An Analysis and Adjustment of the Abrupt Change of Vehicle Trajectories in the Entrance area of Freeway Tunnels
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摘要: 行车轨迹在高速公路隧道入口区域会发生突变。为分析这个现象产生的原因，并定量评价不同视线诱导方案的调节作用，构建了4个仿真场景。场景1为对照组，参照JTG D70/2—2014《公路隧道设计规范第二册交通工程与附属设施》设置，其他场景在场景1的基础上增设视线诱导方案。具体而言：场景2增设低位方案（弹性交通柱+防撞桶）；场景3增设高位方案（反光环+警示型线形诱导标）；场景4增设组合式方案（低位+高位）。通过模拟驾驶平台获得行驶距离、方向盘角度、横向偏移等数据，并根据轨迹突变现象的发生、演变和消退，构建评价指标体系。研究结果表明：视觉参照系突变会导致行车轨迹突变，连续一致的视线诱导方案可以调节这一现象。具体而言，与对照组相比，低位方案的突出效果是使洞门前的方向盘转角（SWAav）减少了82%，有助于减缓驾驶人对洞门的规避动作；高位方案的突出效果是使渐变系数（G）提高了3.7倍，短暂稳定段的期望横向偏移（O1）减少了31%，以及O1与稳定段期望横向偏移（O2）的差值（O1－O2）减少了75%，从而提高了轨迹的渐变性，减弱了对隧道侧壁的规避，并提升了对隧道内环境的适应性；组合式方案结合了低位和高位方案的优点，使G提高了4.4倍，SWAav减少了83%，O1减少了41%，O1－O2减少了98%，在提高轨迹变化段的渐变性，减弱对洞门的规避动作、对隧道侧壁的规避效应以及提高对隧道内环境适应性方面均表现最佳。因此，建议在高速公路隧道入口区域增设组合式方案，特殊情况可仅增设高位方案。Abstract: Vehicle trajectories would undergo abrupt changes at the entrance area of freeway tunnels. To analyze the reasons behind this phenomenon and quantitatively evaluate the regulating effect of different visual guiding schemes, four simulation scenarios are developed. Scenario 1, based on the guidelines outlined in Specifications for Design of Highway Tunnels Section 2 Traffic Engineering and Affiliated Facilities (JTG D70/2—2014), serves as the control group, while other scenarios incorporate visual guiding schemes on the basis of Scenario 1. Specifically, Scenario 2 introduces a low-position scheme consisting of flexible posts and crash cushions, Scenario 3 introduces a high-position scheme comprising retroreflective arches and warning alignment signs, and Scenario 4 combines both the low and high schemes. Through a simulated driving platform, data such as driving distance, steering wheel angle, and lateral offset are obtained, and an evaluation index system is established considering the occurrence, evolution, and fading of the abrupt change trajectories. The study results indicate that changes of the visual reference system can prompt abrupt changes of driving trajectories, but a continuous and consistent visual guiding scheme can regulate this phenomenon. Specifically, compared to the control group, the low-position scheme significantly reduced the average steering wheel angle before the tunnel entrance (SWAav) by 82%, helping drivers avoid abrupt maneuvers. High-position scheme increased the gradient coefficient (G) by 3.7 times, reduced the expected lateral deviation during the transient stability phase (O1) by 31%, and decreased the difference between O1 and the expected lateral deviation during the stable phase (O1－O2) by 75%. This improved the gradual change in trajectory, reduced avoidance of the tunnel portal and wall, and enhanced adaptation to the tunnel environment. The combined guiding scheme, which integrates both low and high-position scheme, yielded the best results: it increased G by 4.4 times, reduced SWAav by 83%, decreased O1 by 41%, and minimized O1－O2 by 98%. This scheme effectively improved the gradual nature of trajectory changes, reduced avoidance of the tunnel entrance and walls, and enhanced environmental adaptation. Consequently, it is recommended to implement the combined scheme in the entrance areas of highway tunnels, with the exception of special cases where only the high scheme should be applied.
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Key words:
- traffic safety /
- vehicle trajectory /
- visual guiding /
- simulation driving experiment /
- freeways /
- tunnel entrance area
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图 2 隧道入口区域视觉参照系不连续
Figure 2. The visual reference system at the tunnel entrance area is discontinuous
图 3 视线诱导系统中设施的纵向设置范围和间距
Figure 3. Longitudinal range and interval of devices in the visual guiding system
图 7 不同视线诱导场景中变化段起点（SP）和变化段终点（EP）的纵向分布
Figure 7. Longitudinal distribution of start point(SP)and end point(EP)of changing segment in different visual guiding scenes
图 8 不同视线诱导场景的渐变系数（G）和平均转向盘转角（SWAav）
Figure 8. Gradual change degree (G) and average steering wheel Angle (SWAav) for different visual guiding scenes
图 10 不同视线诱导场景的短暂稳定段期望横向偏移（O1）
Figure 10. Expected lateral offset of the short stabilization segment (O1) for different visual guiding scenes
图 11 不同视线诱导场景行车轨迹中心相对于车道中心的偏移量示意图
Figure 11. Schematic diagram about offset of the center of the vehicle trajectory with respect to the center of the lane for different visual guiding scenes
表 1 视线诱导系统中设施的水平位置及不同竖向位置视线诱导设施的功能
Table 1. Horizontal location of devices in the visual guiding system and functions of visual guide devices at different vertical locations
设施 水平位置 竖向位置 功能 弹性交通柱 紧贴检修道 低位（＜1.2 m） 遮挡硬路肩、护栏和检修道，提高路面和路侧低位视觉线索的连续性 防撞桶 弹性交通柱与护栏之间 弹性交通柱的辅助设施，避免车辆误入硬路肩，降低意外撞洞门事故的严重性 反光环 紧贴隧道侧壁 高位（>1.2 m） ①勾勒隧道轮廓、洞门轮廓，同时压缩隧道外的视区，从而提高路侧高位视觉线索的连续性；②增加可视距离 洞门环形立面标记 依据洞门的形状 警示型线形诱导标记 护栏外20 cm 
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表 2 道路仿真场景中交通安全设施设置参数
Table 2. Setting parameters of traffic safety devices in road simulation scenario
交通安全设施 位置、范围 隧道开灯标志和隧道信息标志 隧道入口端前100 m 分车型限速标志 隧道入口端前200 m 车道线 隧道内及入口端前150 m为单白实线，其他位置为白虚线（69线）
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表 3 各视线诱导方案中包含的设施类型
Table 3. Types of devices included in each visual guiding scheme
场景 设施类型 标准场景1 洞门环形立面标记、轮廓标（护栏、检修道侧壁、隧道侧壁） 对比场景2 在标准场景1的基础上增设低位视线诱导设施（弹性交通柱+防撞桶） 对比场景3 在标准场景1的基础上增设高位视线诱导设施（反光环+警示型线形诱导标） 对比场景4 在标准场景1的基础上增设组合式视线诱导系统（包含低位和高位视线诱导系统）
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表 4 评价指标体系
Table 4. Evaluation index system
指标 描述 变化段起点（SP） 轨迹开始偏移时到洞门的距离 变化段终点（EP） 轨迹停止偏移时到洞门的距离 短暂稳定段期望横向偏移（O1） -400~-150 m横向偏移的均值 稳定段期望横向偏移（O2） -800~-550 m横向偏移的均值 渐变系数（G） 见式（1） 平均转向盘转角（SWAav） 0~100 m转向盘转角的均值
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表 5 各指标统计描述和单因素ANOVA的结果
Table 5. The statistical description and single-factor ANOVA results of each indicator
变量 视线诱导场景 显著性检验结果 标准场景1 对比场景2 对比场景3 对比场景4 F P SP/m 20（3.20） 90（7.16） 309（20.09） 311（16.94） 3581.79 0.000 EP/m -159（24.77） -160（26.23） -148（31.7） -154（31.51） 1.06 0.368 G 2.93（0.31） 5.25（0.5） 10.84（0.74） 12.93（0.75） 1799.88 0.000 SWAav（/°） 0.66（0.09） 0.12（0.04） 0.19（0.06） 0.11（0.04） 566.12 0.000 O1/cm 61.16（13.78） 47.67（8.72） 42.18（7.12） 35.98（6.11） 33.02 0.000 O2/cm 36.90（5.90） 35.68（6.82） 36.11（6.17） 35.57（6.16） 0.28 0.842 O2-O1/cm 24.26（6.09） 11.99（3.15） 6.07（1.68） 0.41（0.13） 24.36 0.000
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