CN110427671B - Combined mode collaborative design method for length of transition section and lane of passenger-cargo separation road - Google Patents
Combined mode collaborative design method for length of transition section and lane of passenger-cargo separation road Download PDFInfo
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Abstract
The invention discloses a combined mode collaborative design method for the length of a transition section and a lane of a passenger-cargo separation road, which comprises the following steps: 1. modeling road conditions and determining basic model parameters; 2. calibrating a tolerable deviation epsilon; 3. establishing a double-layer model of the design speed and the length of the transition section; 4. solving a matrix of the actual vehicle flow passing through the calibration section according to the length of the transition section and the lane combination at the existing design speed V; 5. and determining the length of the transition section and the lane combination under the maximum traffic capacity. The traffic capacity of the invention is maximized at the existing design speed, which is beneficial to redesigning the traffic during the separation and transformation of the passenger and the goods on the existing road, and avoids unsafe problems caused by excessive deviation of the operation speed from the design speed due to simple pursuit of the traffic capacity in the previous research. The collaborative design mode avoids unilateral performance of the traditional study only aiming at single design parameters of the passenger-cargo separation type lane.
Description
Technical Field
The invention relates to a passenger-cargo separation optimization method, in particular to a design method for collaborative optimization of a passenger-cargo separation type road transition section length and a lane combination mode.
Background
With the rapid development of social economy, the mixing degree of the passenger-cargo mixed traffic flow spontaneously formed by the transportation demand is continuously increased, the road transportation pressure is continuously increased, and the mixed traffic of the passenger transportation and the freight transportation also exposes more and more problems. The passenger traffic flow and the freight traffic flow formed by passenger cars and trucks also have different traffic characteristics, and the two reasons cause the traffic safety problem and the traffic efficiency problem of the passenger-freight mixed traffic under certain traffic conditions.
Compared with the passenger-cargo mixed traffic, the passenger-cargo separation road system has the greatest difference that passenger traffic and cargo traffic are separated by means of traffic planning and traffic management to form relatively independent two traffic flows, each traffic flow has unique traffic flow characteristics, and mutual interference is not formed between the two traffic flows, so that the purposes of ensuring traffic safety and improving traffic efficiency are achieved.
Early twentieth of the twentieth century, developed countries such as the united states have begun to discuss passenger-cargo separation measures, and the concept of passenger-cargo separation roads has been gradually proposed based on observation of passenger-cargo mixed traffic on actual roads. In the mid eighties of the twentieth century, the texas transportation management in the united states has developed a feasibility study of passenger-cargo separation in a quantitative manner. In nineties, the construction of double combined passenger and cargo separation lanes (dual facilities) typically represented by the toll road in new jersey, proposed by american students, was successfully run on the national "highway" in the united states; meanwhile, scholars Battelle proposed truck specific facility standards based on annual average day traffic volume (AADT), level of service (level of service), collision rate of millions of cars, traffic delays and origin-destination. A recent and newer study of passenger-cargo separation is called "traffic lanes", and the method provided by this study can implement the instant traffic management requirements by managing and controlling the lanes by traffic planning and traffic management measures at any time. Related research aspects of domestic scholars in recent years also put forward the concept of passenger-cargo shunt operation, but the development is relatively slow.
Summarizing the research at home and abroad, the following aspects are mainly focused on:
1. theory, necessity and benefit evaluation of passenger-cargo separation;
2. the setting method of the passenger-cargo separation lane comprises the length, the speed, the horizontal and vertical indexes and the like of the lane;
the existing research lacks a method for cooperatively designing a combination form of a passenger-cargo separation lane and a transition section from the passenger-cargo separation lane to a mixed lane on the premise of designing the vehicle speed of the existing road.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a collaborative design method for the combination mode of the length of a transition section and a lane of a passenger-cargo separation type road with maximized traffic capacity under the existing speed condition.
The technical scheme adopted for solving the technical problems is as follows:
the invention discloses a combined mode collaborative design method for the length of a transition section and a lane of a passenger-cargo separation road, which comprises the following steps:
step one, road condition modeling and basic model parameter determination:
modeling road conditions: the passenger car flow of the first passenger-cargo mixed-driving section is Q 1 The flow rate of the truck is Q 2 The number of unidirectional lanes is n 1 The method comprises the steps of carrying out a first treatment on the surface of the The flow then passes through a length L 1 The first transition section of the passenger-cargo separation type road is driven into the passenger-cargo separation type road, the number of the unidirectional lanes of the passenger-cargo separation type road is m, and the unidirectional lanes of the passenger car are included as m 1 The number of unidirectional lanes of the truck is m 2 The method comprises the steps of carrying out a first treatment on the surface of the The flow then passes through a length L 2 The number of the second transition section re-entering one-way lanes is n 2 Second section passenger-cargo mixed road，，Q 1 And Q 2 The unit is pcu/h;
Q 1 ＝η 1 ×Q basic, basic
Q 2 ＝η 2 ×Q Basic, basic
1＝η 1 +η 2
Q Basic, basic The basic traffic capacity of the first passenger-cargo mixed traffic section is pcu/h; η (eta) 1 In the flow ratio of passenger car 2 Is the ratio of the truck flow; if the road is an operating road, adopting the passenger-cargo proportion in the actual operating road; if the road is a newly built road, referring to the passenger-cargo ratio in the actual operation road of the similar road;
m、m 1 、m 2 and determining according to the width of the passenger-cargo separation road pavement and the following constraint conditions:
m、m 1 、m 2 is a combined matrix of (a)
Constraint 1: m, m 1 、m 2 Are integers;
constraint 2: m=m 1 +m 2 ；
Constraint 3: m is more than 1;
constraint 4: m is greater than or equal to min { n } 1 ，n 2 }；
Constraint 5: m is not more than the maximum lane number which can be divided by the width of the passenger-cargo separation type road pavement;
constraint 6: if Q 1 ≥Q 2 M is then 1 ≥m 2 The method comprises the steps of carrying out a first treatment on the surface of the If Q 1 ＜Q 2 M is then 1 ＜m 2 ；
The L is 1 、L 2 The initial value is shown in the following formula;
L 1 ＝0.625×V×(mB m -n 1 B n1 )(V＞60km/h)
L 2 ＝0.625×V×(mB m -n 2 B n2 )(V＞60km/h)
wherein B is m 、B n1 、B n2 The vehicle speed is designed for the existing road respectively for the width of a single lane of the passenger-cargo separated road, the width of a single lane of the first section passenger-cargo mixed traffic section, the width of a single lane of the second section passenger-cargo mixed traffic section and V;
calibrating tolerable deviation epsilon:
V i the average actual running speed of vehicles normally running on the passenger-cargo separation type road under the road design condition is calculated, and n is the measured number of running vehicles; if the road is an operating road, measuring the actual speed V of the vehicle on the normal driving section of the passenger-cargo separation road under the condition that the traffic flow of the road is free flow i If the road is not opened, calculating by adopting a detection value of the vehicle running speed of the similar road;
step three, establishing a double-layer model of the design speed and the lengths of the first transition section and the second transition section to solve the optimal length L of the transition section 1 、L 2 ；
First, establishing an upper layer model:
(a) Input of a known Q 1 、Q 2 、n 1 、n 2 Selected arbitrary lane combination matrix
First transition length L 1 And a second transition length L 2 Is simulated by VISSIM software to obtain the initial value of the passenger and cargo fraction driven into by the tail end of the first transition sectionThe average actual running speed V' of the vehicle which leaves the section and enters the passenger-cargo mixed running section through the tail end of the second transition section;
(b) Repeating the step (a) for j times, obtaining the actual running speeds of a certain number of vehicles each time, and taking an average value, wherein the obtained average running speeds are V respectively i ' and V i ”，i∈[1，j]I is an integer;
second, judging the length L of the first transition section 1 And a second transition length L 2 Whether correction is required; judging
Whether the result is smaller than epsilon, wherein epsilon is the calibrated value in the second step; if->
Then continue to judge
Whether or not less than epsilon; otherwise, the lower layer model of the third step is entered, and the length L of the first transition section is adjusted 1 Correcting; if it is
Then go to the fourth step, otherwise go to the lower model of the third step, for the second transition section length L 2 Correcting;
thirdly, establishing a lower model: using the formula
Calculating a corrected first transition length using the formula
Calculating a corrected second transition length, returning to the first step, using L 1 ' substitution L 1 With L 2 ' substitution L 2 Is set to an initial value of (1); />
Is V (V) i Mean value of>
Is V (V) i "average value;
fourth, under the condition that the running speed meets the tolerance deviation of the design speed, the output selects the existing lane combination form
Is the optimal transition length L 1 、L 2 ；
Step four, changing the lane combination matrix
And then repeating the third step to obtain a matrix combined with each lane
Corresponding optimal transition length L 1 、L 2 Then a matrix Y is established: />
Step five, the known Q 1 、Q 2 、n 1 、n 2 And each group m in matrix Y k 、m 1 k 、m 2 k 、L 1 k 、L 2 k Carrying out simulation by VISSIM in the upper layer model in the third step again, and outputting the corresponding actual vehicle flow Q in the second monitoring section; thereby obtaining the flow rate Q of the passenger car and the cargo car on the first section of passenger-cargo mixed traffic lane at the design speed V of the passenger-cargo separation lane 1 、Q 2 The number of lanes is n 1 The number of lanes of the ending section is n 2 Under the condition that the transition section length, the lane combination matrix and the second monitoring breakA matrix Z of the actual vehicle flow Q;
step six, determining the length of a transition section and lane combinations under the maximum traffic capacity:
the first step, comparing all Q values in the matrix Z to find the maximum Q value Q max The method comprises the steps of carrying out a first treatment on the surface of the Setting the flow rate Q to [ (1-a) Q max ，Q max ]When in between, Q and Q max Is indifferent;
second, obtaining the product in [ (1-a) Q max ，Q max ]M, m corresponding to all Q's in between 1 、m 2 、L 1 、L 2 Combining, namely determining a group of corresponding passenger-cargo separation lane combination form and transition section length with the minimum m value as the optimal passenger-cargo separation lane combination form and transition section length at the existing design speed V; if the m values of these combinations are the same, then both combinations are considered to be acceptable optimal solutions.
Compared with the prior art, the invention has the following beneficial effects:
1. the traffic capacity under the existing speed condition is maximized.
2. The unilateral property that only a single design parameter of a passenger-cargo separation type lane is researched in the prior research is avoided. The collaborative design is more humanized and more accords with engineering practice.
3. The influence on the length of the transition section and the combination form of the passenger-cargo separation type lane is considered by the constraint condition of the design speed. The combination form of the length of the transition section and the separation lanes of the passenger and the goods obtained by the method is the optimal solution under the existing design speed condition. The unsafe problem caused by excessive deviation of the operation speed from the design speed without considering the design speed and simply pursuing the traffic capacity in the prior study is avoided.
4. The collaborative design mode is based on the original design speed, and is beneficial to traffic redesign during passenger-cargo separation and transformation of the road. Meanwhile, the method cooperates the combination form of the length of the transition section and the separation road of the passenger and the goods, is favorable for meeting the traffic capacity of the road to the maximum extent, and ensures that the length of the transition section is most reasonable and the actual traffic speed of the road is closest to the design speed.
Drawings
FIG. 1 is a diagram of simulated traffic flow operation conditions of a combined type cooperative design method of the length of a transition section and a lane of a passenger-cargo separation road of the invention;
FIG. 2 is a logic diagram of a two-layer model of a combined roadway and lane joint design method for separating passengers from cargo according to the present invention.
Detailed Description
The present invention will be described in detail with reference to specific embodiments and drawings.
The invention discloses a method for collaborative design of a combined mode of a length of a passenger-cargo separation type road transition section and a lane, which is shown in the attached drawing and has maximized traffic capacity under the existing speed condition, and the method comprises the following steps:
step one, road condition modeling and basic model parameter determination:
modeling road conditions: as shown in FIG. 1, the first passenger-cargo mixed-driving section passenger car has the flow Q 1 The flow rate of the truck is Q 2 The number of unidirectional lanes is n 1 . The flow then passes through a length L 1 The first transition section of the passenger-cargo separation type road is driven into the passenger-cargo separation type road, the number of the unidirectional lanes of the passenger-cargo separation type road is m, and the unidirectional lanes of the passenger car are included as m 1 The number of unidirectional lanes of the truck is m 2 . The flow then passes through a length L 2 The number of the second transition section re-entering one-way lanes is n 2 A second section of passenger-cargo mixed road.
The invention simulates the running condition of the traffic flow by establishing a model and simulating the running condition of the traffic flow, and m is equal to m 1 、m 2 、L 1 、L 2 And the traffic capacity Q of the passenger-cargo mixed-traveling road (shown as a second monitoring section) entering the second section through the tail end of the second transition section is maximized under the condition of the existing road design vehicle speed V.
Basic model parameters:
said n 1 、n 2 Is already a roadInformation is known.
Q 1 ＝η 1 ×Q Basic, basic
Q 2 ＝η 2 ×Q Basic, basic
1＝η 1 +η 2
Q Basic, basic Basic traffic capacity (unit is pcu/h) of the first passenger-cargo mixed traffic section; η (eta) 1 In the flow ratio of passenger car 2 Is the ratio of the truck flow; if the road is an operating road, setting the passenger-cargo ratio in the sampling time period in the actual operating road; if the road is a newly built road, referring to the passenger-cargo ratio in the actual operation road of the similar road.
m、m 1 、m 2 According to the width of the passenger-cargo separation road pavement, the width of the pavement can be determined by referring to the constraint conditions of the highway engineering technical standard (JTG B01-2014), the road traffic sign and marking third part (GB 5768.3-2009), and m 1 、m 2 Is a combined matrix of (a)
Constraint 1: m, m 1 、m 2 Are integers.
Constraint 2: m=m 1 +m 2 。
Constraint 3: m is more than 1. (when m is less than or equal to 1, passenger-cargo separation cannot be performed)
Constraint 4: m is greater than or equal to min { n } 1 ，n 2 }。
Constraint 5: m is not greater than the maximum number of lanes which can be divided by the width of the passenger-cargo separation type road pavement.
Constraint 6: if Q 1 ≥Q 2 M is then 1 ≥m 2 ；Q 1 ＜Q 2 M is then 1 ＜m 2 。
The L is 1 、L 2 The initial value is shown in the following formula.
L 1 ＝0.625×V×(mB m -n 1 B n1 )(V＞60km/h)
L 2 ＝0.625×V×(mB m -n 2 B n2 )(V＞60km/h)
Wherein B is m 、B n1 、B n2 The vehicle speed is designed for the existing road respectively for the width of a single lane of the passenger-cargo separated road, the width of a single lane of the first section passenger-cargo mixed traffic section, the width of a single lane of the second section passenger-cargo mixed traffic section and V;
calibrating tolerable deviation epsilon:
epsilon is the tolerable deviation between the running average speed of the vehicle on the normal running road section and the road design speed under the condition of free traffic flow. The running speed of the vehicle is actually measured by adopting a speed measuring detector, and the actual running speed of the vehicle is determined by solving the variance between the actual running speed and the design speed, and the formula is as follows.
V i In order to provide the actual running speed of the vehicle running normally on the road under the road design condition, n is the measured number of running vehicles. If the road is an operating road, measuring the actual speed V of the vehicle on the normal driving section of the passenger-cargo separation road under the condition that the traffic flow of the road is free flow i If the road is not opened, calculating by adopting a detection value of the vehicle running speed of the similar road.
The road design speed is a design reference speed coordinated with the road design index. The road running speed refers to the speed corresponding to 85% of the split value on the running speed accumulation distribution curve under the conditions of flat, moist and free flow of the road surface. Due to the difference of the operation proficiency of the driver, the reflected speed, the vehicle performance and the like, a certain deviation exists between the design speed and the running speed of the road. Therefore, the invention introduces an index of speed tolerance deviation, which is used for describing the acceptable deviation of the running speed of the vehicle on a normal running road section and the road design speed under the condition of free traffic flow.
Step three, establishing a double-layer model of the design speed and the lengths of the first transition section and the second transition section to solve the optimal length L of the transition section 1 、L 2 As shown in fig. 2.
Establishing a speed balance-based bilayer model to determine an optimal transition length L corresponding to the design speed 1 And L 2 。
First, an upper model is built. (a) Input of a known Q 1 、Q 2 、n 1 、n 2 Selected arbitrary lane combination matrix
First transition length L 1 And a second transition length L 2 The initial value (the value obtained in the first step) is simulated by the VISSIM software to obtain the average actual running speed V 'of the vehicle which enters the passenger-cargo separation section (i.e. the first monitoring section in fig. 1) through the tail end of the first transition section, and the average actual running speed V "(V' and V" of which the number can be set by actual measurement) of the vehicle which enters the passenger-cargo mixing section (i.e. the second monitoring section in fig. 1) through the tail end of the second transition section. (b) Repeating the step (a) for j times, obtaining the actual running speeds of a certain number of vehicles each time and taking an average value (the number can be determined according to the actual situation), wherein the obtained average running speeds are V respectively i ' and V i ”，i∈[1，j]I is an integer.
Second, judging the length L of the first transition section 1 And a second transition length L 2 Whether a correction is required. Judging
Whether the result is smaller than epsilon, epsilon being the value already calibrated in the second step. If->
Then continue to judge
Whether or not less than epsilon; otherwise, the lower layer model of the third step is entered, and the length L of the first transition section is adjusted 1 And (5) performing correction. If it is
Then go to the fourth step, otherwise go to the lower model of the third step, for the second transition section length L 2 And (5) performing correction.
And thirdly, establishing a lower model. Using the formula
Calculating a corrected first transition length using the formula
A modified second transition length is calculated. Returning to the first step, using L 1 ' substitution L 1 With L 2 ' substitution L 2 Is set to be a constant value. (/>
Is V (V) i Mean value of>
Is V (V) i "average value
Fourth, under the condition that the running speed meets the tolerance deviation of the design speed, the output selects the existing lane combination form
Is the optimal transition length L 1 、L 2 。
And step four, solving a transition section length, a lane combination matrix and a matrix Z of the actual vehicle flow Q passing through the second monitoring section under the condition of the existing passenger-cargo separation lane design speed V.
First, because the constraint condition of the lane combination form in the first step is satisfied
There are a number of groups (k groups) changing the lane combination matrix +.>
Then repeating the third step to obtain a matrix of combination with each lane +.>
Corresponding optimal transition length L 1 、L 2 . Then a matrix Y is established.
Second, the known Q 1 、Q 2 、n 1 、n 2 And each group m in matrix Y k 、m 1 k 、m 2 k 、L 1 k 、L 2 k And (3) re-carrying the real vehicle flow Q in the second monitoring section in FIG. 1 into the upper model in the third step, and performing simulation by using VISSIM. Thereby obtaining the flow rate Q of the passenger car and the cargo car on the first section of passenger-cargo mixed traffic lane at the design speed V of the passenger-cargo separation lane 1 、Q 2 The number of lanes is n 1 The number of lanes of the ending section is n 2 Under the condition, the length of the transition section, the lane combination matrix and the matrix Z of the actual vehicle flow Q passing through the second monitoring section.
Step five, determining the length of a transition section and lane combinations under the maximum traffic capacity:
in the first step, all Q values in the matrix Z are compared to find the maximum Q value (i.e. Q max ). Setting the flow rate Q to [ (1-a) Q max ，Q max ]When in between, Q and Q max Is indifferent. According to the acceptable flow rate variation, a takes different values, and a is recommended to take 5 percent according to the invention.
Second, obtaining the product in [ (1-a) Q max ，Q max ]M, m corresponding to all Q's in between 1 、m 2 、L 1 、L 2 And combining, namely determining the combination form of the corresponding passenger and cargo separation lanes with the minimum m value and the length of the transition section as the optimal combination form of the passenger and cargo separation lanes and the length of the transition section at the existing design speed V. If the m values of these combinations are the same, then both combinations are considered to be acceptable optimal solutions.
Example 1
The design speed of a certain highway is 80km/h, the first section of passenger-cargo mixed road section is one-way 4 lanes, and the second section of passenger-cargo mixed road section is one-way 3 lanes. The basic traffic capacity of the first passenger-cargo mixed road section is 8000pcu/h, the proportion of trucks is 35% and the proportion of buses is 65%. According to the road width of the passenger-cargo separation section, 5 lanes can be divided in a maximum unidirectional way. The width of the passenger-cargo mixed road lane is 3.75m. The width of the passenger-cargo separation type road bus lane is 3.5m, and the width of the truck lane is 3.75m.
Step one, determining basic model parameters:
1)n 1 、n 2
n 1 ＝4，n 2 ＝3
2)Q 1 、Q 2
Q 1 ＝η 1 ×Q basic, basic ＝65％×8000＝5200pcu/h
Q 2 ＝η 2 ×Q Basic, basic ＝35％×8000＝2800pcu/h
3)m、m 1 、m 2 Possible combination matrices are as follows
4)L 1 、L 2
Calculated to
Combinations are exemplified. (the same applies below)
L 1 ＝0.625×V×(mB m -n 1 B n1 )＝0.625×80×[(3×3.5+2×3.75)-(4×3.75)]
＝150m
L 2 ＝0.625×V×(mB m -n 2 B n2 )＝0.625×80×[(3×3.5+2×3.75)-(3×3.75)]
＝337.5≈338m
Calibrating tolerable deviation epsilon:
because the road is a newly built road, the detection value of the vehicle running speed of the similar road is adopted for calculation, and the total number of collected vehicles is 200.
Step three, establishing a double-layer model of the design speed and the lengths of the first transition section and the second transition section to solve the optimal length L of the transition section 1 、L 2 As shown in fig. 2.
First, an upper model is built.
Initial parameters entered by the upper layer model are shown in the following table.
| n 1 | n 2 | Q 1 | Q 2 | m | m 1 | m 2 | V | L 1 | L 2 |
| 4 | 3 | 5200pcu/h | 2800pcu/h | 5 | 3 | 2 | 80km/h | 150m | 338m |
Running j times (j=5) to obtain the actual running speed average value V passing through the first monitoring section and the second monitoring section for 5 times i ' and V i "as shown in the following table
| First time | Second time | Third time | Fourth time | Fifth time | |
| V i ′ | 81 | 83 | 79 | 80 | 81 |
| V i ″ | 70 | 75 | 73 | 72 | 74 |
Second, judging the length L of the first transition section 1 And a second transition length L 2 Whether a correction is required.
Thus L is 1 Without correction, L 2 Correction is required.
Third, establishing a lower layerModel, correct L 1 And L 2 。
Because L is 1 No correction is needed, so the result of returning the upper model is 150m. L (L) 2 There is a need for a correction that,
L 2 the value of (2) is corrected to 371m and the upper model of the first step is returned again.
Fourth, the upper layer model and the lower layer model are continuously circulated, and finally an equilibrium state is formed. L in equilibrium 1 150m, L 2 357m.
And step four, solving a transition section length, a lane combination matrix and a matrix Z of the actual vehicle flow Q passing through the second monitoring section under the condition of the existing passenger-cargo separation lane design speed V.
The first step, carrying out calculation by respectively carrying out upper and lower layer models in the third step on different lane combination matrix parameters to obtain a transition section length and lane combination comprehensive matrix as follows:
second, the known Q 1 、Q 2 、n 1 、n 2 And each column in the matrix Y is carried back into the upper model in the third step, and VISSIM is used for simulation to output the corresponding actual vehicle flow Q in the second monitoring section in FIG. 1.
Step five, determining the length of a transition section and lane combinations under the maximum traffic capacity:
in the first step, according to the matrix Zmax traffic capacity of 4931pcu/h (hereinafter referred to as first combination), the next largest traffic capacity is 4779pcu/h (hereinafter referred to as first combinationA second combination). At the same time, the method comprises the steps of,
the effect of the two sets of combinations on road traffic capacity is considered negligible.
And secondly, considering that the number of lanes under the second combination is one lane less than that of the first combination, the lanes can be used as other purpose lanes such as an escape lane in design, and the lane is more reasonable. The second combination is used as the optimal solution for the method of the invention. Namely, the number of separate lanes m=4, wherein the lane m is 1 And number of lanes m of truck 2 Are all 2, the length L of the transition section 1 ＝85m、L 2 ＝164m。
The previous description of the embodiments is provided to facilitate a person of ordinary skill in the art in order to make and use the present invention. It will be apparent to those skilled in the art that various modifications can be readily made to these embodiments and the generic principles described herein may be applied to other embodiments without the use of the inventive faculty. Therefore, the present invention is not limited to the embodiments described herein, and those skilled in the art, based on the present disclosure, should make improvements and modifications without departing from the scope of the present invention.
Claims (1)
1. The combined type collaborative design method for the length of the transition section and the lane of the passenger-cargo separation road is characterized by comprising the following steps of:
step one, road condition modeling and basic model parameter determination:
modeling road conditions: the passenger car flow of the first passenger-cargo mixed-driving section is Q 1 The flow rate of the truck is Q 2 The number of unidirectional lanes is n 1 The method comprises the steps of carrying out a first treatment on the surface of the The flow then passes through a length L 1 The first transition section of the passenger-cargo separation type road is driven into the passenger-cargo separation type road, the number of the unidirectional lanes of the passenger-cargo separation type road is m, and the unidirectional lanes of the passenger car are included as m 1 The number of unidirectional lanes of the truck is m 2 The method comprises the steps of carrying out a first treatment on the surface of the The flow then passes through a length L 2 The number of the second transition section re-entering one-way lanes is n 2 Second section passenger-cargo mixed road of Q 1 And Q 2 The unit is pcu/h;
Q 1 ＝η 1 ×Q basic, basic
Q 2 ＝η 2 ×Q Basic, basic
1＝η 1 +η 2
Q Basic, basic The basic traffic capacity of the first passenger-cargo mixed traffic section is pcu/h; η (eta) 1 In the flow ratio of passenger car 2 Is the ratio of the truck flow; if the road is an operating road, adopting the passenger-cargo proportion in the actual operating road; if the road is a newly built road, referring to the passenger-cargo ratio in the actual operation road of the similar road;
m、m 1 、m 2 and determining according to the width of the passenger-cargo separation road pavement and the following constraint conditions:
m、m 1 、m 2 is a combined matrix of (a)
Constraint 1: m, m 1 、m 2 Are integers;
constraint 2: m=m 1 +m 2 ；
Constraint 3: m is more than 1;
constraint 4: m is greater than or equal to min { n } 1 ，n 2 }；
Constraint 5: m is not more than the maximum lane number which can be divided by the width of the passenger-cargo separation type road pavement;
constraint 6: if Q 1 ≥Q 2 M is then 1 ≥m 2 The method comprises the steps of carrying out a first treatment on the surface of the If Q 1 ＜Q 2 M is then 1 ＜m 2 ；
The L is 1 、L 2 The initial value is shown in the following formula;
L 1 ＝0.625×V×(mB m -n 1 B n1 )，V＞60km/h；
L 2 ＝0.625×V×(mB m -n 2 B n2 )，V＞60km/h；
wherein B is m 、B n1 、B n2 The vehicle speed is designed for the existing road respectively for the width of a single lane of the passenger-cargo separated road, the width of a single lane of the first section passenger-cargo mixed traffic section, the width of a single lane of the second section passenger-cargo mixed traffic section and V;
calibrating tolerable deviation epsilon:
V i the average actual running speed of vehicles normally running on the passenger-cargo separation type road under the road design condition is calculated, and n is the measured number of running vehicles; if the road is an operating road, measuring the actual speed V of the vehicle on the normal driving section of the passenger-cargo separation road under the condition that the traffic flow of the road is free flow i If the road is not opened, calculating by adopting a detection value of the vehicle running speed of the similar road;
step three, establishing a double-layer model of the design speed and the lengths of the first transition section and the second transition section to solve the optimal length L of the transition section 1 、L 2 ；
First, establishing an upper layer model:
(a) Input of a known Q 1 、Q 2 、n 1 、n 2 Selected arbitrary lane combination matrix
First transition length L 1 And a second transition length L 2 Is simulated by VISSIM software to obtain the average actual running speed V of the vehicle which enters the passenger-cargo separation section through the tail end of the first transition section'average actual running speed V' of the vehicle entering the passenger-cargo mixed running section through the tail end of the second transition section;
(b) Repeating the step (a) for j times, obtaining the actual running speeds of a certain number of vehicles each time, and taking an average value, wherein the obtained average running speeds are V respectively i ' and V i ”，i∈[1，j]I is an integer;
second, judging the length L of the first transition section 1 And a second transition length L 2 Whether correction is required; judging
Whether the result is smaller than epsilon, wherein epsilon is the calibrated value in the second step; if->
Continue to judge +.>
Whether or not less than epsilon; otherwise, the lower layer model of the third step is entered, and the length L of the first transition section is adjusted 1 Correcting; if->
Then go to the fourth step, otherwise go to the lower model of the third step, for the second transition section length L 2 Correcting;
thirdly, establishing a lower model: using the formula
Calculating a corrected first transition length using the formula
Calculating a corrected second transition length, returning to the first step, using L 1 ' substitution L 1 With L 2 ' substitution L 2 Is set to an initial value of (1); />
Is V (V) i Mean value of>
Is V (V) i "average value;
fourth, under the condition that the running speed meets the tolerance deviation of the design speed, the output selects the existing lane combination form
Is the optimal transition length L 1 、L 2 ；
Step four, changing the lane combination matrix
Then repeating the third step to obtain a matrix of combination with each lane +.>
Corresponding optimal transition length L 1 、L 2 Then a matrix Y is established:
step five, the known Q 1 、Q 2 、n 1 、n 2 And each group m in matrix Y k 、m 1 k 、m 2 k 、L 1 k 、L 2 k Carrying out simulation by VISSIM in the upper layer model in the third step again, and outputting the corresponding actual vehicle flow Q in the second monitoring section; thereby obtaining the flow rate Q of the passenger car and the cargo car on the first section of passenger-cargo mixed traffic lane at the design speed V of the passenger-cargo separation lane 1 、Q 2 The number of lanes is n 1 The number of lanes of the ending section is n 2 Under the condition, the length of the transition section, the lane combination matrix and the matrix Z of the actual vehicle flow Q passing through the second monitoring section are combined;
step six, determining the length of a transition section and lane combinations under the maximum traffic capacity:
the first step, comparing all Q values in the matrix Z to find the maximum Q value Q max The method comprises the steps of carrying out a first treatment on the surface of the Setting the flow rate Q to [ (1-a) Q max ，Q max ]When in between, Q and Q max Is indifferent;
second, obtaining the product in [ (1-a) Q max ，Q max ]M, m corresponding to all Q's in between 1 、m 2 、L 1 、L 2 Combining, namely determining a group of corresponding passenger-cargo separation lane combination form and transition section length with the minimum m value as the optimal passenger-cargo separation lane combination form and transition section length at the existing design speed V; if the m values of these combinations are the same, then both combinations are considered to be acceptable optimal solutions.
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