摘要
为了缓解隧道在各种应急情况下的交通拥堵,采用动态分车道限速策略,针对每条车道和拥堵点设定限速值。以元胞传输模型为基础,结合实际隧道特点对元胞传输模型进行修正,并借以限速,以车辆的动态拥堵缓冲区域为限速区域,灵活判断限速位置;驾驶员换道时加速度并不是一个恒定的值,通常在开始换道时加速度较大,到达目标车道后逐渐降低,依据逻辑蒂斯方程描述加速度变化并建立最小换道安全距离模型。此外,结合实际换道行为,同时考虑周边车辆的碰撞距离,对最小换道安全距离模型进行求解,确定换道行为的约束条件,并在元胞传输模型中引入最小换道安全距离,在动态限速的同时考虑车辆换道带来的影响,建立优化控制模型,从而制订分车道动态区域限速控制策略。研究结果表明:以海太隧道路段的实际车流量数据进行仿真验证,在无控制、可变限速和动态分车道限速3种控制策略下,行程时间分别为390,384 s和369 s。相较于无控制方案,可变限速策略将行程时间降低了1.5%,而动态分车道限速策略减少了5.3%。与其他两种策略相比,由于考虑了换道行为,动态分车道限速更符合车辆行驶规律,在实际应用上可以有效缓解交通拥堵,同时使驾驶员在换道以及变速时更加平缓,从而提升了司乘人员的驾驶体验。
To alleviate traffic congestion in tunnels in various emergency situations,a dynamic lane differential speed limit strategy was adopted.The speed limit values were set for each lane and congestion point.Based on cellular transmission model and combining with characteristics of actual tunnels,the cellular transmission model was modified to limit speed.The dynamic congestion buffer area was used as the speed limit area to flexibly determine the speed limit position.When lane-changing occurred,the acceleration was not a constant value.The acceleration is usually large at the beginning of lane-changing,and gradually decreases after reaching the target lane.Based on the logistic equation,the acceleration change was described and a minimum safety lane-changing distance model was established.In addition,based on actual lane-changing behaviors and considering collision distance of surrounding vehicles,a minimum safety lanechanging distance model was solved to determine the constraint conditions of lane-changing behavior.The minimum safety lane-changing distance was introduced into the cellular transmission model.The influence of vehicle lane-changing was considered while dynamically limiting speed.An optimization control model was established to formulate a lane differential dynamic area speed limit control strategy.The simulation verification was carried out with actual traffic flow data from Haitai tunnel section.The result indicates that the travel time are 390,384,369 seconds respectively with three control strategies,i.e.,non-control,variable speed limit,and dynamic lane differential speed limit.Compared with the non-control scheme,the travel time is reduced by 1.5%with the variable speed limit strategy;while the travel time is reduced by 5.3%with the dynamic lane differential speed limit strategy.Compared with other two strategies,the dynamic lane differential speed limit is more in line with the driving rules of vehicles considering lanechanging behavior.In practical applications,it can effectively alleviate traffic congestion and make driving smoother when changing lane and speed,thereby improving the driving experience of drivers and passengers.
作者
方若全
臧国宾
李帅
侯佳杰
FANG Ruo-quan;ZANG Guo-bin;LI Shuai;HOU Jia-jie(Jiangsu Provincial Transportation Engineering Construction Bureau,Nanjing,Jiangsu 210000,China;China Communications Tunnel Engineering Bureau Co.,Ltd.,Taicang,Jiangsu 215400,China;China Highway and Transportation Society,Beijing 100000,China;Jiangsu Sinoroad Engineering Research Institute Co.,Ltd.,Nanjing,Jiangsu 211008,China)
出处
《公路交通科技》
CSCD
北大核心
2024年第S1期341-350,共10页
Journal of Highway and Transportation Research and Development
关键词
交通工程
动态控制
逻辑方程
分车道
可变限速
traffic engineering
dynamic control
logic equation
lane differential
variable speed limit
