CN114170794A - Urban expressway intersection area dynamic influence range calculation method based on VISSIM simulation - Google Patents
Urban expressway intersection area dynamic influence range calculation method based on VISSIM simulation Download PDFInfo
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Abstract
The invention discloses a dynamic influence range calculation method of an urban expressway intersection area based on VISSIM simulation, which comprises the steps of firstly, constructing a VISSIM simulation model according to design parameters of the urban expressway intersection area and upstream and downstream road sections of the urban expressway intersection area, and selecting proper driving behavior parameters and simulation parameters; inputting different main road entrance traffic volume data and main-main traffic volume in main road entrance traffic volume proportion data to perform traffic simulation, and extracting traffic flow operation speed parameters of each lane on a data acquisition point; then drawing a position-speed scatter diagram under each simulation condition, and defining each lane influence range under the condition according to a defining method; and finally, drawing a scatter diagram of different traffic conditions and the corresponding interlacing area influence ranges, fitting to obtain a functional relation, and obtaining a formula for calculating the dynamic influence ranges. The invention provides a method for calculating the influence range of the urban expressway intersection area under different design parameters and different traffic conditions, and provides a research basis for carrying out traffic organization on the urban expressway intersection area.
Description
Technical Field
The invention relates to a VISSIM simulation-based urban expressway intersection area dynamic influence range calculation method, and belongs to the technical field of urban expressway intersection area influence range research.
Background
The urban expressway is an extremely important part in an urban road network, and the intersection area is connected with the expressway and other grades of urban roads in series and is an important component influencing the traffic capacity and the running speed of the expressway. In the front and rear road sections of the intersection of the urban expressway, a driver can adjust the running state of the vehicle according to the actual condition of the intersection and the driving requirement of the driver, so that the speed discreteness of the road sections is large, the lane change behavior is increased, and the traffic flow running state and the traffic safety level of the expressway are influenced. Therefore, the study of the change condition of the influence area range of the urban expressway intersection area on the upstream and downstream road sections is the basis for improving the traffic condition of the urban expressway intersection area, fully playing the expressway function and relieving the urban traffic pressure.
Referring to the manual of traffic capacity of the united states, the influence range of the existing interleaving area is defined by specific numerical values, and the geometric construction difference and the real-time traffic condition difference of different interleaving areas are not considered. In addition, the urban expressway has high design speed and high traffic volume, traffic investigation has certain difficulty, and data under all traffic conditions are difficult to acquire.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the method can calculate the influence range of the urban expressway intersection area on an upstream main road section and a downstream main road section under the conditions of different design parameters and different traffic volumes.
The invention adopts the following technical scheme for solving the technical problems:
a dynamic influence range calculation method of an urban expressway interlacing area based on VISSIM simulation comprises the following steps:
step 1, collecting design parameters and traffic flow data of an interleaving area and upstream and downstream road sections thereof, and constructing a VISSIM simulation model of the interleaving area and the upstream and downstream road sections of the urban expressway;
step 2, inputting different main road traffic data and different main-main traffic volume in main road traffic volume proportion data based on the VISSIM simulation model constructed in the step 1, and extracting running speed parameters of traffic flows of all lanes; the main-main traffic volume is defined as the traffic volume driving into the interleaved zone from the main road and driving out of the interleaved zone from the main road;
step 3, drawing a position-speed scatter diagram of each lane according to the running speed parameters of the traffic flow of each lane, analyzing the change trend of the running speed parameters of the traffic flow of each lane of an interleaving area and upstream and downstream road sections thereof under the simulation condition according to the scatter diagram, and determining the influence range of the interleaving area on the upstream and downstream road sections of each lane under the proportion of different main road driving traffic volumes and different main-main traffic volumes in the main road driving traffic volumes;
and 4, drawing a scatter diagram of the driving traffic volume of different main roads or the proportion of different main-main traffic volumes in the driving traffic volume of the main roads and the influence range of the intersection area of the upstream road section and the downstream road section of each corresponding lane, fitting to obtain a functional relation, and calculating the dynamic influence range of each lane of the intersection area of the urban expressway under dynamic traffic according to the functional relation.
As a preferred scheme of the present invention, in step 1, the design parameters of the interleaving area and the upstream and downstream road sections thereof include the number of lanes, the lane width, the angle of the ramp accessing the main road, and the length of the interleaving area; traffic flow data of the interleaved area and the upstream and downstream road sections of the interleaved area comprise vehicle type proportion, vehicle headway and design speed; the length of the upstream road section of the interweaving area, namely the road section before the inlet nose end of the interweaving area, the length of the downstream road section of the interweaving area, namely the road section after the outlet nose end of the interweaving area, are not less than 1000 meters.
As a preferred embodiment of the present invention, the specific process of step 2 is as follows:
step 21, setting traffic simulation parameters in the VISSIM simulation model constructed in the step 1, and inputting vehicle types, speeds, traffic volumes and running path parameters of traffic flows;
step 22, arranging data acquisition points every 5m along each lane of the main road section in the VISSIM simulation model constructed in the step 1;
and step 23, completing multiple times of traffic simulation, and collecting the running speed data of the traffic flow at each lane data collection point.
As a preferred scheme of the present invention, in step 21, the set simulated traffic flow is composed of trolleys, and the popular pasate is used as a standard trolley; a Wiedemann99 following model in a VISSIM simulation model is adopted as a driving behavior parameter; the design speed of the interweaving area is used as an input speed parameter, and the simulation time is set to be 3600 seconds.
As a preferred aspect of the present invention, in step 23, the interleaving area in the initial simulation scene is set to be a D-level service level, the main road incoming traffic volume is 2700pcu/h, 75% of vehicles are driven out from the main road, that is, the proportion of the main-main traffic volume to the main road incoming traffic volume is 75%, the traffic flow in the scene is simulated, and vehicle speed data of the data acquisition point is derived;
when the proportion of the main-main traffic volume to the main road entrance traffic volume is unchanged, the main road entrance traffic volume is changed and simulated according to the step length of 200pcu/h, vehicle speed data and lane change data of data acquisition points are derived, and the main road entrance traffic volume is not more than 1300pcu/h per lane;
when the main road entrance traffic volume is unchanged, the proportion of the main-main traffic volume to the main road entrance traffic volume is changed by taking 5% as a step length, vehicle speed data and lane change data of the data acquisition point are derived, and the proportion of the main-main traffic volume to the main road entrance traffic volume is not lower than 60%.
As a preferred embodiment of the present invention, the specific process of step 3 is as follows:
drawing a position-speed scatter diagram of each lane according to the running speed parameters of traffic flow of each lane, defining an area of speed fluctuation around a certain mean value in the scatter diagram as a common road section which is not influenced by an interweaving area, wherein the speed range corresponding to the common road section is [ A, B ]; the area with the speed continuously decreasing and then continuously increasing is a road section influenced by the interweaving area;
in the road section affected by the interweaving area, when the speed of the vehicle at the position C of the road section at the upstream of the interweaving area is 1km/h lower than the speed at the position 50 meters before the position C, the vehicle is considered to enter the influence range of the interweaving area on the road section at the upstream, namely the influence range of the interweaving area on the road section at the upstream is from the position C of the road section at the upstream of the interweaving area to the inlet nose end of the interweaving area;
in the road section influenced by the interleaving area, when the speed of the vehicle at the position D of the downstream road section of the interleaving area and the speed at the position 50 meters behind the position D are both in the speed range [ A, B ] corresponding to the general road section, the vehicle is considered to be driven out of the influence range of the interleaving area on the downstream road section, namely the influence range of the interleaving area on the downstream road section is from the outlet nose end of the interleaving area to the position D.
As a preferred embodiment of the present invention, the specific process of step 4 is as follows:
and 43, inputting the corresponding real-time main road entering traffic volume or the proportion of the real-time main-main traffic volume to the main road entering traffic volume in the constructed functional relation, and taking the larger one of the two calculated interlacing area influence ranges as the real-time upstream and downstream road section interlacing area influence ranges of each lane.
Compared with the prior art, the invention adopting the technical scheme has the following technical effects:
1. the invention utilizes VISSIM simulation software to make up the deficiency of observation data, changes different road traffic conditions in the simulation software, thereby simulating the actual traffic flow running condition under the complex traffic environment, analyzing the influence range of the interlacing area and the rules of various traffic conditions, and expanding the application of the VISSIM software in the research of urban expressway interlacing areas.
2. The invention changes the influence range of the interlacing area from the prior static numerical value into the dynamic numerical value determined by the type of the interlacing area and the traffic condition, and further specifies the influence range of the interlacing area to each lane.
3. The invention can carry out traffic organization in a targeted manner for the dynamic influence range of the urban expressway intersection area under different design parameters and different traffic volumes obtained by calculation, thereby improving the traffic capacity and the traffic safety level.
Drawings
FIG. 1 is a schematic flow chart of a method for calculating the dynamic influence range of an urban expressway intersection area based on VISSIM simulation according to the present invention;
FIG. 2 is an on-site aerial photograph of an embodiment of the present invention;
FIG. 3 is a VISSIM interleaving region simulation model diagram of an embodiment of the present invention;
FIG. 4 is a scatter plot of instantaneous vehicle speed for each lane in accordance with an embodiment of the present invention;
FIG. 5 is a scatter diagram of the ratio of main-main traffic volume to main incoming traffic volume and the influence of interlacing areas on upstream according to an embodiment of the present invention;
fig. 6 is a scatter diagram of the ratio of main-main traffic volume to main incoming traffic volume and the influence of the interleaved area on the downstream according to the embodiment of the present invention;
FIG. 7 is a scatter diagram of the impact of main road incoming traffic volume and interlacing area on upstream;
fig. 8 is a scatter diagram of main road incoming traffic volume and interleaving area versus downstream impact area according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
As shown in fig. 1, the invention provides a method for calculating a dynamic influence range of an urban expressway intersection area based on VISSIM simulation, comprising the following steps:
s1, collecting design parameters of an interleaving area, and constructing a VISSIM simulation model of the interleaving area of the urban expressway and upstream and downstream road sections of the urban expressway;
the method comprises the steps that design parameters required to be collected by a VISIM simulation model of an urban expressway intersection area and upstream and downstream road sections of the urban expressway intersection area are constructed, wherein the design parameters comprise data of lane number, lane width, ramp access main road angle and intersection area length; in addition, the data of the vehicle type proportion, the headway and the design speed (or the running speed) are also included. The VISSIM simulation model is built by utilizing the data, and the front and back lengths of the main road and the auxiliary road at the nose ends of the entrance and the exit in the model are not less than 1000 meters.
S2, inputting different main road driving-in traffic volume data and main-main traffic volume (namely the traffic volume driving from the main road into the interleaving area and driving out of the interleaving area from the main road) in the proportion data of the main road driving-in traffic volume based on the constructed VISSIM simulation model, and extracting the running speed parameters of the traffic flow of each lane; the method specifically comprises the following steps:
s21, setting traffic simulation parameters and inputting vehicle types, speeds, traffic volumes and driving path parameters of traffic flows in the constructed VISSIM interleaving area model;
standard vehicles, driving behavior parameters and speed parameters of traffic flow input in VISSIM software simulation can be selected according to actual conditions of an intersection area; if no relevant data exists, the Volkswagen Passat is used as a standard trolley, a Wiedemann99 following model in software is used as a driving behavior parameter, the design speed of an interlacing area is used as an input speed parameter, and the simulation time is set to be 3600 seconds.
S22, laying data acquisition points in the constructed VISSIM interweaving area model;
and data acquisition points are uniformly distributed every 5m in each lane of the main road section in the simulation model. Because the interweaving area is symmetrical about the median strip, data acquisition can be carried out only by arranging data acquisition points on a road section on one side.
S23, completing multiple times of traffic simulation, and collecting the running speed data of the traffic flow at each lane data collection point;
the simulation input main road driving traffic volume is changed according to the step length of 200pcu/h, and in order to maintain the service level of an interleaving area, the data is not more than 1300pcu/h of each lane; in order to make the data volume sufficient, some other main road incoming traffic data not greater than 1300pcu/h per lane may be input for simulation. The proportion of main-main traffic volume input in simulation to main road entering traffic volume is changed by taking 5% as a step length, and the data is not lower than 60% in order to enable a simulation model to conform to actual life; in order to make the data volume sufficient, some other main road driving-in traffic volume data and main-main traffic volume occupying main road driving-in traffic volume proportion data can be input for simulation. The running speed data of traffic flow of each lane is collected, namely the average value of the instantaneous speeds of all vehicles collected from data collection points arranged every 5m on each lane in each simulation.
S3, analyzing the variation trend chart of the traffic flow operation speed parameters of each lane in a certain distance between the upstream and downstream of the intersection area under the simulation condition, and determining the intersection area influence range of the main road driving traffic volume and the proportion of different main-main traffic volumes in the main road driving traffic volume;
and drawing a position-speed scatter diagram of each lane of the interlacing area, wherein an area of which the speed fluctuates up and down around a certain mean value in the scatter diagram is a common road section which is not influenced by the interlacing area, and the speed range is [ A, B ]. The area where the speed continuously decreases or increases is a road section influenced by the interweaving area, and a specific numerical value of an influence range is given according to the following defining method;
in the approximate road section of the influence area of the interlacing area, when the speed of a vehicle at a position upstream of the interlacing area is 1km/h lower than that at a position 50m away, the vehicle is considered to enter the influence range of the interlacing area on the upstream road section;
in the approximate road section of the influence area of the intersection area, when the speed of a vehicle at a certain position downstream of the intersection area and the speed of the position 50 meters later are both within the speed range [ A, B ] within the general road section, the vehicle is considered to run out of the influence area of the intersection area.
S4, drawing a scatter diagram of different traffic conditions and the corresponding intersection area influence ranges, fitting to obtain a functional relation, and calculating the dynamic influence ranges of all lanes of an intersection area of a certain city expressway under dynamic traffic through a formula; the method specifically comprises the following steps:
s41, summarizing influence range data of each lane intersection area corresponding to the ratio of different main road entrance traffic volumes/different main-main traffic volumes to main road entrance traffic volumes, and drawing a scatter diagram;
s42, fitting the scatter diagram, and constructing a function model with a dependent variable as an influence range of each lane intersection area and an independent variable as main road driving traffic or a ratio of main-main traffic to main road driving traffic;
and S43, inputting the corresponding real-time main road driving traffic volume or the real-time main-main traffic volume to main road driving traffic volume ratio in the constructed function formula, and obtaining the real-time intersection area influence range position of each lane, wherein the intersection area influence range is the larger numerical value of two intersection area influence ranges calculated by the real-time main road driving traffic volume or the real-time main-main traffic volume to main road driving traffic volume ratio.
As shown in fig. 2, the embodiment of the present invention calculates the dynamic influence range of a certain expressway intersection area (intersection area between the siemens tunnel and the communications tunnel) in the dongdong line dragon flat central road in Nanjing city.
S1, collecting design parameters of an interleaving area, and constructing a VISSIM simulation model of the interleaving area of the urban expressway and upstream and downstream road sections of the urban expressway;
shooting the early and late peak video of the road interlacing area in the dragon flat and measuring data on the spot, and building an interlacing area simulation scene in VISSIM software as follows: the road comprises a main road 3 lane, an auxiliary road 2 lane and an interweaving area 5 lane (the lane widths are all 3.75 meters), the front and back lengths of the main road and the auxiliary road at the nose ends of an entrance and an exit are 1000 meters, the length of the interweaving area is 135 meters, the included angle between the auxiliary road and the main road is 3.7 degrees, and the built interweaving area simulation model is shown in fig. 3.
And (5) counting the vehicle type, the headway and the speed index of the traffic in the video.
S2, inputting different main road entrance traffic volume data and main-main traffic volume occupying main road entrance traffic volume proportion data based on the constructed VISSIM simulation model, and extracting the running speed parameters of traffic flows of all lanes;
in the model of the interlacing area, collecting points are distributed every 5m along each lane of the main road section, the set simulated traffic flow is only composed of trolleys, and the popular Passat is adopted as a standard trolley; a Wiedemann99 following model in VISSIM software is adopted as a driving behavior parameter; the input speed of the simulated traffic flow is 45 km/h-55 km/h. The simulation time was set to 3600 seconds.
Setting an interleaving region under an initial simulation scene as a D-level service level, wherein the main road flow is 2700pcu/h, and 75% of vehicles drive out from the main road; the flow rate of the auxiliary road is 1000pcu/h, and 25% of vehicles drive out from the main road. And simulating the traffic flow in the scene, and deriving the vehicle speed data of the data acquisition point.
Changing and simulating the main road driving traffic volume according to the step length of 200pcu/h, and deriving the vehicle speed data and lane change data of the data acquisition points; and changing the proportion of the main-main traffic volume to the main road entering traffic volume by taking 5% as a step length, and deriving the vehicle speed data and lane change data of the data acquisition point. In order to make the data volume sufficient, some other main road driving-in traffic volume data and main-main traffic volume occupying main road driving-in traffic volume proportion data can be input for simulation. The ratio of the main road entrance traffic volume of the simulated traffic flow to the input main-main traffic volume in the main road entrance traffic volume is shown in table 1, for example:
TABLE 1 ratio of input traffic volume and input primary-primary traffic volume to main-road-entering traffic volume of simulated traffic flow
S3, analyzing the variation trend chart of the traffic flow operation speed parameters of each lane in a certain distance between the upstream and downstream of the interlacing area, and determining the influence range of the interlacing area under the condition that the main road driving traffic volume and the different main-main traffic volumes account for the main road driving traffic volume proportion.
Taking the main road flow 2700pcu/h, 75% of the vehicles are driven out of the main road, the auxiliary road flow 1000pcu/h, and 25% of the vehicles are driven out of the main road as an example of the corresponding scene:
the scatter diagram of the inner lane, the middle lane and the outer lane is drawn by taking the driving distance represented by the data acquisition point position as the horizontal axis (the inlet nose end of the interlacing area at the 1km position and the outlet nose end of the interlacing area at the 1.135km position) and the average vehicle speed recorded by the data acquisition point as the vertical axis, as shown in fig. 4.
According to fig. 4, on a general road section far from the intersection area, the speed distribution of the traffic flow fluctuates up and down within an interval of [46km/h, 48km/h ]; and the position where the speed index starts to continuously descend and the position after the speed index continuously rises are the positions where the influence range of the interlacing area starts and ends, the influence range of the interlacing area should be within 200 meters in front of the inlet nose end and within 100 meters behind the outlet nose end, and the range is the approximate road section influenced by the interlacing area.
According to the judgment method, in a rough road section influenced by the interlacing area, when the speed of a vehicle at a certain position is 1km/h lower than that at a position 50m ahead, the vehicle is considered to enter the influence range of the interlacing area; and when the speed of the vehicle at a certain position and the speed of the position 50 meters later are both in the range of [46km/h, 48km/h ], the vehicle is considered to be driven out of the influence range of the interweaving area.
Combining the discrimination method with the collected data, the outer lane vehicle enters the influence range of the interleaving area after running for 950m (at a distance of 50m from the inlet nose end of the interleaving area), namely the influence range of the interleaving area on the upstream outer lane is 50 m; after the middle lane vehicle runs for 950m (at a distance of 50m from the inlet nose end of the interleaving region), the middle lane vehicle enters the influence range of the interleaving region, namely the influence range of the interleaving region on the upstream middle lane is 50 m; the speed change condition of the vehicles in the inner lane does not meet the definition of the influence range, namely the interlacing area has no influence range on the inner lane in the upstream.
Combining the discrimination method with the collected data, the vehicle on the outer road drives out of the influence range of the interlacing area after running for 1150m (15 m away from the exit nose end of the interlacing area), namely the influence range of the interlacing area on the downstream outer road is 15 m; after the middle lane vehicle runs 1140m (5 m away from the inlet nose of the interleaving region), the middle lane vehicle runs out of the influence range of the interleaving region, namely the influence range of the interleaving region on the downstream middle lane is 5 m; and the vehicles on the inner lane run out of the influence range of the interleaving region after 1130m (at a distance of-5 m from the entrance nose end of the interleaving region), namely the interleaving region has no influence range on the inner lane at the downstream.
Other scenarios can similarly obtain the corresponding influence range, and the results are shown in tables 2 and 3 (blank space indicates no influence range).
Table 2 influence range defining results of the simulated traffic flow in this example
TABLE 3 influence Range definition results of simulated traffic flow in this example
And S4, drawing a scatter diagram of different traffic conditions and the corresponding intersection area influence ranges, fitting to obtain a functional relation, and calculating the dynamic influence ranges of all lanes of the intersection area of the urban expressway under dynamic traffic through a formula.
Drawing a scatter diagram of an inner road, a middle road and an outer road and fitting the scatter diagram by taking the ratio of main-main traffic volume to main road driving-in traffic volume as a horizontal axis and the influence range of an interleaving area on the upstream as a vertical axis as shown in figure 5;
drawing a scatter diagram of an inner road, a middle road and an outer road and fitting the scatter diagram by taking the ratio of main-main traffic volume to main road driving-in traffic volume as a horizontal axis and the influence range of an interleaving area on the downstream as a vertical axis as shown in fig. 6;
with the traffic volume of the main road as a horizontal axis and the influence range of the interleaving area on the upstream as a vertical axis, drawing a scatter diagram of the inner road, the middle road and the outer road and fitting, as shown in fig. 7;
with the traffic volume of the main road as a horizontal axis and the influence range of the interleaving area on the upstream as a vertical axis, drawing a scatter diagram of the inner road, the middle road and the outer road and fitting, as shown in fig. 8;
according to the fitting result, the calculation method of the dynamic influence range of the urban expressway intersection area under real-time dynamic traffic can be obtained as shown in table 4.
TABLE 4 urban expressway intersection area dynamic influence range calculation method under real-time dynamic traffic
And substituting the real-time main road driving-in traffic volume or the proportion of the main-main traffic volume to the total driving-in traffic volume of the main road into a formula to obtain the real-time interlacing area influence range. And taking the larger value of two influence ranges as the influence range of the interlacing area based on two independent variables of the main road driving-in traffic volume and the proportion of the main-main traffic volume to the main road driving-in traffic volume at the same time for the consideration of traffic safety.
For example, the traffic volume of the main road of the interleaving area at a certain time is 2000pcu/h, the influence range of the interleaving area on the upstream outer lane is 20.59m by substituting formula (9) in table 4, and the influence range of the interleaving area on the downstream outer lane is 7.97m by substituting formula (12) in table 4; the proportion of the main-main traffic volume of the interlacing area to the main driving traffic volume at a certain time is 85%, the influence range of the interlacing area on the upstream outer lane is 46.76m by substituting the formula (3) in the table 4, and the influence range of the interlacing area on the downstream outer lane is 15.69m by substituting the formula (6) in the table 4; the larger value of the two is taken as the actual influence range value, namely the actual influence range of the interweaving area on the upstream outer track at the moment is 46.76m, and the actual influence range of the interweaving area on the downstream outer track is 15.69 m.
The above embodiments are only for illustrating the technical idea of the present invention, and the protection scope of the present invention is not limited thereby, and any modifications made on the basis of the technical scheme according to the technical idea of the present invention fall within the protection scope of the present invention.
Claims (7)
1. A method for calculating the dynamic influence range of an urban expressway intersection area based on VISSIM simulation is characterized by comprising the following steps of:
step 1, collecting design parameters and traffic flow data of an interleaving area and upstream and downstream road sections thereof, and constructing a VISSIM simulation model of the interleaving area and the upstream and downstream road sections of the urban expressway;
step 2, inputting different main road traffic data and different main-main traffic volume in main road traffic volume proportion data based on the VISSIM simulation model constructed in the step 1, and extracting running speed parameters of traffic flows of all lanes; the main-main traffic volume is defined as the traffic volume driving into the interleaved zone from the main road and driving out of the interleaved zone from the main road;
step 3, drawing a position-speed scatter diagram of each lane according to the running speed parameters of the traffic flow of each lane, analyzing the change trend of the running speed parameters of the traffic flow of each lane of an interleaving area and upstream and downstream road sections thereof under the simulation condition according to the scatter diagram, and determining the influence range of the interleaving area on the upstream and downstream road sections of each lane under the proportion of different main road driving traffic volumes and different main-main traffic volumes in the main road driving traffic volumes;
and 4, drawing a scatter diagram of the driving traffic volume of different main roads or the proportion of different main-main traffic volumes in the driving traffic volume of the main roads and the influence range of the intersection area of the upstream road section and the downstream road section of each corresponding lane, fitting to obtain a functional relation, and calculating the dynamic influence range of each lane of the intersection area of the urban expressway under dynamic traffic according to the functional relation.
2. The VISSIM simulation-based dynamic influence range calculation method for urban expressway interlacing areas according to claim 1, wherein in step 1, design parameters of the interlacing areas and upstream and downstream road sections thereof comprise lane number, lane width, ramp access main road angle and interlacing area length; traffic flow data of the interleaved area and the upstream and downstream road sections of the interleaved area comprise vehicle type proportion, vehicle headway and design speed; the length of the upstream road section of the interweaving area, namely the road section before the inlet nose end of the interweaving area, the length of the downstream road section of the interweaving area, namely the road section after the outlet nose end of the interweaving area, are not less than 1000 meters.
3. The VISSIM simulation-based dynamic influence range calculation method for urban expressway interlacing areas according to claim 1, wherein the specific process of the step 2 is as follows:
step 21, setting traffic simulation parameters in the VISSIM simulation model constructed in the step 1, and inputting vehicle types, speeds, traffic volumes and running path parameters of traffic flows;
step 22, arranging data acquisition points every 5m along each lane of the main road section in the VISSIM simulation model constructed in the step 1;
and step 23, completing multiple times of traffic simulation, and collecting the running speed data of the traffic flow at each lane data collection point.
4. The VISSIM simulation-based dynamic influence range calculation method for urban expressway intersection areas according to claim 3, wherein in the step 21, the set simulated traffic flow is composed of trolleys, and Volkswagen Passat is used as a standard trolley; a Wiedemann99 following model in a VISSIM simulation model is adopted as a driving behavior parameter; the design speed of the interweaving area is used as an input speed parameter, and the simulation time is set to be 3600 seconds.
5. The method for calculating the dynamic influence range of the urban expressway intersection area based on VISSIM simulation according to claim 3, wherein in the step 23, the intersection area under the initial simulation scene is set to be the D-level service level, the main road entrance traffic volume is 2700pcu/h, 75% of vehicles are driven out of the main road, namely the proportion of the main-main traffic volume to the main road entrance traffic volume is 75%, the traffic flow under the scene is simulated, and the vehicle speed data of the data acquisition point is derived;
when the proportion of the main-main traffic volume to the main road entrance traffic volume is unchanged, the main road entrance traffic volume is changed and simulated according to the step length of 200pcu/h, vehicle speed data and lane change data of data acquisition points are derived, and the main road entrance traffic volume is not more than 1300pcu/h per lane;
when the main road entrance traffic volume is unchanged, the proportion of the main-main traffic volume to the main road entrance traffic volume is changed by taking 5% as a step length, vehicle speed data and lane change data of the data acquisition point are derived, and the proportion of the main-main traffic volume to the main road entrance traffic volume is not lower than 60%.
6. The VISSIM simulation-based dynamic influence range calculation method for urban expressway interlacing areas according to claim 1, wherein the specific process of the step 3 is as follows:
drawing a position-speed scatter diagram of each lane according to the running speed parameters of traffic flow of each lane, defining an area of speed fluctuation around a certain mean value in the scatter diagram as a common road section which is not influenced by an interweaving area, wherein the speed range corresponding to the common road section is [ A, B ]; the area with the speed continuously decreasing and then continuously increasing is a road section influenced by the interweaving area;
in the road section affected by the interweaving area, when the speed of the vehicle at the position C of the road section at the upstream of the interweaving area is 1km/h lower than the speed at the position 50 meters before the position C, the vehicle is considered to enter the influence range of the interweaving area on the road section at the upstream, namely the influence range of the interweaving area on the road section at the upstream is from the position C of the road section at the upstream of the interweaving area to the inlet nose end of the interweaving area;
in the road section influenced by the interleaving area, when the speed of the vehicle at the position D of the downstream road section of the interleaving area and the speed at the position 50 meters behind the position D are both in the speed range [ A, B ] corresponding to the general road section, the vehicle is considered to be driven out of the influence range of the interleaving area on the downstream road section, namely the influence range of the interleaving area on the downstream road section is from the outlet nose end of the interleaving area to the position D.
7. The VISSIM simulation-based dynamic influence range calculation method for urban expressway interlacing areas according to claim 1, wherein the specific process of the step 4 is as follows:
step 41, summarizing the influence range data of the upstream and downstream road section interlacing areas of each lane corresponding to the ratio of the different main road entrance traffic volume/the different main-main traffic volume to the main road entrance traffic volume, and drawing a scatter diagram;
step 42, fitting the scatter diagram, and constructing a function relation that the dependent variable is the influence range of the upstream and downstream interweaving areas of each lane, and the independent variable is the ratio of main road driving traffic volume/main-main traffic volume to main road driving traffic volume;
and 43, inputting the corresponding real-time main road entering traffic volume or the proportion of the real-time main-main traffic volume to the main road entering traffic volume in the constructed functional relation, and taking the larger one of the two calculated interlacing area influence ranges as the real-time upstream and downstream road section interlacing area influence ranges of each lane.
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