高速公路主线收费站可变限速控制

蒲云; 胡路; 蒋阳升; 朱娟秀; 彭博

doi:10.19818/j.cnki.1671-1637.2012.05.016

高速公路主线收费站可变限速控制

doi: 10.19818/j.cnki.1671-1637.2012.05.016

蒲云^1,,
胡路^{1, 2},
蒋阳升^{1, 2},
朱娟秀^{1, 2},
彭博^{1, 2}

1.
西南交通大学交通运输与物流学院，四川成都 610031
2.
西南交通大学综合运输四川省重点实验室，四川成都 610031

基金项目:

国家自然科学基金项目 51108391

详细信息

作者简介:
蒲云(1962-), 男, 重庆人, 西南交通大学教授, 工学博士, 从事智能运输系统研究

中图分类号: U491.54
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出版历程
- 收稿日期: 2012-05-08

Variable speed-limit control before expressway mainline toll station

PU Yun^1
,,
HU Lu^{1, 2},
JIANG Yang-sheng^{1, 2},
ZHU Juan-xiu^{1, 2},
PENG Bo^{1, 2}

1.
School of Transportation and Logistics, Southwest Jiaotong University, Chengdu 610031, Sichuan, China
2.
Comprehensive Transportation Key Laboratory of Sichuan Province, Southwest Jiaotong University, Chengdu 610031, Sichuan, China

More Information

Author Bio:
PU Yun(1962-), male, professor, PhD, +86-28-87601715, ypu@swjtu.edu.cn

摘要

摘要: 以事故率最小为目标, 以费用与速度限制为约束条件, 建立可变限速控制优化模型, 确定可变信息板数目与相应的可变限速值。采用交通波理论模型计算可变信息板设置间距, 并利用Vissim仿真软件对模型进行验证。利用不同交通流量下的单向双车道6个收费窗口的高速公路, 进一步模拟可变限速控制与静态限速控制。试验结果表明: 在高速公路主线收费站排队广场前应设4块可变信息板, 设置间距分别为1 293、2 695、4 056m, 仿真结果与交通波理论模型计算值的相对误差最小为3.9%, 最大为9.5%;可变限速控制中, 通过车辆数较静态限速控制增长51.82%, 行程时间与排队长度分别平均缩短15.81%、18.98%, 验证了本文设计体系的合理性。
- 高速公路 /
- 主线收费站 /
- 可变限速控制 /
- 交通波理论 /
- 可变信息板 /
- 事故率 /
- Vissim仿真
Abstract: An optimization model of variable speed-limit control with the object of the least accident rate and the limitations of cost and speed was set up, in which the number of variable message signs and corresponding variable limit speeds were determined. The distances between variable message signs were computed by using the traffic wave model, and the optimization model was verified by using the simulation software Vissim. For different traffic flows, variable speed-limit control and static speed-limit control were simulated on the expressway with two-lanes and six toll windows in single direction. Analysis result shows that when 4 variable message signs with setting separation distances of 1 293, 2 695 and 4 056 m apart are installed before the queuing square of expressway mainline toll station, the minimum relative error between simulation result and calculated values of traffic wave model is 3.9%, and the maximum is 9.5%. Compared with static speed-limit control, passing vehicle number in variable speed-limit control rises by 51.82%, average travel time and queue length decrease by 15.81% and 18.98% respectively, which proves that the model is reasonable.
- expressway /
- mainline toll station /
- variable speed-limit control /
- traffic wave theory /
- variable message sign /
- accident rate /
- Vissim simulation

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图 1 可变限速控制示意图

Figure 1. Schematic diagram of variable speed control

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图 2 Vissim仿真获得的最大排队长度

Figure 2. Maximum queue lengths obtained by Vissim simulation

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图 3 两种限速控制方法的对比

Figure 3. Comparison of 2 speed-limit control methods

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表 1 不同信息板数目对应的综合事故率与限速值

Table 1. C and v_ifor different message sign numbers

n/块	1	2	3	4	5	6	7	8	9	10
C/(10^-6次·pcu^-1·km^-1)	8.80	1.51	0.93	0.76	0.68	0.63	0.59	0.57	0.56	0.55
v_i/(km·h^-1)	15	70, 10	90, 60, 15	100, 70, 40, 15	100, 80, 60, 40, 10	100, 80, 60, 40, 20, 10	110, 90, 80, 60, 40, 20, 10	110, 100, 90, 80, 70, 50, 30, 15	110, 100, 100, 90, 80, 70, 50, 30, 10	110, 100, 90, 80, 60, 50, 40, 30, 20, 10

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表 2 安全车速

Table 2. Safer speeds km·h^-1

v₁	v₂	v₃	v₄
40	30	20	10

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表 3 各检测器处的v_ai

Table 3. v_aiat each detector km·h^-1

v_a1	v_a2	v_a3	v_a4
-20	-25	-35	-45

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表 4 各检测器附近的T_i

Table 4. T_inearby each detector h

T₁	T₂	T₃	T₄
0.250 000	0.153 846	0.071 006	0.021 848

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表 5 各控制分区长度

Table 5. Length of each control zone m

l₁	l₂	l₃	l₄
≥5 000+210=5 210	≥3 846+210=4 056	≥2 485+210=2 695	≥1 083+210=1 293

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表 6 Vissim仿真参数

Table 6. Vissim simulation parameters

仿真时间/s	数据记录间隔/s	排队广场长度/m	单向双车道高峰流量/(pcu·h^-1)	高峰流量持续时间/s	6窗口收费站服务率/(pcu·h^-1)	车种结构/%
						小汽车	中型车	大型车
3 600	50	170	3 900	1 200	2 570	75	20	5

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表 7 交通波模型与模拟的排队长度

Table 7. Queue lengths of traffic wave model and simulation

控制分区	1	2	3	4
计算排队长度/m	5 000	3 846	2 485	1 083
仿真排队长度/m	4 811	4 069	2 709	1 198
相对误差/%	3.90	5.40	8.20	9.50

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表 8 两种限速控制的Vissim仿真参数

Table 8. Vissim simulation parameters of 2 speed-limit controls

控制方法	数据记录间隔/s	路段和排队广场长度/m	单向流量变动范围/(pcu·h^-1)	流量持续时间/s	仿真时间/s	6窗口收费站服务率/(pcu·h^-1)	车种结构/%
控制方法	数据记录间隔/s	路段和排队广场长度/m	单向流量变动范围/(pcu·h^-1)	流量持续时间/s	仿真时间/s	6窗口收费站服务率/(pcu·h^-1)	小汽车	中型车	大型车
可变限速	50	8 000, 170	1 500~2 500	3 600	3 600	2 500	65	25	10
静态限速	50	8 000, 170	1 500~2 500	3 600	3 600	2 500	65	25	10

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