高速公路隧道曲线路段视线诱导设施有效性试验

杜志刚; 倪玉丹; 杨理波; 文竞舟; 余昕宇

doi:10.19818/j.cnki.1671-1637.2020.01.018

高速公路隧道曲线路段视线诱导设施有效性试验

doi: 10.19818/j.cnki.1671-1637.2020.01.018

1.
武汉理工大学交通学院，湖北武汉 430063
2.
云南省公路科学技术研究院，云南昆明 650000

基金项目:

国家自然科学基金项目 51578433

云南省交通运输厅科技创新示范项目云交科2018(A)01

详细信息

作者简介:
杜志刚(1977-), 男, 湖北武汉人, 武汉理工大学教授, 工学博士, 从事道路交通安全和交通规划研究

中图分类号: U491.59
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出版历程
- 收稿日期: 2019-08-14
- 刊出日期: 2020-02-25

Effectiveness experiment of sight induction facilities of curve sections in highway tunnel

1.
School of Transportation, Wuhan University of Technology, Wuhan 430063, Hubei, China
2.
Yunnan Research Institute of Highway Science and Technology, Kunming 650000, Yunnan, China

More Information

Author Bio:
DU Zhi-gang(1977-), male, professor, PhD, zhig_du7@163.com

摘要

摘要: 分析了高速公路隧道不同半径曲线路段的反光环数目对驾驶人曲率感知能力的影响规律; 针对线形诱导标识和反光环2种典型视线诱导方案, 应用驾驶模拟器进行室内仿真试验, 通过测量驾驶人的弯道错觉程度和反应时间来衡量驾驶人的曲率感知能力, 利用Origin软件分析了试验数据。研究结果表明: 改善前, 驾驶人对半径的高估程度大于35%, 反应时间不小于5.46 s; 采用3个线形诱导标识时, 不同半径下弯道错觉程度和反应时间有小幅度降低, 在半径为400 m的情况下曲率诱导效果较好, 弯道错觉程度为6.12%, 说明线形诱导标识可提高驾驶人的曲率感知能力, 但提升效果不显著; 采用3个可见反光环时, 不同半径下弯道错觉程度均小于5%, 且反应时间较改善前降幅大于37%, 说明3个反光环能有效提高驾驶人的曲率感知能力, 同时将反应时间控制在合理范围; 基于Logistic函数拟合分析发现, 不同半径下驾驶人的弯道错觉程度与反光环数目拟合曲线拐点接近3, 且拐点处弯道错觉程度最低, 同时, 不同半径下反应时间与反光环数目成负相关, 且当反光环数目大于4个时, 反应时间呈现收敛趋势, 说明增加可见反光环数目对降低反应时间作用有限, 因此, 推荐使用3个反光环进行高速公路隧道曲线路段视线诱导。
- 交通信息 /
- 高速公路隧道 /
- 曲线路段 /
- 室内仿真试验 /
- 视线诱导 /
- 曲率感知能力 /
- 反应时间
Abstract: The influence of reflective ring number at highway tunnel curve sections with different radii on the driver's curvature perception was analyzed. Aiming at two typical sight induction schemes based on chevron alignment signs and reflective rings, the laboratory simulation experiment was conducted by driving simulator. The driver's curvature perception was measured by testing curve illusion degree and reaction time, and the test data were analyzed by the software of Origin. Analysis result shows that, before the improvement, drivers overestimate the radii by more than 35%, and the reaction times are not less than 5.46 s. When using 3 chevron alignment signs, the curve illusion degrees and reaction times at different radii slightly decrease. The curvature induction effect is good at a radius of 400 m, and the curve illusion degree is 6.12%, which means that the chevron alignment signs can improve the driver's curvature perception, but the improvement effect is not significant. When using 3 reflective rings, the curve illusion degrees at different radii are less than 5%, and the reaction times are more than 37% lower than before, which means that 3 reflective rings can effectively improve the driver's curvature perception and control the reaction time within a reasonable range. Based on the logistic function fitting analysis, the inflection points of the fitting curves between the curve illusion degrees and the number of reflective rings at different radii are close to 3 where the curve illusion degree is the lowest. Meanwhile, the drivers' reaction times at different radii are inversely related to the number of reflective rings. When the reflective rings are more than 4, the reaction times show a convergence trend, indicating that increasing the number of reflective rings has a limited effect on reducing the reaction time. Therefore, it is recommended to use 3 reflective rings to induce the driver's sight at highway tunnel curve sections.
- traffic information /
- highway tunnel /
- curve section /
- laboratory simulation experiment /
- sight induction /
- curvature perception /
- reaction time

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图 1 反光环在隧道中的应用

Figure 1. Application of reflective ring in tunnel

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图 2 车道偏移

Figure 2. Lane shift

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图 3 隧道弯道反光环布设侧视图

Figure 3. Side view of reflective rings at curve section of tunnel

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图 4 模型精度校核场景

Figure 4. Accuracy verification scenes of model

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图 5 部分对比场景

Figure 5. Some contrast scenes

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图 6 弯道感知半径与弯道错觉程度比较

Figure 6. Comparison of curve perception radii and curve illusion degrees

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图 7 曲线路段拟合结果

Figure 7. Fitting results of curved road sections

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表 1 不同曲线半径反光环间距

Table 1. Reflective ring spacings at different curve radii m

反光环数目	曲线半径/m
反光环数目	400	600	800	1 000
1	123.52	153.35	179.15	201.73
2	61.59	76.75	89.59	100.89
3	41.35	51.36	59.74	67.31
4	30.76	38.52	44.78	50.51
5	24.59	30.67	35.76	40.49
6	20.46	25.59	29.97	33.52

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表 2 模型精度检验结果

Table 2. Accuracy test results of model

行车场景	半径/m	误差/%	单个样本统计量		单个样本t检验(置信度为0.05)
			样本量	标准差/m	显著性	95%置信区间
						下限	上限
真实场景	600.00	1.11	20	16.66	0.091	598.84	614.43
仿真场景	606.63

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表 3 对比场景信息

Table 3. Information of contrast scenes

对比场景类型	场景编号	试验场景条件
参照组	a	改善前场景
参照组	b	3个线形诱导标识
试验组	c	1个反光环
	d	2个反光环
	e	3个反光环
	f	4个反光环
	g	5个反光环
	h	6个反光环

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表 4 试验数据

Table 4. Experimental data

仿真场景	不同曲线半径(m)下的试验数据
	400		600		800		1 000
	反应时间/s	弯道错觉程度/%	反应时间/s	弯道错觉程度/%	反应时间/s	弯道错觉程度/%	反应时间/s	弯道错觉程度/%
a	5.46	42.56	6.21	40.12	6.91	37.69	7.71	35.67
b	5.31	6.12	6.01	13.59	6.44	16.48	6.79	19.12
c	5.16	37.39	5.89	36.17	6.57	34.90	7.18	32.98
d	4.73	29.11	5.27	28.94	5.88	28.29	6.63	27.87
e	3.41	4.50	3.91	4.08	4.21	3.91	4.63	3.84
f	3.17	-22.04	3.48	-21.71	3.88	-20.42	4.12	-19.29
g	2.91	-23.95	3.11	-22.57	3.41	-20.94	3.91	-20.12
h	2.66	-24.53	2.99	-23.69	3.36	-21.88	3.88	-21.88

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表 5 弯道错觉程度的拟合参数与拟合模型方差分析数据

Table 5. Fitting parameters and variance analysis data of fitting model of curve illusion degree

弯道半径/m	参数				模型方差分析
弯道半径/m	A₁	A₂	x₀	q	R²	F检验值	P
400	35.717	-26.763	2.957	6.678	0.988	104.35	0.010
600	34.269	-24.646	2.950	7.573	0.988	103.01	0.009
800	33.109	-22.760	2.938	7.831	0.988	108.06	0.009
1 000	31.458	-21.434	2.953	8.557	0.992	173.71	0.006

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表 6 反应时间的拟合参数与拟合模型方差分析数据

Table 6. Fitting parameters and variance analysis data of fitting model of reaction time

弯道半径/m	参数				模型方差分析
弯道半径/m	A₁	A₂	x₀	q	R²	F检验值	P
400	5.205	2.778	2.559	5.157	0.966	610.50	0.002
600	5.952	2.965	2.594	4.383	0.990	1 922.74	0.000
800	6.623	3.379	2.509	4.991	0.981	965.92	0.001
1 000	7.194	3.907	2.509	6.826	0.998	8 527.58	0.000

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