基于驾驶模拟试验的山区公路急弯路段视听干预效用评估方法

刘通; 徐栋浩; 刘唐志; 孙也哲; 李其霞

doi:10.3963/j.jssn.1674-4861.2026.01.006

基于驾驶模拟试验的山区公路急弯路段视听干预效用评估方法

doi: 10.3963/j.jssn.1674-4861.2026.01.006

刘通^{1, 2,},
徐栋浩²,
刘唐志^{1, 2, ,},
孙也哲³,
李其霞²

1.
重庆交通大学智能综合立体交通重庆市重点实验室重庆 400074
2.
重庆交通大学交通运输学院重庆 400074
3.
贵州交通职业大学汽车工程学院贵阳 551499

基金项目:

国家自然科学基金项目 52402419

国家自然科学基金项目 52472356

重庆市自然科学基金面上项目 CSTB2022NSCQ-MSX1516

详细信息

作者简介:
刘通（1989—），博士，副教授.研究方向：人-车-路系统安全、智能驾驶与人因分析. E-mail：liutong@cqjtu.edu.cn

通讯作者:
刘唐志（1976—），博士，教授.研究方向：山区道路交通安全、智慧交通. E-mail：liutangzhi@cqjtu.edu.cn

中图分类号: U491.5
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出版历程
- 收稿日期: 2025-08-10
- 网络出版日期: 2026-08-28

An Evaluation Method of Visual-audiovisual Interventions Effectiveness for Sharp Bends on Mountainous Roads Based on Driving Simulation Tests

LIU Tong^{1, 2
,},
XU Donghao²,
LIU Tangzhi^{1, 2
, ,},
SUN Yezhe³,
LI Qixia²

1.
Chongqing Key Laboratory of Intelligent Integrated Three-dimensional Transportation, Chongqing Jiaotong University, Chongqing 400074, China
2.
College of Traffic & Transportation, Chongqing Jiaotong University, Chongqing 400074, China
3.
School of Automotive Engineering, Guizhou Communications Polytechnic University, Guiyang 551499, China

摘要

摘要: 现有路段安全干预设施布设研究多聚焦于城市道路和高速公路场景，而针对山区公路急弯路段安全干预效用评估方法的研究则相对较少。为明确山区公路急弯路段不同安全干预方式的效用差异及布设依据，以重庆市永川S545急弯路段为原型搭建场景，并招募28名被试驾驶人开展驾驶模拟试验。选取红、黄、蓝、绿4种颜色的可变信息标志板（variable message sign，VMS）作为视觉干预方式，选取驾驶模拟器平稳状态噪声基础上增加8、11.5、15 dB车载抽象音作为听觉干预方式，设计单一与视听组合交叉试验，并提出干预设施前置距离计算模型。通过分析山区公路急弯路段的速度均值、加速度峰值及横向偏移率指标综合评估不同干预方式的效用。研究结果表明：设计速度为30 km/h时的山区公路急弯路段视觉干预与听觉干预前置距离分别设置为31.4 m和41.7 m；黄色VMS为最优单一视觉干预方式，速度均值、加速度峰值及横向偏移率降幅分别为22.3%、34.7%、58.4%；+11.5 dB为最优单一听觉干预方式，速度均值、加速度峰值及横向偏移率降幅分别为17.3%、38.5%、43.7%，单一视觉（黄色）或听觉（+11.5 dB）干预效果均较佳；黄色VMS+11.5 dB组合干预改善效果最佳且优于单一干预方式，速度均值降低26.0%、加速度峰值降低40.3%、横向偏移率降低66.9%，可推荐为山区公路急弯路段优先部署方案。
- 道路交通安全 /
- 山区公路急弯 /
- 驾驶模拟试验 /
- 可变信息标志 /
- 组合干预方式 /
- 效用评估
Abstract: Existing research on the deployment of safety interventions primarily focuses on urban roads and highways. However, methods for evaluating the effectiveness of safety interventions at sharp bends on mountain roads remain limited. To clarify the effectiveness of different safety interventions and the basis for placement, a driving simulation scenario is established based on the S545 section in Yongchuan, Chongqing. Twenty-eight drivers are recruited to participate in the driving simulation tests. Variable message signs (VMS) in four colors: red, yellow, blue, and green—are selected as visual interventions. On the basis of the steady-state noise from the driving simulator, on-board warning sounds with increases of 8, 11.5, and 15 dB are added as auditory interventions. Single-modality and audiovisual combination experiments are designed, and a model for calculating the distance for placing interventions is proposed. The effectiveness of different interventions is comprehensively evaluated by analyzing the average speed, peak acceleration, and lateral deviation rate. The results indicate that, at sharp bends on mountain roads, the distances for placing visual and auditory interventions are 31.4 m and 41.7 m, respectively. The yellow VMS is the optimal single visual intervention, with reductions in average speed, peak acceleration, and lateral deviation rate of 22.3%, 34.7%, and 58.4%, respectively. The 11.5 dB increase condition is the optimal single auditory intervention, with reductions in average speed, peak acceleration, and lateral deviation rate of 17.3%, 38.5%, and 43.7%, respectively. Both the yellow VMS single visual intervention and the 11.5 dB auditory intervention yield good results. The yellow VMS and 11.5 dB combination intervention achieves the best effect, with reductions in average speed, peak acceleration, and lateral deviation rate of 26.0%, 40.3%, and 66.9%, respectively. This combination intervention is superior to single interventions and is recommended as the preferred deployment scheme for sharp bends on mountain roads.
- road traffic safety /
- sharp bends of mountain roads /
- driving simulation test /
- variable message sign /
- effectiveness evaluation /
- combined intervention approach

HTML全文

图 1 视觉干预颜色方案

Figure 1. Visual intervention color scheme

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图 2 路侧干预设施信息视认过程示意图

Figure 2. The visual recognition process of intervention information

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图 3 目标试验路段线形特征

Figure 3. Linear feature of the test routes

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图 4 模拟试验场景

Figure 4. Simulation test scenario

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图 5 驾驶人驾龄及年龄分布直方图

Figure 5. Histogram of driver's driving age and age distribution

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图 6 路段控制点示意图

Figure 6. Sharp bends control points diagram

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图 7 无干预试验急弯速度特征

Figure 7. Sharp bends speed characteristics without intervention

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图 8 视觉干预与无干预速度对比

Figure 8. Comparison of speed values between visual and non-intervention

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图 9 视觉干预与无干预加速度峰值对比

Figure 9. Comparison of peak acceleration values between visual and non-intervention

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图 10 视觉干预与无干预横向偏移率对比

Figure 10. Comparison of lateral deviation rates between visual and non-intervention

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图 11 听觉干预与无干预速度对比

Figure 11. Comparison of speed values between auditory and non-intervention

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图 12 听觉干预与无干预加速度峰值对比

Figure 12. Comparison of peak acceleration values between auditory and non-intervention

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图 13 听觉干预与无干预横向偏移率对比

Figure 13. Comparison of lateral deviation rates between auditory and non-intervention

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图 14 组合干预与无干预速度均值对比

Figure 14. Comparison of mean speed values between combined and non-intervention

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图 15 组合干预与无干预加速度峰值对比

Figure 15. Comparison of peak acceleration values between combined and non-intervention

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图 16 组合干预与无干预横向偏移率均值对比

Figure 16. Comparison of mean lateral deviation rates between combined and non-intervention

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表 1 VMS设计参数

Table 1. VMS design parameters

视觉干预标志板版面设计要素	具体参数
字体	黑体
排版方式	横排
字高/cm	30
字间隔/cm	10
字行距/cm	10
距标志板边缘最小距离/cm	12

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表 2 急弯路段线形参数

Table 2. Linear parameters of sharp bend sections

编号	线形	桩号	半径/m	纵坡/%
HT1	回头曲线	K121.835.28—K121.924.67	20	4
HT2	回头曲线	K121+097.73—K121+197.68	20	4
HT3	回头曲线	K120+657.182—K120+756.64	20	4
HT4	回头曲线	K120+310.37—K120+409.44	20	4
HT5	回头曲线	K119+558.491—K119+645.24	20	4
S1	S形曲线	K118+882.84—K118+954.45	20.72/29.95	4
Q1	小半径曲线	K119+106.6—K118+974.495	15.5	6.7

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表 3 试验流程设计

Table 3. Test process design

编号	第2次试验	第3次试验	第4次试验	第5次试验
HT1	红色(R)	+15 dB(H)	红色& +8 dB(RL)	绿色& +11.5 dB(GM)
HT2	蓝色(B)	+11.5 dB(M)	蓝色& +15 dB(BH)	绿色& +8 dB(GL)
HT3
HT4	绿色(G)	+8 dB(L)	蓝色& +11.5 dB(BM)	黄色& +15 dB(YH)
S
HT5	黄色(Y)	红色& +15 dB(RH)	蓝色& +8 dB(BL)	黄色& +11.5 dB(YM)
Q		红色& +11.5 dB(RM)	绿色& +15 dB(GH)	黄色& +8 dB(YL)

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