高速公路限速策略优化方法与评价模型

杨雅钧; 张驰; 唐翔; 亓鑫; 赵一静

doi:10.3963/j.jssn.1674-4861.2022.06.004

高速公路限速策略优化方法与评价模型

doi: 10.3963/j.jssn.1674-4861.2022.06.004

杨雅钧^1,,
张驰^1, ,,
唐翔³,
亓鑫³,
赵一静²

1.
长安大学公路学院西安 710064
2.
广西交通设计集团有限公司西安 710064
3.
长安大学运输工程学院南宁 530029

基金项目:

国家重点研发计划项目 2020YFC1512005

四川省交通运输科技项目 2022-ZL-04

四川省交通运输厅项目 2019-ZL-12

四川省科技计划项目 2022YFG0048

详细信息

作者简介:
杨雅钧(1998—), 硕士研究生.研究方向: 交通安全与道路仿真.E-mail: 2020221324@chd.edu.cn

通讯作者:
张驰(1981—), 博士, 教授.研究方向: 交通安全与道路仿真.E-mail: zhangchi@chd.edu.cn

中图分类号: U412
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- 被引次数: 0
出版历程
- 收稿日期: 2022-04-23
- 网络出版日期: 2023-03-27

An Optimization Method and Evaluation Model for Designing Speed Control Zones of Freeway

1.
School of Highway, Chang'an University, Xi'an, 710064, China
2.
College of Transportation Engineering, Chang'an University, Xi'an, 710064, China
3.
Guangxi Communication Design Group Co., Ltd, Nanning 530029, China

摘要

摘要: 为解决限制速度值确定不合理、限速方式不适用以及限速区间长度设置不恰当等问题, 对驾驶人行驶体验以及限速管理可信度的负面影响, 优化了高速公路限速区间最小长度、限制速度值、限速区间划分的确定方法, 进而提出了以安全车速与通行效率为依据的高速公路限速区间优化与评价模型。依据驾驶人视认距离、限速标志设置前置距离和驾驶人心理稳定距离, 标定计算模型中的限速区间最小长度。以行驶速度是否易发生突变为标准, 采用不定长法将不同路段划分为6种组合类型, 建立基于不同组合路段的限速预测模型。采用有序聚类分析法中基于划分和层次的分析方法, 以满足限速区间最小长度和交通延误最小2个方面为目标进行优化限速区间的划分。同时, 选取交通冲突率作为表征交通安全的指标, 选取交通延误时间作为表征交通效率的指标, 建立评价指标模型; 最后通过对比分析优化前后的指标来验证限速区间优化方法的有效性。以某山区高速公路为对象应用VISSIM开展限速优化仿真实验, 结果表明: 优化后安全评价模型参数值比原方案降低了约29.49%, 效率评价模型参数值比原方案提高了约21.90%, 优化后的高速公路整体安全性以及通行效率均得到提高。所提出的高速公路限速区间确定方法以速度突变为基准, 结合路段的属性及指标特点, 能够优化限速区间长度的制定和区间的划分。
- 交通安全 /
- 高速公路 /
- 车速限制 /
- 聚类分析 /
- 限速区间
Abstract: The problems such as unreasonable determination of the speed limit, invalid rate-limiting way, and improper setting of speed limit range can impact the road safety. These problems can impact driving experience and the credibility of speed limit management. A model is developed based on safe speed and traffic efficiency. Then, the minimum length of speed limit zone, the limit of vehicle speed, and the division of speed limit zone are optimized. On this basis, an evaluation model of speed limit zone of freeway is optimized. The minimum length of the speed limit zone is calibrated according to the driver's vision recognition distance, the pre-setting distance of speed limit sign, and the driver's psychological stability distance. These limitations include the drivers' visual distance, the pre-setting distance of speed limit sign, and the drivers' psychologically stable distance. Then, according to whether the speed is prone to sudden change, a road segment is divided into six different types of combination by the method of variable length. On this basis, the speed limit prediction models of different combination roads are determined. The method based on partition and hierarchy in cluster analysis is used to optimize the partition of speed limit zone from two aspects. The minimum length of speed limit zone and the minimum traffic delay are optimized.At the same time, the traffic conflict rate is chosen as the index of traffic safety. And the traffic delay time is chosen as the index of traffic efficiency. The evaluation index model is established. Then, the validity of the method is verified by the comparison and analysis of the indexes before and after optimization. The simulation experiment of speed limit optimization is carried out on a mountain freeway with VISSIM. The results show that the parameters of the optimized safety evaluation model is reduced by about 29.49%. The parameters of the efficiency evaluation model is increased by about 21.90%. Moreover, the safety and overall traffic efficiency of the optimized freeway are improved. The speed limit zone determination method in this paper is based on the sudden change of the vehicle speed.This method combines the attribute and index characteristics of freeway sections. The proposed optimization method can significantly optimize the length of speed limit zone and the division of the zone.
- traffic safety /
- freeway /
- limit of vehicle speed /
- cluster analysis /
- speed limit zone

HTML全文

图 1 限速区间组成示意图

Figure 1. Schematic diagram of the composition of the speed limit section

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图 2 驾驶人视角偏移图

Figure 2. Driver's angle deviation figure

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图 3 定长法的缺陷

Figure 3. Defects of fixed length method

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图 4 限速路段划分示意图

Figure 4. Schematic diagram of speed limit road segmentation

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图 5 限速路段划分优化方法流程图

Figure 5. Flow chart of optimization method for speed limit road segmentation

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图 6 VISSIM模拟仿真

Figure 6. The VISSIM simulation

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图 7 原限速方案

Figure 7. Original speed limit scheme

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图 8 优化后方案

Figure 8. Optimized scheme

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表 1 不同限制速度下标志视认距离

Table 1. Sign recognition distance at different speed limits

限制速度V_限/(km/h)	汉字高度/cm	视认距离/m
≥ 120	60	171.90
≥ 100~120	50	143.25
≥ 80~100	40	114.60
≥ 60~80	30	85.95
≥ 40~60	20	57.30
＜40	10	28.65

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表 2 警告标志前置距离一般值

Table 2. The general value of the front distance of the warning sign 单位: m

当前区段限制速度/(km/h)	前1个区段限制速度/(km/h)
当前区段限制速度/(km/h)	40	50	60	70	80	90	100	110	120
0	*	*	30	50	80	110	130	170	200
10	*	*	*	40	60	90	120	160	190
20	*	*	*	30	55	80	115	150	185
30	*	*	*	*	50	70	110	140	180
40		*	*	*	40	60	100	130	170
50				*	30	40	90	120	160
60				*	*	*	70	110	140
70					*	*	60	90	130
80						*	40	70	110
90							*	50	90
100								*	60
110									40
附注：*不提供具体建议值，视当地具体条件确定。

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表 3 限速区间最小长度

Table 3. Speed limit section minimum length

限制速度/(km/h)	驾驶人心理稳定距离/m	限速区间最小长度/m
60	666.67	800
70	777.78	900
80	888.89	1 100
90	1 800	2 000
100	2 000	2 200
110	4 400	4 600
120	4 800	5 000

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表 4 隧道路段运行速度预测模型

Table 4. Prediction model of running speed of tunnel section

车型	特征点	计算模型
小型车	隧道洞口	v₁ = 0.99v_in - 11.07
	隧道内	v₂ = 0.81v_in + 8.22
	驶出隧道洞口后100 m	v₃ = 0.74v_in + 16.43
大型车	隧道洞口	v₁ = 0.98v_in - 6.56
	隧道内	v₂ = 0.85v_in + 3.89
	驶出隧道洞口后100 m	v₃ = 0.45v_in + 42.61
附注：v_in为距离入隧道洞口200 m衔接路段单元的速度(km/h)；除短隧道(隧道长度≤ 500 m)外，其他隧道均按照上述模型计算。

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表 5 分析指标选取

Table 5. Analysis index selection

分析指标		选取结果	备注
安全指标	交通事故率	剔除	获取较难，成因复杂
	交通冲突率	保留
	速度离散性	保留
	车头间距与车头时距	剔除	适用于跟驰状态交通流
效率指标	交通延误	保留
	行驶时间	剔除	较难表征通行效率的高低
	通行能力	剔除	影响因素较多
	饱和度	剔除	受限速影响程度有限

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表 6 设计指标参数

Table 6. Design index parameters

指标	参数	备注
设计标准	双向4车道
设计速度/(km/h)	80
路线长度/km	123
最小平曲线半径/m	420	规范中圆曲线最小半径一般值400 m
最大纵坡/%	4	纵坡大于3%共8处，较为集中
连续长下坡平均坡度/%	2.8，2.6	存在2处连续长下坡，共计16 km

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表 7 限速统计表(部分)

Table 7. Speed limit statistics table (part)

限速起点桩号	限速终点桩号	区间长度/km	限速标志/(km/h)
K341+950	K343+120	1.17	120
K343+120	K344+250	1.13	100
K344+250	K345+100	1.85	80
K345+100	K352+800	6.7	120
K352+800	K353+940	1.14	80
K353+940	K354+900	0.96	60
K354+900	K356+500	1.6	120
K356+500	K357+780	1.28	100
K357+780	K358+200	0.44	80
K358+200	K368+000	9.8	120
K368+000	K369+170	1.17	60
⋮	⋮	⋮	⋮
K459+280	K460+900	1.62	100
K460+900	K461+920	1.02	80
K461+920	K464+000	2.08	120

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表 8 优化后的限速区间

Table 8. Optimized speed limit section

限速起点桩号	限速终点桩号	区间长度/km	限制速度/(km/h)	备注
K341+500	K349+200	7.7	120
K349+200	K356+880	7.68	100	短隧道、立交
K356+880	K369+400	12.52	120
K369+400	K373+300	3.9	100	立交、弯坡路段
K373+300	K377+500	4.2	80	弯坡路段、中隧道
K377+500	K381+750	6.25	90	短隧道、立交
K381+750	K391+800	9.05	80	连续小半径曲线接连续下坡
K391+800	K400+400	8.6	100	立交、短隧道、纵坡路段
K400+400	K435+600	35.2	120
K435+600	K441+800	6.2	100	短隧道、纵坡路段
K441+800	K452+000	10.2	80	中隧道、连续下坡
K452+000	K458+000	6.0	100	中隧道、短隧道
K458+000	K464+000	6.0	120

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表 9 仿真车辆参数

Table 9. Simulation vehicle parameters

类型	总长/m	总宽/m	轴距/m	期望速度/(km/h)	最大减速度/(m/s²)	最大加速度/(m/s²)
小客车	6	1.8	3.8	80~120	6	2
大货车	12	2.5	6.5	80	5.5	1

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表 10 实测小时交通量统计

Table 10. Measured hourly traffic volume statistics 单位: 辆/h

桩号	大货车	小客车	总计
K355+600	26	126	152
K393+500	32	98	130
K410+350	24	192	216
K420+350	24	24	54
K423+850	14	62	76
K448+400	24	196	220
K459+900	16	218	234

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表 11 限速方案对比

Table 11. Speed limit plan comparison

方案	行程时间/s	交通延误/s	平均速度/(km/h)	相对速度差/(km/h)	交通冲突数/起
方案	行程时间/s	交通延误/s	平均速度/(km/h)	相对速度差/(km/h)	换道冲突数	追尾冲突数
原限速方案	4 680.5	18.9	93.3	0.242	20	84
优化后限速方案	4 631.5	16.4	97.3	0.195	21	70

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