CN102610093A

CN102610093A - Method for arranging special left-turning lane for separating type truck

Info

Publication number: CN102610093A
Application number: CN2012101049054A
Authority: CN
Inventors: 王晓华; 白子建; 徐建平; 陈永恒; 王新歧; 刘润有; 朱自博; 赵巍; 王新慧; 郑利; 王海燕; 邢锦; 李明剑; 张春生; 周骊巍; 段绪斌
Original assignee: Tianjin Municipal Engineering Design and Research Institute
Current assignee: Tianjin Municipal Engineering Design and Research Institute
Priority date: 2012-04-11
Filing date: 2012-04-11
Publication date: 2012-07-25

Abstract

The invention belongs to the technical field of intersection canalization design. In order to make up the blank of the research field of a special left-turning lane for a truck and provide a basis for arranging the special left-turning lane for the truck at intersection, the invention adopts the technical scheme that a method for arranging the special left-turning lane for a separating type truck comprises the following steps of: (1) judging if arranging the special left-turning lane for the truck according to the calculation for a critical condition for arranging the special left-turning lane for the truck; (2) analyzing a right arranging condition for the special left-turning lane for the truck; (3) analyzing an auxiliary condition for a separating type left-turning lane; and (4) performing intersection signal timing on the special left-turning lane for the separating type truck. The method provided by the invention is mainly applied to the intersection canalization design.

Description

Method for setting left-turn lane special for separate truck

Technical Field

The invention belongs to the technical field of channelized design of plane intersections, and relates to a method for setting a left-turn lane special for a signal control intersection for a separate truck, in particular to a method for setting a left-turn lane special for a separate truck.

Background

Aiming at a plane intersection of a city peripheral city-surrounding road and an urban road, the city-surrounding road is a main channel for a truck to enter a highway, a large number of trucks can turn left on the urban trunk road to enter the city-surrounding road, and the types of the trucks mainly comprise large trucks, container trucks, trailers and the like. Compared with a passenger car, the truck has the characteristics of large volume, low speed, poor maneuvering performance and the like. The interference among the passenger vehicles and the freight vehicles is intensified along with the increase of the proportion of the freight vehicles, and the left turn release efficiency of the intersection under the condition of mixed passenger and freight is inevitably greatly influenced. Meanwhile, since a truck needs a larger turning radius for left turning, the conventional innermost left-turning lane arrangement may cause an insufficient turning radius of the truck, thereby limiting the release efficiency.

In order to reduce the interference generated under the condition of mixed passenger and cargo, the interference of mixed passenger and cargo can be reduced by arranging a special left-turning lane for a separate truck, namely, the original two left-turning lanes are separated, and the special left-turning lane for the truck is arranged on the outer side of an intersection. From the current research situation, no research is carried out on the setting method of the special left-turn lane for the separated truck, and no related canalization design method exists in the actual engineering, so that the invention establishes the setting condition model of the special left-turn lane for the truck and the right condition analysis of the special left-turn lane for the truck through deep theoretical analysis and research, thereby obtaining the simple and easy-to-operate determination method of the setting of the special left-turn lane for the separated truck.

Disclosure of Invention

The invention aims to overcome the defects of the prior art, make up the blank of the research field of the left-turn lane of the special truck and provide a basis for the arrangement of the left-turn lane special for the truck at the plane intersection. In order to achieve the purpose, the invention adopts the technical scheme that the method for setting the left-turn lane special for the separate truck comprises the following steps:

(1) judging whether a special left-turn lane of the truck is set according to the calculation of the setting critical condition of the special left-turn lane of the truck:

when inequality is satisfied

When the left-turn lane is set, the left-turn lane is not set; wherein: comprehensive correction coefficient of mixed road

The calculation formula is as follows:

to correspond to the radius r of the truck₁、r₂、r₃Ratio p of freight car₁、p₂、p₃Truck correction factor under conditions;

comprehensive correction coefficient of truck laneThe calculation formula is as follows:

<math> <mrow> <msup> <mover> <mi>ϵ</mi> <mo>&OverBar;</mo> </mover> <mo>′</mo> </msup> <mo>=</mo> <mfrac> <mrow> <msubsup> <mi>ϵ</mi> <mn>1</mn> <mrow> <msub> <mi>r</mi> <mn>1</mn> </msub> <mo>,</mo> <mn>100</mn> <mo>%</mo> </mrow> </msubsup> <mo>×</mo> <msub> <mi>η</mi> <mn>1</mn> </msub> <mo>+</mo> <msubsup> <mi>ϵ</mi> <mn>2</mn> <mrow> <msub> <mi>r</mi> <mn>2</mn> </msub> <mo>,</mo> <mn>100</mn> <mo>%</mo> </mrow> </msubsup> <mo>×</mo> <msub> <mi>η</mi> <mn>2</mn> </msub> <mo>+</mo> <msubsup> <mi>ϵ</mi> <mn>3</mn> <mrow> <msub> <mi>r</mi> <mn>3</mn> </msub> <mo>,</mo> <mn>100</mn> <mo>%</mo> </mrow> </msubsup> <mo>×</mo> <msub> <mi>η</mi> <mn>3</mn> </msub> </mrow> <mrow> <munderover> <mi>Σ</mi> <mrow> <mi>k</mi> <mo>=</mo> <mn>1</mn> </mrow> <mn>3</mn> </munderover> <msub> <mi>η</mi> <mi>k</mi> </msub> </mrow> </mfrac> <mo>,</mo> </mrow> </math>

to correspond to the radius r of the truck₁、r₂、r₃And the correction coefficient under the condition of 100% of the truck proportion;

(2) analyzing the right-hand condition of the left-hand lane special for the truck:

calculating a right-side critical condition, and judging whether the left-turn lane special for the truck is arranged on the right side: the critical condition for right arrangement of the left-turn lane special for the truck is that the distance between truck running curves of the left-turn lane special for the opposite truck is met

Wherein

Is the minimum safe distance; delta d is the minimum distance between the freight car running curves of the special left-turn lanes for the opposite freight cars; with the vehicle driving side clearance δ as the minimum safe distance, the calculation formula is as follows:

δ＝0.7+0.02(v₁+v₂) (ii) a Wherein v is₁、v₂The running speed of the vehicle is the running speed of the vehicle;

assuming that the arrangement form of the opposite approach lane at the intersection has symmetry, i.e. v₁＝v₂(ii) a The method is simplified as follows:

δ is 0.7+0.04 v; wherein v is the running average speed of the left-turn truck;

the relationship between the turning radius r of the intersection and the turning running vehicle speed v is as follows:

wherein,

is a vehicle type coefficient; alpha is the slope of the turning road; when the vehicle type is large-sized vehicleThe level of the intersection plane, namely alpha is 0; then there are:

(3) analyzing the separated left-turn lane auxiliary condition:

the left-turn lane of the right truck is not provided with a left-turn waiting area, and the original left-turn waiting area is still reserved for the special left-turn lane of the truck which is not arranged on the right;

(4) and (3) signal timing of an intersection of a left-turn lane special for the separated truck:

'Wei' and separated left-turn lane traffic conflict analysis

The following conditions are satisfied for the green light interval time between i-1 and i phases and between i and i +1 phases, where i phase is the local phase, i.e. the split left-turn phase:

I. green lamp interval time between i-1 and i phase

For the meeting condition of the green light interval time between the i-1 phase and the i phase, the conflict point of the vehicle with the inner left-turn lane and the opposite straight-going vehicle is set as a conflict point 71, the conflict point of the vehicle with the outer left-turn lane and the opposite straight-going vehicle is set as a conflict point 72, and the time of the last straight-going vehicle at the last stage of the i-1 phase green light reaching the conflict points 71 and 72 is respectively set as

The time of the first left-turn car reaching the conflict points 71 and 72 in the initial stage of i-phase green light is respectively

Only the following requirements are met:

wherein, t_sFor the safety interval, in seconds,between green lamps in the i-1 th phase and the i-th phase under the split conditionInterval, unit of second;

II. Green lamp interval time between i and i +1 phase

For the meeting condition of the green light interval time between the i phase and the i +1 phase, the conflict point of the outside left-turn lane vehicle and the right-left straight-driving vehicle is conflict point 1, the conflict point of the inside left-turn lane vehicle and the right-left straight-driving vehicle is conflict point 2, the conflict point of the inside left-turn lane vehicle and the left-right straight-driving vehicle is conflict point 3, the conflict point of the outside left-turn lane vehicle and the left-right straight-driving vehicle is conflict point 4, and the time for the i phase green light terminal left-turn end vehicle to reach the conflict points 1, 2, 3 and 4 is respectively

The time when the initial straight-ahead first vehicle of the i +1 phase green light reaches the conflict point 1, 2, 3 and 4 is respectively

Only the following requirements are met:

<math> <mrow> <mfenced open='{' close=''> <mtable> <mtr> <mtd> <msubsup> <mi>t</mi> <mn>1</mn> <mrow> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msubsup> <mo>+</mo> <msubsup> <mi>I</mi> <mn>1</mn> <mrow> <mi>i</mi> <mo>,</mo> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msubsup> <mo>&GreaterEqual;</mo> <msubsup> <mi>t</mi> <mn>1</mn> <mi>i</mi> </msubsup> <mrow> <mo>(</mo> <mi>outer</mi> <mo>)</mo> </mrow> <mo>+</mo> <msub> <mi>t</mi> <mi>s</mi> </msub> </mtd> </mtr> <mtr> <mtd> <msubsup> <mi>t</mi> <mn>3</mn> <mrow> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msubsup> <mo>+</mo> <msubsup> <mi>I</mi> <mn>2</mn> <mrow> <mi>i</mi> <mo>,</mo> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msubsup> <mo>&GreaterEqual;</mo> <msubsup> <mi>t</mi> <mn>3</mn> <mi>i</mi> </msubsup> <mrow> <mo>(</mo> <mi>inner</mi> <mo>)</mo> </mrow> <mo>+</mo> <msub> <mi>t</mi> <mi>s</mi> </msub> </mtd> </mtr> </mtable> </mfenced> <mo>;</mo> </mrow> </math>

then the green interval between the ith phase and the (i +1) th phase is

Wherein,the green light interval time alternative value of the conflict between the left-side direct driving and the left-turning vehicle,

selecting a value for the green light interval time of the right-side straight-driving vehicle and the left-turning vehicle;

② intersection signal timing

Specially adapted forTotal signal loss time L under passenger-cargo lane conditions_tThe calculation formula is as follows:

wherein L is_sThe initial loss time of the green light is unit of second;

the green light interval time between the ith phase and the (i +1) th phase is unit of second; a is the duration of a yellow light and is unit second; i is the phase number;

optimum signal period C under special truck left-turn lane condition_t0The calculation formula is as follows:

wherein Y is_tIs the sum of the maximum flow ratios of the phases.

Correcting coefficients of various typical trucks respectively according to different turning radii and mixed-running proportion conditionsThe calculation method of (a) is as follows:

I. when in use

In time, the correction coefficients of the corresponding types of trucks can be obtained by inquiring the table 1, the table 2 and the table 3; table 1 shows the correction coefficient of the saturation flow rate of the large truck; table 2 shows the container vehicle saturation flow rate correction factor; table 3 is trailer saturation flow rate correction factor; wherein r is_kThe turning radius of a k-type truck under the actual condition;

for the ith radius in the class k truck correction coefficient table,

p_kthe proportion of k types of left-turning trucks to the total number of left-turning vehicles under the actual condition is called mixed-driving proportion for short;

for the jth mixing proportion in the correction coefficient table of the k-type truck,

TABLE 1 Large truck saturated flow Rate correction factor

	5m	10m	15m	20m	25m	30m	35m
								0％	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000
10％	0.9375	0.9279	0.9279	0.9267	0.9220	0.9271	0.9417
								20％	0.8586	0.8758	0.8667	0.8712	0.8550	0.8710	0.8787
30％	0.8304	0.8315	0.8072	0.8301	0.8227	0.8289	0.8374
								40％	0.7634	0.7871	0.7676	0.7874	0.7734	0.7854	0.8028
50％	0.7247	0.7273	0.7252	0.7480	0.7366	0.7496	0.7615
								60％	0.6905	0.7073	0.6910	0.7077	0.7005	0.7104	0.7236
	40m	45m	50m	55m	60m	65m	70m
								0％	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000
10％	0.9348	0.9398	0.9307	0.9442	0.9397	0.9319	0.9324
								20％	0.8871	0.8935	0.8841	0.8921	0.8883	0.8831	0.8827
30％	0.8441	0.8427	0.8443	0.8526	0.8548	0.8441	0.8440
								40％	0.8108	0.8072	0.8007	0.8096	0.8088	0.8045	0.8157
50％	0.7658	0.7698	0.7603	0.7762	0.7658	0.7737	0.7707
								60％	0.7345	0.7356	0.7247	0.7338	0.7336	0.7301	0.7383

TABLE 2 correction coefficient for saturated flow rate of container vehicle

	5m	10m	15m	20m	25m	30m	35m
								0％	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000
10％	0.9107	0.9268	0.9008	0.9155	0.9184	0.9228	0.9194
								20％	0.8408	0.8614	0.8365	0.8615	0.8463	0.8525	0.8664
30％	0.8006	0.7949	0.7864	0.8019	0.8015	0.8174	0.8113
								40％	0.7336	0.7616	0.7337	0.7585	0.7515	0.7619	0.7737
50％	0.6920	0.7129	0.6953	0.7109	0.7059	0.7170	0.7327
								60％	0.6458	0.6696	0.6470	0.6812	0.6684	0.6819	0.6924
	40m	45m	50m	55m	60m	65m	70m
								0％	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000
10％	0.9250	0.9352	0.9242	0.9214	0.9309	0.9272	0.9304
								20％	0.8669	0.8774	0.8668	0.8736	0.8775	0.8654	0.8783
30％	0.8258	0.8272	0.8200	0.8265	0.8408	0.8252	0.8354
								40％	0.7782	0.7910	0.7793	0.7836	0.7916	0.7867	0.7884
50％	0.7423	0.7408	0.7423	0.7467	0.7532	0.7500	0.7414
								60％	0.7012	0.7058	0.6973	0.7001	0.7117	0.6987	0.7090

TABLE 3 trailer saturation flow correction factor

	5m	10m	15m	20m	25m	30m	35m
								0％	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000
10％	0.8735	0.9002	0.8731	0.8905	0.8846	0.8912	0.8932
								20％	0.8095	0.8071	0.7846	0.8052	0.7897	0.8125	0.8146
30％	0.7262	0.7550	0.7221	0.7391	0.7426	0.7423	0.7468
								40％	0.6607	0.6851	0.6640	0.6916	0.6743	0.6798	0.6917
50％	0.6116	0.6208	0.6113	0.6353	0.6221	0.6341	0.6447
								60％	0.5699	0.5854	0.5559	0.5918	0.5809	0.6004	0.5923
	40m	45m	50m	55m	60m	65m	70m
								0％	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000
10％	0.9022	0.8977	0.8970	0.8948	0.9051	0.9056	0.9049
								20％	0.8167	0.8253	0.8107	0.8253	0.8312	0.8234	0.8336
30％	0.7580	0.7630	0.7546	0.7557	0.7718	0.7698	0.7768
								40％	0.7032	0.7097	0.7035	0.7056	0.7165	0.7104	0.7177
50％	0.6491	0.6531	0.6535	0.6554	0.6625	0.6620	0.6684
								60％	0.6040	0.6093	0.6067	0.6094	0.6174	0.6200	0.6197

II. When in use

Then, the calculation formula is:

wherein,

for class k trucks, i.e. relative coefficient of mixing ratio

Correction system for k-type truck under condition of ith radius and jth mixing proportionThe number of the first and second groups is,the correction coefficient of the k-type truck under the condition of the ith radius and the (j +1) th mixed row proportion is obtained;

III when

Then, the calculation formula is:

wherein,

as a coefficient of radius of class k trucks, i.e.

The correction coefficient of the k-type truck under the condition of the ith radius and the jth mixing proportion,the correction coefficient of the k-type truck under the conditions of i +1 radius and j mixed row proportion;

IV when

Then, the calculation formula is:

the minimum safe distance track curve interval calculation method comprises the following steps:

let AC and BD be an intersection, and the width of the B, D opening is l₁A, C mouth width l₂(ii) a Taking an intersection B entrance lane as an example, the left-turn lane 2 is a special left-turn lane for trucks, and the entrance radius of the left-turn lane is y₁Exit radius x₁Then average radius of left turn of truck

Because of the symmetry of the opposite approach path at the intersection, the average radius of the left turn of the opposite truck is also d₁；

From the geometric relationship, it is known that when d₁When the sum delta d and the delta l are on the same straight line, the distance between the freight car running curves of the special left-turn lanes for the opposite freight cars is the minimum, wherein the delta l is the distance between the rectangular diagonals of the intersection; then the minimum distance between the freight car running curves of the special left-turn lanes of the opposite freight cars is calculated according to the formula:

the invention has the technical characteristics and effects that:

1. the invention provides a novel canalization form of a special left-turn lane for a separate truck, which not only eliminates the mutual interference between a left-turn passenger car and the left-turn truck, but also properly increases the turning radius of the left-turn truck, thereby improving the release efficiency of the vehicle, specifically obtains the special left-turn lane setting condition for the truck through theoretical analysis, obtains a typical type truck saturation flow rate correction coefficient by utilizing a simulation experiment, establishes a special left-turn lane setting critical condition model for the truck, and provides a calculation method of the special left-turn lane setting condition for the truck;

2. according to the method, the right setting condition of the left-turning lane special for the truck is given through deep analysis of the right dominant condition and the right critical condition;

3. the invention designs a left-turn lane mark special for a truck, and indicates that a left-turn waiting area is not set under the condition that the left-turn lane is arranged at the right, and the original left-turn waiting area is reserved under the condition that the left-turn lane is not arranged at the right;

4. the invention also provides an intersection signal timing method under the condition of adapting to the left-turn lane special for the separate truck, so that the control effect of the straight lane special for the truck is optimal.

Drawings

FIG. 1: the left-turn lane setting mode and the passing mode are available. 11. The 12 lanes are the left-turn lanes for mixed traffic of passengers and goods.

FIG. 2: the novel truck special left-turn lane setting form and the passing mode. The 21 lanes are special lanes for left turning of the passenger car, and the 22 lanes are special lanes for left turning of the truck.

FIG. 3: the saturated flow rate of the truck is along the curve of the turning radius.

FIG. 4: the right side of the left-turn lane is the geometric condition of the truck. And a left-turn lane passing mode special for the split truck.

FIG. 5: the optimal position schematic diagram is arranged at the right side of the left-turn lane. And a separated type special lane passing mode for the truck.

FIG. 6: the truck is a left-turn lane marker.

FIG. 7: and (4) analyzing conflict between the split type double left-turn i 1 phases and the i phases. The last direct vehicle at the last stage of the i 1 th phase green light conflicts with the left-turning first vehicle at the early stage of the i 1 th phase green light.

FIG. 8: and (4) analyzing conflict between the split type double left-turn i phases and the i +1 phases. The last left-turn vehicle at the last stage of the i-th phase green light conflicts with the first straight-ahead vehicle at the initial stage of the i + 1-th phase green light.

Detailed Description

Aiming at a plane intersection of a surrounding city road and an urban road at the periphery of a city, the surrounding city road is a main channel for a truck to enter a highway, and a large number of trucks can enter the surrounding city road by turning left on an urban trunk road. The operating efficiency of the intersection depends on the saturation flow rate of the vehicle release; compared with a passenger car, the truck has the characteristics of large volume, low speed, poor maneuvering performance and the like. The interference among the passenger vehicles and the freight vehicles is intensified along with the increase of the proportion of the freight vehicles, and the left turn release efficiency of the intersection under the condition of mixed passenger and freight is inevitably greatly influenced. The invention reduces the interference of mixed passenger and goods by arranging the special left-turn lane for the truck, increases the turning radius of the left-turn truck and ensures the high-efficiency left-turn release efficiency. On one hand, the method obtains the setting conditions of the truck special left-turn lane through theoretical analysis, obtains the saturation flow rate correction coefficient of the typical truck by utilizing a simulation experiment, establishes a critical condition setting model of the truck special left-turn lane, and provides a calculation method of the setting conditions of the truck special left-turn lane; on the other hand, the right setting condition of the left-turning lane special for the truck is given through analyzing the right dominant condition and the right critical condition; and finally, providing a signal timing scheme suitable for the left-turn lane of the separated special truck. The design can make up the blank in the design field of the left-turn lane special for the truck, and optimize the channelized design and signal timing of the special intersection.

The invention aims to overcome the defects of canalization design of the existing plane intersection and provides a design method for setting a left-turn lane special for a separate truck, and the scheme adopted by the invention is as follows:

the method for determining the left-turn lane setting special for the separated truck comprises the following steps:

(1) analyzing the setting form of the left-turn lane special for the separated truck:

the original left-turn lane passing mode is that passengers and cargoes pass through an intersection in a mixed mode, and the large-sized vehicle needs to turn left from the leftmost side of an entrance lane, as shown in figure 1; the novel left-turn lane passing mode is to separate a passenger car and a freight car and set a separated left-turn lane group to enable the passenger car and the freight car to be completely separated and pass through an intersection, and the left-turn radius of the freight car is met, as shown in fig. 2.

(2) And (3) analyzing the setting conditions of the left-turn lane special for the truck:

1. critical condition for left-turn lane of truck

The critical conditions are set for the left-turn lane special for the truck:

wherein,

the saturation flow rate of the mixed traffic lane under the conditions of radius r and mixed traffic proportion p is obtained;

the saturation flow rate of the special lane of the passenger car under the condition of radius r;

the saturation flow rate of the truck-dedicated lane under the condition of radius r;

the ratio of the number of the vehicles of each type of typical trucks to the total left-turn vehicle is p₁、p₂、p₃(ii) a The proportion of the left-turn truck to the total number of the left-turn trucks is eta respectively₁、η₂、η₃(ii) a The two proportional relations are

Where k is 1, 2, 3(1 stands for large truck, 2 stands for container truck, 3 stands for trailer, which isThe length of the body of the medium and large truck is about 10m, the length of the body of the container truck is about 14m, and the length of the body of the trailer truck is about 1 gm); p is the proportion of the total amount of left-turning trucks to the total amount of left-turning vehicles;

comprehensive correction coefficient of mixed roadThe calculation formula is as follows:

<math> <mrow> <mover> <mi>ϵ</mi> <mo>&OverBar;</mo> </mover> <mo>=</mo> <mfrac> <mrow> <msubsup> <mi>ϵ</mi> <mn>1</mn> <mrow> <msub> <mi>r</mi> <mn>1</mn> </msub> <mo>,</mo> <msub> <mi>p</mi> <mn>1</mn> </msub> </mrow> </msubsup> <mo>×</mo> <msub> <mi>p</mi> <mn>1</mn> </msub> <mo>+</mo> <msubsup> <mi>ϵ</mi> <mn>2</mn> <mrow> <msub> <mi>r</mi> <mn>2</mn> </msub> <mo>,</mo> <msub> <mi>p</mi> <mn>2</mn> </msub> </mrow> </msubsup> <mo>×</mo> <msub> <mi>p</mi> <mn>2</mn> </msub> <mo>+</mo> <msubsup> <mi>ϵ</mi> <mn>3</mn> <mrow> <msub> <mi>r</mi> <mn>3</mn> </msub> <mo>,</mo> <msub> <mi>p</mi> <mn>3</mn> </msub> </mrow> </msubsup> <mo>×</mo> <msub> <mi>p</mi> <mn>3</mn> </msub> </mrow> <mrow> <munderover> <mi>Σ</mi> <mrow> <mi>k</mi> <mo>=</mo> <mn>1</mn> </mrow> <mn>3</mn> </munderover> <msub> <mi>p</mi> <mi>k</mi> </msub> </mrow> </mfrac> <mo>;</mo> </mrow> </math>

wherein,

for trucks at radius r₁(r₂、r₃) Ratio p of freight car₁(p₂、p₃) A correction factor under the condition;

comprehensive correction coefficient of truck lane

The calculation formula is as follows:

<math> <mrow> <msup> <mover> <mi>ϵ</mi> <mo>&OverBar;</mo> </mover> <mo>′</mo> </msup> <mo>=</mo> <mfrac> <mrow> <msubsup> <mi>ϵ</mi> <mn>1</mn> <mrow> <msub> <mi>r</mi> <mn>1</mn> </msub> <mo>,</mo> <mn>100</mn> <mo>%</mo> </mrow> </msubsup> <mo>×</mo> <msub> <mi>η</mi> <mn>1</mn> </msub> <mo>+</mo> <msubsup> <mi>ϵ</mi> <mn>2</mn> <mrow> <msub> <mi>r</mi> <mn>2</mn> </msub> <mo>,</mo> <mn>100</mn> <mo>%</mo> </mrow> </msubsup> <mo>×</mo> <msub> <mi>η</mi> <mn>2</mn> </msub> <mo>+</mo> <msubsup> <mi>ϵ</mi> <mn>3</mn> <mrow> <msub> <mi>r</mi> <mn>3</mn> </msub> <mo>,</mo> <mn>100</mn> <mo>%</mo> </mrow> </msubsup> <mo>×</mo> <msub> <mi>η</mi> <mn>3</mn> </msub> </mrow> <mrow> <munderover> <mi>Σ</mi> <mrow> <mi>k</mi> <mo>=</mo> <mn>1</mn> </mrow> <mn>3</mn> </munderover> <msub> <mi>η</mi> <mi>k</mi> </msub> </mrow> </mfrac> <mo>;</mo> </mrow> </math>

wherein,

for trucks at radius r₁(r₂、r₃) And the correction coefficient under the condition of 100% of the truck proportion;

and substituting each correction coefficient into:

due to the fact thatElimination

The simplification is as follows:

and when the inequality relation is met, setting a left-turning lane special for the truck, otherwise, not setting the left-turning lane special for the truck.

2. Typical type truck correction factor

Correction coefficients of different turning radii and different mixing proportions of various typical trucks are as follows:

TABLE 4 Large truck saturated flow Rate correction factor

	5m	10m	15m	20m	25m	30m	35m
									0％	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000
10％	0.9375	0.9279	0.9279	0.9267	0.9220	0.9271	0.9417
								20％	0.8586	0.8758	0.8667	0.8712	0.8550	0.8710	0.8787
30％	0.8304	0.8315	0.8072	0.8301	0.8227	0.8289	0.8374
								40％	0.7634	0.7871	0.7676	0.7874	0.7734	0.7854	0.8028
50％	0.7247	0.7273	0.7252	0.7480	0.7366	0.7496	0.7615
								60％	0.6905	0.7073	0.6910	0.7077	0.7005	0.7104	0.7236
	40m	45m	50m	55m	60m	65m	70m
								0％	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000
10％	0.9348	0.9398	0.9307	0.9442	0.9397	0.9319	0.9324
								20％	0.8871	0.8935	0.8841	0.8921	0.8883	0.8831	0.8827
30％	0.8441	0.8427	0.8443	0.8526	0.8548	0.8441	0.8440
								40％	0.8108	0.8072	0.8007	0.8096	0.8088	0.8045	0.8157

50％	0.7658	0.7698	0.7603	0.7762	0.7658	0.7737	0.7707
								60％	0.7345	0.7356	0.7247	0.7338	0.7336	0.7301	0.7383

TABLE 5 correction coefficient for saturated flow rate of container vehicle

TABLE 6 trailer saturation flow correction factor

Saturated flow rate correction coefficient for various types of typical truck-dedicated lanes:

TABLE 7 correction coefficient of saturation flow rate of special lane for each type of typical truck

5m

10m

15m

20m

25m

30m

35m

Large truck	0.5476	0.5987	0.5829	0.6071	0.5776	0.6136	0.6037
								Container vehicle	0.5134	0.5532	0.5308	0.5499	0.5640	0.5555	0.5850
Trailer vehicle	0.4479	0.4579	0.4155	0.4444	0.4559	0.4635	0.4513
									40m	45m	50m	55m	60m	65m	70m
Large truck	0.6243	0.6278	0.6070	0.6149	0.6231	0.6347	0.6332
								Container vehicle	0.5760	0.5839	0.5894	0.5973	0.5946	0.5810	0.5843
Trailer vehicle	0.4912	0.4892	0.4747	0.4710	0.4775	0.5070	0.5078

3. A typical truck correction coefficient calculation method comprises the following steps:

in practical situation, the correction coefficients are respectively corrected for various typical trucks according to different turning radii and mixed-line proportion conditions

The calculation method of (a) is as follows:

I. when in use

While, get throughThe correction coefficients of the trucks of the corresponding types can be obtained by inquiring the tables 1, 2 and 3; (Table 1 shows the correction coefficient of the saturation flow rate of a large truck; Table 2 shows the correction coefficient of the saturation flow rate of a container truck; and Table 3 shows the correction coefficient of the saturation flow rate of a trailer.) wherein r_kThe turning radius of a k-type truck under the actual condition;for the ith radius in the class k truck correction coefficient table,

p_kthe proportion of k types of left-turning trucks to the total number of left-turning vehicles under actual conditions (hereinafter referred to as mixed-driving proportion);for the jth mixing proportion in the correction coefficient table of the k-type truck,

II. When in use

Then, the calculation formula is:

wherein,

for class k trucks, i.e. relative coefficient of mixing ratio

The correction coefficient of the k-type truck under the condition of the ith radius and the jth (j +1) mixing proportion is obtained;

III when

Then, the calculation formula is:

wherein,as a coefficient of radius of class k trucks, i.e.

The correction coefficient of the k-type truck under the condition of the ith (i +1) radius and the jth mixing proportion is obtained;

IV when

Then, the calculation formula is:

the parameter meanings are the same as above;

the correction coefficients of various typical trucks under actual conditions can be calculated through the calculation formulas, namely

Wherein

Is radius r₁(r₂、r₃) Mixed running proportion p of truck₁(p₂、p₃) A correction factor under the condition;

and judging whether a truck special left-turn lane is set or not according to the calculated correction coefficients of various trucks and the calculation of the setting critical condition of the truck special left-turn lane.

(3) Analyzing the right-hand condition of the left-turn lane special for the truck:

1. right-hand dominant condition analysis

I meeting vehicle performance requirements

Because the performances of the trucks are smaller, the buses have obvious difference, particularly the trucks need larger radius when turning, and the minimum turning radius of the common articulated vehicle is 10.5-12.5 m, the arrangement of an intersection entrance lane is changed, and a left-turning lane special for the trucks is arranged at the right, so that the turning radius can be increased to meet the turning requirement of the trucks, and the stability and the smoothness of the left-turning of the trucks passing through the intersection are further ensured;

II left turn saturation flow rate increase

The VISSIM simulation is utilized to obtain the change curve of the saturation flow rate of various typical large trucks under different turning radiuses, the left-turning saturation flow rate of various typical trucks is increased along with the increase of the turning radiuses, and the advantage that the truck special left-turning lane is arranged at the right is explained. As shown in fig. 3.

2. Right side critical condition analysis

It is assumed that the intersection has symmetry with respect to the entrance lane arrangement, as shown in fig. 4. The critical condition for right arrangement of the left-turn lane special for the truck is that the distance between truck running curves of the left-turn lane special for the opposite truck is met

Wherein

Is the minimum safe distance.

I, a minimum safe distance calculation method:

with the vehicle driving side clearance δ as the minimum safe distance, the calculation formula is as follows: δ 0.7+0.02 (v)₁+v₂) (ii) a Wherein v is₁(v₂) The vehicle speed for the present (opposite) vehicle;

assuming that the arrangement form of the opposite approach lane at the intersection has symmetry, i.e. v₁＝v₂(ii) a The method is simplified as follows: δ is 0.7+0.04 v; wherein v is the running average speed of the left-turn truck;

the relationship between the turning radius r of the intersection and the turning running vehicle speed v is as follows:wherein,

is a vehicle type coefficient; alpha is the slope of the turning road; when the vehicle type is large-sized vehicle

The level of the intersection plane, namely alpha is 0; then there are:

II, a track curve interval calculation method:

the blue rectangle in FIG. 4 is the boundary of the intersection, and the width of the B, D opening is l₁A, C mouth width l₂(ii) a Taking the intersection B entrance lane as an example, the left-turn lane 2 is a special truckUsing a left-turn lane with an entry radius of y₁Exit radius x₁Then average radius of left turn of truck

Due to the symmetry of the intersection approach lane, it is clear that the average radius of the left turn of the oncoming truck is also d₁；

III critical condition determination:

the right-arranged discriminant formula of the left-turn lane special for the truck is as follows:

IV analysis of other constraints:

firstly, as shown in FIG. 5, the red indicating arrow at the intersection B entrance lane represents the running curve of the truck left-turn lane vehicle when x is₁＝y₁When it is determined that the left-turn lane is set to the optimum position, where y₁Is the inlet radius, x₁Is the exit radius; although the saturated flow rate of the left-turn lane special for the truck can be increased by continuously placing the truck at the right side, the improvement effect is not obvious, and the running time of the truck in the intersection is increased by placing the truck at the right side in a transition manner, but the delay is increased, so that the truck can not be placed at the right side blindly;

secondly, the right position of the left-turn lane is a novel entrance way arrangement mode, drivers in China generally know that the left-turn lane is on the left side of the entrance way of the intersection, and obviously the left-turn lane is contrary to the left-turn driving habit of the drivers, so that the reasonable right position of the left-turn lane needs to be deeply researched and analyzed.

(4) Split left turn lane assist condition analysis

1. Left-turn lane mark special for truck

The invention relates to a left-turn lane special for a truck, which is a novel intersection entrance lane arrangement mode, and a mark suitable for the left-turn lane special for the truck is redesigned, as shown in fig. 6.

2. Left-hand bend waiting-to-turn area setting

For the right truck special left-turn lane, a left-turn waiting area is not arranged, the invention mainly considers that the interference of the right truck left-turn lane vehicle on the same-direction straight driving is avoided, in addition, the invention also considers that a certain safety distance is kept between the right truck left-turn lane vehicle and the opposite right truck left-turn lane vehicle, so the right truck left-turn lane is not provided with the left-turn waiting area; but the original left-turning waiting area is still reserved for the left-turning lane special for the truck which is not arranged on the right.

(5) Intersection signal timing method of left-turn lane special for separate truck

1. Split left turn lane traffic conflict analysis

Fig. 7 and 8 are diagrams illustrating a collision analysis between a left-turning vehicle in the phase i (split left-turn phase) and an adjacent phase under the split-type (split) dedicated dual left-turn lane setting condition, according to the legend, the following conditions are satisfied for the green light interval time between the phases i-1 and i and between the phases i and i + 1:

I. green lamp interval time between i-1 and i phase

For the conditions satisfied by the interval between the i-1 phase and the i-phase, taking FIG. 7 as an example, the end of the i-1 phase green light is the time when the straight end car reaches the conflict points 71, 72

Only the following requirements are met:wherein, t_sFor a safe interval time (typically taken to be 2s),the green lamp interval(s) between the i-1 th phase and the i-th phase under the split condition.

II. Green lamp interval time between i and i +1 phase

For the condition that the interval time between the i phase and the i +1 phase is satisfied, taking fig. 8 as an example, the time when the last left-turn car of the i phase green light terminal reaches the conflict point 1, 2, 3, 4 is respectively

The time when the initial straight-ahead first vehicle of the i +1 phase green light reaches the conflict point 1, 2, 3 and 4 is respectivelyOnly the following requirements are met:

then the green interval between the ith phase and the (i +1) th phase is

Wherein,

the green light interval time alternative value of the conflict between the left-side direct driving and the left-turning vehicle,

and selecting the green light interval time alternative value of the right-side direct driving vehicle and the left-turning vehicle.

2. Intersection signal timing

Signal total loss under special passenger and cargo lane conditionTime of loss L_tThe calculation formula is as follows:

wherein L is_sGreen light initial loss time(s);

the green lamp interval time(s) between the ith phase and the (i +1) th phase; a is the duration(s) of a yellow light, and is generally taken as 3 s; i is the number of phases.

wherein Y is_tIs the sum of the maximum flow ratios of the phases.

The present invention will be described in further detail with reference to the following embodiments and the accompanying drawings.

Special left-turn lane arrangement form for one-and-separate truck

1. Original road passing mode

The original left-turn lane traffic mode is that passengers and cargoes pass through the intersection in a mixed mode, and the large-sized vehicle needs to turn left from the leftmost side of the entrance lane, as shown in fig. 1.

2. Novel road passing mode

The novel left-turn lane passing mode is to separate a passenger car and a freight car and set a separated left-turn lane group to enable the passenger car and the freight car to be completely separated and pass through an intersection, and the left-turn radius of the freight car is met, as shown in fig. 2.

Setting condition analysis of left-turn lane special for separated truck

1. Analysis of left-turn lane setting conditions for trucks

1.1 set up critical conditions for left-turn lane special for truck

The invention considers that whether the truck-dedicated left-turn lane is set or not is determined by comparing saturated release flow rates before and after the truck-dedicated left-turn lane is set, and the critical condition of the truck-dedicated left-turn lane is set as shown in the formula (1):

<math> <mrow> <mn>2</mn> <msubsup> <mi>S</mi> <mi>mix</mi> <mrow> <mi>r</mi> <mo>,</mo> <mi>p</mi> </mrow> </msubsup> <mo>≤</mo> <msubsup> <mi>S</mi> <mi>car</mi> <mi>r</mi> </msubsup> <mo>+</mo> <msubsup> <mi>S</mi> <mi>truck</mi> <mi>r</mi> </msubsup> <mo>-</mo> <mo>-</mo> <mo>-</mo> <mrow> <mo>(</mo> <mn>1</mn> <mo>)</mo> </mrow> </mrow> </math>

wherein,

based on the above analysis, the present invention considers that the saturation flow rate of a truck is calculated and expressed by using the correction coefficient of the saturation flow rate of various typical trucks, i.e., a large truck (the length of the truck body is about 10 m), a container truck (the length of the truck body is about 14 m), and a trailer truck (the length of the truck body is about 18 m), relative to the saturation flow rate of a passenger car. In practical situations, the types of trucks are not single types, so that a comprehensive description of the types of typical trucks is needed, which is described in detail below:

firstly, the ratio of the number of the vehicles of each type of typical truck to the total left-turn vehicle is respectivelyIs p₁、p₂、p₃(ii) a The proportion of the left-turn truck to the total number of the left-turn trucks is eta respectively₁、η₂、η₃(ii) a The two proportional relations are

Where k is 1, 2, 3(1 stands for large truck, 2 stands for container truck, 3 stands for trailer); and p is the proportion of the total amount of the left-turning trucks to the total amount of the left-turning vehicles.

Comprehensive correction coefficient of mixed road

The calculation formula is as follows:

<math> <mrow> <mover> <mi>ϵ</mi> <mo>&OverBar;</mo> </mover> <mo>=</mo> <mfrac> <mrow> <msubsup> <mi>ϵ</mi> <mn>1</mn> <mrow> <msub> <mi>r</mi> <mn>1</mn> </msub> <mo>,</mo> <msub> <mi>p</mi> <mn>1</mn> </msub> </mrow> </msubsup> <mo>×</mo> <msub> <mi>p</mi> <mn>1</mn> </msub> <mo>+</mo> <msubsup> <mi>ϵ</mi> <mn>2</mn> <mrow> <msub> <mi>r</mi> <mn>2</mn> </msub> <mo>,</mo> <msub> <mi>p</mi> <mn>2</mn> </msub> </mrow> </msubsup> <mo>×</mo> <msub> <mi>p</mi> <mn>2</mn> </msub> <mo>+</mo> <msubsup> <mi>ϵ</mi> <mn>3</mn> <mrow> <msub> <mi>r</mi> <mn>3</mn> </msub> <mo>,</mo> <msub> <mi>p</mi> <mn>3</mn> </msub> </mrow> </msubsup> <mo>×</mo> <msub> <mi>p</mi> <mn>3</mn> </msub> </mrow> <mrow> <munderover> <mi>Σ</mi> <mrow> <mi>k</mi> <mo>=</mo> <mn>1</mn> </mrow> <mn>3</mn> </munderover> <msub> <mi>p</mi> <mi>k</mi> </msub> </mrow> </mfrac> <mo>-</mo> <mo>-</mo> <mo>-</mo> <mrow> <mo>(</mo> <mn>2</mn> <mo>)</mo> </mrow> </mrow> </math>

wherein,for trucks at radius r₁(r₂、r₃) Ratio p of freight car₁(p₂、p₃) A correction factor under the condition;

comprehensive correction coefficient of special lane for truck

The calculation formula is as follows:

<math> <mrow> <msup> <mover> <mi>ϵ</mi> <mo>&OverBar;</mo> </mover> <mo>′</mo> </msup> <mo>=</mo> <mfrac> <mrow> <msubsup> <mi>ϵ</mi> <mn>1</mn> <mrow> <msub> <mi>r</mi> <mn>1</mn> </msub> <mo>,</mo> <mn>100</mn> <mo>%</mo> </mrow> </msubsup> <mo>×</mo> <msub> <mi>η</mi> <mn>1</mn> </msub> <mo>+</mo> <msubsup> <mi>ϵ</mi> <mn>2</mn> <mrow> <msub> <mi>r</mi> <mn>2</mn> </msub> <mo>,</mo> <mn>100</mn> <mo>%</mo> </mrow> </msubsup> <mo>×</mo> <msub> <mi>η</mi> <mn>2</mn> </msub> <mo>+</mo> <msubsup> <mi>ϵ</mi> <mn>3</mn> <mrow> <msub> <mi>r</mi> <mn>3</mn> </msub> <mo>,</mo> <mn>100</mn> <mo>%</mo> </mrow> </msubsup> <mo>×</mo> <msub> <mi>η</mi> <mn>3</mn> </msub> </mrow> <mrow> <munderover> <mi>Σ</mi> <mrow> <mi>k</mi> <mo>=</mo> <mn>1</mn> </mrow> <mn>3</mn> </munderover> <msub> <mi>η</mi> <mi>k</mi> </msub> </mrow> </mfrac> <mo>-</mo> <mo>-</mo> <mo>-</mo> <mrow> <mo>(</mo> <mn>3</mn> <mo>)</mo> </mrow> </mrow> </math>

wherein,

the correction coefficients are substituted into formula (1) to obtain:

<math> <mrow> <mn>2</mn> <msubsup> <mi>S</mi> <mi>car</mi> <mi>r</mi> </msubsup> <mo>×</mo> <mover> <mi>ϵ</mi> <mo>&OverBar;</mo> </mover> <mo>≤</mo> <msubsup> <mi>S</mi> <mi>car</mi> <mi>r</mi> </msubsup> <mo>+</mo> <msubsup> <mi>S</mi> <mi>car</mi> <mi>r</mi> </msubsup> <mo>×</mo> <msup> <mover> <mi>ϵ</mi> <mo>&OverBar;</mo> </mover> <mo>′</mo> </msup> <mo>-</mo> <mo>-</mo> <mo>-</mo> <mrow> <mo>(</mo> <mn>4</mn> <mo>)</mo> </mrow> </mrow> </math>

due to the fact that

Elimination

(4) The formula is simplified as follows:

<math> <mrow> <mn>2</mn> <mover> <mi>ϵ</mi> <mo>&OverBar;</mo> </mover> <mo>≤</mo> <mn>1</mn> <mo>+</mo> <msup> <mover> <mi>ϵ</mi> <mo>&OverBar;</mo> </mover> <mo>′</mo> </msup> <mo>-</mo> <mo>-</mo> <mo>-</mo> <mrow> <mo>(</mo> <mn>5</mn> <mo>)</mo> </mrow> </mrow> </math>

therefore, the truck-dedicated left-turn lane is set when the inequality relation of the above equations is satisfied, and the truck-dedicated left-turn lane is not set otherwise.

1.2 typical type truck correction factor

The invention utilizes VISSIM simulation to obtain the saturated flow rate correction coefficients of various typical trucks under the conditions of different turning radii (5-70 m) and mixed traffic proportions (0-60%), and the saturated flow rate correction coefficients of special truck left-turn lanes (the mixed traffic proportions of the trucks are 100%) under the conditions of various typical trucks.

The correction coefficients of different turning radii and different mixing proportions of various typical trucks are shown in tables 1, 2 and 3; wherein, table 1 is the large truck saturation flow rate correction coefficient; table 2 shows the container vehicle saturation flow rate correction factor; table 3 shows trailer saturation flow rate correction factors.

TABLE 8 Large truck saturated flow Rate correction factor

	5m	10m	15m	20m	25m	30m	35m
									0％	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000
10％	0.9375	0.9279	0.9279	0.9267	0.9220	0.9271	0.9417
								20％	0.8586	0.8758	0.8667	0.8712	0.8550	0.8710	0.8787
30％	0.8304	0.8315	0.8072	0.8301	0.8227	0.8289	0.8374
								40％	0.7634	0.7871	0.7676	0.7874	0.7734	0.7854	0.8028
50％	0.7247	0.7273	0.7252	0.7480	0.7366	0.7496	0.7615
								60％	0.6905	0.7073	0.6910	0.7077	0.7005	0.7104	0.7236
	40m	45m	50m	55m	60m	65m	70m

0％	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000
								10％	0.9348	0.9398	0.9307	0.9442	0.9397	0.9319	0.9324
20％	0.8871	0.8935	0.8841	0.8921	0.8883	0.8831	0.8827
								30％	0.8441	0.8427	0.8443	0.8526	0.8548	0.8441	0.8440
40％	0.8108	0.8072	0.8007	0.8096	0.8088	0.8045	0.8157
								50％	0.7658	0.7698	0.7603	0.7762	0.7658	0.7737	0.7707
60％	0.7345	0.7356	0.7247	0.7338	0.7336	0.7301	0.7383

TABLE 9 correction coefficient for saturated flow rate of container vehicle

TABLE 10 trailer saturation flow correction factor

	5m	10m	15m	20m	25m	30m	35m
									0％	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000
10％	0.8735	0.9002	0.8731	0.8905	0.8846	0.8912	0.8932
								20％	0.8095	0.8071	0.7846	0.8052	0.7897	0.8125	0.8146
30％	0.7262	0.7550	0.7221	0.7391	0.7426	0.7423	0.7468
								40％	0.6607	0.6851	0.6640	0.6916	0.6743	0.6798	0.6917
50％	0.6116	0.6208	0.6113	0.6353	0.6221	0.6341	0.6447
								60％	0.5699	0.5854	0.5559	0.5918	0.5809	0.6004	0.5923
	40m	45m	50m	55m	60m	65m	70m
								0％	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000	1.0000
10％	0.9022	0.8977	0.8970	0.8948	0.9051	0.9056	0.9049
								20％	0.8167	0.8253	0.8107	0.8253	0.8312	0.8234	0.8336
30％	0.7580	0.7630	0.7546	0.7557	0.7718	0.7698	0.7768
								40％	0.7032	0.7097	0.7035	0.7056	0.7165	0.7104	0.7177

50％	0.6491	0.6531	0.6535	0.6554	0.6625	0.6620	0.6684
								60％	0.6040	0.6093	0.6067	0.6094	0.6174	0.6200	0.6197

The saturated flow rate correction coefficients for various typical truck-dedicated lanes are shown in table 4:

TABLE 11 correction coefficient of saturation flow rate of each type of typical truck dedicated lane

	5m	10m	15m	20m	25m	30m	35m
								Large truck	0.5476	0.5987	0.5829	0.6071	0.5776	0.6136	0.6037
Container vehicle	0.5134	0.5532	0.5308	0.5499	0.5640	0.5555	0.5850
								Trailer vehicle	0.4479	0.4579	0.4155	0.4444	0.4559	0.4635	0.4513
	40m	45m	50m	55m	60m	65m	70m
								Large truck	0.6243	0.6278	0.6070	0.6149	0.6231	0.6347	0.6332
Container vehicle	0.5760	0.5839	0.5894	0.5973	0.5946	0.5810	0.5843
								Trailer vehicle	0.4912	0.4892	0.4747	0.4710	0.4775	0.5070	0.5078

1.3 typical truck correction coefficient calculation method

In practice, the needleCorrecting coefficients for various typical trucks under different turning radius and mixed-running proportion conditions

The calculation method of (a) is as follows:

I. when in use

In time, the correction coefficients of the corresponding types of trucks can be obtained by inquiring the table 1, the table 2 and the table 3; (Table 1 shows a large truck saturation flow rate correction factor; Table 2 shows a container vehicle saturation flow rate correction factor; Table 3 shows a trailer saturation flow rate correction factor.) for example, in a large truck saturation flow rate correction factor,

turning radius of specific truck type of truck

r_{k}^{i + 1} = r_{k}^{i} + 5 = r_{k}^{} + 5 = 10 m,

p_{k}^{} = p_{k} = 0,

p_{k}^{j + 1} = p_{k}^{j} + 10 % = p_{k}^{} + 10 % = 10 %,

The look-up table for the saturation flow rate correction factor of a large truck gives 0.9279, and the rest can be analogized accordingly.

Wherein r is_kThe turning radius of a k-type truck under the actual condition;for the ith radius in the class k truck correction coefficient table,

p_kthe proportion of k types of left-turning trucks to the total number of left-turning vehicles under actual conditions (hereinafter referred to as mixed-driving proportion);

II. When in use

Then, the calculation is performed according to equation (6):

wherein,

for class k trucks, i.e. relative coefficient of mixing ratio

Correction coefficient of k-type truck under the condition of ith radius and jth (j +1) mixing proportion；

III when

Then, it is calculated according to equation (7):

wherein,

as a coefficient of radius of class k trucks, i.e.

IV when

Then, the calculation is performed according to equation (8):

the correction coefficients of various typical trucks under actual conditions can be calculated through the calculation formulas (6) to (8), namely

Wherein

and (4) according to the calculated correction coefficients of various trucks, calculating and judging whether a truck-dedicated left-turn lane is set according to the formulas (1) to (5).

2 analysis of right-hand condition of left-turn lane special for truck

2.1 Right-positioned dominance Condition analysis

I. Meet vehicle performance requirements

Because the performances of the trucks are smaller, the trucks have obvious difference, particularly the trucks need larger radius when turning, the minimum turning radius of the common articulated vehicle is 10.5-12.5 m, and the special left-turning lane for the trucks is arranged at the right by changing the arrangement of the inlet lane of the intersection, so that the turning radius can be improved to meet the turning requirement of the trucks, and the stability and the smoothness of the left-turning passing intersection of the trucks are further ensured.

II. Left turn saturation flow rate increase

VISSIM simulation is utilized to obtain the change curve of the saturation flow rate of various typical large trucks under different turning radiuses, as shown in figure 3:

as can be seen from FIG. 3, the left turn saturation flow rates of various typical trucks increase with increasing turning radius, illustrating the advantage of right-hand placement of the truck-specific left-turn lanes.

2.2 Right Critical Condition analysis

Wherein

Is the minimum safe distance.

I. The minimum safe distance calculation method comprises the following steps:

with the vehicle driving side clearance δ as the minimum safe distance, the calculation formula is as follows:

δ＝0.7+0.02(v₁+v₂)(9)

wherein v is₁(v₂) The vehicle speed for the present (opposite) vehicle;

assuming that the arrangement form of the opposite approach lane at the intersection has symmetry, the speeds of the outside left-turning vehicles are consistent, namely v₁＝v₂(ii) a The original formula is simplified as follows:

δ＝0.7+0.04v (10)

wherein v is the running average speed of the left-turn truck;

the intersection turning radius r and the turning running vehicle speed v are related to the formula (11):

wherein,

is a vehicle type coefficient; alpha is the slope of the turning road;

when the vehicle type is large-sized vehicle

The level of the intersection plane, namely alpha is 0; the simultaneous equations (10) and (11) are then reduced to:

II. The track curve spacing calculation method comprises the following steps:

the blue rectangle in FIG. 4 is the boundary of the intersection, and the width of the B, D opening is l₁A, C mouth width l₂(ii) a Taking an intersection B entrance lane as an example, the left-turn lane 2 is a special left-turn lane for trucks, and the entrance radius of the left-turn lane is y₁Exit radius x₁Then average radius of left turn of truck

From the geometric relationship, it is known that when d₁When the sum delta d and the delta l are on the same straight line, the distance between the freight car running curves of the special left-turn lanes for the opposite freight cars is the minimum, wherein the delta l is the opposite angle of the rectangle of the intersectionA line distance; then the minimum distance between the freight car running curves of the special left-turn lanes of the opposite freight cars is calculated according to the formula:

III, determining critical conditions:

according to the method for calculating the distance between the freight car running curves of the special left-turn lane for the freight car and the method for calculating the minimum safe distance between the cars running in opposite directions based on the geometric dimension of the intersection, the feasibility of right arrangement of the special left-turn lane for the freight car can be judged, and the formula is shown as follows:

IV, analysis of other constraints:

firstly, as shown in FIG. 5, the red indicating arrow at the intersection B entrance lane represents the running curve of the truck left-turn lane vehicle when x is₁＝y₁When it is determined that the left-turn lane is set to the optimum position, where y₁Is the inlet radius, x₁Is the exit radius; although the saturation flow rate of the left-turn lane special for the truck can be increased by continuously placing the truck at the right position, the improvement effect is remarkable, and the transition right position can increase the running time of the truck in the intersection and cause the increase of delay, so that the blind right position cannot be suggested；

3. Split left turn lane assist condition analysis

3.1 left-turn lane marker special for truck

3.2 left-hand bend waiting-to-turn zone setting

Intersection signal timing method of left-turn lane special for separated truck

1. Split left turn lane traffic conflict analysis

I. green lamp interval time between i-1 and i phase

For the satisfaction of the green lamp interval between i-1 and i phase, take FIG. 7 as an example, i-The time when the last straight car of the 1 phase green light reaches the conflict point 71 and 72 is respectively

Is obviously present

Therefore, only the following requirements are met:

<math> <mrow> <msubsup> <mi>t</mi> <mn>1</mn> <mrow> <mi>i</mi> <mo>-</mo> <mn>1</mn> </mrow> </msubsup> <mo>+</mo> <msub> <mi>t</mi> <mi>s</mi> </msub> <mo>≤</mo> <msubsup> <mi>t</mi> <mn>1</mn> <mi>i</mi> </msubsup> <mrow> <mo>(</mo> <mi>inner</mi> <mo>)</mo> </mrow> <mo>+</mo> <msubsup> <mi>I</mi> <mi>sep</mi> <mrow> <mi>i</mi> <mo>-</mo> <mn>1</mn> <mo>,</mo> <mi>i</mi> </mrow> </msubsup> <mo>-</mo> <mo>-</mo> <mo>-</mo> <mrow> <mo>(</mo> <mn>15</mn> <mo>)</mo> </mrow> </mrow> </math>

wherein, t_sFor a safe interval time (typically taken to be 2s),

the green lamp interval(s) between the i-1 th phase and the i-th phase under the split condition.

II. Green lamp interval time between i and i +1 phase

The time when the initial straight-ahead first vehicle of the i +1 phase green light reaches the conflict point 1, 2, 3 and 4 is respectivelyIs obviously present

However, since the turning locus of the vehicle on the outer left-turn lane is deviated to the inner side to some extent, the following relationship exists:

<math> <mrow> <mfenced open='{' close=''> <mtable> <mtr> <mtd> <msubsup> <mi>t</mi> <mn>1</mn> <mi>i</mi> </msubsup> <mrow> <mo>(</mo> <mi>outer</mi> <mo>)</mo> </mrow> <mo>&GreaterEqual;</mo> <msubsup> <mi>t</mi> <mn>2</mn> <mi>i</mi> </msubsup> <mrow> <mo>(</mo> <mi>inner</mi> <mo>)</mo> </mrow> </mtd> </mtr> <mtr> <mtd> <msubsup> <mi>t</mi> <mn>3</mn> <mi>i</mi> </msubsup> <mrow> <mo>(</mo> <mi>inner</mi> <mo>)</mo> </mrow> <mo>≤</mo> <msubsup> <mi>t</mi> <mn>4</mn> <mi>i</mi> </msubsup> <mrow> <mo>(</mo> <mi>outer</mi> <mo>)</mo> </mrow> </mtd> </mtr> </mtable> </mfenced> <mo>-</mo> <mo>-</mo> <mo>-</mo> <mrow> <mo>(</mo> <mn>16</mn> <mo>)</mo> </mrow> </mrow> </math>

therefore, only the following requirements are met:

<math> <mrow> <mfenced open='{' close=''> <mtable> <mtr> <mtd> <msubsup> <mi>t</mi> <mn>1</mn> <mrow> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msubsup> <mo>+</mo> <msubsup> <mi>I</mi> <mn>1</mn> <mrow> <mi>i</mi> <mo>,</mo> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msubsup> <mo>&GreaterEqual;</mo> <msubsup> <mi>t</mi> <mn>1</mn> <mi>i</mi> </msubsup> <mrow> <mo>(</mo> <mi>outer</mi> <mo>)</mo> </mrow> <mo>+</mo> <msub> <mi>t</mi> <mi>s</mi> </msub> </mtd> </mtr> <mtr> <mtd> <msubsup> <mi>t</mi> <mn>3</mn> <mrow> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msubsup> <mo>+</mo> <msubsup> <mi>I</mi> <mn>2</mn> <mrow> <mi>i</mi> <mo>,</mo> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msubsup> <mo>&GreaterEqual;</mo> <msubsup> <mi>t</mi> <mn>3</mn> <mi>i</mi> </msubsup> <mrow> <mo>(</mo> <mi>inner</mi> <mo>)</mo> </mrow> <mo>+</mo> <msub> <mi>t</mi> <mi>s</mi> </msub> </mtd> </mtr> </mtable> </mfenced> <mo>-</mo> <mo>-</mo> <mo>-</mo> <mrow> <mo>(</mo> <mn>17</mn> <mo>)</mo> </mrow> </mrow> </math>

then the green interval between the ith phase and the (i +1) th phase is

I_{sep}^{i, i + 1} = \max {I_{1}^{i, i + 1}, I_{2}^{i, i + 1}} - - - (18)

Wherein

Fig. 7 and 8 are collision analyses for a split left-turn phase, which is different from the collision cases of other left-turn forms. The purpose of the conflict analysis is to analyze the green interval between the split left-hand phase and its preceding and following phases, while the green interval between the other phases is unchanged.

2. Intersection signal timing

Total signal loss time L under special passenger and cargo lane condition_tCalculated according to equation (19):

wherein L is_sGreen light initial loss time(s);

Optimum signal period C under special truck left-turn lane condition_t0Calculated according to equation (20):

C_{t 0} = \frac{1.5 L_{t} + 5}{1 - Y_{t}} - - - (20)

wherein Y is_tIs the sum of the maximum flow ratios of the phases.

The invention provides a novel canalization form of a special left-turn lane for a separate truck, on one hand, the setting condition of the special left-turn lane for the truck is obtained through theoretical analysis, a typical type truck saturation flow rate correction coefficient is obtained through a simulation experiment, a critical condition setting model of the special left-turn lane for the truck is established, and a calculation method of the setting condition of the special left-turn lane for the truck is given; on the other hand, the right setting condition of the left-turning lane special for the truck is given through analyzing the right dominant condition and the right critical condition; and finally, providing a signal timing scheme suitable for the left-turn lane of the separated special truck. The method makes up the blank of the research field and provides a basis for the arrangement of the left-turn lane special for the plane intersection truck.

Claims

1. A method for setting a left-turn lane special for a split truck is characterized by comprising the following steps:

when inequality is satisfied

When the left-turn lane is set, the left-turn lane is not set; wherein: comprehensive repair of mixed-walking roadPositive coefficient

The calculation formula is as follows:

comprehensive correction coefficient of truck lane

The calculation formula is as follows:

calculating a right-side critical condition, and judging whether the left-turn lane special for the truck is arranged on the right side: the critical condition for right arrangement of the left-turn lane special for the truck is that the distance between truck running curves of the left-turn lane special for the opposite truck is metWhereinIs the minimum safe distance; delta d is the minimum distance between the freight car running curves of the special left-turn lanes for the opposite freight cars; with the vehicle driving side clearance δ as the minimum safe distance, the calculation formula is as follows:

the relationship between the turning radius r of the intersection and the turning running vehicle speed v is as follows:wherein,is a vehicle type coefficient; alpha is the slope of the turning road; when the vehicle type is large-sized vehicle

The level of the intersection plane, namely alpha is 0; then there are:

(3) analyzing the separated left-turn lane auxiliary condition:

'Wei' and separated left-turn lane traffic conflict analysis

I. green lamp interval time between i-1 and i phase

Only the following requirements are met:

wherein, t_sFor the safety interval, in seconds,

the green light interval time between the i-1 th phase and the i-th phase under the separated condition is unit of second;

II. Green lamp interval time between i and i +1 phase

Only the following requirements are met:

then the green interval between the ith phase and the (i +1) th phase is

Wherein,

the green light interval time alternative value of the conflict between the left-side direct driving and the left-turning vehicle,selecting a value for the green light interval time of the right-side straight-driving vehicle and the left-turning vehicle;

② intersection signal timing

Total signal loss time L under special passenger and cargo lane condition_tThe calculation formula is as follows:

wherein L is_sThe initial loss time of the green light is unit of second;

optimum signal period C under special truck left-turn lane condition_t0The calculation formula is as follows:wherein Y is_tIs the sum of the maximum flow ratios of the phases.

2. The method as claimed in claim 1, wherein the correction coefficients for the various types of typical trucks are respectively adjusted according to different turning radii and mixed-driving proportion conditions

Is calculated as followsShown in the figure:

I. when in use

for the ith radius in the class k truck correction coefficient table,

p_kthe proportion of k types of left-turning trucks to the total number of left-turning vehicles under the actual condition is called mixed-driving proportion for short;for the jth mixing proportion in the correction coefficient table of the k-type truck,

TABLE 1 Large truck saturated flow Rate correction factor

5m 10m 15m 20m 25m 30m 35m 0％ 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 10％ 0.9375 0.9279 0.9279 0.9267 0.9220 0.9271 0.9417 20％ 0.8586 0.8758 0.8667 0.8712 0.8550 0.8710 0.8787 30％ 0.8304 0.8315 0.8072 0.8301 0.8227 0.8289 0.8374

40％ 0.7634 0.7871 0.7676 0.7874 0.7734 0.7854 0.8028 50％ 0.7247 0.7273 0.7252 0.7480 0.7366 0.7496 0.7615 60％ 0.6905 0.7073 0.6910 0.7077 0.7005 0.7104 0.7236 40m 45m 50m 55m 60m 65m 70m 0％ 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 10％ 0.9348 0.9398 0.9307 0.9442 0.9397 0.9319 0.9324 20％ 0.8871 0.8935 0.8841 0.8921 0.8883 0.8831 0.8827 30％ 0.8441 0.8427 0.8443 0.8526 0.8548 0.8441 0.8440 40％ 0.8108 0.8072 0.8007 0.8096 0.8088 0.8045 0.8157 50％ 0.7658 0.7698 0.7603 0.7762 0.7658 0.7737 0.7707 60％ 0.7345 0.7356 0.7247 0.7338 0.7336 0.7301 0.7383

TABLE 2 correction coefficient for saturated flow rate of container vehicle

TABLE 3 trailer saturation flow correction factor

5m 10m 15m 20m 25m 30m 35m 0％ 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 10％ 0.8735 0.9002 0.8731 0.8905 0.8846 0.8912 0.8932 20％ 0.8095 0.8071 0.7846 0.8052 0.7897 0.8125 0.8146 30％ 0.7262 0.7550 0.7221 0.7391 0.7426 0.7423 0.7468 40％ 0.6607 0.6851 0.6640 0.6916 0.6743 0.6798 0.6917 50％ 0.6116 0.6208 0.6113 0.6353 0.6221 0.6341 0.6447 60％ 0.5699 0.5854 0.5559 0.5918 0.5809 0.6004 0.5923 40m 45m 50m 55m 60m 65m 70m 0％ 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000 1.0000

10％ 0.9022 0.8977 0.8970 0.8948 0.9051 0.9056 0.9049 20％ 0.8167 0.8253 0.8107 0.8253 0.8312 0.8234 0.8336 30％ 0.7580 0.7630 0.7546 0.7557 0.7718 0.7698 0.7768 40％ 0.7032 0.7097 0.7035 0.7056 0.7165 0.7104 0.7177 50％ 0.6491 0.6531 0.6535 0.6554 0.6625 0.6620 0.6684 60％ 0.6040 0.6093 0.6067 0.6094 0.6174 0.6200 0.6197

II. When in use

Then, the calculation formula is:

wherein,

for class k trucks, i.e. relative coefficient of mixing ratio

The correction coefficient of the k-type truck under the condition of the ith radius and the jth mixing proportion,

the correction coefficient of the k-type truck under the condition of the ith radius and the (j +1) th mixed row proportion is obtained;

III when

Then, the calculation formula is:

wherein,as a coefficient of radius of class k trucks, i.e.

the correction coefficient of the k-type truck under the conditions of i +1 radius and j mixed row proportion;

IV when

Then, the calculation formula is:

3. the method for setting the left-turn lane special for the split-type truck as claimed in claim 1, wherein the method for calculating the trace curve interval of the minimum safety distance comprises the following steps: