面向网联自动驾驶混行场景的车道通行能力与路阻函数研究

李同飞; 赵梦晴; 熊杰; 周文涵; 窦雪萍

doi:10.19818/j.cnki.1671-1637.2025.06.013

面向网联自动驾驶混行场景的车道通行能力与路阻函数研究

doi: 10.19818/j.cnki.1671-1637.2025.06.013

北京工业大学城市交通学院，北京 100124

基金项目:

北京市社会科学基金规划项目 22GLC060

详细信息

作者简介:
李同飞(1990-), 男, 山东泰安人, 北京工业大学副教授, 理学博士, 从事交通网络建模与优化、网联自动驾驶研究

通讯作者:
熊杰(1988-), 男, 黑龙江哈尔滨人, 北京工业大学副教授, 工学博士

中图分类号: U495
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- 被引次数: 0
出版历程
- 收稿日期: 2024-11-22
- 录用日期: 2025-07-02
- 修回日期: 2025-05-30
- 刊出日期: 2025-12-28

Lane capacity and cost function for the mixed traffic scenario with connected and autonomous vehicles

College of Metropolitan Transportation, Beijing University of Technology, Beijing 100124, China

Funds:

Social Science Foundation of Beijing 22GLC060

More Information

Corresponding author: XIONG Jie (1988-), male, associate professor, PhD, jxiong@bjut.edu.cn

Article Text (Baidu Translation)

摘要

摘要: 针对未来人工驾驶车辆与网联自动驾驶车辆(CAV)混行场景，基于安全车头时距分类、CAV编队规模上限的不同假设，分别推导了混行车道通行能力、以自然车辆数表示的路阻函数的计算表达式；为使不同交通组成的混合交通流之间具有可比性，利用以当量交通量表示的路阻函数，反推出CAV的车辆换算系数(PCE)；在未对不同跟驰模式的安全车头时距取值做简化假设的前提下，依据CAV技术发展水平划分积极、中立和保守3种技术场景，分别对应不同的安全车头时距，通过理论分析与数值试验的方法探讨了CAV渗透率、编队规模上限对混行车道通行能力、路阻函数和CAV的PCE的影响。研究结果表明：混行车道通行能力、路阻函数和CAV的PCE计算表达式均是CAV渗透率和编队规模上限的二元函数，而上述函数关于任一单一变量的单调性则直接取决于安全车头时距的取值；当渗透率为0.4时，考虑CAV编队规模上限较无编队情况下的混行车道通行能力在积极技术场景下增加5.04%，中立技术场景增加10.93%，保守技术场景增加4.55%；在积极、中立技术场景下，CAV能够有效减少交通拥堵和延误，在保守技术场景下网联自动驾驶技术的发展水平较低，路段阻抗随CAV渗透率的增大呈现先增大后减小的趋势。
- 城市交通 /
- 通行能力与路阻函数 /
- 理论分析与数值试验 /
- 混行车道 /
- CAV编队规模上限 /
- 车辆换算系数
Abstract: Aiming at the future mixed traffic scenario of human-driven vehicles and connected and autonomous vehicles (CAVs), this study derived the calculation formulas for mixed-lane capacity and cost function expressed in natural vehicle units through classification, based on different assumptions regarding safety headway classification and the limit of CAV platoon size. To ensure comparability between mixed traffic flows with different compositions, the passenger car equivalents (PCE) of CAV were inversely derived using the cost function represented by passenger car unit (PCU). Finally, without making any simplified assumptions about safety headway values of different car-following modes, three technical scenarios (positive, neutral, and conservative) were divided according to the development level of CAV technology, corresponding to different types of safety headways respectively. Research influence of the CAV penetration rate and the limit of platoon size on mixed-lane capacity, cost function, and CAV's PCE was explored through theoretical analysis and numerical experiments. Research results indicate that the calculation formulas for mixed-lane capacity, cost function, and CAV's PCE are all bivariate functions of the CAV penetration rate and the limit of platoon size. The monotonic relationship between each bivariate function and a single variable directly depends on the values of safety headways. When the CAV penetration rate is 0.4, compared with the scenario without platooning, the mixed-lane capacity increases by 5.04% in the positive technical scenario, 10.93% in the neutral technical scenario, and 4.55% in the conservative technical scenario. In the positive and neutral technical scenarios, CAV can effectively reduce traffic congestion and delay, while in the conservative technical scenario with a relatively low development level of connected and autonomous driving technology, the cost first increases and then decreases with the increase in CAV penetration rate.
- urban traffic /
- capacity and cost function /
- theoretical analysis and numerical experiment /
- mixed traffic lane /
- limit of CAV platoon size /
- passenger car equivalent

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图 1 考虑CAV编队规模上限的跟驰模式分类

Figure 1. Classification of car-following patterns considering maximum CAV platoon size

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图 2 混行车道通行能力与渗透率的关系

Figure 2. Relationship between mixed-flow lane capacities and penetration rates

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图 3 混行车道路段阻抗与渗透率的关系

Figure 3. Relationship between mixed-flow lane road section impedance and penetration rate

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图 4 PCE与CAV渗透率的关系

Figure 4. Relationship between PCE and CAV penetration rate

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图 5 混行车道通行能力与CAV编队规模上限的关系

Figure 5. Relationship between mixed-flow lane capacity and maximum CAV platoon size

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图 6 混行车道路段阻抗与CAV编队规模上限的关系

Figure 6. Relationship between mixed-flow lane road section impedance and maximum CAV platoon size

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图 7 PCE与CAV编队规模上限的关系

Figure 7. Relationship between PCE and maximum CAV platoon size

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表 1 关于跟驰模式、CAV编队与安全车头时距的不同假设分类

Table 1. Categorization of different assumptions on car-following mode, CAV platooning, and safety headway

类别	研究基于的相关假设对比
类别	跟驰模式种类	CAV编队行驶	不同安全车头时距间关系
分类1(第1.1节)	2	不考虑CAV编队行驶(L=1 veh)	h₁₂=h₁₁，h₂₁=h₂₂
分类2(第1.2节)	4	不考虑CAV编队行驶(L=1 veh)	h′₂₂=h₂₂
分类3(第1.3节)	5	L为任意有限取值的正整数	无关于取值的特定假设

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表 2 不同技术场景的安全车头时距

Table 2. Safety headways under different technical scenarios s

技术场景	h₁₁	h₁₂	h₂₁	h₂₂	h′₂₂	参考文献
积极	2.0	1.8	1.6	0.8	1.0	[21]、[22]
中立	2.0	2.0	2.0	1.0	1.5	[23]~[25]
保守	2.0	2.4	2.8	2.2	2.5	[26]~[30]

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