【作者】 徐婷；

【导师】 孙小端；

【作者基本信息】 北京工业大学 ， 交通运输规划与管理， 2011， 博士

【摘要】 根据近几年交通事故统计,超速行为已经成为诱发交通事故的主要原因之一,它给道路交通安全带来极大的威胁,由此造成的社会经济损失和人员伤亡不可估量。为了实现高效、安全、经济和舒适的运输,必须采用恰当的速度控制方式和速度限制方法对道路进行管理,减少潜在的交通安全隐患。然而不恰当的限速往往会适得其反,事与愿违。目前,中国的《道路交通安全法》已规定了城市道9路和高速公路的最高限速值。但是这些限速的制定并没有考虑车辆性能、道路情况、路侧环境等因素对行驶造成的影响,限速方法和流程缺乏一定的合理性。本论文依托2007年西部交通建设科技项目“西部地区公路速度限制标准与速度控制技术研究”,以中国的高速公路、具有干线功能的一、二级公路为主要研究对象,采集了广东、陕西、云南、江西、新疆等地多条高速公路和干线一、二级公路的交通量、道路线形、车辆运行速度等基础数据资料,采用统计分析、数学建模与求解、回归分析等方法对限速区和限速过渡段的制定流程展开具体研究。论文内容包括限速区车辆运行速度差的影响因素量化、限速区段划分方法、限速区和过渡段位置确定、限速区和过渡段最短长度确定等。全线限速是目前使用较为普遍和广泛的限速方法,其主要依据设计速度的大小确定,设计过程简单、实施方便。但是单一限速值不能如实反映道路实际行车条件,往往与车辆的实际运行速度存在不一致性,导致限速标志的可信度下降。所以,必须根据道路的具体情况,进行划分,对于每个路段进行限速区限速的制定。论文首先明确了公路限速区与过渡段的相关概念。根据不同的公路类型分别研究限速区的制定方法和流程,研究对象分成三种:(1)平原高速公路(2)山区高速公路(3)具有干线功能的一、二级等级公路。论文首先分析了不同类型道路限速区的影响因素,提出基于运行速度差的限速区设置阈值思路。使用基准值法对各个影响因素进行量化排序,根据相邻路段各个因素的变异系数结果进行限速区路段的聚类分析,聚类的结果即为限速区的最终划分。提出基于概率的运行速度差判别方法,对高速公路和等级道路的限速区更新与过渡段设置进行确定。在VISSIM软件环境中设计典型的道路场景,仿真在不同运行速度差10km/h、15km/h、20km/h、30km/h、40km/h条件下车辆的运行状况、选取小车运行速度稳定性作为指标判断设置新限速区的标准。采集相邻断面运行速度差为10km/h、15km/h、20km/h、30km/h、40km/h件下,相邻断面运行速度变化趋势以及运行速度稳定性。根据仿真结果得出,相邻断面运行速度差大于10km/h的情况下,需要更新限速区。结合相邻断面运行速度协调性判断准则,在运行速度差大于20km/h的情况下,应该考虑在限速区之间插入过渡段。对平原高速公路的限速区进行分析后,得出仅在互通立交桥区以及收费站路段才需要设置新限速区,限速值的大小一般在40km/h~80km/h之间,同时为了避免车辆的运行速度差过大还需要插入限速过渡段。对于山区高速公路,限速区限速值的确定需要综合考虑平曲线半径、纵坡坡长、交通量、交通组成等。在运用SPSS统计软件进行相关性分析后,表明平曲线半径小于300米、长大下坡、长隧道等路段需要设置新限速区。对于具有干线功能的一、二级公路,由于其干扰因素复杂、限速区的设置更加繁琐。在小半径平曲线处推荐使用建议限速标志;而穿村公路、长下坡等路段需要更新限速区,限速比主线低10km/h~30km/h。论文从驾驶安全性和短期记忆时间的角度出发,考虑限速区最短长度确定。选择42个驾驶员进行室内模拟实验。在5s、10s、15s、20s、25s、35s、45s后对驾驶员短期记忆进行测试,拟合出指数形式的短期记忆模型。结合《公路安全保障工程实施技术指南》的研究结果,限速小于80km/h的路段,限速区的最短长度宜为驾驶员平稳驾驶40秒的距离与交通标志前置距离之和。限速大于80km/h的路段,限速区的最短长度宜为驾驶员平稳驾驶60秒的距离与交通标志前置距离之和。通过实际的踏勘数据和模拟舱的实验对过渡段长度进行研究,考虑交通标志视认距离、驾驶安全距离以及相邻限速区的限速差等几个因素计算出合理的过渡段长度。本论文的成果全部以实际踏勘数据为基础,提出了成套的高速公路和具有干线功能的一、二公路限速区限速方法。通过软件仿真,给出了限速区的更新阈值与限速过渡段的设置阈值,为高速公路和等级公路的车速管理提供依据和理论基础。更多还原

【Abstract】 Speeding is a leading cause of traffic accidents according to related statistics in China , which threats road safety.The total number of road traffic injuries and fatalities can not be able to forecast exactly .Up till now ,government has undertook many measures to balance the interests of mobility and safety. Successful speed management is an important component of roadway management,while unreasonable speed limits may play an verse.At present,China road traffic satety law establishes the maximum speed limit at which vehicles are permitted to travel on freeway and urban roadway. However, it does not consider factors such as vehicles’features, roadside interference ,roadway factors.What’s more, setting flow of speed limit is not reasonable and uniform.The paper introduces a western transportation construction projects called speed management and speed control which took freeway and first and secondary roadways as research subjects. Traffic volulmes,road aligment and passenger car were collected from Xinjiang,Yunnan,Sichuan,Jiangxi,Shaanxi provinces. Statistics and mathmatics modeling process and linear regression are applied to speed zones and transitions zones setting process.The paper includes speed difference analysis, speed zones division identify , determination of length of speed zones and transition zones .Uniform speed limit is a popular and widely used method, which mainly depend on design speed . All design process is easy and convienet.Single speed limit are not inconsistant with raodway atcual condition which leads to low compliance.The paper first figures out concepts of speed zone and speed transition zone.It develops methods and procedures on different roadway respectively.The subjects are divided into three types:1)Plain Expressway; 2)Mountainous Highway; 3)First and Secondary roads.The paper first analyzes the impact facts of speed zone and proposed a speed limit schedule based on speed difference threshold. Targent method are used to quantify various factors ,then cluster analysis are used according to adjacent sections of coefficient of variation .Clustering results is the final division .Speed difference probability concept was introduced to identify highway and secondary road for updating speed zone and transition zone setting. Typical road scences which leads to 10km /h, 15km /h, 20km/h, 30km/h、40km/h speed differences under VISSIM software environment . Car speed stability is taken as an indicator to determine when to update speed zone. Speed difference of adjacent section under 10km/h, 15km/h, 20km/h, 40km/h under conditions of the adjacent section of the speed and speed stability of the trend.The simulation results shows that if speed difference is greater than the adjacent section of 10km / h in the case, speed limit zone needs to be updated.If the speed difference is greater than 20km / h transition section should be inserted between speed zones.Data from highway speed zonse on the plains freeway were analysized. Only in the interchange area and road toll stations need to update speed zone. Speed limit is generally between 40km / h ~ 80km / h, speed transition zone should be insert.Speed limit value should consider radis,length of slope,traffic volumes and traffic composition. Coorelation analysis with SPSS software is used to determine speed zone updated at small radius sections,long slope and long tunnel. Because of its interference factors are more complex for secondary roads, advisory speed signs are proposed for small radius horizontal curve, roadway through village, long downhill.Road speed limit should 10km / h ~ 30km / h lower than arterial.Driving safety and short-term memory includes to consider the minimum length of speed limit zone. 42 subjects are selected to take part in indoor laboratory. Exponential model for short-term memory are fitting using memory data after 5s, 10s, 15s, 20s, 25s, 35s, 45s. Minimum length of speed limit zones should consists of a distance of 40 seconds for a safety driving and a traffic signs in advance when speed limit is lower than 80km/h.While is consists of a 60 seconds distrance , when speed limit is higher than 80km/h. The actual experimental data and simulor are applied to caculate the length of transition zones. Considering traffic sign legibility distance, safety distance and difference between adjacent speed areas to calculate a reasonable length of transition zone.This paper results are based on actual data and complete the proposal for setting speed limit for highway and rural two lane.Through software simulation, the speed zone update threshold and speed transition zone threshold are provided for highway speed management.更多还原