城市道路环境下人行横道处行人与机动车冲突分析与延误建模
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摘要
机动车、行人以及非机动车高度混合运行是发展中国家城市道路交通的重要特征,近年来国内外不少学者对混合交通流问题进行了持续深入的研究,丰富了城市交通工程的研究成果。作为道路基础设施的人行横道是城市道路网中行人与车辆“争夺”通行权的重要区域,而在该区域发生的行人与机动车的相互干扰与冲突又是影响关联路段以及周围路网运行效率的重要因素,因此,有必要对人行横道区域范围内的行人过街与机动车运行行为(尤其是相互干扰与冲突行为)进行全面深入地研究。
论文在全面回顾与讨论国内外有关行人与机动车冲突研究的基础上,结合北京市道路运行实际情况,分别从基于行人与机动车冲突、人行横道铺划位置和行人过街方式的角度构建了三种不同的行人-机动车延误模型,并通过仿真软件对人行横道处行人与机动车运行过程进行模拟,得到了相关的延误数据,为定量评价相关设计方案与优化措施的效果提供了新的思路,主要工作及研究结论如下：
(1)从行人过街步速、可容忍等待时间、穿越机动车流的临界时间间隔、过街设施作用、冲突避让行为等方面对过街行人行为特性和行人与机动车冲突延误进行了分析与评述,总结现阶段国内外在这方面研究中存在的不足之处,主要包括：缺乏对行人避让距离的研究,没有涉及行人发生源位置因素和行人过街绕行因素,未考虑行人过街时间是否充足,对不同过街方式的研究多停留在定性分析,缺乏量化指标,等等。本论文主要针对这些不足展开研究。
(2)通过冲突区域概念界定了人行横道上行人与机动车的具体冲突范围,在望右与望左行人为区分标志的两类冲突类型以及4种12类冲突场景进行分析的基础上,确立了行人、机动车的行为判定原则,构建了基于冲突的行人-机动车延误模型,对相关参数进行了标定,并以北京市某双向4车道次干路为对象应用所定义的冲突区域、行为判定原则以及延误模型进行了仿真分析。结果表明,本文提出的冲突区域和行为判定原则可有效刻画过街行人和机动车的冲突过程。根据仿真输出数据,结合该延误模型,表明行人和机动车冲突导致的延误与二者流量成正相关关系,在周五晚高峰时段,当行人流量达到1196ped/h时,机动车流量达2610veh/h时,行人平均延误为29.6s/ped,机动车平均延误为11.Os/veh。
(3)以路段上人行横道铺划位置选择为出发点,分析了过街行人与机动车冲突避让行为,探讨了路段行人和机动车延误的影响因素及特点,并重点讨论了铺划两处人行横道时行人与机动车冲突的4种场景；在分别建立行人延误模型和机动车延误模型的基础上构建基于人行横道位置的行人与机动车系统人均延误模型。为验证所构建的模型,以北京市西城区某支路为研究对象,在铺划单处和两处人行横道两种情况下应用了该模型并进行了仿真分析。结果表明,行人与机动车系统人均延误模型与人行横道位置密切相关,且行人平均延误远大于机动车平均延误；与单个人行横道相比,在500m左右的城市支路上铺划两处人行横道可显著提高行人和机动车运行效率。
(4)在讨论行人过街方式的基础上,分析了有信号控制条件下路段和交叉口人行横道处行人、机动车的行为特征,讨论了行人的3种过街行为和机动车的4种运行行为,基于冲突区域和冲突类型与场景分析,分别确立适于有信号控制条件下路段和交叉口处行人和机动车的行为判定原则,分析了高等级路段行人一次过街和二次过街两种过街方式下的行人和机动车延误情况,探讨了大型交叉口不同行人过街方式下相关延误的产生过程,并最终建立了路段和交叉口处基于过街方式的行人-机动车延误模型。分别以北京市某主干路和某平面交叉口为对象,研究一次过街和二次过街两种过街方式下的延误情况。结论表明,行人-机动车系统延误与行人信号配时关系紧密,行人二次过街方式并不能完全避免行人和机动车之间冲突,但是相对于一次过街其冲突数量已有明显降低。案例中在早晚高峰时段,行人二次过街时,路段处的系统人均延误比一次过街方式下分别减少14.3%和7.4%,在交叉口处的优化效果更为明显,分别减少了16.8%和9.5%。
Mixed traffic flow is the major pattern on urban road network in developing countries. In recent years, many scholars both home and abroad have done continuous in-depth study on mixed traffic flow issues, which have added many new research topic for the field of traffic engineering. As an pedestrian crossing infrastructure, crosswalk is the important region of conflict where pedestrians and vehicles are "fighting" for the right-of-way. Meanwhile, the interference and conflict of pedestrians and vehicles in the crosswalks is affecting the operational efficiency of surrounding road network and associated sections. Therefore, it is necessary to conduct a comprehensive in-depth study on the behaviors (in particular, acts of interference and conflict) of pedestrians and the vehicles in the crosswalk area.
Basing on summarization of the domestic and foreign research on delay of pedestrian-vehicle conflict, combined with the actual situation in Beijing, three pedestrian-vehicle delay models were built and the occurrence and development of interference behavior of pedestrians and vehicles were simulated in crossing area, which provides a new way of the quantitative evaluation of implementation of traffic improvement and optimization measures. The main work and conclusions are as follows.
①From the aspects of pace, waiting-time tolerance, critical time interval, crossing facilities, conflict yielding, behavior characteristics of the pedestrians and the delay of pedestrian-vehicle conflict were reviewed at home and abroad. The main problems including the lack of research on pedestrian collision avoidance distance, the location of pedestrian source, consideration of the adequacy of crossing time, quantitative research on different ways of crossing were point out, and the direction for further study were figured out.
②The scope of the conflict between pedestrian and vehicle in crosswalk areas were conformed basing on conflict zone definition. Based on the types of conflict differentiated by looking direction of pedestrian and analysis of 4 types or 12 categories of conflict scenarios, the principles of conduct were established and pedestrian-vehicle delay model was proposed based on conflict. After the calibration of the relevant parameters, a binary road of dual 4-drive in Beijing was simulated as an example. The results show that the proposed principles of conflict zones and conduct judgement can effectively describe the conflict of pedestrians and vehicles in the crossing areas. According to simulation output data, combining with the conflict model, delays led by pedestrian and vehicle conflicts show a positive correlation between the two flows. In evening peak hours on Friday, the pedestrian average delay is 29.6s/ped and vehcile average delay is 11.0s/veh, when the pedestrian flow reaches 1196 ped/h and vehicle flow reaches 2610veh/h.
③Basing on the volume of crossing paved on the same road, the conflict and yielding behaviour of the pedestrians crossing the street and the vehicles, the affecting factors of the delay of pedestrians and vehicles on road sections were discussed, then 4 scenes of conflict were discussed where 2 crossings were set. Delay models were constructed as pedestrian delay model, vehicle delay model, and pedestrian-vehicle average vehicle delay model based on the location of crossing. One road section in Beijing Xicheng District was simulated, in which a check-up is made between the two constructed models in cases of one and two crosswalks on one section. Simulation results show that in pedestrian-vehicle system, the average pedestrian delay and the average vehicle delay are closely related to the locations of crosswalks in average pedestrian delay model, while the average pedestrian delay is much greater than the average vehicle delay, and the traffic efficiency of single-crosswalk road is lower than the double-crosswalk road with same pedestrian volume.
④Based on pedestrian crossing styles (once or twice cross), the behavioral characteristics of pedestrians and non-motor vehicles were analysed, then 3 types of pedestrian yielding behavior and 4 types of vehicle running behavior were discussed. The pedestrian and vehicle delay of once and twice crossing styles on high grade roads and big singnalised intersecton were modeled. After that, the generation process of delay for different pedestrian crossing modes on high grade intersections were analysed, and several models were built, including pedestrian crossing delay model, vehicle delay model, pedestrian-vehicle system average delay model based on the crossing mode of road and intersection. The delay of once and twice crossing facilities of a singlised trunk and intersection in Beijing were studied. The conclusion is that the pedestrian-vehicle system delays and road signal timing are closely related and twice-crossing mode on sections and intersections cannot completely avoid conflicts between the pedestrians and vehicles compared to once-crossing mode whereas significantly decreased conflicts. Compared with once-crossing mode, the systematic average pedestrian delay of twice-crossing mode respectively reduces 14.3%/7.4% on road, and more obviously optimized 16.8%/9.5% in the intersection at a.m./p.m. peak hours.
论文在全面回顾与讨论国内外有关行人与机动车冲突研究的基础上,结合北京市道路运行实际情况,分别从基于行人与机动车冲突、人行横道铺划位置和行人过街方式的角度构建了三种不同的行人-机动车延误模型,并通过仿真软件对人行横道处行人与机动车运行过程进行模拟,得到了相关的延误数据,为定量评价相关设计方案与优化措施的效果提供了新的思路,主要工作及研究结论如下：
(1)从行人过街步速、可容忍等待时间、穿越机动车流的临界时间间隔、过街设施作用、冲突避让行为等方面对过街行人行为特性和行人与机动车冲突延误进行了分析与评述,总结现阶段国内外在这方面研究中存在的不足之处,主要包括：缺乏对行人避让距离的研究,没有涉及行人发生源位置因素和行人过街绕行因素,未考虑行人过街时间是否充足,对不同过街方式的研究多停留在定性分析,缺乏量化指标,等等。本论文主要针对这些不足展开研究。
(2)通过冲突区域概念界定了人行横道上行人与机动车的具体冲突范围,在望右与望左行人为区分标志的两类冲突类型以及4种12类冲突场景进行分析的基础上,确立了行人、机动车的行为判定原则,构建了基于冲突的行人-机动车延误模型,对相关参数进行了标定,并以北京市某双向4车道次干路为对象应用所定义的冲突区域、行为判定原则以及延误模型进行了仿真分析。结果表明,本文提出的冲突区域和行为判定原则可有效刻画过街行人和机动车的冲突过程。根据仿真输出数据,结合该延误模型,表明行人和机动车冲突导致的延误与二者流量成正相关关系,在周五晚高峰时段,当行人流量达到1196ped/h时,机动车流量达2610veh/h时,行人平均延误为29.6s/ped,机动车平均延误为11.Os/veh。
(3)以路段上人行横道铺划位置选择为出发点,分析了过街行人与机动车冲突避让行为,探讨了路段行人和机动车延误的影响因素及特点,并重点讨论了铺划两处人行横道时行人与机动车冲突的4种场景；在分别建立行人延误模型和机动车延误模型的基础上构建基于人行横道位置的行人与机动车系统人均延误模型。为验证所构建的模型,以北京市西城区某支路为研究对象,在铺划单处和两处人行横道两种情况下应用了该模型并进行了仿真分析。结果表明,行人与机动车系统人均延误模型与人行横道位置密切相关,且行人平均延误远大于机动车平均延误；与单个人行横道相比,在500m左右的城市支路上铺划两处人行横道可显著提高行人和机动车运行效率。
(4)在讨论行人过街方式的基础上,分析了有信号控制条件下路段和交叉口人行横道处行人、机动车的行为特征,讨论了行人的3种过街行为和机动车的4种运行行为,基于冲突区域和冲突类型与场景分析,分别确立适于有信号控制条件下路段和交叉口处行人和机动车的行为判定原则,分析了高等级路段行人一次过街和二次过街两种过街方式下的行人和机动车延误情况,探讨了大型交叉口不同行人过街方式下相关延误的产生过程,并最终建立了路段和交叉口处基于过街方式的行人-机动车延误模型。分别以北京市某主干路和某平面交叉口为对象,研究一次过街和二次过街两种过街方式下的延误情况。结论表明,行人-机动车系统延误与行人信号配时关系紧密,行人二次过街方式并不能完全避免行人和机动车之间冲突,但是相对于一次过街其冲突数量已有明显降低。案例中在早晚高峰时段,行人二次过街时,路段处的系统人均延误比一次过街方式下分别减少14.3%和7.4%,在交叉口处的优化效果更为明显,分别减少了16.8%和9.5%。
Mixed traffic flow is the major pattern on urban road network in developing countries. In recent years, many scholars both home and abroad have done continuous in-depth study on mixed traffic flow issues, which have added many new research topic for the field of traffic engineering. As an pedestrian crossing infrastructure, crosswalk is the important region of conflict where pedestrians and vehicles are "fighting" for the right-of-way. Meanwhile, the interference and conflict of pedestrians and vehicles in the crosswalks is affecting the operational efficiency of surrounding road network and associated sections. Therefore, it is necessary to conduct a comprehensive in-depth study on the behaviors (in particular, acts of interference and conflict) of pedestrians and the vehicles in the crosswalk area.
Basing on summarization of the domestic and foreign research on delay of pedestrian-vehicle conflict, combined with the actual situation in Beijing, three pedestrian-vehicle delay models were built and the occurrence and development of interference behavior of pedestrians and vehicles were simulated in crossing area, which provides a new way of the quantitative evaluation of implementation of traffic improvement and optimization measures. The main work and conclusions are as follows.
①From the aspects of pace, waiting-time tolerance, critical time interval, crossing facilities, conflict yielding, behavior characteristics of the pedestrians and the delay of pedestrian-vehicle conflict were reviewed at home and abroad. The main problems including the lack of research on pedestrian collision avoidance distance, the location of pedestrian source, consideration of the adequacy of crossing time, quantitative research on different ways of crossing were point out, and the direction for further study were figured out.
②The scope of the conflict between pedestrian and vehicle in crosswalk areas were conformed basing on conflict zone definition. Based on the types of conflict differentiated by looking direction of pedestrian and analysis of 4 types or 12 categories of conflict scenarios, the principles of conduct were established and pedestrian-vehicle delay model was proposed based on conflict. After the calibration of the relevant parameters, a binary road of dual 4-drive in Beijing was simulated as an example. The results show that the proposed principles of conflict zones and conduct judgement can effectively describe the conflict of pedestrians and vehicles in the crossing areas. According to simulation output data, combining with the conflict model, delays led by pedestrian and vehicle conflicts show a positive correlation between the two flows. In evening peak hours on Friday, the pedestrian average delay is 29.6s/ped and vehcile average delay is 11.0s/veh, when the pedestrian flow reaches 1196 ped/h and vehicle flow reaches 2610veh/h.
③Basing on the volume of crossing paved on the same road, the conflict and yielding behaviour of the pedestrians crossing the street and the vehicles, the affecting factors of the delay of pedestrians and vehicles on road sections were discussed, then 4 scenes of conflict were discussed where 2 crossings were set. Delay models were constructed as pedestrian delay model, vehicle delay model, and pedestrian-vehicle average vehicle delay model based on the location of crossing. One road section in Beijing Xicheng District was simulated, in which a check-up is made between the two constructed models in cases of one and two crosswalks on one section. Simulation results show that in pedestrian-vehicle system, the average pedestrian delay and the average vehicle delay are closely related to the locations of crosswalks in average pedestrian delay model, while the average pedestrian delay is much greater than the average vehicle delay, and the traffic efficiency of single-crosswalk road is lower than the double-crosswalk road with same pedestrian volume.
④Based on pedestrian crossing styles (once or twice cross), the behavioral characteristics of pedestrians and non-motor vehicles were analysed, then 3 types of pedestrian yielding behavior and 4 types of vehicle running behavior were discussed. The pedestrian and vehicle delay of once and twice crossing styles on high grade roads and big singnalised intersecton were modeled. After that, the generation process of delay for different pedestrian crossing modes on high grade intersections were analysed, and several models were built, including pedestrian crossing delay model, vehicle delay model, pedestrian-vehicle system average delay model based on the crossing mode of road and intersection. The delay of once and twice crossing facilities of a singlised trunk and intersection in Beijing were studied. The conclusion is that the pedestrian-vehicle system delays and road signal timing are closely related and twice-crossing mode on sections and intersections cannot completely avoid conflicts between the pedestrians and vehicles compared to once-crossing mode whereas significantly decreased conflicts. Compared with once-crossing mode, the systematic average pedestrian delay of twice-crossing mode respectively reduces 14.3%/7.4% on road, and more obviously optimized 16.8%/9.5% in the intersection at a.m./p.m. peak hours.
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