【摘要】：在我國(guó)城市道路交通管理中,尤其是中小城市,為了提高主干路與支路交叉口處的通行效率,公安交管部門(mén)經(jīng)常在交叉口處采用中央隔離欄的方式對(duì)交通進(jìn)行組織管理。雖然解決了高峰時(shí)段由“左進(jìn)左出”車(chē)輛在交叉口內(nèi)部所帶來(lái)的負(fù)面效應(yīng),但在主干路設(shè)置中央隔離欄以后,所有“左進(jìn)左出”的車(chē)輛又集中到鄰近交叉口進(jìn)行繞行,支路轉(zhuǎn)移交通流將給路幅資源有限的相鄰點(diǎn)段帶來(lái)新的交通壓力。在此種情形下,只要有突發(fā)性事件或者一個(gè)較小的擾動(dòng),很容易造成主干路及周邊區(qū)域的交通運(yùn)行狀況的變化,甚至引起擁堵,導(dǎo)致主干路及周邊區(qū)域交通運(yùn)行效率下降。 為了避免上述問(wèn)題的產(chǎn)生,有必要對(duì)主干路設(shè)置中央隔離以后,支路轉(zhuǎn)移交通流的轉(zhuǎn)移過(guò)程及對(duì)下游交叉口產(chǎn)生的影響進(jìn)行研究,為支路與主干路交叉口處是否設(shè)置中央隔離提供依據(jù)。 首先,論文在交通沖突、可插車(chē)間隙等相關(guān)理論的基礎(chǔ)上,對(duì)主干路設(shè)置中央隔離欄以后的支路交通流的轉(zhuǎn)移過(guò)程進(jìn)行分析。論文以路支路左轉(zhuǎn)車(chē)流為研究對(duì)象,借鑒人工勢(shì)能場(chǎng)的基本思想,將吸引力模型與排斥力模型與交通流理論相互結(jié)合,把人工勢(shì)能場(chǎng)中的吸引力模型與排斥力模型分別與交通流理論中的效率與安全相互對(duì)應(yīng),研究了支路轉(zhuǎn)移交通流在主干路上的跟馳和換道模型,并對(duì)模型進(jìn)行數(shù)值分析實(shí)驗(yàn)與驗(yàn)證。 其次,分析轉(zhuǎn)移交通流的運(yùn)行效率。設(shè)置中央隔離的最終目的是為了提高交通運(yùn)行效率。因此,交通運(yùn)行效率是設(shè)置中央隔離欄時(shí)需重點(diǎn)研究的關(guān)鍵問(wèn)題。論文首先對(duì)支路車(chē)輛直接左轉(zhuǎn)的行程時(shí)間和延誤進(jìn)行分析,然后對(duì)遠(yuǎn)引調(diào)頭的行程時(shí)間和延誤模型進(jìn)行改進(jìn),并將模型與國(guó)內(nèi)外相關(guān)研究模型進(jìn)行對(duì)比分析,對(duì)模型進(jìn)行驗(yàn)證。在此基礎(chǔ)上,對(duì)比分析支路車(chē)輛直接左轉(zhuǎn)和遠(yuǎn)引調(diào)頭兩種不同組織方式的運(yùn)行效率,得出兩種交通組織方式的行程時(shí)間和延誤與流量變化之間的規(guī)律。 最后,分析了轉(zhuǎn)移交通流對(duì)下游交叉口的影響。對(duì)于無(wú)信號(hào)交叉口,設(shè)置中央隔離以后,轉(zhuǎn)移交通流會(huì)對(duì)主干路車(chē)頭時(shí)距產(chǎn)生影響。在主干路車(chē)頭時(shí)距為不同的分布情況下,分析交叉口次要道路的通行能力。對(duì)于信號(hào)交叉口,根據(jù)實(shí)際調(diào)查交通流數(shù)據(jù),回歸分析得到了調(diào)頭車(chē)輛比例與混合平均車(chē)頭時(shí)距的關(guān)系模型,研究轉(zhuǎn)移交通量對(duì)信號(hào)交叉口左轉(zhuǎn)專(zhuān)用車(chē)道通行能力的影響,同時(shí),結(jié)合論文所得到的信號(hào)交叉口行程時(shí)間和延誤模型與流量變化之問(wèn)的規(guī)律,得到了設(shè)置中央隔離欄后調(diào)頭車(chē)流比例及主干路交通流量的閾值,為城市主干路設(shè)置中央隔離欄提供數(shù)據(jù)支撐。 通過(guò)上述研究,既能夠?yàn)槲覈?guó)中小城市中央隔離欄的設(shè)置提供依據(jù),又為城市區(qū)域交通的組織優(yōu)化、擁擠治理提供基礎(chǔ),具有一定的實(shí)際運(yùn)用價(jià)值。
[Abstract]:In the urban road traffic management of our country, especially in the small and medium-sized cities, in order to improve the traffic efficiency at the intersection of the trunk road and the branch road, the traffic management department of the public security often uses the way of the central isolation fence to organize and manage the traffic at the intersection. Although the negative effects of the "left in and out" vehicles in the intersections during rush hours have been solved, after the main road has set up a central isolation bar, all the "left in and left out" vehicles have been concentrated at the adjacent intersections to make a detour. Branching traffic flow will bring new traffic pressure to adjacent points with limited road width. In this case, as long as there is a sudden event or a small disturbance, it is easy to cause changes in the traffic conditions of the trunk road and its surrounding areas, and even cause congestion, resulting in a decrease in the traffic efficiency of the trunk road and its surrounding areas. In order to avoid the above problems, it is necessary to study the transfer process of the branch road transfer traffic flow and the influence on the downstream intersection after the central isolation of the trunk road. It provides the basis for the central isolation at the intersection of the branch road and the main road. Firstly, based on the theory of traffic conflict and pluggable gap, the paper analyzes the traffic flow transfer process of the branch road after the central isolation bar is set up on the trunk road. Taking the left-turn flow of the road branch as the research object, the paper combines the attraction model and the repulsive force model with the traffic flow theory, using the basic idea of artificial potential energy field for reference. The attraction model and repulsive force model in the artificial potential energy field are corresponding to the efficiency and safety in the traffic flow theory respectively, and the car-following and changing models of the branch road transfer traffic flow on the trunk road are studied. The numerical analysis and verification of the model are carried out. Secondly, the efficiency of transferring traffic flow is analyzed. The ultimate purpose of setting up central isolation is to improve the efficiency of traffic operation. Therefore, traffic efficiency is the key problem to be studied when setting up the central isolation bar. This paper first analyzes the travel time and delay of the direct left turn of the branch vehicle, then improves the travel time and delay model of the remote diversion, and compares the model with the domestic and foreign related research models, and verifies the model. On this basis, the running efficiency of two different organization modes of direct left turn and remote diversion of branch vehicles is analyzed, and the rules of travel time, delay and flow change of the two traffic organization modes are obtained. Finally, the influence of the transfer traffic flow on the downstream intersection is analyzed. For unsignalized intersections, after central isolation, the transfer of traffic flow will affect the headway distance of the trunk road. The capacity of secondary roads at intersections is analyzed under the condition that the time distance of the main road front is different. For signalized intersections, according to the actual investigation of traffic flow data, regression analysis obtained the relationship between the proportion of turning vehicles and the mixed average headway time distance, and studied the influence of the transfer traffic volume on the traffic capacity of the left-turn special lane at the signalized intersection. At the same time, according to the rules of travel time and delay model of signalized intersection and the change of traffic flow, the ratio of traffic flow and the threshold of traffic flow on trunk road after setting central isolation bar are obtained. Provide data support for urban trunk roads to set up central isolation bar. The above research can not only provide the basis for the establishment of the central isolation fence in the small and medium-sized cities of our country, but also provide the foundation for the traffic organization optimization and congestion management in the urban area, which has certain practical application value.
【學(xué)位授予單位】：昆明理工大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2014
【分類(lèi)號(hào)】：U491.112

【參考文獻(xiàn)】

相關(guān)期刊論文 前10條

1 張寧;陳愷;何鐵軍;黃衛(wèi);;城市道路中間分隔帶對(duì)比分析及設(shè)計(jì)[J];城市交通;2007年03期

2 陶鵬飛;金盛;王殿海;;基于人工勢(shì)能場(chǎng)的跟馳模型[J];東南大學(xué)學(xué)報(bào)(自然科學(xué)版);2011年04期

3 許倫輝;羅強(qiáng);吳建偉;黃艷國(guó);;基于最小安全距離的車(chē)輛跟馳模型研究[J];公路交通科技;2010年10期

4 蔣衛(wèi)東;道路中央分離帶的安全性分析[J];公路交通技術(shù);2004年02期

5 許倫輝;羅強(qiáng);傅惠;;基于前車(chē)制動(dòng)過(guò)程的車(chē)輛跟馳安全距離模型[J];廣西師范大學(xué)學(xué)報(bào)(自然科學(xué)版);2010年01期

6 陳永恒;曲昭偉;鄭倩;;T型交叉口車(chē)輛遠(yuǎn)引掉頭評(píng)價(jià)模型[J];吉林大學(xué)學(xué)報(bào)(工學(xué)版);2009年S2期

7 南春麗;嚴(yán)寶杰;陳紅;;禁左條件下車(chē)輛掉頭行為仿真模型[J];計(jì)算機(jī)工程與應(yīng)用;2006年20期

8 張寧;陳愷;高朝暉;黃衛(wèi);;基于微觀仿真的遠(yuǎn)引掉頭選址規(guī)劃方法[J];交通運(yùn)輸工程學(xué)報(bào);2008年01期

9 郭宏偉;高自友;謝東繁;;城市道路U形轉(zhuǎn)向交通流特性模擬分析[J];物理學(xué)報(bào);2011年05期

10 馮蔚東,陳劍,賀國(guó)光,劉豹;交通流路線選擇行為演化模型[J];系統(tǒng)工程理論與實(shí)踐;2002年03期

相關(guān)博士學(xué)位論文 前1條

1 劉建美;誘導(dǎo)條件下的路徑選擇行為及協(xié)調(diào)方法研究[D];天津大學(xué);2010年

，

本文編號(hào)：2203982