CN110378603A - A kind of expressway traffic safety evaluation method considering rate uniformity - Google Patents
A kind of expressway traffic safety evaluation method considering rate uniformity Download PDFInfo
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Abstract
A kind of expressway traffic safety evaluation method considering rate uniformity, the present invention relates to expressway traffic safety evaluation methods.The purpose of the present invention is to solve existing road Alignment Designs not to account for rate uniformity, and Correction in Road Alignment Design is caused to there are problems that security risk.Process are as follows: Step 1: arranging road alignment data；Step 2: carrying out section division according to road alignment data；Step 3: selection desired speed；Step 4: carrying out prediction of speed to each section；Step 5: predicting the acceleration, deceleration degree between each section according to the Acceleration Formula under different condition；According to the linear section speed of service that acceleration, deceleration degree set-up procedure four is predicted, final speed of service curve is obtained；Step 6: carrying out rate uniformity evaluation to the final speed of service curved section that step 5 obtains.The present invention can be used for expressway traffic safety evaluation field.
Description
Technical field
The present invention relates to expressway traffic safety evaluation methods.
Background technique
With the fast development of Chinese economy, expressway construction is also quickly grown therewith, but the line of part highway
There are still deficiencies for shape design, and in terms of showing speed and alignment coordination, causing highway, there are accident black-spots.It is public in exposure high speed
Road also reflects very important effect of the Alignment Design to highway operation security while design aspect Shortcomings,
Therefore carrying out safety evaluatio to highway route is an essential job.
Patent CN105138733A discloses a kind of two-lane highway Traffic safety evaluation method based on driver comfort,
For this method based on crew comfort collaboration mode, analysis people, vehicle, road, environmental factor change Variation of Drivers ' Heart Rate
Combined influence, give optimization after two-way traffic collaboration mode.
Patent CN108133317A discloses a kind of flat vertical combination safe evaluation method of mountainous area highway, which introduces
The concept of hazard index, from the flat vertical combination level of security of the severity angle research mountainous area highway of accident.
Patent CN109243178A discloses town way Traffic Safety Analysis and evaluation side under the conditions of a kind of bad climate
Method, this method consider the factor of influence town way traffic safety under the conditions of bad climate, mutually tie using qualitative and quantitative
The method of conjunction establishes the Evaluation of Traffic Safety index system suitable for town way feature under the conditions of bad climate and evaluation side
Method.
To sum up, domestic existing some Evaluation methods of road traffic safeties generally pass through driver comfort, flat vertical combination, gas
The indexs of correlation such as time carry out the safety of evaluation path design.
Summary of the invention
The purpose of the present invention is to solve existing road Alignment Designs not to account for rate uniformity, and there are security risks
The problem of, and a kind of expressway traffic safety evaluation method of the consideration rate uniformity proposed.
A kind of expressway traffic safety evaluation method detailed process considering rate uniformity are as follows:
Step 1: arranging road alignment data；
Step 2: carrying out section division according to road alignment data；
Step 3: selection desired speed；
Step 4: carrying out prediction of speed to each section；
Step 5: predicting the acceleration, deceleration degree between each section according to the Acceleration Formula under different condition；
According to the linear section speed of service that acceleration, deceleration degree set-up procedure four is predicted, final speed of service curve is obtained；
Step 6: carrying out rate uniformity evaluation to the final speed of service curved section that step 5 obtains.
The invention has the benefit that
The invention proposes a kind of by rate uniformity come the Traffic safety evaluation method of evaluation path Alignment Design, leads to
Cross arrangement road alignment data；Section division is carried out according to road alignment data；Select desired speed；Speed is carried out to each section
Prediction；The acceleration, deceleration degree between each section is predicted according to the Acceleration Formula under different condition；It is adjusted and is walked according to acceleration, deceleration degree
The linear section speed of service of rapid four prediction, obtains final speed of service curve；To obtained final speed of service curved section
Carry out rate uniformity evaluation.It is mainly reflected in the feedback effect to the unreasonable section of expressway design, and then effectively
The harmony of highway route design is improved, it is horizontal to improve expressway traffic safety.Suitable for Road Design, construction and fortune
Battalion's stage.
Detailed description of the invention
Fig. 1 is flow chart of the method for the present invention；
Fig. 2 is the speed of service curve graph adjusted according to acceleration, deceleration degree；
Fig. 3 is 1 speed of service curve of situation adjustment figure；
Fig. 4 is 2 speed of service curve of situation adjustment figure；
Fig. 5 is 3 speed of service curve of situation adjustment figure；
Fig. 6 is 4 speed of service curve of situation adjustment figure.
Specific embodiment
Specific embodiment 1: embodiment is described with reference to Fig. 1, a kind of height for considering rate uniformity of present embodiment
Fast highway traffic safety evaluation method detailed process are as follows:
Step 1: arranging road alignment data；
Step 2: carrying out section division according to road alignment data；
Step 3: selection desired speed；
Step 4: carrying out prediction of speed to each section；
Step 5: predicting the acceleration, deceleration degree between each section according to the Acceleration Formula under different condition；
According to the linear section speed of service that acceleration, deceleration degree set-up procedure four is predicted, final speed of service curve is obtained；
Step 6: carrying out rate uniformity evaluation to the final speed of service curved section that step 5 obtains.
Specific embodiment 2: the present embodiment is different from the first embodiment in that, it is arranged in the step 1
Route graphic data；Detailed process are as follows:
Road alignment data include: horizontal alignment data, vertical alignment data；
Horizontal alignment data specifically include that linear section, transition curve path section and circular curve section data；
Linear section data include: start, end pile No.；
Circular curve section data include: start, end pile No., circular curve radius；
Transition curve path section data include: start, end pile No., be connected circular curve radius；
Vertical alignment data specifically include that the knick point and vertical curve of vertical section；
Knick point data include: the length of grade and the gradient on knick point pile No. and front and back slope；
Vertical curve data include: vertical curve start, end pile No..
Other steps and parameter are same as the specific embodiment one.
Specific embodiment 3: the present embodiment is different from the first and the second embodiment in that, root in the step 2
Section division is carried out according to road alignment data；Detailed process are as follows:
Step 2 one divides linear section, Horizontal Curve Sections with horizontal alignment data, sorts out linear section peace respectively
Starting point pile No., the terminal pile No., radius of horizontal curve of curve section；
The Horizontal Curve Sections include transition curve path section and circular curve section；
Step 2 two, the linear section divided with vertical alignment data to step 2 one and Horizontal Curve Sections are drawn again
Point, section is divided are as follows: linear section, Horizontal Curve Sections, horizontal curve combined with vertical curve section (i.e. vertical curve starting point pile No. or
Person's terminal pile No. is included within horizontal curve terminus pile No.)；
Step 2 three sorts out linear section, Horizontal Curve Sections, horizontal curve respectively and combines section winning peg with vertical curve
Number, terminal pile No., radius of horizontal curve, Horizontal Curve Sections knick point and the longitudinal slope gradient, horizontal curve the perpendicular song in section is combined with vertical curve
Line starting point pile No., vertical curve terminal pile No., horizontal curve combine section vertical curve knick point and the longitudinal slope slope gradient with vertical curve.
Other steps and parameter are the same as one or two specific embodiments.
Specific embodiment 4: unlike one of present embodiment and specific embodiment one to three, the step 3
Middle selection desired speed；Detailed process are as follows:
Select compact car as evaluation vehicle, according to China JTG B05-2015 " road event safety evaluatio specification ",
It determines desired speed, is shown in Table 1.
When design speed is 100 or 120km/h, the desired speed selected is 120km/h；When design speed is 80km/h
When, the desired speed selected is 110km/h；When design speed is 60km/h, the desired speed selected is 90km/h.
1 road event safety evaluatio specification desired speed of table regulation
Other steps and parameter are identical as one of specific embodiment one to three.
Specific embodiment 5: unlike one of present embodiment and specific embodiment one to four, the step 4
In to each section carry out prediction of speed；Detailed process are as follows:
According to the road segment classification in each section, the longitudinal slope gradient, radius of horizontal curve, predict vehicle in the speed of service in each section,
And assume that the speed of service is remained unchanged along horizontal curve.The speed of service of the vehicle on horizontal curve is by horizontal alignment and vertical alignment
It codetermines, is shown in Table 2；
The speed of service of linear section is desired speed；
When Horizontal Curve Sections longitudinal slope gradient i < -4%, speed of service VOperation=102.10-3077.13/R, R are horizontal curve half
Diameter, unit m；
When the Horizontal Curve Sections longitudinal slope gradient -4%≤i < -3%, speed of service VOperation=103.23-3168.35/R；
When the Horizontal Curve Sections longitudinal slope gradient -3%≤i < -2%, speed of service VOperation=104.31-3350.69/R；
When the Horizontal Curve Sections longitudinal slope gradient -2%≤i < 0%, speed of service VOperation=106.25-3709.90/R；
When the Horizontal Curve Sections longitudinal slope gradient 0%≤i < 2%, speed of service VOperation=105.12-3574.51/R；
When the Horizontal Curve Sections longitudinal slope gradient 2%≤i < 3%, speed of service VOperation=102.95-3158.24/R；
When the Horizontal Curve Sections longitudinal slope gradient 3%≤i < 4%, speed of service VOperation=99.33-2904.85/R；
When Horizontal Curve Sections longitudinal slope gradient i >=4%, speed of service VOperation=96.61-2752.19/R；
When vertical curve starting point is located at before horizontal curve midpoint or midpoint, the longitudinal slope gradient at vertical curve starting point pile No. is selected to calculate
The operating speed of horizontal curve and vertical curve combination section:
When longitudinal slope gradient i < -4% at vertical curve starting point pile No., speed of service VOperation=102.10-3077.13/R；
When the longitudinal slope gradient -4%≤i < -3% at vertical curve starting point pile No., speed of service VOperation=103.23-
3168.35/R；
When the longitudinal slope gradient -3%≤i < -2% at vertical curve starting point pile No., speed of service VOperation=104.31-
3350.69/R；
When the longitudinal slope gradient -2%≤i < 0% at vertical curve starting point pile No., speed of service VOperation=106.25-3709.90/
R；
When the longitudinal slope gradient 0%≤i < 2% at vertical curve starting point pile No., speed of service VOperation=105.12-3574.51/
R；
When the longitudinal slope gradient 2%≤i < 3% at vertical curve starting point pile No., speed of service VOperation=102.95-3158.24/
R；
When the longitudinal slope gradient 3%≤i < 4% at vertical curve starting point pile No., speed of service VOperation=99.33-2904.85/R；
When longitudinal slope gradient i >=4% at vertical curve starting point pile No., speed of service VOperation=96.61-2752.19/R；
When vertical curve starting point is located at behind horizontal curve midpoint, the longitudinal slope gradient at horizontal curve starting point pile No. is selected to calculate horizontal curve
The operating speed in vertical curve combination section:
When longitudinal slope gradient i < -4% at horizontal curve starting point pile No., speed of service VOperation=102.10-3077.13/R；
When the longitudinal slope gradient -4%≤i < -3% at horizontal curve starting point pile No., speed of service VOperation=103.23-
3168.35/R；
When the longitudinal slope gradient -3%≤i < -2% at horizontal curve starting point pile No., speed of service VOperation=104.31-
3350.69/R；
When the longitudinal slope gradient -2%≤i < 0% at horizontal curve starting point pile No., speed of service VOperation=106.25-3709.90/
R；
When the longitudinal slope gradient 0%≤i < 2% at horizontal curve starting point pile No., speed of service VOperation=105.12-3574.51/
R；
When the longitudinal slope gradient 2%≤i < 3% at horizontal curve starting point pile No., speed of service VOperation=102.95-3158.24/
R；
When the longitudinal slope gradient 3%≤i < 4% at horizontal curve starting point pile No., speed of service VOperation=99.33-2904.85/R；
When longitudinal slope gradient i >=4% at horizontal curve starting point pile No., speed of service VOperation=96.61-2752.19/R；
Speed of service formula under the different alignment conditions of table 2
Note: i is the longitudinal slope gradient (%), and R is radius of horizontal curve (m).
Other steps and parameter are identical as one of specific embodiment one to four.
Specific embodiment 6: unlike one of present embodiment and specific embodiment one to five, the step 5
The middle Acceleration Formula according under different condition predicts the acceleration, deceleration degree between each section, is shown in Table 3；
Deceleration includes: 1) straightway → curved section；2) curved section → straightway or straightway → straightway；
In straightway → curved section when radius of horizontal curve R > 873m, acceleration 0.05m/s2；Radius of horizontal curve 175m≤
When R≤873m, acceleration is -0.0008726+37430/R2m/s2；When radius of horizontal curve R < 175m, acceleration 1.25m/
s2；
Acceleration is 0.05m/s in curved section → straightway or straightway → straightway2；
Acceleration includes: 1) curved section → straightway；2) straightway → curved section or straightway → straightway；
In curved section → straightway when radius of horizontal curve R > 436m, acceleration 0.21m/s2；Radius of horizontal curve 250m≤
When R≤436m, acceleration 0.43m/s2；When radius of horizontal curve R < 250m, acceleration 0.54m/s2；
Acceleration is 0.21m/s in straightway → curved section or straightway → straightway2；
Acceleration Formula under 3 different condition of table
Note: the acceleration, deceleration of straightway → straightway refer to the acceleration, deceleration between the different straightway of desired speed.
According to the linear section speed of service that acceleration, deceleration degree set-up procedure four is predicted, final speed of service curve is obtained；
Detailed process are as follows:
Acceleration, deceleration degree is determined by radius of horizontal curve.When design speed is 80km/h, 100km/h or 120km/h, curve
The section speed of service is less than the straightway speed of service (desired speed).For a curved section → straightway → curved section section,
Acceleration is the function of first sweep, and deceleration is the function of second sweep.
As shown in Fig. 2, by straightway distance between curved section on required acceleration and deceleration distance and curved section n
The prediction speed of service (Vn) combined with the prediction speed of service (Vn+1) on curved section n+1, determine between given curve section
Acceleration and deceleration conditions.
Straightway distance between curved section is added with needed for the prediction speed of service to desired speed on curved section n
The sum of the acceleration distance of fast distance and the prediction speed of service decelerated on curved section n+1 from desired speed is compared, if
Straightway distance between curved section falls short of, and desired speed may be not achieved in speed.
Situation 1: the straightway distance between curved section can accelerate to expectation not less than the sum of acceleration and deceleration required distance
Speed；
At the end of curved section n, the radius of horizontal curve of trade-off curve section n calculates the end curved section n in Acceleration Formula
Acceleration on the straight line at place starts to accelerate with the acceleration, is continued until that the straightway speed of service reaches desired speed, so
After keep this speed to travel on straightway, the radius of horizontal curve of trade-off curve n+1 calculated curve n+1 in Acceleration Formula is opened
The deceleration on straight line before beginning, the point on straightway at a distance from curve n+1 for deceleration required distance are opened with the deceleration
Begin to slow down, to reach curved section operating speed in the original position of curved section n+1, sees Fig. 3；
Accelerate and deceleration required distance calculation formula is respectively as follows:
Wherein, Sn、Sn+1Respectively acceleration and deceleration required distance, unit m；an、an+1Respectively acceleration and deceleration
Degree, unit m/s2；Vn、Vn+1Operating speed respectively on curved section n and curved section n+1, unit km/h；VPhaseFor straight line path
The desired speed (desired speed of step 3 selection) that the section speed of service reaches, unit km/h；
Situation 2: the straightway distance between curved section is less than the sum of acceleration and deceleration required distance, cannot accelerate to expectation
Speed；
At the end of curved section n, the radius of horizontal curve of trade-off curve section n calculates the end curved section n in Acceleration Formula
Acceleration on the straight line at place starts to accelerate with the acceleration, and when accelerating to speed V, the radius of horizontal curve of trade-off curve n+1 exists
The deceleration on straight line before calculated curve n+1 starts in Acceleration Formula, is reduced speed now with the deceleration, so as in curved section
The original position of n+1 reaches the curved section speed of service, sees Fig. 4；
Speed V calculation formula are as follows:
Wherein, V is the operating speed to reduce speed now a little, unit km/h；L straight line between curved section n and curved section n+1
Segment length, unit m；an、an+1Respectively acceleration and deceleration, unit m/s2；Vn、Vn+1Respectively curved section n and curve
Operating speed on section n+1, unit km/h；
When desin speed is 60km/h, curved section operating speed is likely larger than straightway operating speed (desired speed).
When curved section operating speed is less than straightway operating speed, straightway operating speed method of adjustment is the same as situation 1,2；It is bent
When line segment operating speed is greater than straightway operating speed, situation is described as follows:
Situation 3: the curved section speed of service before straightway starts is greater than the straightway speed of service (desired speed)；
At the end of curved section n, with acceleration 0.05m/s2It reduces speed now, is continued for reaching straightway operation speed
Degree, is shown in Fig. 5；
Situation 4: the curved section speed of service after straightway is greater than the straightway speed of service (desired speed)；
A little with acceleration 0.21m/s on straightway2Start to accelerate, to reach in the original position of curved section n+1
To the curved section speed of service, Fig. 6 is seen.
Accelerate required distance calculation formula:
Wherein, S 'n+1To accelerate required distance, unit m；Vn+1For the operating speed on curved section n+1, unit km/
h；VPhaseReach desired speed (desired speed of step 3 selection), unit km/h for the linear section speed of service.
Other steps and parameter are identical as one of specific embodiment one to five.
Specific embodiment 7: unlike one of present embodiment and specific embodiment one to six, the step 6
In final speed of service curved section that step 5 is obtained carry out rate uniformity evaluation, detailed process are as follows:
There are two types of evaluation methods: with the difference of a road section speed of service and desired speed；The operating speed of curve the initial segment with
The difference of highest operating speed on its straightway connected；
Judge whether highway layout is continuous according to both the above evaluation method, to carry out safety evaluation to road；
Rate uniformity evaluation criterion is by index △ P1With index △ P2It indicates, is shown in Table 4；
△P1=VPhase-VOperation, △ P1When≤10km/h, index is state 1；10km/h < △ P1≤ 20km/h, index are shape
State 2；20km/h < △ P1, index is state 3；
△P2=VDirectly-VIt is bent, △ P2When≤10km/h, index is state 1；10km/h < △ P2≤ 20km/h, index are state
2；20km/h < △ P2, index is state 3；
Wherein, VOperationIt is the speed of service, unit km/h；VPhaseFor desired speed (desired speed of step 3 selection), unit
For km/h；VIt is bentIt is the curve the initial segment speed of service, unit km/h；VDirectlyIt is the highest fortune on the straightway of curve the initial segment connection
Driving speed, unit km/h；
State 1 indicates that rate uniformity is good；State 2 indicates that rate uniformity is general；State 3 indicate rate uniformity compared with
Difference.
4 speed of service coincident indicator of table
Other steps and parameter are identical as one of specific embodiment one to six.
Beneficial effects of the present invention are verified using following embodiment:
Embodiment one:
The present embodiment is specifically to be prepared according to the following steps:
Certain two-way eight tracks highway extension project section, desin speed 120km/h.
Rate uniformity evaluation is carried out to the highway extension project section using method of the invention, and uses " highway road
Line design specification ", evaluation result is verified, evaluation result is shown in Table 5.
5 safety evaluation result table of table
By 5 evaluation result of table it is found that rate uniformity evaluation method according to the present invention evaluates section of problems,
All in the presence of certain the case where not being inconsistent with specification.This method evaluation result accuracy is higher, and the high speed that can be applied to China is public
Road Evaluation of Traffic Safety.
The present invention can also have other various embodiments, without deviating from the spirit and substance of the present invention, this field
Technical staff makes various corresponding changes and modifications in accordance with the present invention, but these corresponding changes and modifications all should belong to
The protection scope of the appended claims of the present invention.
Claims (7)
1. a kind of expressway traffic safety evaluation method for considering rate uniformity, it is characterised in that: the specific mistake of the method
Journey are as follows:
Step 1: arranging road alignment data；
Step 2: carrying out section division according to road alignment data；
Step 3: selection desired speed；
Step 4: carrying out prediction of speed to each section；
Step 5: predicting the acceleration, deceleration degree between each section according to the Acceleration Formula under different condition；
According to the linear section speed of service that acceleration, deceleration degree set-up procedure four is predicted, final speed of service curve is obtained；
Step 6: carrying out rate uniformity evaluation to the final speed of service curved section that step 5 obtains.
2. a kind of expressway traffic safety evaluation method for considering rate uniformity, feature exist according to claim 1
In: road alignment data are arranged in the step 1；Detailed process are as follows:
Road alignment data include: horizontal alignment data, vertical alignment data；
Horizontal alignment data include: linear section, transition curve path section and circular curve section data；
Linear section data include: start, end pile No.；
Circular curve section data include: start, end pile No., circular curve radius；
Transition curve path section data include: start, end pile No., be connected circular curve radius；
Vertical alignment data include: the knick point and vertical curve of vertical section；
Knick point data include: the length of grade and the gradient on knick point pile No. and front and back slope；
Vertical curve data include: vertical curve start, end pile No..
3. a kind of expressway traffic safety evaluation method for considering rate uniformity according to claim 1 or claim 2, feature
It is: carries out section division according to road alignment data in the step 2；Detailed process are as follows:
Step 2 one divides linear section, Horizontal Curve Sections with horizontal alignment data, sorts out linear section and horizontal curve respectively
Starting point pile No., the terminal pile No., radius of horizontal curve in section；
The Horizontal Curve Sections include transition curve path section and circular curve section；
Step 2 two, the linear section divided with vertical alignment data to step 2 one and Horizontal Curve Sections divide again, will
Section divides are as follows: linear section, Horizontal Curve Sections, horizontal curve combine section with vertical curve；
Step 2 three sorts out linear section, Horizontal Curve Sections, horizontal curve respectively and combines section starting point pile No., end with vertical curve
Point pile No., radius of horizontal curve, Horizontal Curve Sections knick point and the longitudinal slope gradient, horizontal curve combine section vertical curve starting point with vertical curve
Pile No., vertical curve terminal pile No., horizontal curve combine section vertical curve knick point and the longitudinal slope slope gradient with vertical curve.
4. a kind of expressway traffic safety evaluation method for considering rate uniformity, feature exist according to claim 3
In: desired speed is selected in the step 3；Detailed process are as follows:
Select compact car as evaluation vehicle, when design speed is 100 or 120km/h, the desired speed selected is 120km/
h；When design speed is 80km/h, the desired speed selected is 110km/h；When design speed is 60km/h, the phase of selection
Prestige speed is 90km/h.
5. a kind of expressway traffic safety evaluation method for considering rate uniformity, feature exist according to claim 4
In: prediction of speed is carried out to each section in the step 4；Detailed process are as follows:
The speed of service of linear section is desired speed；
When Horizontal Curve Sections longitudinal slope gradient i < -4%, speed of service VOperation=102.10-3077.13/R, R are radius of horizontal curve,
Unit is m；
When the Horizontal Curve Sections longitudinal slope gradient -4%≤i < -3%, speed of service VOperation=103.23-3168.35/R；
When the Horizontal Curve Sections longitudinal slope gradient -3%≤i < -2%, speed of service VOperation=104.31-3350.69/R；
When the Horizontal Curve Sections longitudinal slope gradient -2%≤i < 0%, speed of service VOperation=106.25-3709.90/R；
When the Horizontal Curve Sections longitudinal slope gradient 0%≤i < 2%, speed of service VOperation=105.12-3574.51/R；
When the Horizontal Curve Sections longitudinal slope gradient 2%≤i < 3%, speed of service VOperation=102.95-3158.24/R；
When the Horizontal Curve Sections longitudinal slope gradient 3%≤i < 4%, speed of service VOperation=99.33-2904.85/R；
When Horizontal Curve Sections longitudinal slope gradient i >=4%, speed of service VOperation=96.61-2752.19/R；
When vertical curve starting point is located at before horizontal curve midpoint or midpoint, the longitudinal slope gradient at vertical curve starting point pile No. is selected to calculate flat song
The operating speed of line and vertical curve combination section:
When longitudinal slope gradient i < -4% at vertical curve starting point pile No., speed of service VOperation=102.10-3077.13/R；
When the longitudinal slope gradient -4%≤i < -3% at vertical curve starting point pile No., speed of service VOperation=103.23-3168.35/R；
When the longitudinal slope gradient -3%≤i < -2% at vertical curve starting point pile No., speed of service VOperation=104.31-3350.69/R；
When the longitudinal slope gradient -2%≤i < 0% at vertical curve starting point pile No., speed of service VOperation=106.25-3709.90/R；
When the longitudinal slope gradient 0%≤i < 2% at vertical curve starting point pile No., speed of service VOperation=105.12-3574.51/R；
When the longitudinal slope gradient 2%≤i < 3% at vertical curve starting point pile No., speed of service VOperation=102.95-3158.24/R；
When the longitudinal slope gradient 3%≤i < 4% at vertical curve starting point pile No., speed of service VOperation=99.33-2904.85/R；
When longitudinal slope gradient i >=4% at vertical curve starting point pile No., speed of service VOperation=96.61-2752.19/R；
When vertical curve starting point is located at behind horizontal curve midpoint, the longitudinal slope gradient at horizontal curve starting point pile No. is selected to calculate the perpendicular song of horizontal curve
The operating speed in line combination section:
When longitudinal slope gradient i < -4% at horizontal curve starting point pile No., speed of service VOperation=102.10-3077.13/R；
When the longitudinal slope gradient -4%≤i < -3% at horizontal curve starting point pile No., speed of service VOperation=103.23-3168.35/R；
When the longitudinal slope gradient -3%≤i < -2% at horizontal curve starting point pile No., speed of service VOperation=104.31-3350.69/R；
When the longitudinal slope gradient -2%≤i < 0% at horizontal curve starting point pile No., speed of service VOperation=106.25-3709.90/R；
When the longitudinal slope gradient 0%≤i < 2% at horizontal curve starting point pile No., speed of service VOperation=105.12-3574.51/R；
When the longitudinal slope gradient 2%≤i < 3% at horizontal curve starting point pile No., speed of service VOperation=102.95-3158.24/R；
When the longitudinal slope gradient 3%≤i < 4% at horizontal curve starting point pile No., speed of service VOperation=99.33-2904.85/R；
When longitudinal slope gradient i >=4% at horizontal curve starting point pile No., speed of service VOperation=96.61-2752.19/R.
6. a kind of expressway traffic safety evaluation method for considering rate uniformity, feature exist according to claim 5
In: the acceleration, deceleration degree between each section is predicted according to the Acceleration Formula under different condition in the step 5；According to adding, subtract
The linear section speed of service that speed set-up procedure four is predicted, obtains final speed of service curve；Detailed process are as follows:
Deceleration includes: 1) straightway → curved section；2) curved section → straightway or straightway → straightway；
In straightway → curved section when radius of horizontal curve R > 873m, acceleration 0.05m/s2；Radius of horizontal curve 175m≤R≤
When 873m, acceleration is -0.0008726+37430/R2m/s2；When radius of horizontal curve R < 175m, acceleration 1.25m/s2；
Acceleration is 0.05m/s in curved section → straightway or straightway → straightway2；
Acceleration includes: 1) curved section → straightway；2) straightway → curved section or straightway → straightway；
In curved section → straightway when radius of horizontal curve R > 436m, acceleration 0.21m/s2；Radius of horizontal curve 250m≤R≤
When 436m, acceleration 0.43m/s2；When radius of horizontal curve R < 250m, acceleration 0.54m/s2；
Acceleration is 0.21m/s in straightway → curved section or straightway → straightway2；
Situation 1: the straightway distance between curved section can accelerate to desired vehicle not less than the sum of acceleration and deceleration required distance
Speed；
At the end of curved section n, the radius of horizontal curve of trade-off curve section n is calculated in Acceleration Formula at the end curved section n
Acceleration on straight line starts to accelerate with the acceleration, is continued until that the straightway speed of service reaches desired speed, then protects
It holds this speed to travel on straightway, the radius of horizontal curve of trade-off curve n+1 is before calculated curve n+1 starts in Acceleration Formula
Straight line on deceleration, start to subtract with the deceleration for the point of deceleration required distance at a distance from curve n+1 on straightway
Speed, to reach curved section operating speed in the original position of curved section n+1；
Accelerate and deceleration required distance calculation formula is respectively as follows:
Wherein, Sn、Sn+1Respectively acceleration and deceleration required distance, unit m；an、an+1Respectively acceleration and deceleration, it is single
Position is m/s2；Vn、Vn+1Operating speed respectively on curved section n and curved section n+1, unit km/h；VPhaseFor linear section fortune
The desired speed that scanning frequency degree reaches, unit km/h；
Situation 2: the straightway distance between curved section is less than the sum of acceleration and deceleration required distance, cannot accelerate to desired vehicle
Speed；
At the end of curved section n, the radius of horizontal curve of trade-off curve section n is calculated in Acceleration Formula at the end curved section n
Acceleration on straight line starts to accelerate with the acceleration, and when accelerating to speed V, the radius of horizontal curve of trade-off curve n+1 is accelerating
The deceleration on straight line before calculated curve n+1 starts in degree formula, is reduced speed now with the deceleration, so as in curved section n+1
Original position reach the curved section speed of service；
Speed V calculation formula are as follows:
Wherein, V is the operating speed to reduce speed now a little, unit km/h；L straight line segment length between curved section n and curved section n+1
Degree, unit m；an、an+1Respectively acceleration and deceleration, unit m/s2；Vn、Vn+1Respectively curved section n and curved section n+
Operating speed on 1, unit km/h；
Situation 3: the curved section speed of service before straightway starts is greater than the straightway speed of service；
At the end of curved section n, with acceleration 0.05m/s2It reduces speed now, is continued for reaching the straightway speed of service；
Situation 4: the curved section speed of service after straightway is greater than the straightway speed of service；
A little with acceleration 0.21m/s on straightway2Start to accelerate, to reach curve in the original position of curved section n+1
The section speed of service；
Accelerate required distance calculation formula:
Wherein, S 'n+1To accelerate required distance, unit m；Vn+1For the operating speed on curved section n+1, unit km/h；VPhase
Reach desired speed, unit km/h for the linear section speed of service.
7. a kind of expressway traffic safety evaluation method for considering rate uniformity, feature exist according to claim 6
In: rate uniformity evaluation is carried out to the final speed of service curved section that step 5 obtains in the step 6；Detailed process are as follows:
Rate uniformity evaluation criterion is by index △ P1With index △ P2It indicates；
△P1=VPhase-VOperation, △ P1When≤10km/h, index is state 1；10km/h < △ P1≤ 20km/h, index are state 2；
20km/h < △ P1, index is state 3；
△P2=VDirectly-VIt is bent, △ P2When≤10km/h, index is state 1；10km/h < △ P2≤ 20km/h, index are state 2；
20km/h < △ P2, index is state 3；
Wherein, VOperationIt is the speed of service, unit km/h；VPhaseFor desired speed, unit km/h；VIt is bentIt is the operation of curve the initial segment
Speed, unit km/h；VDirectlyIt is the highest operating speed on the straightway of curve the initial segment connection, unit km/h；
State 1 indicates that rate uniformity is good；State 2 indicates that rate uniformity is general；State 3 indicates that rate uniformity is poor.
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| CN110956411A (en) * | 2019-12-12 | 2020-04-03 | 哈尔滨工业大学 | Highway operation safety grading evaluation system and method based on design consistency |
| CN111428964A (en) * | 2020-02-25 | 2020-07-17 | 哈尔滨工业大学 | Site planning method for verifying key metering index detection equipment of highway |
| CN114037268A (en) * | 2021-11-08 | 2022-02-11 | 哈尔滨工业大学 | Highway prior safety evaluation system suitable for design phase |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110930058A (en) * | 2019-12-06 | 2020-03-27 | 黑龙江省公路勘察设计院 | Highway traffic safety evaluation system |
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| CN111428964A (en) * | 2020-02-25 | 2020-07-17 | 哈尔滨工业大学 | Site planning method for verifying key metering index detection equipment of highway |
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