基于间隙接受理论的环形交叉口通行能力研究
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摘要
环形交叉口是许多城市交通网络的重要节点,为了改善现状,必须对城市环形交叉口的车流运行规律及服务性能有清晰准确的认识,作为环形交叉口的一个重要的性能参数,通行能力的深入研究有利于对城市交通采取有效的控制与管理措施。
论文主要做了以下几个方面的工作：
(1)环形交叉口交织区车流运行特性的研究
通过摄像调查并多次回放以获取不同类型数据,测算出在实际交叉口交织区的分流及合流运行行为的速度、换道位置,合流车与环道上前后车的车头时距,以及拒绝和接受间隙。从而分析其数据统计规律并总结出环形交叉口交织区运行行为的一般特性。
(2)新的临界间隙模型的提出及对比分析
提出的临界间隙计算模型即定义法公式(3-7),对Raff方法进行的修正公式(3-17)。定义法和Raff修正方法均使用了总拒绝系数βr。相对于最大似然法和Hewitt的方法,利用定义法更为简单。Raff修正方法完善了Raff方法理论上的不足,其计算模型更具有普遍性,计算值也较Raff方法更为准确。通过多车道和单车道环形交叉口临界间隙的计算及对比分析,Raff修正方法均保证了较好的计算结果。
(3)指数型拒绝比例函数的假设及初步验证
提出了指数型的拒绝比例函数公式(3-19)。经初步的数据调查及统计分析,表明在一定的交通条件下,单车道环形交叉口的拒绝比例系数r值可认为是定值,拒绝比例函数为指数函数f(t)=e-r(t-tm)的假设成立。在实际应用过程中,可以针对不同类型的交叉口计算其拒绝比例系数r值,并得到相应的拒绝比例函数。指数型的拒绝比例函数为拒绝间隙分布和接受间隙分布的求解提供了理论依据。
(4)通行能力模型的改进及对比分析
在间隙接受理论的基础上,改进了经典的通行能力计算公式,并对改进模型做了对比分析。改进公式(4-14)在参数减少的基础上,能取得和原有公式(4-9)相一致的计算结果。相对于固定临界间隙时的公式(4-9)计算值,改进模型计算值更符合实际交通状况。在仿真数据和实际交叉口调查数据分析的基础上,均表明改进模型能合理的反映环形交叉口的通行能力。由于改进方法均使用了总拒绝系数βr和拒绝比例系数r,因此上述两种假设在实际的应用过程中均需验证。
(5)双车道环形交叉口入口通行能力模型的改进及验证
双车道环形交叉口通行能力的计算方法通常有Hagring公式和Xiang公式,在Xiang公式的基础上做了改进。由于改进后的公式与原有计算公式在不同的环行流量条件下的计算值均只有较小的差异,且是在合理减少了Xiang公式的假设条件后得到的,因此,改进公式的适用性更好。
(6)多车道环交的入口通行能力及环交总通行能力的计算
利用多车道环形交叉口通行能力的Hagring公式,对实际环形交叉口的入口做了计算及分析,结论显示计算结果良好。并基于计算入口通行能力的间隙接受理论,通过计算机迭代的方法,考虑四个入口均达到饱和,计算了环形交叉口的总通行能力并进行实例验证。
综上,以经典的间隙接受理论为基础,基于一定的假设条件,提出了拒绝间隙和接受间隙的调查方法,推导了新的临界间隙计算模型,利用指数型拒绝比例函数,求出拒绝间隙和接受间隙的概率分布函数,得到函数中各个参数的关系,从而得出了支路通行能力的改进公式。用大连市、辽阳市的多个环形交叉口的调查数据,对不同的通行能力及临界间隙的计算模型进行了对比分析。
Roundabouts are the important nodes of urban traffic network. The vehicles operation regular and service characters at roundabouts should be learned for improving urban traffic status. As a key parameter of roundabouts, capacity's research is helpful to take some effective measures of controlling and managing traffic.
The main researches have been finished in the following aspects.
(1) Study on traffic operation performances at roundabout weaving sections
Based on the survey of Shuma Square roundabout using video cameras, some parameter performances were analyzed, which included the velocity distribution, the distance distribution of changing lane, the headway distribution of confluence vehicles and vehicles on circulating lanes, rejected headway and accepted headway. Some universal conclusions about traffic operation performances at roundabout weaving sections were drawn by analyzing the statistics regular.
(2) New methods of critical gap and comparison to former methods
Two calculation methods of critical gap are proposed including definition method (3-7), revised Raff's method (3-17). Both definition method and revised Raff's method use total rejected coefficient βr. The definition method is simpler than maximum likelihood method and Hewitt's method. Revised Raff's method improves theory of Raff's method and calculates truly. Based on the calculation and comparison of critical gap in single-lane roundabout and multi-lane roundabout, Revised Raff's method ensures true calculation values.
(3) Assumption and preliminary verification of exponential rejected proportion function
The exponential rejected proportion function (3-19) is proposed. Based on preliminary survey and statistics, the rejected proportion coefficient at single-lane roundabout is a fixed value under a certain traffic condition. The assumption that rejected proportion function is exponential function f(t)=e-r(t-tm) is tenable. The different rejected proportion coefficients should be derived for different type of roundabouts in field survey. The exponential rejected proportion function gives a theory function for distribution of rejected gap and accepted gap.
(4) Improvement of capacity methods and comparison
Based on gap acceptance theory, the research improves the classical capacity methods and compares revised methods with former methods by use of field survey and emulation values. The revised methods can more exactly reflect entry capacity than former methods. For useing total rejected coefficient and total accepted coefficient, the assumptions should be verified in field calculation.
(5) Improvement and verification of entry capacity of two-lane roundabout
Hagring's method and Xiang's method are the major calculation methods of two-lane roundabouts. The research revised Xiang's equation. There is hardly any difference among the equations under different circulating flow condition. The applicability of revised equation is better than Xiang's method because the former uses fewer accumption.
(6) Entry capacity of multi-lane roundabout and full capacity of roundabout
Based on Hagring's capacity method of multi-lane roundabout, the result is credible to calculate capacity of field roundabouts. Full capacity of roundabout can be derived by computer iteration based on gap acceptance theory. It is the ending condition of iteration that all entries become saturated, and the full capacity has been verified by field roundabout.
Based on the classical gap acceptance theory and some assumptions, survey method of rejected gap and accepted gap was designed. Some new methods calculating critical gap were proposed. The probability density function of rejected gap and accepted gap can be deduced by introducing exponential rejected proportion function. The relation among variables of these functions can also be obtained, and the classical capacity methods are revised. The revised methods of capacity and critical gap are compared with the former methods based on a great deal of field roundabout surveys in Dalian and Liaoyang.
论文主要做了以下几个方面的工作：
(1)环形交叉口交织区车流运行特性的研究
通过摄像调查并多次回放以获取不同类型数据,测算出在实际交叉口交织区的分流及合流运行行为的速度、换道位置,合流车与环道上前后车的车头时距,以及拒绝和接受间隙。从而分析其数据统计规律并总结出环形交叉口交织区运行行为的一般特性。
(2)新的临界间隙模型的提出及对比分析
提出的临界间隙计算模型即定义法公式(3-7),对Raff方法进行的修正公式(3-17)。定义法和Raff修正方法均使用了总拒绝系数βr。相对于最大似然法和Hewitt的方法,利用定义法更为简单。Raff修正方法完善了Raff方法理论上的不足,其计算模型更具有普遍性,计算值也较Raff方法更为准确。通过多车道和单车道环形交叉口临界间隙的计算及对比分析,Raff修正方法均保证了较好的计算结果。
(3)指数型拒绝比例函数的假设及初步验证
提出了指数型的拒绝比例函数公式(3-19)。经初步的数据调查及统计分析,表明在一定的交通条件下,单车道环形交叉口的拒绝比例系数r值可认为是定值,拒绝比例函数为指数函数f(t)=e-r(t-tm)的假设成立。在实际应用过程中,可以针对不同类型的交叉口计算其拒绝比例系数r值,并得到相应的拒绝比例函数。指数型的拒绝比例函数为拒绝间隙分布和接受间隙分布的求解提供了理论依据。
(4)通行能力模型的改进及对比分析
在间隙接受理论的基础上,改进了经典的通行能力计算公式,并对改进模型做了对比分析。改进公式(4-14)在参数减少的基础上,能取得和原有公式(4-9)相一致的计算结果。相对于固定临界间隙时的公式(4-9)计算值,改进模型计算值更符合实际交通状况。在仿真数据和实际交叉口调查数据分析的基础上,均表明改进模型能合理的反映环形交叉口的通行能力。由于改进方法均使用了总拒绝系数βr和拒绝比例系数r,因此上述两种假设在实际的应用过程中均需验证。
(5)双车道环形交叉口入口通行能力模型的改进及验证
双车道环形交叉口通行能力的计算方法通常有Hagring公式和Xiang公式,在Xiang公式的基础上做了改进。由于改进后的公式与原有计算公式在不同的环行流量条件下的计算值均只有较小的差异,且是在合理减少了Xiang公式的假设条件后得到的,因此,改进公式的适用性更好。
(6)多车道环交的入口通行能力及环交总通行能力的计算
利用多车道环形交叉口通行能力的Hagring公式,对实际环形交叉口的入口做了计算及分析,结论显示计算结果良好。并基于计算入口通行能力的间隙接受理论,通过计算机迭代的方法,考虑四个入口均达到饱和,计算了环形交叉口的总通行能力并进行实例验证。
综上,以经典的间隙接受理论为基础,基于一定的假设条件,提出了拒绝间隙和接受间隙的调查方法,推导了新的临界间隙计算模型,利用指数型拒绝比例函数,求出拒绝间隙和接受间隙的概率分布函数,得到函数中各个参数的关系,从而得出了支路通行能力的改进公式。用大连市、辽阳市的多个环形交叉口的调查数据,对不同的通行能力及临界间隙的计算模型进行了对比分析。
Roundabouts are the important nodes of urban traffic network. The vehicles operation regular and service characters at roundabouts should be learned for improving urban traffic status. As a key parameter of roundabouts, capacity's research is helpful to take some effective measures of controlling and managing traffic.
The main researches have been finished in the following aspects.
(1) Study on traffic operation performances at roundabout weaving sections
Based on the survey of Shuma Square roundabout using video cameras, some parameter performances were analyzed, which included the velocity distribution, the distance distribution of changing lane, the headway distribution of confluence vehicles and vehicles on circulating lanes, rejected headway and accepted headway. Some universal conclusions about traffic operation performances at roundabout weaving sections were drawn by analyzing the statistics regular.
(2) New methods of critical gap and comparison to former methods
Two calculation methods of critical gap are proposed including definition method (3-7), revised Raff's method (3-17). Both definition method and revised Raff's method use total rejected coefficient βr. The definition method is simpler than maximum likelihood method and Hewitt's method. Revised Raff's method improves theory of Raff's method and calculates truly. Based on the calculation and comparison of critical gap in single-lane roundabout and multi-lane roundabout, Revised Raff's method ensures true calculation values.
(3) Assumption and preliminary verification of exponential rejected proportion function
The exponential rejected proportion function (3-19) is proposed. Based on preliminary survey and statistics, the rejected proportion coefficient at single-lane roundabout is a fixed value under a certain traffic condition. The assumption that rejected proportion function is exponential function f(t)=e-r(t-tm) is tenable. The different rejected proportion coefficients should be derived for different type of roundabouts in field survey. The exponential rejected proportion function gives a theory function for distribution of rejected gap and accepted gap.
(4) Improvement of capacity methods and comparison
Based on gap acceptance theory, the research improves the classical capacity methods and compares revised methods with former methods by use of field survey and emulation values. The revised methods can more exactly reflect entry capacity than former methods. For useing total rejected coefficient and total accepted coefficient, the assumptions should be verified in field calculation.
(5) Improvement and verification of entry capacity of two-lane roundabout
Hagring's method and Xiang's method are the major calculation methods of two-lane roundabouts. The research revised Xiang's equation. There is hardly any difference among the equations under different circulating flow condition. The applicability of revised equation is better than Xiang's method because the former uses fewer accumption.
(6) Entry capacity of multi-lane roundabout and full capacity of roundabout
Based on Hagring's capacity method of multi-lane roundabout, the result is credible to calculate capacity of field roundabouts. Full capacity of roundabout can be derived by computer iteration based on gap acceptance theory. It is the ending condition of iteration that all entries become saturated, and the full capacity has been verified by field roundabout.
Based on the classical gap acceptance theory and some assumptions, survey method of rejected gap and accepted gap was designed. Some new methods calculating critical gap were proposed. The probability density function of rejected gap and accepted gap can be deduced by introducing exponential rejected proportion function. The relation among variables of these functions can also be obtained, and the classical capacity methods are revised. The revised methods of capacity and critical gap are compared with the former methods based on a great deal of field roundabout surveys in Dalian and Liaoyang.
引文
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