城市平面交叉口左转车辆规避效应特性

秦小琳; 杜志刚; 陈莹; 刘青怡

doi:10.3963/j.jssn.1674-4861.2023.04.011

城市平面交叉口左转车辆规避效应特性

doi: 10.3963/j.jssn.1674-4861.2023.04.011

武汉理工大学交通与物流工程学院武汉 430063

基金项目:

国家自然科学基金项目 52072291

详细信息

作者简介:
秦小琳(1997—)，硕士研究生. 研究方向：道路交通安全与交通规划. E-mail: qinxiaolin@whut.edu.cn

通讯作者:
杜志刚（1977—），博士，教授. 研究方向：道路交通安全、交通规划研究等. E-mail: zhig_du7@163.com

中图分类号: U491.5+9
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出版历程
- 收稿日期: 2023-02-21
- 网络出版日期: 2023-11-23

A Study on the Shy Away Effects of Left-turn Vehicles at Urban Intersections

School of Transportation and Logistics Engineering, Wuhan University of Technology, Wuhan 430063, China

摘要

摘要: 城市道路交叉口交通隔离栏侵入内侧车道建筑限界，导致车辆横向偏移，增加行车风险。为了解城市平面交叉口交通隔离栏对左转车辆规避行为的影响，通过无人机采集3个设有交通隔离栏的平面交叉口车辆视频，提取车辆轨迹、速度、加速度等参数。分析交叉口出口不同车道车辆偏移和速度的分布特性，研究左转车辆规避特性。结果表明：①两侧车道上行驶的车辆更倾向于向中间车道偏移，中间车道行驶轨迹则较为稳定；②20 m的行程可供驾驶人稳定行驶方向，保持与交通隔离栏的安全横向距离；③左侧车道上85%以上车辆远离交通隔离栏行驶，平均偏移距离为0.278 m；右侧车道上60%左右车辆远离右侧行驶，平均偏移距离为0.116 m。④左转车辆在出口不同车道的速度分布存在显著差异，其中左侧车道和右侧车道上左转车辆速度分布峰值、横向加速度均值、纵向加速度均值均小于中间车道。以此提出城市道路交叉口的改善方法：①增加中分带宽度，提升路侧净距，实现左侧车道名义路权宽度与实际路权宽度一致；②增大硬质设施与驾驶人的横向距离；③开口段硬质设施优化为柔性，减弱设施心理冲击，降低驾驶负荷；④增设路面导流线和反光设施，保证诱导设施的连续性和一致性，提升方向感和速度感，从而减少规避效应过度或不足所带来的安全隐患。
- 城市平面交叉口 /
- 规避效应 /
- 左转车辆 /
- 驾驶特性 /
- 优化方法
Abstract: When a traffic barrier extends into the boundary of inner lane constructions at an urban road intersection, it may result in lateral deviations of vehicles and traffic risk. To examine how traffic barriers at urban planar intersections affect the avoidance behavior of left-turning vehicles, unmanned aerial vehicles (UAVs) are employed to record vehicle videos at three planar intersections. Subsequently, information of vehicle trajectories, speeds, and accelerations is extracted. The distributions of vehicle offsets and velocities in various lanes at intersection exits are analyzed. Additionally, the avoidance behavior of left-turning vehicles is examined. Results show that: ①vehicles not in the middle lane exhibit a greater tendency to shift toward the middle lane, while those in the middle lane maintain a more stable trajectory; ②after traveling 20 meters, drivers achieve a stable level of vehicle control, resulting in smooth trajectories and maintaining safe lateral distance with traffic barriers; ③over 85% of vehicles in the left lane keep away from the traffic barrier, exhibiting an average lateral offset of 0.278 meters, and about 60% of vehicles in the right lane away from the right side, showing an average offset distance of 0.116 meters; ④significant disparities exist in the velocity distribution of left-turning vehicles at various lanes of the interaction exit: the peak velocity, mean lateral acceleration, and mean longitudinal acceleration of left-turning vehicles in the left and right lanes are lower than those observed in the middle lane. Based on these findings, recommendations are made to improve the operation levels of urban road intersections: ①enlarge the width of the center divider and improve roadside clearance to align with the desired right-of-way width of the left lane; ②increase the lateral distance between rigid facilities and drivers; ③optimize rigid facilities in the exits about the flexibility to mitigate their psychological impact and lessen the driving burden; ④enhance the presence of roadway guide lines and reflective facilities to ensure the uninterrupted and uniform implementation of guiding elements and to boost drivers' perception of direction and speed, consequently to reduce the safety risks associated with over- or under-shy away effects.
- urban planar intersection /
- shy away effects /
- left-turning vehicles /
- driving characteristics /
- optimization method

HTML全文

图 1 规避效应图示

$A_{\mathrm{L}}$-左图左侧偏移; $B_{\mathrm{L}}$-右图左侧偏移距离; $A_{\mathrm{R}}$-左图右侧偏移; $B_{\mathrm{R}}$-右图右侧偏移距离。

Figure 1. Shy away effects diagram

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图 2 试验交叉口地图

Figure 2. Map of test intersections

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图 3 交通隔离栏底座与标线位置类别

Figure 3. Traffic barrier base and marking position category

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图 4 试验仪器

Figure 4. Testing Instruments

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图 5 软件界面

Figure 5. Software Interface

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图 6 车辆偏移示意

Figure 6. Vehicle Offset Schematic

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图 7 不同车道车辆偏移距离

Figure 7. Vehicle offset distance for different lanes

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图 8 偏移距离箱线图

Figure 8. Offset distance box line diagram

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图 9 偏移距离相对频率

Figure 9. Offset distance relative frequency

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图 10 车辆频数及累计频率组合图

Figure 10. Vehicle frequency and cumulative frequency combination chart

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图 11 车速密度

Figure 11. Vehicle speed density

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图 12 纵向加速度

Figure 12. Longitudinal acceleration

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图 13 横向加速度

Figure 13. Lateral acceleration

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表 1 交叉口信息

Table 1. Intersection information

交叉口	相交道路	出口道
交叉口	相交道路	编号	车道数	中央分隔形式	最右侧机动车道右侧情况
A	新华路-建设大道	1	3	①	无硬质隔离的非机动车道
		2	3	①	有硬质隔离的非机动车道
		3	3	①	无硬质隔离的非机动车道
		4	3	①	有硬质隔离的非机动车道
B	澳门路-建设大道	1	3	②	无硬质隔离的非机动车道
		2	3	①	有硬质隔离路缘石
		3	3	③	无硬质隔离的非机动车道
		4	4	①	有硬质隔离的非机动车道
C	香港路-建设大道	1	4	①	有硬质隔离的非机动车道
		2	3	①	有硬质隔离路缘石
		3	5	①	右转机动车道
		4	3	①	右转机动车道
注：3个交叉口下游最右侧机动车车道的右侧道路环境虽然不同，但对右侧车辆来说均存在障碍物，同时左转车辆选择右侧车道的样本量较少，因此本文将不区分右侧环境，将从整体上分析右侧车道车辆的偏移规律。

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表 2 左转车辆车速特征分位值

Table 2. Left-turn vehicles speed characteristic quantile value 单位: km/h

车道	交叉口	最小值	最大值	均值	15^th	50^th	85^th
	A	23.36	46.56	33.28	28.03	32.35	38.88
左侧车道	B	20.64	42.50	29.31	22.53	30.65	33.11
	C	20.80	40.16	31.60	25.79	32.59	38.53
	A	22.72	47.75	34.78	29.37	34.70	39.49
中间车道	B	18.82	43.05	32.23	28.78	32.21	36.02
	C	23.53	42.91	32.52	27.73	32.30	39.00
	A	21.82	42.77	31.45	23.45	30.68	37.97
右侧车道	B	18.28	41.23	27.01	22.87	27.18	31.72
	C	19.31	41.08	29.83	23.94	30.27	34.78
注：××^th速度是指对应累计频率曲线在××%位置上的速度值，如15th速度是指对应累计频率曲线在15%位置上的速度值。

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