CN102156790B - Method for designing main road multifunctional lane of express way based on delay and traffic capacity - Google Patents
Method for designing main road multifunctional lane of express way based on delay and traffic capacity Download PDFInfo
- Publication number
- CN102156790B CN102156790B CN 201110107558 CN201110107558A CN102156790B CN 102156790 B CN102156790 B CN 102156790B CN 201110107558 CN201110107558 CN 201110107558 CN 201110107558 A CN201110107558 A CN 201110107558A CN 102156790 B CN102156790 B CN 102156790B
- Authority
- CN
- China
- Prior art keywords
- main road
- street
- traffic
- track
- vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Traffic Control Systems (AREA)
Abstract
The invention discloses a method for designing a main road multifunctional lane of an express way based on delay and traffic capacity, comprising the following steps of: determining functions of the main road multifunctional lane of the express way; investigating and counting the traffic to obtain road traffic condition and driver behavior parameters of the express way; selecting a simulation software and calibrating a model; creating a traffic simulation model; for each function of the multifunctional lane, adjusting conditions, such as main road traffic flow, composition and the like of the express way, obtaining main road vehicle delay and traffic capacity of the express way under different situations, and analyzing the obtained information to get the conclusion of setting analysis on the multifunctional lane based on different functions; synthesizing the conclusion of the setting analysis under each function to get the conclusion of design analysis on the multifunctional lane, and performing traffic design of the multifunctional lane based on the final conclusion. The method provided by the invention fills a gap in design analysis and method of the multifunctional lane, and can provide basis for scientific and rational design of the main road multifunctional lane of the express way.
Description
Technical field
The present invention relates to a kind of traffic engineering design system, relate in particular to a kind of based on the multi-functional track of the through street main road method for designing of delay with the traffic capacity.
Background technology
The through street is to alleviate one of major project measure that the city traffic blocks up, and the domestic city of having built up more perfect through street system mainly contains Beijing, Shanghai, Guangzhou, Tianjin, Shenzhen etc. at present.Although the construction of China through street and research have obtained certain achievement, but still there are many problems to remain further to be solved.
In the through street of at present having built up at home, the main road vehicle can promptly be stopped in stop in emergency band or main road outermost track usually.Vehicle turnover main road is taked the mode quickening or slow down at the main road kerb lane more; During the vehicle actual travel; Especially when the main road traffic speed of a motor vehicle higher and form continuous stream after; Kerb lane is taken by the acceleration, deceleration vehicle, the corresponding through lane that reduces main road, thus reduced the main road traffic capacity.When public transport was greatly developed in the city promotion, bus rapid transit also arose at the historic moment, and the part highway section needs stop by main road track, through street.
Comprehensive above-mentioned various situation; When through street main road flow, turnover through street main road vehicle flow are bigger, or bus rapid transit stops along main road, or the through street main road is not when being provided with urgent stop band; System operation stability in through street is relatively poor; Outstanding incident or public transport stop all possibly cause blocking up of through street system even paralyse that under this condition, just arise at the historic moment in multi-functional track.
Multi-functional track is for being arranged on the outermost track of through street main road, and it has been born the accident vehicle emergency and has stopped, passes in and out functions such as the acceleration and deceleration of main road vehicle, the stop of main road public transit vehicle, reservation at a specified future date.Except that realizing above function, other vehicle No entry this track.As: author Wang Xiaohua etc. is published in total the 143rd phase of in Dec, 2009 " Chinese municipal works ", and name is called function, effect and the set-up mode of having introduced multi-functional track, through street in " mentality of designing that multi-functional track is provided with on the city expressway ".Three big functions are: bear main road, bypass traffic connection and with the conversion of other grade roads; The realization bus rapid transit is stopped at main road; Making the emergency stop road uses.And proposed multi-functional track and whether be provided with and should consider from combined factors such as financial resources, material resources and peripheral transport need, traffic characteristicses, and the mentality of designing that should not lump together.Wherein, propose the mode that the general employing in multi-functional track is located at the A-road outside, but the demand analysis and the evaluation that main road multi-functional track in through street are provided with are not inquired into accordingly yet.
At present, the research about multi-functional track both at home and abroad mainly concentrates on elaboration and research to the definition of multi-functional track, does not see the research that it is provided with analysis and method.Because the setting in multi-functional track receives factor affecting such as boundary lines of roads width, road traffic design, road investment budgey; Simultaneously, multi-functional track being set on the main road of corresponding through street, whether can to produce corresponding traffic benefit also be one of key factor of considering.Up to now, do not see that also having based on through street system traffic circulation quality requirements such as the vehicle delay and the traffic capacitys is important indicator, the analysis and the method for designing in multi-functional track are made comprehensive research.
Summary of the invention
To above-mentioned prior art, the present invention provides a kind of multi-functional track method for designing based on the through street main road vehicle delay and the traffic capacity.The present invention has filled up the blank that multi-functional track is provided with analysis and method, can whether multi-functional track is set, how to multi-functional track design science, economic foundation is provided for the through street main road.Therefore; The present invention is based on through street main road vehicle delay and Traffic Capacity Analysis; Set up the method for through street main road multi-functional track design; The present invention should be provided with multi-functional track for determining whether, how multi-functional track is set theoretical foundation and support are provided, and then can improve the traffic circulation quality and the traffic benefit of through street system.
In order to solve the problems of the technologies described above, the present invention is based on and incur loss through delay the technical scheme that the multi-functional track of the through street main road method for designing with the traffic capacity is achieved and be: said method for designing comprises the steps:
The function in step 1, the multi-functional track of main road, initial setting through street comprises that at least the acceleration and deceleration of main road vehicle are promptly stopped, passed in and out to accident vehicle, the main road public transit vehicle is stopped;
Step 4, set up Traffic Flow Simulation Models: the foundation of realistic model comprises three aspects:
(1) basic road network is set up, and comprises whether main road number of track-lines, bypass number of track-lines, main road are provided with multi-functional track, gateway canalization form;
(2) confirm input parameter, comprise main road craspedodrome flow, rate of discharge, inlet flow rate, bypass craspedodrome flow, main road desired speed, bypass desired speed, main road car accident rate, main road vehicle composition, main road stop public transit vehicle flow;
(3) confirm output parameter, comprise main road vehicle delay, the main road traffic capacity, the average speed of operation of main road vehicle;
Step 6, whether reach its service level and confirm in this through street main road, whether multi-functional track to be set with incuring loss through delay in the traffic capacity that is provided with under the whether condition of multi-functional track through contrast through street main road; If when multi-functional track is not set, the main road delay does not reach its service level, and the main road delay can reach its service level when multi-functional track is set, and then should multi-functional track be set at the through street main road;
Step 7, the function that need bear according to multi-functional track and with reference to " city expressway design discipline " and " urban road intersection planning standard " are carried out through street main road gateway zone design and bus rapid transit bus stop zone design to this multi-functional track of through street main road.
Main road gateway, said through street zone design is to confirm the length in the acceleration and deceleration track of turnover main road vehicle use, and the length in this acceleration and deceleration track is made up of acceleration, deceleration track length and Transition length;
Said bus rapid transit bus stop zone design is to confirm the platform length L according to formula
b:
In the formula (1): L
b---platform length, unit is m; l
b---motorbus vehicle length, unit is m; P---public transport platform is stopped the berth number.
Compared with prior art, the invention has the beneficial effects as follows:
(1) takes all factors into consideration the necessity that is provided with in the multi-functional track of multiple functional study.Along with the expansion in city, expanding economy, the ever more important that the construction of through street system becomes.And the through street system can be alleviated because of vehicle emergency is stopped, the vehicle acceleration and deceleration pass in and out main road and quick public transport vehicle is stopped main road vehicle delay and the traffic capacity reduction that causes in multi-functional track, still is important to its research that necessity is set therefore.Existing research mainly concentrates on its definition and can bear the discussion of function, and the present invention takes all factors into consideration its multiple function, it is provided with necessity launches research, has filled up the blank in this field.
(2) the multi-functional track based on traffic simulation is provided with analysis and research.Owing to be it to be provided with to analyze launch research, be the equal of preposition research, therefore comparatively ripe by market, it is comparatively feasible that the higher traffic simulation software of accuracy and degree of recognition is launched research.The present invention is by microscopic traffic simulation software VISSIM; Realize that to multi-functional track accident vehicle is promptly stopped, the vehicle acceleration and deceleration pass in and out main road, public transit vehicle is stopped three kinds of functions; Change its road traffic condition respectively; Analyze multi-functional track under each function and benefit is set and takes all factors into consideration, obtain the conclusion that multi-functional track is provided with analysis.
(3) the integrated multifunctional track is provided with the function of analyzing and should realizing, corresponding traffic design is carried out in multi-functional track.The function of estimating to bear when multi-functional track not simultaneously, its corresponding traffic design method is also inequality.After the function of having confirmed whether multi-functional track is set and having should bear, corresponding traffic design be should carry out, main road gateway, through street zone design, bus rapid transit bus stop zone design etc. comprised.
Description of drawings
Fig. 1 is the multi-functional track of main road, a through street of the present invention method for designing process synoptic diagram;
Fig. 2 is highway section, the embodiment of the invention one a through street real road situation synoptic diagram;
Be provided with when Fig. 3 is two-way 6 tracks of embodiment of the invention main road and multi-functional track main road vehicle delay is not set;
Be provided with when Fig. 4 is two-way 8 tracks of embodiment of the invention main road and multi-functional track main road vehicle delay is not set;
Fig. 5 is that the different cart incorporation rates in two-way 6 tracks of embodiment of the invention main road are provided with and are not provided with multi-functional track main road vehicle delay down;
Fig. 6 is that the different public transport flows of stopping in two-way 6 tracks of embodiment of the invention main road are provided with and are not provided with multi-functional track main road vehicle delay down;
Fig. 7 is that the different public transport flows of stopping in two-way 6 tracks of embodiment of the invention main road are provided with and are not provided with multi-functional track main road vehicle delay down;
Fig. 8 is multi-functional track, an embodiment of the invention main road porch design diagram;
Fig. 9 is multi-functional track, an embodiment of the invention main road exit design diagram;
Figure 10 is a bus stop size synoptic diagram on the multi-functional track of the embodiment of the invention;
Figure 11 is a formula bus stop physical dimension in bay on the multi-functional track of the embodiment of the invention.
Embodiment
Below in conjunction with embodiment the present invention is done to describe in further detail.
Whether decision is provided with multi-functional track and how designs multi-functional track has material impact to the service level and the traffic capacity of through street.The present invention uses the method for incuring loss through delay with Traffic Capacity Analysis the multi-functional track of through street main road method for designing is analyzed and researched from the angle of microcosmic.
The present invention is based on the multi-functional track of the through street main road method for designing of incuring loss through delay with the traffic capacity, comprise the steps, as shown in Figure 1:
Step 1, carry out the multi-functional track demand forecast of through street main road, need to bear function from it and start with, contrast is provided with multi-functional track and the main road traffic benefit under the situation, i.e. the main road vehicle delay and the traffic capacity is not set.At first, main road multi-functional track in initial setting through street is born at least and is comprised that accident vehicle promptly stops, passes in and out the acceleration and deceleration of main road vehicle, the stop of main road public transit vehicle etc.;
Present embodiment adopts traffic study data in through street, Tianjin to carry out statistical study.Can obtain through street, Tianjin road traffic condition, the main road traffic capacity, the vehicle ' speed of a motor vehicle and delay through field investigation, it is put in order and analyzes, for the foundation of Traffic Flow Simulation Models in the subsequent step and demarcation provide data to support;
Step 4, set up Traffic Flow Simulation Models: the foundation of realistic model comprises three aspects:
(1) basic road network is set up, and comprises whether main road number of track-lines, bypass number of track-lines, main road are provided with multi-functional track, gateway canalization form etc.;
(2) confirm input parameter, comprise main road craspedodrome flow, rate of discharge, inlet flow rate, bypass craspedodrome flow, main road desired speed, bypass desired speed, main road car accident rate, main road vehicle composition, main road stop public transit vehicle flow etc.;
(3) confirm output parameter, comprise main road vehicle delay, the main road traffic capacity, the average speed of operation of main road vehicle etc.;
Present embodiment Application V ISSIM microscopic simulation software; Use through street, Tianjin enquiry data that the road traffic model is demarcated; At first, choose that 1100 meters long highway sections are simulation context to the east of the grade separation of the southeast, Tianjin semi-ring guest west, the emulation speed of a motor vehicle is 80km/h; When setting up main road respectively and be two-way 6,8 tracks, establish and do not establish the road network under the MPV road situation.With two-way 8 tracks is example, sets up road network according to real road situation as shown in Figure 2.
The acceleration and deceleration of main road vehicle are promptly stopped, passed in and out to the accident vehicle that present embodiment is born to multi-functional track, the main road public transit vehicle is stopped three big functions; Be provided with and be not provided with under the situation in multi-functional track with regard to each function respectively; Change the through street main road magnitude of traffic flow, the turnover main road magnitude of traffic flow, vehicle composition, stop transportation condition combinations such as public transport flow, accident vehicle ratio, emulation obtains its main road vehicle delay and traffic capacity.
(1) stops the consideration of function based on vehicle emergency
After road network is built up, as shown in table 1 to the result of its demarcation:
Table 1 simulation parameter calibration result
After the demarcation, the actual space mean speed that records in space mean speed that emulation obtains and Tianjin differs within 5%, can carry out emulation to various situation.
To establish and do not establish that emergency episode vehicle per car all is taken as 15min down time under the two kinds of situation in multi-functional track, every kind of situation of emulation is respectively the traffic capacity and delay under 0.05%, 0.1% in accident rate.Its result respectively like table 2 to shown in the table 5.
Two kinds of situation are incured loss through delay contrast (accident rate is respectively 0.05%) during two-way 6 tracks of table 2 main road
Two kinds of situation are incured loss through delay contrast (accident rate is respectively 0.1%) during two-way 6 tracks of table 3 main road
Two kinds of situation are incured loss through delay contrast (accident rate is respectively 0.05%) during two-way 8 tracks of table 4 main road
Two kinds of situation are incured loss through delay contrast (accident rate is respectively 0.1%) during two-way 8 tracks of table 5 main road
(2) based on the consideration that passes in and out main road vehicle acceleration and deceleration function
Existing is example with multi-functional track realization turnover main road vehicle acceleration and deceleration function; Provide the through street main road vehicle delay under different transportation condition combinations that obtains after its emulation; To main road is that two-way 6 track situation are carried out emulation, and it is 20veh/h that the public transport flow is stopped in order, and public vehicles cart rate is 0.1.To carrying out emulation under turnover main road flow and the main road flow various combination situation, obtain not being provided with under every kind of combination and being provided with the delay (s) of main road vehicle under the MPV road situation, as shown in table 6, with the form performance of data in the table 6, as shown in Figure 3 with chart.
Be provided with during two-way 6 tracks of table 6 main road and multi-functional track main road vehicle delay (s) is not set
In like manner, be provided with when table 7 shows two-way 8 tracks of main road and multi-functional track main road vehicle delay is not set, with the form performance of data in the table 7, as shown in Figure 4 with chart.
Be provided with during two-way 8 tracks of table 7 main road and multi-functional track main road vehicle delay (s) is not set
The vehicle commander of cart, travel speed, performance etc. are all different with car, and therefore, different cart incorporation rates is also influential to being provided with the through street main road traffic benefit that is not provided with under the multi-functional track.
Since the cart rate to the principle of through street main road traffic benefit influence establish with do not establish MPV road situation under be identical; Therefore; Present embodiment is two-way 6 tracks with main road; Stopping the public transport flow is 20veh/h, and the main road flow is that 4000pcu/h is an example, draws the cart incorporation rate and is respectively the delay of establishing and not establishing main road vehicle under the multi-functional track at 0.1,0.3 o'clock.Shown in its tables of simulation results 8.
The two-way 6 track cart incorporation rates of table 8 main road are not provided with simultaneously and multi-functional track main road vehicle delay (s) are not set
With the form performance of data in the table 8, as shown in Figure 5 with chart.
(3) stop the consideration of function based on public transit vehicle
To two-way 6 tracks of main road, two-way 8 tracks of main road, carried out simulation analysis under a certain fixedly main road flow condition respectively.
To main road is that two-way 6 track situation are carried out emulation, makes that the main road flow is 4000pcu/h, and public vehicles cart rate is 0.1.Order stop public transport flow is 20veh/h and 60veh/h respectively, to carrying out emulation under the turnover main road flow different situations, obtains not being provided with under every kind of combination and being provided with the delay (s) of main road vehicle under the MPV road situation, and is as shown in table 9:
Be provided with during two-way 6 tracks of table 9 main road and multi-functional track main road vehicle delay (s) is not set
With the form performance of data in the table 9, as shown in Figure 6 with chart.
To main road is that two-way 8 track situation are carried out emulation, makes that the main road flow is 5000pcu/h, and public vehicles cart rate is 0.1.Order stop public transport flow is 20veh/h and 60veh/h respectively, to carrying out emulation under the turnover main road flow different situations, obtains not being provided with under every kind of combination and being provided with the delay (s) of main road vehicle under the MPV road situation, and is as shown in table 10:
Be provided with during two-way 8 tracks of table 10 main road and multi-functional track main road vehicle delay (s) is not set
With the form performance of data in the table 10, as shown in Figure 7 with chart.
Step 6, whether reach its service level and confirm in this through street main road, whether multi-functional track to be set with incuring loss through delay in the traffic capacity that is provided with under the whether condition of multi-functional track through contrast through street main road.As when multi-functional track is not set, the main road delay does not reach its service level, and the main road delay can reach its service level when multi-functional track is set, and then should multi-functional track be set at the through street main road.
(1) vehicle emergency is stopped function
Can find out that from table 2 to table 5 not being provided with under the MPV road situation, along with the rising of accident rate, incuring loss through delay also increases to some extent, this is that delay causes more greatly because accident vehicle takies the stop of main road car lane, and accident rate is big more, and parked vehicles is many more.Be provided with under the MPV road situation, stopping, therefore, when accident rate increases, incuring loss through delay basically not variation because accident vehicle takies multi-functional track.
To sum up, by establishing of drawing of emulation mode and do not establish the traffic capacity reduction coefficient of multi-functional track under different accident rates, as shown in table 11:
Main road traffic capacity reduction coefficient under the various situation of table 11
Can know that by table 11 under the situation of conditions permit, based on the consideration of main road traffic capacity reliability, the suggestion main road is provided with multi-functional track.
(2) turnover main road vehicle acceleration and deceleration function
Can find out that from Fig. 3 and Fig. 4 along with the increase of turnover main road wagon flow flow, establish and do not establish under the MPV road situation, the main road vehicle delay is all increasing.Less when the main road flow, shown in Fig. 2 and Fig. 3, during for 3000pcu/h, the delay that MPV road situation is not set is all the time greater than the delay that MPV road situation is set.Along with the increase of main road flow, when turnover main road vehicle flow was in certain limit (1000-2000veh/h), the delay that MPV road situation is set was significantly less than the situation of not establishing multi-functional track.Shown in Fig. 3 and Fig. 4, when passing in and out the main road vehicle flow less than 2000pcu/h, the delay that multi-functional track is set all is significantly less than the situation that multi-functional track is not set.When passing in and out the main road vehicle flow greater than a certain value, the main road vehicle delay that is provided with and is not provided with under the MPV road situation is more or less the same.Shown in Fig. 3 and Fig. 4, when turnover main road vehicle flow during greater than 2000pcu/h, the main road vehicle delay under two kinds of situation is basic identical.This is that road passage capability becomes main restricting factor because arrive to a certain degree when flow is big, and the acceleration and deceleration track that multi-functional track provides for turnover main road vehicle has not become the key factor of its delay of restriction.
As can be seen from Figure 5, other condition is constant, when the cart rate increases, is provided with and is not provided with that the main road vehicle delay all increases under the MPV road situation.When turnover main road flow was certain limit (1000-2000veh/h) in, the main road delay that under two kinds of cart rates the MPV road is set was all less than the delay that is not provided with under the multi-functional track.As in Fig. 5, when turnover main road vehicle flow in 2000pcu/h following time, multi-functional track is set compares situation about not being provided with, under two kinds of cart rates, traffic benefit is preferably arranged all.When passing in and out the main road vehicle flow greater than a certain value, establishing and not establishing multi-functional track does not have tangible traffic benefit difference, 2000pcu/h as shown in Figure 5 under two kinds of cart rates.
Therefore, from improving the angle of main road vehicular traffic benefit, recommend the through street main road that multi-functional track is set.
(3) public transit vehicle is stopped function
No matter from Fig. 6 and Fig. 7, can find out, when the through street main road is stopped the increase of public transport flow, be the situation that is provided with or is not provided with multi-functional track, and when other condition was identical, the main road vehicle delay all increased.When turnover main road vehicle flow is in certain limit (1000-2000veh/h), main road vehicle delay under the MPV road situation is set less than the delay that is not provided with under the MPV road situation.Shown in Fig. 6 and Fig. 7, when passing in and out the main road vehicle flow, multi-functional track is set in the situation that obviously is superior to aspect the minimizing main road vehicle delay not being provided with smaller or equal to 2000pcu/h.When passing in and out the main road vehicle flow greater than a certain value, it then is not clearly that the benefit of bringing in multi-functional track is set.In Fig. 6 and Fig. 7, when turnover main road vehicle flow when 2000pcu/h is above, the main road vehicle delay under two kinds of situation is more or less the same basically.
Along with the increase that the through street main road is stopped the public transport flow along the line, being provided with the main road vehicle delay that is not provided with under the MPV road situation all increases.Other condition is constant, when turnover main road vehicle flow is certain limit (1000-2000veh/h) in, multi-functional track is set compares not to be provided with and can obtain traffic benefit preferably, reduces the main road vehicle because the delay that the public transport stop causes.
Through analysis to embodiment; The integrated multifunctional track supplies emergency vehicle to stop, is the three big functions that turnover main road vehicle provides the acceleration and deceleration track, supplies public transport along the line to stop; Consideration based on the main road vehicle delay and the main road traffic capacity; The present invention draws in land use situation permission, main road public transport along the line and stops the big or turnover main road vehicle flow of flow certain limit (1000veh/h-2000veh/h) in the time, multi-functional track is set, with the traffic benefit that guarantees that main road moves.
Step 7, confirmed the function that the multi-functional track of main road, through street is possessed through the analysis of above-mentioned steps; According to function and the reference " city expressway design discipline " and " urban road intersection planning standard " that multi-functional track need be born, through street main road gateway zone design and bus rapid transit bus stop zone design are carried out in this multi-functional track of through street main road.
Multi-functional track should be as the acceleration and deceleration track that supplies turnover main road vehicle to use at the place, gateway, and its length is made up of two parts: the length in acceleration, deceleration track, the length of transition.Draw out, porch multi-functional track design diagram such as Fig. 8, shown in Figure 9.Wherein the acceleration, deceleration track is long, and gradual change segment length's value, according to confirming about the regulation of speed change lane length and gateway fade rate in the design of " city expressway design discipline " gateway.Concrete value is seen table 12:
Table 12 speed change lane length and gateway fade rate
If choose the main road speed of a motor vehicle is the pairing data of 80km/h.Then speed change lane length in porch is got 210m, and wherein, acceleration lane length is 160m, and Transition length is 50m; Exit speed change lane length is got 130m, and wherein, deceleratuib lane length is 80m, and Transition length is 50m.
On multi-functional track, bus stop is set, is equivalent on multi-functional track, be provided with bay formula bus stop.With reference to the regulation of relevant bay formula bus stop size in " urban road intersection planning standard ", bus stop place, multi-functional track size is stipulated like Figure 10 and shown in Figure 11, wherein, the platform length L
bCan confirm by following formula:
In the formula (1): L
b---platform length (m); l
b---motorbus vehicle length (m); P---public transport platform is stopped the berth number.
To sum up; The present invention is based on the multi-functional track of the through street main road method for designing of incuring loss through delay with the traffic capacity; In practical application; Be according to parameters such as different road traffic conditions and road passage capability, speed of operation mean value, speed of operation variances, realistic model is demarcated, and the confession emergency vehicle in integrated multifunctional track is stopped, the acceleration and deceleration track is provided, supplies the traffic benefit under the three big function situation that public transport along the line stops for turnover main road vehicle; Draw a multi-functional accurately track design analysis, and corresponding traffic design is carried out in zone, main road gateway, through street and bus rapid transit bus stop zone.
Certainly, the present invention is based on the multi-functional track of the through street main road method for designing of incuring loss through delay with the traffic capacity can also be used for science appraisal is carried out in multi-functional track, existing through street.
Although invention has been described for top combination figure; But the present invention is not limited to above-mentioned embodiment, and above-mentioned embodiment only is schematically, rather than restrictive; Those of ordinary skill in the art is under enlightenment of the present invention; Under the situation that does not break away from aim of the present invention, can also make a lot of distortion, these all belong within the protection of the present invention.
Claims (2)
1. one kind based on the multi-functional track of the through street main road method for designing of incuring loss through delay with the traffic capacity, and it is characterized in that: said method for designing comprises the steps:
The function in step 1, the multi-functional track of main road, initial setting through street comprises that at least the acceleration and deceleration of main road vehicle are promptly stopped, passed in and out to accident vehicle, the main road public transit vehicle is stopped;
Step 2, traffic study and statistics; Road traffic condition to the through street main road in pre-established multi-functional track is investigated; Obtain this through street road traffic condition and driving behavior parameter, comprise road passage capability, speed of operation mean value, speed of operation variance at least;
Step 3, simulation software choose and parameter calibration: select traffic simulation software; Can select the arbitrary money among VISSIM and the SYNCHRO; Carry out the parameter calibration of simulation software in conjunction with the field investigation data, comprise parking spacing, expectation time headway at least, with the car variable with the car state threshold;
Step 4, set up Traffic Flow Simulation Models: the foundation of realistic model comprises three aspects:
(1) basic road network is set up, and comprises whether main road number of track-lines, bypass number of track-lines, main road are provided with multi-functional track, gateway canalization form;
(2) confirm input parameter, comprise main road craspedodrome flow, rate of discharge, inlet flow rate, bypass craspedodrome flow, main road desired speed, bypass desired speed, main road car accident rate, main road vehicle composition, main road stop public transit vehicle flow;
(3) confirm output parameter, comprise main road vehicle delay, the main road traffic capacity, the average speed of operation of main road vehicle;
Step 5, for each function in the multi-functional track of initial setting in the step 1; Through the adjustment through street main road magnitude of traffic flow, the through street main road turnover magnitude of traffic flow and through street main road vehicle composition conditional relationship in the input parameter of simulation software, according to through street main road vehicle delay and the traffic capacity of each function of output parameter acquisition under different emergency episode vehicle rates, the main road magnitude of traffic flow and main road turnover magnitude of traffic flow situation of simulation software;
Step 6, whether reach its service level and confirm in this through street main road, whether multi-functional track to be set with incuring loss through delay in the traffic capacity that is provided with under the whether condition of multi-functional track through contrast through street main road; If when multi-functional track is not set, the main road delay does not reach its service level, and the main road delay can reach its service level when multi-functional track is set, and then should multi-functional track be set at the through street main road;
Step 7, the function that need bear according to multi-functional track and with reference to " city expressway design discipline " and " urban road intersection planning standard " are carried out through street main road gateway zone design and bus rapid transit bus stop zone design to this multi-functional track of through street main road.
2. the multi-functional track of the through street main road method for designing based on the delay and the traffic capacity according to claim 1 is characterized in that, in the step 7:
Main road gateway, said through street zone design is to confirm the length in the acceleration and deceleration track of turnover main road vehicle use, and the length in this acceleration and deceleration track is made up of acceleration, deceleration track length and Transition length;
Said bus rapid transit bus stop zone design is to confirm the platform length L according to formula
b:
In the formula (1): L
b---platform length, unit is m; l
b---motorbus vehicle length, unit is m; P---public transport platform is stopped the berth number.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201110107558 CN102156790B (en) | 2011-04-27 | 2011-04-27 | Method for designing main road multifunctional lane of express way based on delay and traffic capacity |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201110107558 CN102156790B (en) | 2011-04-27 | 2011-04-27 | Method for designing main road multifunctional lane of express way based on delay and traffic capacity |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN102156790A CN102156790A (en) | 2011-08-17 |
| CN102156790B true CN102156790B (en) | 2012-12-19 |
Family
ID=44438285
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 201110107558 Active CN102156790B (en) | 2011-04-27 | 2011-04-27 | Method for designing main road multifunctional lane of express way based on delay and traffic capacity |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN102156790B (en) |
Families Citing this family (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103456163B (en) * | 2012-06-04 | 2015-12-02 | 北京市市政工程设计研究总院有限公司 | The city expressway interchange traffic capacity and running status method of discrimination and system |
| CN102750823B (en) * | 2012-07-06 | 2014-04-16 | 同济大学 | Method for dynamically setting special inlet lane for trucks at signal-controlled intersection and for managing running of inlet lane |
| CN103544351A (en) * | 2013-10-25 | 2014-01-29 | 北京世纪高通科技有限公司 | Method and device for adjusting parameters of simulation model |
| CN103903429B (en) * | 2014-03-26 | 2016-03-02 | 东南大学 | A kind of delay time at stop combination forecasting method of bus rapid transit bus stop |
| CN104318775B (en) * | 2014-11-10 | 2016-11-30 | 天津市市政工程设计研究院 | Ring road-surface road cross and span distance method under control stage through street |
| CN104952252B (en) * | 2015-06-19 | 2016-06-01 | 辽宁省交通规划设计院 | Obtain method and the system of the Separation of main work and non-main work formula multilane motorway traffic capacity |
| CN106320116A (en) * | 2016-08-25 | 2017-01-11 | 东南大学 | Optimization design method of exit ramp of pedestrian-bicycle shared road at the crossings in cities |
| CN106504526B (en) * | 2016-10-18 | 2018-11-09 | 东南大学 | A kind of public transportation lane setting impact analysis method based on electronic license plate information |
| CN107293132A (en) * | 2017-08-14 | 2017-10-24 | 常州市规划设计院 | Intersections timing design method based on traffic delay |
| CN110009544B (en) * | 2019-04-04 | 2023-03-31 | 东南大学 | Method for setting parallel two-channel bus stop |
| CN112598913B (en) * | 2020-12-17 | 2022-10-04 | 多伦信息技术有限公司 | Bus priority control method and device based on waiting factors and electronic equipment |
| CN115323850B (en) * | 2022-08-31 | 2024-02-09 | 济南市市政工程设计研究院（集团）有限责任公司 | Road network planning method for narrow road dense road network |
| CN117315926A (en) * | 2023-08-15 | 2023-12-29 | 广东省科学院广州地理研究所 | Parking prediction method and system based on traffic simulation model |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10359037A1 (en) * | 2003-12-10 | 2005-07-28 | Technische Universität Dresden | Modelling and simulation of road traffic conditions is based upon a road network model base upon road sections |
| CN101246513A (en) * | 2008-03-20 | 2008-08-20 | 天津市市政工程设计研究院 | City fast road intercommunicated overpass simulation design system and selection method |
| CN101246514B (en) * | 2008-03-20 | 2012-12-19 | 天津市市政工程设计研究院 | City fast road intercommunicated overpass simulation design system and method for establishing design model |
-
2011
- 2011-04-27 CN CN 201110107558 patent/CN102156790B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN102156790A (en) | 2011-08-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102156790B (en) | Method for designing main road multifunctional lane of express way based on delay and traffic capacity | |
| CN101246514B (en) | City fast road intercommunicated overpass simulation design system and method for establishing design model | |
| CN102005125B (en) | Discharging method of vehicles passing intersection and related design method and control system | |
| CN100573617C (en) | The signalized intersections bicycle is to the influencing turning vehicle saturation flow rate modification method | |
| CN101246513A (en) | City fast road intercommunicated overpass simulation design system and selection method | |
| CN104952252B (en) | Obtain method and the system of the Separation of main work and non-main work formula multilane motorway traffic capacity | |
| CN102376162B (en) | Method for setting optimal distance between curb parking lot of intersection exit lane and intersection | |
| Michelle DeRobertis MS et al. | Changing the paradigm of traffic impact studies: How typical traffic studies inhibit sustainable transportation | |
| CN104192148A (en) | Main road speed planning method based on traffic signal information prediction | |
| Pirdavani et al. | Travel time evaluation of a U-turn facility: comparison with a conventional signalized intersection | |
| Macioszek | The passenger car equivalent factors for heavy vehicles on turbo roundabouts | |
| Wang et al. | Research on capacity of roundabouts in Beijing | |
| Luo et al. | Modeling the effect of bus stops on capacity of curb lane | |
| CN102750823A (en) | Method for dynamically setting special inlet lane for trucks at signal-controlled intersection and for managing running of inlet lane | |
| Dong et al. | Multiobjective evaluation of left-turn waiting areas at signalized intersections in China | |
| Obiri-Yeboah et al. | Passenger car equivalents for vehicles at signalized intersections within the Kumasi metropolis in ghana | |
| Ma et al. | Signal timing optimization models for two-stage midblock pedestrian crossing | |
| Bari et al. | A SIMULATION APPROACH FOR EVALUATING CONGESTION AND ITS MITIGATION MEASURES ON URBAN ARTERIALS OPERATING WITH MIXED TRAFFIC CONDITIONS. | |
| CN105825674A (en) | Method for calculating traffic capability of straight-right lane with consideration of right-turning lag release | |
| Cheng | Research on method for determining ETC channel capacity and service level | |
| Naegeli et al. | High-Quality Public Transport and Promotion of Nonmotorized Transport—Compromise or Complement? An Analytical Approach for Assessing Conflicts | |
| Wedagama | The influence of mixed traffic on congestion level and marginal road congestions | |
| Zhang et al. | Lane Change Correction Factor Model for Left-Turn Lane Capacity | |
| Hongwen et al. | Research on the way to determine types and scales of bus stops | |
| Hordofa et al. | Determination of Passenger Car Unit for Urban Roads: A Case Study in Addis Ababa |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CP01 | Change in the name or title of a patent holder |
Address after: 300051 No. 239, Yingkou Road, Heping District, Tianjin Patentee after: Tianjin municipal engineering design and Research Institute Co.,Ltd. Address before: 300051 No. 239, Yingkou Road, Heping District, Tianjin Patentee before: TIANJIN MUNICIPAL ENGINEERING DESIGN & Research Institute |
|
| CP01 | Change in the name or title of a patent holder |