲线

Figure 13. Cumulative frequency curve of the lowest speed value

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图 14 速度折减率与初速度之间的关系

Figure 14. Relationship between the speed reduction rate and initial speed

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表 1 驾驶员信息统计表

Table 1. Information statistics of drivers

	年龄/岁	驾龄/年	驾驶里程/×10⁴km
均值	38.4	10.7	25.9
标准差	5.6	4.9	29.4

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表 2 带宽极小值分布位置

Table 2. Distribution of the minimal bandwidth

减速带	上游dV_R	上游dV_85~15	下游dV_R	下游dV_85~15
Ⅰ	-44	-44	36	40
Ⅱ	-43	-36	41	39
Ⅲ	-36	-37	37	38

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表 3 行车加速度和减速度的特征分位值

Table 3. Characteristic quantile of driving acceleration and deceleration m/s²

分位值	减速带Ⅰ		减速带Ⅱ		减速带Ⅲ
分位值	加速度	减速度	加速度	减速度	加速度	减速度
15^th百分位	0.339	0.461	0.418	0.374	0.352	0.631
50^th百分位	0.557	0.905	0.633	0.589	0.549	0.968
85^th百分位	0.816	1.190	0.941	0.895	0.714	1.482

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表 4 不同减速带的最低速度典型分位值

Table 4. Typical quantile values of the minimum speed of different deceleration strips

减速带	最低速度分位值/(km/h)
减速带	15^th百分位	50^th百分位	85^th百分位
减速带Ⅰ	12.4	21.7	36.7
减速带Ⅱ	12.8	19.8	28.7
减速带Ⅲ	12.1	20	29.6

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