CN110427671A - Passenger-cargo separation road transition segment length and lane combination collaborative design method - Google Patents
Passenger-cargo separation road transition segment length and lane combination collaborative design method Download PDFInfo
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Abstract
The invention discloses passenger-cargo separation road transition segment length and lane combination collaborative design method, comprising the following steps: 1, road conditions modeling and determining basic model parameter；2, tolerable deviation ε is demarcated；3, the bilayer model of desin speed and transition section length is established；4, solve under existing desin speed V, transition section length, lane combination, practical vehicle flowrate by demarcating section matrix；5, the transition section length under the maximum traffic capacity and lane combination are determined.The traffic capacity of the invention is the maximization under existing desin speed, traffic redesign when being conducive to separation transformation passenger-cargo to existing road, which avoids in previous research, pursues merely the traffic capacity, and keep overall trip speed deviation design speed excessive, caused unsafe problems.The mode of this collaborative design avoids the one-sidedness studied in the past just for passenger-cargo separate lanes single design parameter.
Description
Technical field
The present invention relates to passenger-cargo separation optimization method more particularly to a kind of passenger-cargo separate type road transition segment length and lanes
The design method of combination collaboration optimization.
Background technique
With the rapid development of social economy, the mixability of the passenger-cargo mixed row traffic flow spontaneously formed by transportation demand is not
Disconnected to increase, the mixed row of road transport pressure sustainable growth, passenger and freight traffic also exposes more and more problems.Passenger traffic
There is performance differences between vehicle and goods stock, by between car and lorry the passenger traffic stream formed and freight traffic stream
Also have different traffic stream characteristics, these two aspects reason result in passenger-cargo mixed row traffic under certain transportation condition there is
Traffic safety problem and traffic efficiency problem.
Passenger-cargo separation roadnet, for passenger-cargo mixed row traffic, it is maximum difference be exactly with traffic programme with
The means of traffic administration separate passenger traffic wagon flow and freight stream, form relatively independent " two bursts of wagon flows ", per share wagon flow
With itself unique traffic stream characteristics, it not will form interfere with each other therebetween, ensure traffic safety to reach, improve passage
The purpose of efficiency.
Phase earlier 1920s, the developed countries such as U.S. just have begun begging in terms of carrying out passenger-cargo separating measure
By, and based on the observation to mixed row traffic passenger-cargo on real road, gradually propose the concept of passenger-cargo separation road.20 generation
The Texas Transportation administrative department of discipline the eighties mid-term, the U.S. carries out passenger-cargo point with regard to having expanded with the means of quantization
From feasibility study.The nineties, American scholar propose using the toll road of New Jersey as double combinations of Typical Representative
Country's " the successful operation on highway for being built in the U.S. of passenger-cargo divided street (dual facilities)；The same period, scholar
Battelle is proposed based on average annual daily traffic volume (AADT), road equipment service level (level of service), million
Vehicle collision rate, traffic delay and the lorry of origin and destination special facilities standard.The newer passenger-cargo Separation Research quilt of nearest one
Referred to as " control lane " (managed lanes), the method that this research provides can use traffic programme and traffic at any time
Management measure is managed control to lane to realize instant traffic administration requirement.The correlative study side of domestic scholars in recent years
Face also proposed the concept of passenger trains and freight trains are seperated operation, but develop relatively slow.
Research both at home and abroad is summarized, the following aspects is concentrated mainly on:
1, passenger-cargo isolated theory, necessity and benefit evaluation；
2, the setting method of passenger-cargo divided street, length, speed, flat index etc. in length and breadth including lane；
Existing research lacks under the premise of existing highway layout speed, by passenger-cargo divided street combining form with it is passenger-cargo
Divided street to mixed runway changeover portion collaborative design method.
Summary of the invention
It is an object of the invention to overcome the shortcomings of prior art, providing one kind, the traffic capacity is most under existing velocity conditions
The passenger-cargo separate type road transition segment length and lane combination collaborative design method changed greatly.
The present invention solve the technical problem the technical solution adopted is that:
Passenger-cargo separation road transition segment length and lane combination collaborative design method of the invention, including following step
It is rapid:
Step 1: road conditions modeling and determining basic model parameter:
Road conditions modeling: the passenger-cargo mixed row section car flow of first segment is Q1, lorry flow be Q2, unidirectional number of track-lines be n1；Then
Wagon flow is L by length1First Transition section drive into passenger-cargo separate type road, passenger-cargo unidirectional number of track-lines of separate type road
For m, wherein being m comprising the unidirectional number of track-lines of car1, the unidirectional number of track-lines of lorry be m2；Then, wagon flow is L by length2Second
It is n that changeover portion drives into unidirectional number of track-lines again2The passenger-cargo mixed line road of second segment, Q1And Q2Unit is pcu/h；
Q1=η1×QSubstantially
Q2=η2×QSubstantially
1=η1+η2
QSubstantiallyFor the basic traffic capacity of the passenger-cargo mixed row section of first segment, unit pcu/h；η1For the ratio of car flow, η2
For the ratio of lorry flow；Passenger-cargo ratio in actual operation road is used if being to run road if road；If newly-built road
Road, then with reference to passenger-cargo ratio in the actual operation road of similar road；
m、m1、m2It is determined according to passenger-cargo separation road carriageway width and following constraint condition:
m、m1、m2Combinatorial matrix
Constraint condition 1:m, m1、m2It is integer；
Constraint condition 2:m=m1+m2；
Constraint condition 3:m > 1；
Constraint condition 4:m >=min { n1, n2}；
Constraint condition 5:m is not more than the maximum number of track-lines that passenger-cargo separate type road carriageway width can divide；
Constraint condition 6: if Q1≥Q2, then m1≥m2；If Q1< Q2, then m1< m2；
The L1、L2Shown in the following formula of initial value；
L1=0.625 × V × (mBm-n1Bn1) (V > 60km/h)
L2=0.625 × V × (mBm-n2Bn2) (V > 60km/h)
Wherein, Bm、Bn1、Bn2The passenger-cargo mixed row section single vehicle of respectively passenger-cargo separate type road single lane width, first segment
The passenger-cargo mixed row section road single lane width of road width, second segment, V are existing highway layout speed；
Step 2: calibration tolerable deviation ε:
ViFor under the conditions of highway layout, the average actual motion speed of the vehicle of passenger-cargo separate type road normally travel, n
For the driving vehicle number of measurement；If road is the highway runed, under conditions of road wagon flow is in free flow, measurement
The actual speed V of vehicle on the separate type road normally travel section passenger-cargoiIf road is not open road, class is used
It is calculated like the detected value of the running velocity of road；
Step 3: establish desin speed and the bilayer model of First Transition segment length and the second transition section length solve it is optimal
Transition section length L1、L2；
The first step, layer model in foundation:
(a) known Q is inputted1、Q2、n1、n2, selected any one lane combinatorial matrixFirst Transition segment length
Spend L1With the second transition section length L2Initial value, emulated, obtained through first changeover portion tail end by VISSIM software
The vehicle for driving into passenger-cargo segregation section is averaged actual motion speed V ', and the vehicle of passenger-cargo mixed row section is driven by second changeover portion tail end
Average actual motion speed V "；
(b)) it repeats step (a) to emulate j times, obtains the actual motion speed of certain amount vehicle every time and be averaged,
Obtained average running speed is respectively Vi' and Vi", i ∈ [1, j], i are integer；
Second step judges First Transition segment length L1With the second excessive segment length L2Whether need to correct；JudgementAs a result whether it is less than ε, ε is proven value in step 2；IfThen continue to judgeWhether ε is less than；Otherwise, into the underlying model of third step, to First Transition segment length L1It is modified；If Then enter the 4th step, otherwise enters the underlying model of third step, to the second transition section length L2It is repaired
Just；
Third step establishes underlying model: using formulaThe modified first excessive segment length is calculated, using formulaThe modified second excessive segment length is calculated, the first step is returned, uses L1' replacement L1Initial value, use L2' replacement L2's
Initial value；For Vi' average value,For Vi" average value；
4th step exports under conditions of the speed of service meets desin speed tolerable deviation, selectes existing lane combination
FormOptimal transition section length L1、L2；
Step 4 changes lane combinatorial matrixThen step 3 is repeated, is obtained and every kind of lane combinatorial matrixCorresponding optimal transition segment length L1、L2, then establish matrix Y:
Step 5, by known Q1、Q2、n1、n2With every group of m in matrix Yk、m1 k、m2 k、L1 k、L2 k, bring step 3 into again
In upper layer model in, carry out analogue simulation with VISSIM, export corresponding practical vehicle flowrate Q in the second monitoring section；To
It obtains at passenger-cargo divided street desin speed V, car and lorry flow are respectively Q on the passenger-cargo mixed runway of first segment1、Q2, vehicle
Road number is n1, termination section number of track-lines is n2Under the conditions of, transition section length, lane combinatorial matrix and practical by the second monitoring section
The matrix Z of vehicle flowrate Q；
Step 6: determining the transition section length under the maximum traffic capacity and lane combination:
The first step compares Q value all in matrix Z, finds maximum Q value Qmax；Setting is in as flow Q
[(1-a)Qmax, Qmax] between when, Q and QmaxIt is indifference；
Second step obtains and is in [(1-a) Qmax, Qmax] between all Q corresponding m, m1、m2、L1、L2Combination, will wherein
The smallest one group of m value corresponding passenger-cargo divided street combining form and transition section length are determined as at existing desin speed V
Best passenger-cargo divided street combining form and transition section length；If the m value of these combinations is identical, then it is assumed that these combinations are can
The optimal solution of receiving.
Compared with prior art, the invention has the following advantages:
1. reaching the Maximum Traffic Capacity under existing velocity conditions.
2. avoiding the one-sidedness studied in previous research just for passenger-cargo separate lanes single design parameter.Association
It is more humane with designing, it is more in line with engineering reality.
3. the constraint condition of desin speed is considered, to the shadow of transition section length and passenger-cargo separate lanes combining form
It rings.So that the combining form of transition section length and passenger-cargo divided street that the method for the present invention obtains is in existing desin speed condition
Under optimal solution.It avoids in previous research and does not consider design speed, pursues the traffic capacity merely, and overall trip speed is deviateed
Design speed is excessive, caused unsafe problems.
4. the mode of this collaborative design is based on original design speed, when being conducive to separation passenger-cargo to existing road transformation
Traffic redesign.Meanwhile this method cooperates with transition section length with passenger-cargo road combining form that separates, and is conducive to most
Limits meet road passage capability, rationalize transition section length most, and the practical passage speed of road most connects with desin speed
Closely.
Detailed description of the invention
Fig. 1 is passenger-cargo separation road transition segment length and lane combination collaborative design method analogue simulation of the invention
Wagon flow operating condition figure；
Fig. 2 is the double-mold of passenger-cargo separation road transition segment length and lane combination collaborative design method of the invention
The logic chart of type.
Specific embodiment
The present invention will be described in detail with attached drawing combined with specific embodiments below.
The separate type road passenger-cargo of the Maximum Traffic Capacity of the invention under existing velocity conditions as shown in drawings passes by
The method for crossing segment length Yu the collaborative design of lane combination, comprising the following steps:
Step 1: road conditions modeling and determining basic model parameter:
Road conditions modeling: as shown in Figure 1, the passenger-cargo mixed row section car flow of first segment is Q1, lorry flow be Q2, unidirectional lane
Number is n1.Then wagon flow is L by length1First Transition section drive into passenger-cargo separate type road, passenger-cargo separate type road
Unidirectional number of track-lines is m, wherein being m comprising the unidirectional number of track-lines of car1, the unidirectional number of track-lines of lorry be m2.Then, wagon flow passes through length
For L2The second changeover portion drive into again unidirectional number of track-lines be n2The passenger-cargo mixed line road of second segment.
The present invention is by establishing model and analogue simulation wagon flow operating condition, by m, m1、m2、L1、L2Collaborative design, to reach
To under conditions of existing highway layout vehicle velocity V, driven at the passenger-cargo mixed line road of second segment (such as by the second changeover portion tail end
Figure is the second monitoring section) traffic capacity Q maximize.
Basic model parameter:
The n1、n2For road Given information.
Q1=η1×QSubstantially
Q2=η2×QSubstantially
1=η1+η2
QSubstantiallyFor the basic traffic capacity (unit pcu/h) of the passenger-cargo mixed row section of first segment；η1For the ratio of car flow, η2
For the ratio of lorry flow；It is used if being to run road if road passenger-cargo in setting sampling time section in actual operation road
Ratio；If newly-built road, then with reference to passenger-cargo ratio in the actual operation road of similar road.
m、m1、m2According to passenger-cargo separation road carriageway width, carriageway width can refer to " highway technical standard "
(JTG B01-2014) and " road signs and graticule Part III " (GB 5768.3-2009) and following constraint condition
It determines, m, m1、m2Combinatorial matrix
Constraint condition 1:m, m1、m2It is integer.
Constraint condition 2:m=m1+m2。
Constraint condition 3:m > 1.(as m≤1, passenger-cargo separation can not be carried out)
Constraint condition 4:m >=min { n1, n2}。
Constraint condition 5:m is not more than the maximum number of track-lines that passenger-cargo separate type road carriageway width can divide.
Constraint condition 6: if Q1≥Q2, then m1≥m2；Q1< Q2, then m1< m2。
The L1、L2Shown in the following formula of initial value.
L1=0.625 × V × (mBm-n1Bn1) (V > 60km/h)
L2=0.625 × V × (mBm-n2Bn2) (V > 60km/h)
Wherein, Bm、Bn1、Bn2The passenger-cargo mixed row section single vehicle of respectively passenger-cargo separate type road single lane width, first segment
The passenger-cargo mixed row section road single lane width of road width, second segment, V are existing highway layout speed；
Step 2: calibration tolerable deviation ε:
ε be under conditions of free wagon flow, on normally travel section vehicle operation average speed and highway layout speed it
Between tolerable deviation.Using the detector actual measurement running velocity that tests the speed, and ask vehicle actual motion speed and design speed
The mode for spending variance determines that formula is as follows.
ViFor under the conditions of highway layout, the actual motion speed of the vehicle of normally travel on road, n is the traveling of measurement
Vehicle number.If road is the highway runed, under conditions of road wagon flow is in free flow, measure in passenger-cargo separate type
The actual speed V of vehicle on road normally travel sectioniIf road is not open road, using the vehicle of similar road
The detected value of the speed of service is calculated.
Highway layout speed refers to the design basis speed mutually coordinated with highway layout index.The road speed of service refers to
Under conditions of evenness of road surface, humidity, free flow, the speed of 85% tantile is corresponded on travel speed cumulative distribution curve.By
In differences such as driver's skilled operation degree, reflection speed, vehicle performances, centainly deposited between the desin speed and the speed of service of road
In certain deviation.Therefore, present invention introduces this indexs of speed tolerable deviation, for describing under conditions of free wagon flow,
Running velocity and the acceptable deviation size of highway layout speed on normally travel section.
Step 3: establish desin speed and the bilayer model of First Transition segment length and the second transition section length solve it is optimal
Transition section length L1、L2, as shown in Fig. 2.
The bilayer model on the basis of velocity balance is established, to determine optimal transition segment length L corresponding with desin speed1
And L2。
The first step, layer model in foundation.(a) known Q is inputted1、Q2、n1、n2, square is combined in any one selected lane
Battle arrayFirst Transition segment length L1With the second transition section length L2Initial value (numerical value be step 1 obtained in numerical value),
It is emulated by VISSIM software, obtains driving into passenger-cargo segregation section (i.e. the first prison in Fig. 1 by first changeover portion tail end
Survey section) vehicle be averaged actual motion speed V ', passenger-cargo mixed row section is driven into (i.e. in Fig. 1 by second changeover portion tail end
Second monitoring section) vehicle be averaged actual motion speed V " (V ' and V " can set quantity by actual measurement).(b) it repeats
Step (a) emulates j times, obtains the actual motion speed of certain amount vehicle every time and is averaged that (quantity can be according to practical feelings
Condition is decided in its sole discretion), obtained average running speed is respectively Vi' and Vi", i ∈ [1, j], i are integer.
Second step judges First Transition segment length L1With the second excessive segment length L2Whether need to correct.JudgementAs a result whether it is less than ε, ε is proven value in step 2.IfThen continue to judgeWhether ε is less than；Otherwise, into the underlying model of third step, to First Transition segment length L1It is modified.If Then enter the 4th step, otherwise enters the underlying model of third step, to the second transition section length L2It is repaired
Just.
Third step establishes underlying model.Using formulaThe modified first excessive segment length is calculated, using formulaCalculate the modified second excessive segment length.The first step is returned, L is used1' replacement L1Initial value, use L2' replacement L2's
Initial value.(For Vi' average value,For Vi" average value)
4th step exports under conditions of the speed of service meets desin speed tolerable deviation, selectes existing lane combination
FormOptimal transition section length L1、L2。
Step 4 solves transition section length, lane combinatorial matrix under the conditions of existing passenger-cargo divided street desin speed V
And the matrix Z by the practical vehicle flowrate Q of the second monitoring section.
The first step, due to meeting combining form constraint condition in lane in step 1Have many groups (k groups), changes
Lane combinatorial matrixThen step 3 is repeated, is obtained and every kind of lane combinatorial matrixCorresponding optimal mistake
Cross segment length L1、L2., then establish matrix Y.
Second step, by known Q1、Q2、n1、n2With every group of m in matrix Yk、m1 k、m2 k、L1 k、L2 k, bring step 3 into again
In upper layer model in, carry out analogue simulation with VISSIM, export in Fig. 1 corresponding practical vehicle flowrate Q in the second monitoring section.
To obtain at passenger-cargo divided street desin speed V, car and lorry flow are respectively Q on the passenger-cargo mixed runway of first segment1、
Q2, number of track-lines n1, termination section number of track-lines is n2Under the conditions of, transition section length, lane combinatorial matrix and pass through the second monitoring section
The matrix Z of practical vehicle flowrate Q.
Step 5: determining the transition section length under the maximum traffic capacity and lane combination:
The first step compares Q value all in matrix Z, finds maximum Q value (i.e. Qmax).Setting is at flow Q
In [(1-a) Qmax, Qmax] between when, Q and QmaxIt is indifference.Different according to acceptable changes in flow rate, a takes different numbers
Value, the present invention recommend a to take 5%.
Second step obtains and is in [(1-a) Qmax, Qmax] between all Q corresponding m, m1、m2、L1、L2Combination, will wherein
The smallest one group of m value corresponding passenger-cargo divided street combining form and transition section length are determined as at existing desin speed V
Best passenger-cargo divided street combining form and transition section length.If the m value of these combinations is identical, then it is assumed that these combinations are can
The optimal solution of receiving.
Embodiment 1
Certain Road Design speed 80km/h, first segment mixed unidirectional 4 lane of walking along the street section passenger-cargo, the passenger-cargo mixed walking along the street Duan Dan of second segment
To 3 lanes.The passenger-cargo mixed walking along the street section basic capacity of first segment is 8000pcu/h, lorry ratio 35%, car ratio 65%.
According to passenger-cargo segregation section road width, maximum can unidirectionally divide 5 lanes.Passenger-cargo mixed line road track width 3.75m.Passenger-cargo point
From formula road car lane width 3.5m, lorry lane width 3.75m.
Step 1: determining basic model parameter:
1)n1、n2
n1=4, n2=3
2)Q1、Q2
Q1=η1×QSubstantially=65% × 8000=5200pcu/h
Q2=η2×QSubstantially=35% × 8000=2800pcu/h
3)m、m1、m2Possible combinatorial matrix is as follows
4)L1、L2
Calculate withFor combination.(similarly hereinafter)
L1=0.625 × V × (mBm-n1Bn1)=0.625 × 80 × [(3 × 3.5+2 × 3.75)-(4 × 3.75)]
=150m
L2=0.625 × V × (mBm-n2Bn2)=0.625 × 80 × [(3 × 3.5+2 × 3.75)-(3 × 3.75)]
=337.5 ≈ 338m
Step 2: calibration tolerable deviation ε:
Since road is newly-built road, is calculated using the detected value of the running velocity of similar road, acquired altogether
Vehicle number is 200.
Step 3: establish desin speed and the bilayer model of First Transition segment length and the second transition section length solve it is optimal
Transition section length L1、L2, as shown in Fig. 2.
The first step, layer model in foundation.
The initial parameter of upper layer mode input is as shown in the table.
| n1 | n2 | Q1 | Q2 | m | m1 | m2 | V | L1 | L2 |
| 4 | 3 | 5200pcu/h | 2800pcu/h | 5 | 3 | 2 | 80km/h | 150m | 338m |
J times (j=5) is run, 5 times is obtained and is averaged by the actual motion speed of the first monitoring section and the second monitoring section
Value Vi' and Vi", as shown in the table
| For the first time | Second | For the third time | 4th time | 5th time | |
| Vi′ | 81 | 83 | 79 | 80 | 81 |
| Vi″ | 70 | 75 | 73 | 72 | 74 |
Second step judges First Transition segment length L1With the second excessive segment length L2Whether need to correct.
Therefore L1It does not need to correct, L2It needs to correct.
Third step establishes underlying model, corrects L1And L2。
Because of L1It does not need to correct, so the result for returning to upper layer model is 150m.L2It needs to correct, L2Value be modified to 371m, return to the upper layer of the first step
Model.
4th step ceaselessly recycles between upper layer model and underlying model, ultimately forms equilibrium state.Under equilibrium state
L1For 150m, L2For 357m.
Step 4 solves transition section length, lane combinatorial matrix under the conditions of existing passenger-cargo divided street desin speed V
And the matrix Z by the practical vehicle flowrate Q of the second monitoring section.
The layer model up and down that different lane combinatorial matrix parameters brings third step into respectively is calculated, is obtained by the first step
It is as follows to transition section length and lane combination synthetical matrix:
Second step, by known Q1、Q2、n1、n2It is brought into the upper layer model in step 3 again with columns every in matrix Y,
Analogue simulation is carried out with VISSIM, corresponding practical vehicle flowrate Q in the second monitoring section in output Fig. 1.
Step 5: determining the transition section length under the maximum traffic capacity and lane combination:
The first step is 4931pcu/h (hereinafter referred to as the first is combined), secondary big passage according to the matrix Z maximum traffic capacity
Ability is 4779pcu/h (hereinafter referred to as second combination).MeanwhileIt is believed that two groups of groups
Influence of the conjunction form for road passage capability can be ignored.
Second step, considering second of combination, lane quantity can incite somebody to action in design compared with one lane of the first combined few down
The lane is as other purposes lanes such as emergency lane, more reasonableization.So being used as the method for the present invention using second of combination
Optimal solution.That is, passenger-cargo separate lanes quantity m=4, wherein car lane m1With lorry lane quantity m2It is 2, changeover portion
Length L1=85m, L2=164m.
This hair can be understood and applied the above description of the embodiments is intended to facilitate those skilled in the art
It is bright.Person skilled in the art obviously easily can make various modifications to these embodiments, and described herein
General Principle is applied in other embodiments without having to go through creative labor.Therefore, the present invention is not limited to implementations here
Example, those skilled in the art's announcement according to the present invention, improvement and modification made without departing from the scope of the present invention all should be
Within protection scope of the present invention.
Claims (1)
1. passenger-cargo separation road transition segment length and lane combination collaborative design method, it is characterised in that including following step
It is rapid:
Step 1: road conditions modeling and determining basic model parameter:
Road conditions modeling: the passenger-cargo mixed row section car flow of first segment is Q1, lorry flow be Q2, unidirectional number of track-lines be n1；Then wagon flow
It is L by length1First Transition section drive into passenger-cargo separate type road, passenger-cargo unidirectional number of track-lines of separate type road is m,
It is wherein m comprising the unidirectional number of track-lines of car1, the unidirectional number of track-lines of lorry be m2；Then, wagon flow is L by length2The second transition
It is n that section drives into unidirectional number of track-lines again2The passenger-cargo mixed line road of second segment, Q1And Q2Unit is pcu/h；
Q1=η1×QSubstantially
Q2=η2×QSubstantially
1=η1+η2
QSubstantiallyFor the basic traffic capacity of the passenger-cargo mixed row section of first segment, unit pcu/h；η1For the ratio of car flow, η2For goods
The ratio of vehicle flowrate；Passenger-cargo ratio in actual operation road is used if being to run road if road；If newly-built road, then
With reference to similar to passenger-cargo ratio in the actual operation road of road；
m、m1、m2It is determined according to passenger-cargo separation road carriageway width and following constraint condition:
m、m1、m2Combinatorial matrix
Constraint condition 1:m, m1、m2It is integer；
Constraint condition 2:m=m1+m2；
Constraint condition 3:m > 1；
Constraint condition 4:m >=min { n1, n2}；
Constraint condition 5:m is not more than the maximum number of track-lines that passenger-cargo separate type road carriageway width can divide；
Constraint condition 6: if Q1≥Q2, then m1≥m2；If Q1< Q2, then m1 <m2；
The L1、L2Shown in the following formula of initial value；
L1=0.625 × V × (mBm-n1Bn1) (V > 60km/h)
L2=0.625 × V × (mBm-n2Bn2) (V > 60km/h)
Wherein, Bm、Bn1、Bn2Respectively passenger-cargo separate type road single lane width, the first segment mixed row section single lane passenger-cargo are wide
Degree, the passenger-cargo mixed row section road single lane width of second segment, V are existing highway layout speed；
Step 2: calibration tolerable deviation ε:
ViFor under the conditions of highway layout, the average actual motion speed of the vehicle of passenger-cargo separate type road normally travel, n is to survey
The driving vehicle number of amount；If road is the highway runed, under conditions of road wagon flow is in free flow, measure in visitor
The actual speed V of vehicle on goods separate type road normally travel sectioniIf road is not open road, using similar road
The detected value of the running velocity on road is calculated；
Step 3: the bilayer model for establishing desin speed and First Transition segment length and the second transition section length solves optimal mistake
Cross segment length L1、L2；
The first step, layer model in foundation:
(a) known Q is inputted1、Q2、n1、n2, selected any one lane combinatorial matrixFirst Transition segment length L1
With the second transition section length L2Initial value, emulated by VISSIM software, obtain sailing by first changeover portion tail end
The vehicle for entering passenger-cargo segregation section is averaged actual motion speed V ', and the vehicle of passenger-cargo mixed row section is driven by second changeover portion tail end
Average actual motion speed V "；
(b)) it repeats step (a) to emulate j times, obtains the actual motion speed of certain amount vehicle every time and be averaged, obtain
Average running speed be respectively Vi' and Vi", i ∈ [1, j], i are integer；
Second step judges First Transition segment length L1With the second excessive segment length L2Whether need to correct；JudgementKnot
Whether fruit is less than ε, and ε is proven value in step 2；IfThen continue to judgeIt is whether small
In ε；Otherwise, into the underlying model of third step, to First Transition segment length L1It is modified；If Then into
Enter the 4th step, otherwise enters the underlying model of third step, to the second transition section length L2It is modified；
Third step establishes underlying model: using formulaThe modified first excessive segment length is calculated, using formulaThe modified second excessive segment length is calculated, the first step is returned, uses L1' replacement L1Initial value, use L2' replacement L2's
Initial value；For Vi' average value,For Vi" average value；
4th step exports under conditions of the speed of service meets desin speed tolerable deviation, selectes existing lane combining formOptimal transition section length L1、L2；
Step 4 changes lane combinatorial matrixThen step 3 is repeated, is obtained and every kind of lane combinatorial matrix
Corresponding optimal transition segment length L1、L2, then establish matrix Y:
Step 5, by known Q1、Q2、n1、n2With every group of m in matrix Yk、m1 k、m2 k、L1 k、L2 k, bring into again upper in step 3
In layer model, analogue simulation is carried out with VISSIM, exports corresponding practical vehicle flowrate Q in the second monitoring section；To obtain
Under passenger-cargo divided street desin speed V, car and lorry flow are respectively Q on the passenger-cargo mixed runway of first segment1、Q2, number of track-lines is
n1, termination section number of track-lines is n2Under the conditions of, transition section length, lane combinatorial matrix and pass through the practical vehicle flowrate Q of the second monitoring section
Matrix Z；
Step 6: determining the transition section length under the maximum traffic capacity and lane combination:
The first step compares Q value all in matrix Z, finds maximum Q value Qmax；Setting is in [(1-a) as flow Q
Qmax, Qmax] between when, Q and QmaxIt is indifference；
Second step obtains and is in [(1-a) Qmax, Qmax] between all Q corresponding m, m1、m2、L1、L2Combination, will wherein m value be most
The corresponding passenger-cargo divided street combining form of small one group and transition section length are determined as the best visitor at existing desin speed V
Goods divided street combining form and transition section length；If the m value of these combinations is identical, then it is assumed that these combinations are acceptable
Optimal solution.
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