高速公路小净距互通立交车辆纵向运行特性

王延鹏; 张杰; 潘存书; 陈正欢; 徐进

doi:10.3963/j.jssn.1674-4861.2024.02.015

高速公路小净距互通立交车辆纵向运行特性

doi: 10.3963/j.jssn.1674-4861.2024.02.015

王延鹏^1,,
张杰²,
潘存书¹,
陈正欢¹,
徐进^{1, 3, ,}

1.
重庆交通大学交通运输学院重庆 400074
2.
中信科智联科技有限公司重庆 400041
3.
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 52172340

详细信息

作者简介:
王延鹏（1993—），博士研究生. 研究方向：交通安全与驾驶行为. E-mail: 611200110006@mails.cqjtu.edu.cn

通讯作者:
徐进（1977—），博士，教授. 研究方向：道路线形设计、交通安全等. E-mail: yhnl_996699@163.com

中图分类号: U491.5+4
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出版历程
- 收稿日期: 2023-04-10
- 网络出版日期: 2024-09-14

Longitudinal Operational Characteristics of Cars between Small-spacing Interchanges on Freeway

1.
College of Traffic & Transportation, Chongqing Jiaotong University, Chongqing 400074, China
2.
CICT Connected and Intelligent Technologies Co., Ltd, Chongqing 400041, China
3.
Chongqing Key Laboratory of "Human-Vehicle-Road" Cooperation & Safety for Mountain Complex Environment, Chongqing Jiaotong University, Chongqing 400074, China)

摘要

摘要: 为明确车辆在高速公路小净距互通立交的纵向运行特性，在G50沪渝高速公路重庆段的白杨沟立交和跑马坪立交，开展了38位被试的实车驾驶试验。利用车载仪器采集了自然驾驶状态下的车辆运行速度以及纵向加速度等参数，计算了速度极差、带宽以及聚集系数，分析了驾驶行为的约束性以及速度变化特征。提取了纵向加速度连续变化曲线的峰值，研究了纵向加速度的累积频率、概率分布特性以及特征百分位值。结果表明：在小净距区段，合流区与分流区相互重叠，车辆交织行为增多，车辆间干涉严重，速度极差较大，离散性较高；断面速度总体呈现偏态分布，小净距区段断面速度区间大于其它断面。纵向加速概率分布曲线总体呈现偏态分布，加速度负值分布区间大于正值分布区间；小净距区段交通环境相对更复杂，驾驶人操作更加谨慎，与常规净距立交相比，小净距立交纵向加速度平均值低0.28 m/s²。汇入过程中，驾驶人对加速度的选择存在一定差异，偏向于较大的加速度正值（0.542 m/s²）与较低的加速度负值（－0.081 m/s²）。然而，驶出过程中，驾驶人对加速度的选择具有一定趋同性，加速度正值（0.300 m/s²）与负值（－0.350 m/s²）差异性小；男性驾驶人纵向操作频率高于女性，幅度低于女性，不同驾驶风格驾驶人纵向加速度变化趋势具有一定的趋同性。
- 交通工程 /
- 小净距立交 /
- 驾驶行为 /
- 高速公路 /
- 行驶速度 /
- 加速度
Abstract: To clarify vehicles'characteristics of longitudinal operation between small-spacing interchanges (SSI) on freeways, a field test with 38 subjects is conducted at Baiyanggou Interchange and Paomaping Interchange in the Chongqing section of the G50 Shanghai-Chongqing Freeway. The onboard instruments collected operational data such as speed and longitudinal acceleration under natural-driving state. Then, the speed range, speed bandwidth, and aggregation coefficient are calculated to analyze the constraints of driving behavior and the characteristics of speed change. Finally, the cumulative frequency, probability distribution, and percentile values are investigated after extracting the peak value of each waveform of the longitudinal acceleration curve. The findings are as follows: In the SSI section, the merging and diverging zones tend to overlap, leading to a great degree of vehicle weaving and interference. Consequently, these areas are marked by a more significant difference of vehicle speed and a heightened degree of dispersion. The cross-sectional velocities typically exhibit a skewed distribution, with the speed range in the SSI being greater than that in other sections. Similarly, the longitudinal acceleration generally displays a skewed distribution, wherein the interval of acceleration negative value exceeds that of positive value. Traffic conditions in the SSI are notably complex, necessitating careful maneuver by drivers. Comparing to the normal-spacing interchanges, the average acceleration decreases by 0.28 m/s² in SSI. In the process of merging, drivers exhibit variability in their preferences for acceleration, with a notable inclination towards higher acceleration positive value (0.542 m/s²) and lower acceleration negative value (－0.081 m/s²). Contrarily, in the process of exiting, drivers demonstrate a certain level of uniformity in their choice of acceleration rates, with minor disparities between the acceleration positive value (0.300 m/s²) and negative value (－0.350 m/s²) rates. Male drivers engage in longitudinal maneuver with a higher frequency than female drivers, albeit at a lower amplitude. Across different driving styles, a certain level of uniformity is observed in the trend of longitudinal acceleration changes.
- traffic engineering /
- small-spacing interchange /
- driving behavior /
- expressway /
- speed /
- acceleration

HTML全文

图 1 小净距立交示意图

Figure 1. Schematic diagam of small-spacing interchange

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图 2 试验车与试验仪器

Figure 2. Experimental vehicles and instruments

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图 3 试验车行驶线路

Figure 3. The route of the experimental vehicle

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图 4 数据平滑处理示意图

Figure 4. Data smoothing processing diagram

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图 5 汇入阶段行驶速度曲线以及特征值速度

Figure 5. Speed curve and characteristic speed in the entry stage

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图 6 汇入阶段速度分布带宽与聚集系数

Figure 6. Speed distribution bandwidth and coefficient of aggregation in the entry stage

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图 7 汇入阶段不同断面速度分布

Figure 7. Velocity distribution of different sections in the entry stage

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图 8 汇入阶段纵向加速度

Figure 8. Longitudinal acceleration in entry stage

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图 9 汇入阶段纵向加速度累计频率特性

Figure 9. Cumulative frequency characteristics of longitudinal acceleration in the entry stage

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图 10 驶出阶段行驶速度曲线以及特征值速度

Figure 10. Speed curve and characteristic speed in the exit stage

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图 11 驶出阶段速度分布带宽

Figure 11. Speed distribution bandwidth in the exit stage

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图 12 驶出阶段不同断面速度分布

Figure 12. Velocity distribution of different sections in the exit stage

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图 13 驶出阶段纵向加速度

Figure 13. Longitudinal acceleration in the exit stage

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图 14 驶出阶段纵向加速度累计频率特性

Figure 14. Cumulative frequency characteristics of longitudinal acceleration in exit stage

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表 1 汇入阶段纵向加速度统计值和特征分位值

Table 1. Longitudinal acceleration statistics and characteristic quantiles in entry stage 单位: m/s²

参数类别	加速度	减速度
均值	0.467	0.398
最大值	1.962	2.041
第10%分位值	0.148	0.021
第15%分位值	0.191	0.037
第25%分位值	0.274	0.093
第50%分位值	0.448	0.244
第75%分位值	0.583	0.584
第85%分位值	0.697	0.899
第90%分位值	0.822	1.015
第95%分位值	0.973	1.175

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表 2 驶出阶段纵向加速度统计值和特征分位值

Table 2. Longitudinal acceleration statistics and characteristic quantiles in exit stage 单位: m/s²

参数类别	加速度	减速度
均值	0.162	0.256
最大值	0.688	1.484
第10%分位值	0.021	0.026
第15%分位值	0.027	0.047
第25%分位值	0.053	0.084
第50%分位值	0.115	0.209
第75%分位值	0.23	0.368
第85%分位值	0.278	0.452
第90%分位值	0.327	0.516
第95%分位值	0.344	0.58

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