城市隧道边墙对不同车道驾驶人的行为影响研究

伊轩轩; 潘婷; 贺世明

doi:10.3963/j.jssn.1674-4861.2025.03.007

城市隧道边墙对不同车道驾驶人的行为影响研究

doi: 10.3963/j.jssn.1674-4861.2025.03.007

伊轩轩^1,,
潘婷¹,
贺世明^2, ,

1.
上海市城市建设设计研究总院(集团)有限公司上海 200125
2.
武汉理工大学交通与物流工程学院武汉 430063

详细信息

作者简介:
伊轩轩（1983—），硕士. 研究方向：交通设计、交通规划. E-mail：17740355@qq.com

通讯作者:
贺世明（1998—），博士研究生. 研究方向：道路交通安全、交通规划等. E-mail: hesming@whut.edu.cn

中图分类号: U491
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- 被引次数: 0
出版历程
- 收稿日期: 2024-07-20
- 网络出版日期: 2025-10-11

A Study on the Influence of Side Wall Effect of Urban Tunnel on Driver's Eye Movement and Behavior Characteristics

YI Xuanxuan^1
,,
PAN Ting¹,
HE Shiming^{2
, ,}

1.
Shanghai Construction Design Research Institute, Shanghai 200125, China
2.
School of Transportation and Logistics Engineering, Wuhan University of Technology, Wuhan 430063, China

摘要

摘要: 为了研究3车道城市隧道中边墙对各车道驾驶人视觉特性和驾驶行为的影响，通过开展实车试验，获取25名驾驶人的视觉行为指标和驾驶行为指标，视觉指标包括注视点分布比例、注视熵率值，反映驾驶人的注意力分配策略；驾驶行为指标主要包括横向偏移量和横向加速度，反映驾驶人对车辆的横向控制能力。研究表明：不同车道的驾驶人的注意力分配策略和车辆横向位置控制能力存在显著差异。相比中间车道，两侧车道驾驶人会对靠近他们一侧的边墙分配较多的注意力，右侧车道的驾驶人约12%的注意力分配在隧道右侧壁，左侧车道的驾驶人近15%的注意力分配在隧道左侧壁，中间车道的驾驶人仅5%的注意力分配到隧道两侧壁。不同车道驾驶人对隧道边墙的行为响应存在显著差异。左侧车道车辆的横向偏移主要集中在车道中心线右侧0.25~0.34 m之间，横向加速度分布于0.17~0.21 m/s²，偏移方向多沿中心线右侧；中间车道车辆则倾向于向左偏移，横向偏移量为0.12~0.19 m，加速度分布在0.08~0.13 m/s²，偏移方向主要沿中心线左侧；右侧车道车辆同样表现出向左偏移特征，偏移范围为0.17~0.24 m，加速度在0.14~0.20 m/s²之间。城市隧道边墙对左侧车道驾驶人的视觉搜索效率和车辆横向位置控制能力影响最大，使得左侧车道成为行车风险最高的车道，右侧车道次之，中间车道最低。
- 城市隧道 /
- 边墙效应 /
- 视觉行为 /
- 驾驶行为
Abstract: To investigate the influence of tunnel sidewalls on drivers' visual characteristics and driving behavior across different lanes in a three-lane urban tunnel, a field driving experiment was conducted involving 25 drivers. Both visual and driving behavior indicators were collected. Visual indicators included gaze distribution ratios and gaze entropy values, reflecting drivers' attention allocation strategies. Driving behavior indicators, such as lateral offset and lateral acceleration, were used to evaluate drivers' lateral vehicle control ability. The results showed significant differences in attention allocation strategies and lateral control capabilities among drivers in different lanes. Compared with the middle lane, drivers in the left and right lanes allocated more attention to the sidewall on their respective sides. Specifically, drivers in the right lane allocated approximately 12% of their attention to the right tunnel wall, while drivers in the left lane allocated nearly 15% to the left wall. In contrast, drivers in the middle lane only allocated about 5% of their attention to either sidewall. Drivers' behavioral responses to the tunnel sidewalls also varied significantly across lanes. Vehicles in the left lane typically deviated from 0.25 to 0.34 meters to the right of the lane centerline, with lateral acceleration ranging from 0.17 to 0.21 m/s². In the middle lane, vehicles tended to shift slightly to the left, with lateral offsets of 0.12 to 0.19 meters and lateral acceleration between 0.08 and 0.13 m/s².Similarly, vehicles in the right lane also exhibited leftward deviation, with offsets ranging from 0.17 to 0.24 meters and lateral acceleration between 0.14 and 0.20 m/s². Overall, the tunnel sidewalls had the greatest impact on the visual search efficiency and lateral control ability of drivers in the left lane, making it the lane with the highest driving risk, followed by the right lane, while the middle lane posed the lowest risk.
- urban tunnel /
- sidewall effect /
- visual behavior /
- driving behavior

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图 1 试验场景

Figure 1. Experimental scene

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图 2 实验设备

Figure 2. Experimental equipment

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图 3 注视区域划分示意图

Figure 3. Illustration of the division of the attention area

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图 4 被试人员注视点分布比例图

Figure 4. Proportional distribution of gaze points

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图 5 各车道被试者注视熵率值分布

Figure 5. Distribution of gaze entropy rate values for subjects in each lane

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图 6 各车道车辆横向偏移量分布

Figure 6. Lateral offset distribution of vehicles in each lane

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图 7 各车道车辆横向加速度分布

Figure 7. Distribution of lateral acceleration of vehicles in each lane

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表 1 东湖隧道横断面设计参数

Table 1. East lake tunnel cross section design parameters 单位: m

东湖隧道设计参数	值
车道宽度	3.75
路缘宽度	0.50
检修道宽度	0.75
路缘高度	0.40
侧壁高度	5

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表 2 不同车道驾驶人注视左右侧区域时的显著性差异检验

Table 2. Significant difference tests when drivers in different lanes gaze at the left and right side areas

注视区域	车道位置1	车道位置2	显著性	95%置信区间
注视区域	车道位置1	车道位置2	显著性	下限	上限
右侧区域	左侧车道	中间车道	0.919	-10.73	-9.44
	左侧车道	右侧车道	< 0.001*	-0.68	0.61
	中间车道	右侧车道	< 0.001*	9.41	10.70
左侧区域	左侧车道	中间车道	< 0.001*	12.93	14.89
	左侧车道	右侧车道	< 0.001*	12.09	14.05
	中间车道	右侧车道	0.093	-1.82	0.14
注：*表示2组数据之间存在显著性差异。

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表 3 各车道车辆横向偏移量统计结果

Table 3. Lateral offset statistics for vehicles in each lane 单位: m

车道位置	均值	标准差	最小值	25%分位	中位数	75%分位	最大值
左侧车道	-0.29	0.06	-0.16	-0.25	-0.29	-0.34	-0.43
中间车道	0.15	0.05	0.07	0.12	0.14	0.19	0.26
右侧车道	0.21	0.05	0.12	0.17	0.21	0.24	0.32

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表 4 各车道车辆横向加速度统计结果

Table 4. Lateral acceleration statistics for vehicles in each lane 单位: m/s²

车道位置	均值	标准差	最小值	25%分位	中位数	75%分位	最大值
左侧车道	0.19	0.04	0.11	0.17	0.19	0.21	0.26
中间车道	0.10	0.03	0.04	0.08	0.11	0.13	0.17
右侧车道	0.16	0.05	0.16	0.14	0.16	0.2	0.25

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表 5 多重比较结果（横向偏移量）

Table 5. Results of multiple comparisons of lateral offsets

车道位置1	车道位置2	显著性	95%置信区间
车道位置1	车道位置2	显著性	下限	上限
左侧车道	中间车道	0.000*	0.115 2	0.172 1
左侧车道	右侧车道	0.000*	0.050 2	0.107 1
中间车道	右侧车道	0.000*	-0.093 4	-0.036 6
注：*表示2组数据之间存在显著性差异。

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表 6 多重比较结果（横向加速度）

Table 6. Results of multiple comparisons of lateral acceleration

车道位置1	车道位置2	显著性	95%置信区间
车道位置1	车道位置2	显著性	下限	上限
左侧车道	中间车道	0.000*	0.0643	0.1050
左侧车道	右侧车道	0.017*	0.0046	0.0454
中间车道	右侧车道	0.000*	-0.0800	-0.0393
注：*表示2组数据之间存在显著性差异。

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