本文選題：交通擁堵 + 交通特性　； 參考：《長安大學》2015年碩士論文

【摘要】：伴隨著我國經濟實力的增強,機動車輛數(shù)量驟增,城市交通形式逐漸從“平面交通”向“立體交通”發(fā)展,建設了大量城市高架橋,以便緩解交通壓力。但是,隨著機動車輛的繼續(xù)增長,城市高架上的交通流量超過其設計負荷,導致城市高架路出現(xiàn)擁堵,特別是間斷式高架道路的擁堵情況更為凸顯。因此,對城市高架的擁堵問題研究很有必要,本研究主要做了以下工作。首先,本文對高架擁堵原因及控制方法進行了理論上的研究。先重點分析了高架上出入匝道和交織區(qū)的交通流特性,并引入交通密度作為評價交織區(qū)的服務水平的指標,這為在仿真試驗中找出擁堵原因奠定了理論基礎。然后,針對高架路擁堵的特點,介紹了一些相應的解決策略和控制方法,并主要研究了感應控制的主要參數(shù)以及其感應控制流程。其次,本文通過交通仿真分析出高架擁堵原因。選取西安市西二環(huán)土門由北向南的高架為研究對象進行實例分析,此段高架主要表現(xiàn)為間斷式高架,其交織區(qū)較為復雜。分析實際調查的數(shù)據,標定VISSIM軟件的各項參數(shù),建立其仿真模型,通過仿真實驗結果可知,出口匝道上排隊的最大長度小于匝道長度,出口匝道上排隊車輛不會溢到高架上進而干擾其車輛運行�？偨Y其擁堵的原因:平峰時刻,交織區(qū)出現(xiàn)偶發(fā)性擁堵,這是由入口匝道駛入車流偶發(fā)性增大造成的;高峰時刻,高架主路出現(xiàn)交通癱瘓現(xiàn)象,其主要原因:此時高架路車流量處于飽和狀態(tài),而駛入流量達到1545veh/h,駛入車流必然會嚴重干擾高架路上車流的運行,其不斷地駛入使高架路交通發(fā)生了癱瘓。最后,本文針對平峰時刻和高峰時刻高架擁堵的具體原因不同提出了不同的改善措施,并對其進行仿真驗證是否有效。由于出口匝道上排隊車輛不會溢到高架上進而干擾其運行,因此,不需要對出口匝道與地面道路銜接處進行感應控制,只需對入口匝道進行控制即可。平峰時刻,采取入口匝道感應控制,在VISSIM仿真軟件中運用VisVAP來編寫以ALINEA感應算法為基礎的程序。高峰時刻,采取暫時性關閉入口匝道策略。通過VISSIM仿真實驗的結果可知,平峰時刻采取的入口匝道感應調節(jié)能夠有效地緩解偶發(fā)性擁堵;高峰時刻采取的入口匝道暫時關閉策略對癱瘓性擁堵緩解效果顯著。
[Abstract]:With the strengthening of our country's economic strength, the number of motor vehicles has increased sharply, and the form of urban traffic has gradually developed from "plane traffic" to "three-dimensional traffic". A large number of urban viaducts have been built in order to alleviate traffic pressure. However, with the continuous growth of motor vehicles, the traffic flow on urban viaducts exceeds its design load, which leads to congestion on urban viaducts, especially on intermittent viaducts. Therefore, it is necessary to study the congestion problem of urban viaduct. Firstly, the reason and control method of elevated congestion are studied theoretically in this paper. The characteristics of traffic flow in the ramp and interleaving area are analyzed, and the traffic density is introduced as the index to evaluate the service level of the interleaved area, which lays a theoretical foundation for finding out the cause of congestion in the simulation experiment. Then, according to the characteristics of viaduct congestion, this paper introduces some corresponding solutions and control methods, and mainly studies the main parameters of induction control and its induction control flow. Secondly, this paper analyzes the reasons of elevated congestion through traffic simulation. A case study was carried out on the Tumen viaduct in Xi'an City from north to south. This section of viaduct is mainly characterized by discontinuous viaduct, and its intertwined area is more complex. By analyzing the actual investigation data, calibrating the parameters of VISSIM software and establishing its simulation model, we can see that the maximum length of queue on the exit ramp is smaller than the length of the ramp through the simulation experiment. Queuing vehicles on exit ramps do not spill over the elevated shelves and interfere with their vehicles. The causes of congestion are summarized as follows: at the peak time, there is occasional congestion in the interwoven area, which is caused by the increase of the traffic flow on the on-ramp, and the traffic paralysis on the main elevated road in the rush hour. The main reasons are: at this time, the traffic flow on the viaduct is saturated, and the traffic flow in the viaduct reaches 1545veh / h, which will inevitably seriously interfere with the traffic flow on the viaduct, and the traffic on the viaduct will be paralyzed by its continuous entry. Finally, this paper puts forward different measures to improve the traffic congestion at peak time and peak time, and makes a simulation to verify whether it is effective or not. Because the vehicles in line on the exit ramp will not overflow onto the elevated frame and interfere with its operation, it is not necessary to control the junction between the exit ramp and the ground road, but only to control the on-ramp. In the flat peak time, the on-ramp induction control is adopted, and the program based on the ALINEA induction algorithm is programmed by using VisVAP in the VISSIM simulation software. During rush hour, take the strategy of temporarily closing the on-ramp. The results of VISSIM simulation show that the inductive adjustment of on-ramp adopted at peak time can effectively alleviate accidental congestion, and the temporary closure strategy of on-ramp adopted at peak time has a significant effect on the relief of paralytic congestion.
【學位授予單位】：長安大學
【學位級別】：碩士
【學位授予年份】：2015
【分類號】：U491

【共引文獻】

相關期刊論文 前10條

1 郭學琴;袁振洲;;主路優(yōu)先控制交叉口通行能力分析[J];山東理工大學學報(自然科學版);2006年06期

2 肖生苓;王婉;蔡朝生;;基于時空變化的哈爾濱市瓦盆窯路段交通量特性研究[J];森林工程;2010年01期

3 趙薪;吳建華;姚麗;王婷;;綠燈間隔時長與路口通行的研究[J];天津理工大學學報;2007年06期

4 吳嬌蓉;鄭宇;;設定服務水平的公交專用道通行能力研究[J];同濟大學學報(自然科學版);2008年02期

5 馬瑩瑩;楊曉光;曾瀅;;城市道路自由車速與車道寬度關聯(lián)性分析[J];同濟大學學報(自然科學版);2009年12期

6 王進,唐忠華,陸化普;車輛折算系數(shù)研究[J];土木工程學報;2004年12期

7 羅海星;袁振洲;況愛武;;公路隧道照明智能控制技術研究[J];山東科學;2012年04期

8 劉江;;基于加速度干擾的雙車道公路服務水平量化研究[J];土木工程學報;2012年10期

9 梁伯棟;羅怡文;向懷坤;;深圳二線關潮汐車道設置的方案論證——以梅林關和布吉關為例[J];深圳職業(yè)技術學院學報;2013年03期

10 任達鑫;杜有成;王藝霖;黃立新;;基于元胞自動機的交通流分析[J];上海工程技術大學學報;2014年02期

，

本文編號：1822795