基于工程实测的加速度-速度参数阈值分析
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摘要
微观交通仿真中的参数标定是科学应用仿真技术的前提。为了减少参数标定的维度,提高仿真手段工程应用效率,将微观仿真参数分为基础参数和模型参数2个部分,并设计道路工程试验方案,对部分基础参数进行工程实测研究,构建实际运动场景下车辆运行加速度取值特征及加速度-速度的关系探究。根据车辆运行过程,将车辆加速过程分为车辆起步、提速、稳定3个阶段,并依据道路实测数据,应用数据包络的方法确定加速度与速度的函数关系及取值范围。在车辆起步阶段(0～7.2 km/h),需要较大动力完成起步动作,速度低加速度高,加速度-速度斜率k=0.1832;车辆提速阶段(7.2～35.4 km/h),需要确定周边运行环境处于安全状态,加速度有一定程度减少然后逐渐上升,加速度-速度关系整体斜率k=0.0259;车辆稳定阶段(35.4 km/h以上),速度相对稳定,加速度-速度斜率约等于0。由此确定了基础参数中加速度的阈值范围,对仿真软件中默认加速度-速度关系进行优化。
Parameter calibration in traffic microsimulation is a premise of scientific application for simulation technology. In order to reduce dimension of parameter calibration and improve efficiency of simulation tools in engineering application, microsimulation parameters are divided into two parts: basic parameters and model parameters. An actual road test is designed for engineering measurement on the basic parameters. Relationships between acceleration characteristics and acceleration-speed are analyzed. According to vehicle operation, an acceleration process is divided into three phases: starting, increasing, and stabilizing. According to actual data, a method of data envelope is applied to determine relationship between acceleration and speed, and its range of values. In starting phase(0-7.2 km/h), vehicle needs large power to start running. Its speed is low and acceleration is high, the slope of acceleration-speed is k=0.1832. In increasing phase(7.2-35.4 km/h), in order to ensure safe operation, its acceleration reduces a little, then gradually increases, the overall slope of acceleration-speed is k=0.0259. In stabilizing phase(above 35.4 km/h), its speed is relatively stable, and the slope of acceleration-speed is approximately zero. It determines a fine relationship between acceleration and speed in basic parameters, and optimizes a relationship between default acceleration and speed in simulation software.
Parameter calibration in traffic microsimulation is a premise of scientific application for simulation technology. In order to reduce dimension of parameter calibration and improve efficiency of simulation tools in engineering application, microsimulation parameters are divided into two parts: basic parameters and model parameters. An actual road test is designed for engineering measurement on the basic parameters. Relationships between acceleration characteristics and acceleration-speed are analyzed. According to vehicle operation, an acceleration process is divided into three phases: starting, increasing, and stabilizing. According to actual data, a method of data envelope is applied to determine relationship between acceleration and speed, and its range of values. In starting phase(0-7.2 km/h), vehicle needs large power to start running. Its speed is low and acceleration is high, the slope of acceleration-speed is k=0.1832. In increasing phase(7.2-35.4 km/h), in order to ensure safe operation, its acceleration reduces a little, then gradually increases, the overall slope of acceleration-speed is k=0.0259. In stabilizing phase(above 35.4 km/h), its speed is relatively stable, and the slope of acceleration-speed is approximately zero. It determines a fine relationship between acceleration and speed in basic parameters, and optimizes a relationship between default acceleration and speed in simulation software.
引文
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[20] 周晨静.基于微观仿真的城市快速路交织区运行速度模型研究[D].北京:北京工业大学,2015.ZHOU Chenjing.Research on the speed analysis method of urban expressway weaving area depended on microscopic simulation model[D].Beijing:Beijing University of Technology,2015.(in Chinese)
[2] BENEKOHAL R.Procedure for validation of microscopic traffic flow simulation models[J].Journal of the Transportation Research Board,1991(1320):190-202.
[3] Hellinga B R.Requirements for the calibration of traffic simulation models[C].Annual Conference of Canadian Society for Civil Engineering,Canada:CSCE,1998
[4] BROCKFELD R D,KUHEN P,WAGNER.Calibration and validation of microscopic traffic flow models[J].Transportation Research Record,2004,1876(1):62-70.
[5] BARTIN B K,OZBAY J,GAO,et al.Calibration and validation of large-scale traffic simulation networks:A case study[J].Procedia Computer Science,2018(130):844-849.
[6] 荣建,马建明,任福田,等.利用交通仿真模型求解通行能力[J].北京工业大学学报,2001,27(l):4-7.RONG Jian,MA Jianming,REN Futian,et al.Solving capacity using traffic imitation model[J].Journal of Beijing University of Technology,2001,27(l):4-7.(in Chinese)
[7] 张智勇.城市快速道路车辆跟驰理论研究[D].北京:北京工业大学,2003.ZHANG Zhiyong.Research on the theory of vehicle speeding in urban expressways[D].Beijing:Beijing University of Technology.2003.(in Chinese)
[8] 王晓原.微观交通仿真中的模型验证技术[J].计算机工程与应用,2005,8(1):188-192.WANG Xiaoyuan.Model validation technology in microscopic traffic simulation computer[J].Engineering and Applications,2005,8(1):188-192.(in Chinese)
[9] 李志明,闫小勇.基于遗传算法的交通仿真模型参数校正方法研究[J].交通标准化,2006(4):21-23.LI Mingzhi,YAN Xiaoyong.Study on correction method of traffic simulation model based on genetic algorithm[J].Transportation Standardization,2006(4):21-23.(in Chinese)
[10] 张长春,牛学勤.基于正交试验法的交叉口Vissim模型参数标定[J].交通科技,2011(2):110-112.ZHANG Changchun,NIU Xueqin.Intersection Vissim model parameter calibration based on the orthogonal experiment method[J].Transportation Science &Technology,2011(2):110-112.(in Chinese)
[11] 张清华.Vissim微观交通仿真模型校正研究[D].北京:北京交通大学,2012.ZHANG Qinghua.Calibration of vissim microscopic traffic simulation model[D].Beijing:Beijing Jiaotong University,2012.(in Chinese)
[12] 唐少虎.Vissim仿真参数自校正方法研究与实现 [D].北京:北方工业大学,2013.TANG Shaohu.Research and implementation of Vissim simulation parameter self-tuning method[D].Beijing:North China University of Technology,2013.(in Chinese)
[13] 唐少虎,刘小明.基于IAGSO算法的Vissim模型校正研究与实现[J].交通运输系统工程与信息,2014(5):74-80.TANG Shaohu,LIU Xiaoming.Vissim model calibration based on IAGSO algorithm[J].Journal of Transportation Systems Engineering and Information Technology,2014(5):74-80.(in Chinese)
[14] GALLELLI,VINCENZO,et al.Investigating the transferability of calibrated microsimulation parameters for operational performance analysis in roundabouts[J].Journal of Advanced Transportation,2017(1):1-10.
[15] 常鑫,荣建,周晨静,等.基于驾驶感受的车辆运行特性研究[J].交通信息与安全,2016(1):51-56.CHANG Xin,RONG Jian,ZHOU Chenjing,et al.Research on vehicle running characteristics based on driver′s perception[J].Journal of Transport Information and Safety,2016(1):51-56.(in Chinese)
[16] ESSA,MOHAMED,TAREK SAYED.Transferability of calibrated microsimulation model parameters for safety assessment using simulated conflicts[J].Accident Analysis & Prevention,2015(84):41-53.
[17] FITZPATRICK K,ANDERSON I,BAUER K,et al.Evaluation of design consistency methods for two-lane rural highways,executive summary[J].Driver,2000(8):1-29.
[18] 李宝峰.VBOXⅡ车辆路试系统功能简介[J].摩托车技术,2008(9):52-54,56,58.LI Baofeng.A brief introduction to the fuction of VBOXⅡ motorcycle road test system[J].Motorcycle Technology,2008(9):52-54,56,58.(in Chinese)
[19] 张浩.客车操纵稳定性分析及其控制策略研究[D].长春:吉林大学,2012.ZHANG Hao.Research on steering stability analysis and control strategy of passenger cars[D].Changxhun:Jilin University,2012.(in Chinese)
[20] 周晨静.基于微观仿真的城市快速路交织区运行速度模型研究[D].北京:北京工业大学,2015.ZHOU Chenjing.Research on the speed analysis method of urban expressway weaving area depended on microscopic simulation model[D].Beijing:Beijing University of Technology,2015.(in Chinese)