快速路匝道与主线合流区交通参数关系模型
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摘要
为了研究快速路匝道与其主线合流区的交通流特征关系,选用南京长江大桥入口作为数据采集点,观测其汇入路段的交通流,并对交通流速度、密度等宏观参数和换道次数、可接受间隙等微观特征变量进行了相关性分析。研究发现,速度、密度、换道次数和可接受间隙之间存在非线性相关性。基于此,构建了主线车道车速与密度、换道次数和可接受间隙之间的非线性关系模型。快速路匝道与主线合流区是快速路的主要瓶颈路段,结合宏观交通参数模型和微观间隙接受模型,阐述了快速路主线和匝道汇入车流的交通参数数学关系。实测数据拟合结果表明,该模型能够准确描述匝道与主线合流区的交通流特性。
In order to study the characteristics of expressway on-ramp and the main line confluence ar-ea, the entrance of the Nanjing Yangtze River Bridge was selected as the data acquisition area and thetraffic observation was carried out. The correlation between the macro parameters such as traffic speed,density and the microscopic features variables such as the number of lane changing and acceptable gapswas analyzed. The results show that there are nonlinear correlations between speed, density, number oflane changing and acceptable gaps. Based on this, the nonlinear relationship model between the mainlane speed and the density, the number of lane changing, the acceptable gaps was constructed. The on-ramp and the main line confluence area was the main bottleneck of the expressway. Based on the macrotraffic flow model and the microcosmic gap acceptance model, the mathematical relationship between thetraffic parameters of on-ramp and the main line confluence area of expressway was expounded. The fit-ting results indicate that the model can accurately describe the traffic flow characteristics of the on-ramp and main line confluence area.
In order to study the characteristics of expressway on-ramp and the main line confluence ar-ea, the entrance of the Nanjing Yangtze River Bridge was selected as the data acquisition area and thetraffic observation was carried out. The correlation between the macro parameters such as traffic speed,density and the microscopic features variables such as the number of lane changing and acceptable gapswas analyzed. The results show that there are nonlinear correlations between speed, density, number oflane changing and acceptable gaps. Based on this, the nonlinear relationship model between the mainlane speed and the density, the number of lane changing, the acceptable gaps was constructed. The on-ramp and the main line confluence area was the main bottleneck of the expressway. Based on the macrotraffic flow model and the microcosmic gap acceptance model, the mathematical relationship between thetraffic parameters of on-ramp and the main line confluence area of expressway was expounded. The fit-ting results indicate that the model can accurately describe the traffic flow characteristics of the on-ramp and main line confluence area.
引文
[1]王殿海.交通流理论[M].北京:人民交通出版社,2002.
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[11]李晓文.快速路匝道控制优化方法研究[D].长春:吉林大学,2015.
[12]方传武.城市快速路入口匝道流量控制研究[D].成都:西南交通大学,2016.
[13]李嘉,许恺钧.基于拥堵概率的城市快速路入口匝道控制策略[J].湖南大学学报(自然科学版),2017,44(3):105-112.
[14]慈玉生,吴丽娜,裴玉龙,等.快速路入口匝道连接段通行能力间隙接受模型[J].交通运输系统工程与信息,2009,9(4):116-119.
[15]LAVAL J A,DAGANZO C F.Lane-Changing in Traffic Stream[J].Transportation Research Part B:Methodological,2006,40(3):251-264.
[16]MANUAL H C.Highway Capacity Manual[Z].Washington D C:HCM,2000.
[17]薛行健,宋睿,晏克非.城市快速路匝道合流区拥阻机理及对策分析[J].中南林业科技大学学报,2011,31(9):152-159.
[18]李英帅,姚红云,吕乔.城市快速路匝道交通特性分析[J].交通信息安全,2010,28(5):21-24.
[2]李军.高速公路与快速路功能标准对比分析[J].城市道桥与防洪,2013(7):15-17.
[3]邹智军,杨东援.微观交通仿真中的车道变换模型[J].中国公路学报,2002,15(2):105-108.
[4]陈明夏.城市快速路匝道出入口交通流特性分析[D].福州:福建农林大学,2013.
[5]PAPAGEORGIOU M,POSCH B,SCHMIDT G.Comparison of Macroscopic Models for Control of Freeway Traffic[J].Transportation Research Part B:Methodological,1983,17(2):107-116.
[6]PAPAGEORGIOU M.Applications of Automatic Control Concepts to Traffic Flow Modeling and Control[M].Berlin:Springer-Verlag,1983.
[7]PAPAGEORGIOU M,BLOSSEVILLE J M,HADJ-SALEM H.Macroscopic Modelling of Traffic Flow on the Boulevard Péri-phérique in Paris[J].Transportation Research Part B:Methodological,1989,23(1):29-47.
[8]DAGANZO C F,CASSIDY M J,BERTINI R L.Possible Explanations of Phase Transitions in Highway Traffic[J].Transportation Research Part A:Policy and Practice,1999,33(5):365-379.
[9]KERNER B.Congested Traffic Flow:Observations and Theory[J].Transportation Research Record:Journal of the Transportation Research Board,1999(1678):160-167.
[10]盘意伟.快速路入口匝道合流区的瓶颈形成机理与特性研究[D].南京:东南大学,2015.
[11]李晓文.快速路匝道控制优化方法研究[D].长春:吉林大学,2015.
[12]方传武.城市快速路入口匝道流量控制研究[D].成都:西南交通大学,2016.
[13]李嘉,许恺钧.基于拥堵概率的城市快速路入口匝道控制策略[J].湖南大学学报(自然科学版),2017,44(3):105-112.
[14]慈玉生,吴丽娜,裴玉龙,等.快速路入口匝道连接段通行能力间隙接受模型[J].交通运输系统工程与信息,2009,9(4):116-119.
[15]LAVAL J A,DAGANZO C F.Lane-Changing in Traffic Stream[J].Transportation Research Part B:Methodological,2006,40(3):251-264.
[16]MANUAL H C.Highway Capacity Manual[Z].Washington D C:HCM,2000.
[17]薛行健,宋睿,晏克非.城市快速路匝道合流区拥阻机理及对策分析[J].中南林业科技大学学报,2011,31(9):152-159.
[18]李英帅,姚红云,吕乔.城市快速路匝道交通特性分析[J].交通信息安全,2010,28(5):21-24.