摘要 随着山区高速公路的迅猛发展，限制性线形的比例增大，由此带来交通事故的攀升，尤以长大纵坡路段最为显著。研究表明，若采取有效的运行控制与安保措施，可显著的减少长大纵坡路段的事故。国内外改善长大纵坡路段交通安全形势的实践经验已经证明，紧急避险车道是最为有效的工程措施，因此，自紧急避险车道引入我国以来，获得了快速的发展。 然而，紧急避险车道的实际设置中仍然存在普遍性的问题，通过对国内109条紧急避险车道的设置现状分析发现，我国紧急避险车道的引道长度短、流出角度大、碎石填了制动床的长度普遍不足；制动床纵坡15%及以内，但坡度角较大；服务车道统一设置于右侧，宽度合理，制动床宽度均不低于4.5m，出现了部分超宽的紧急避险车道；紧急避险车道设置位置与定量计算方法计算得到的设置位置存在明显差异，设置于大纵坡、小半径、结构物前后的紧急避险车道比例大。 针对上述问题，本文通过驾驶模拟仿真实验技术、实地现场调研与文献数据调研的方式，对紧急避险辅助车道、引道、流出角度、服务车道、制动床纵坡、宽度、选位进行了研究。针对硬路肩不足2.5m的高速公路，根据排队论理论，建立失控车辆在不同设计速度、交通流量与路面状态下的辅助车道设置长度。引道的设置长度宜采用运行时间指标，而不宜采用设置长度指标，引道的设置长度受主线线形、流出角度、断面宽度的影响，因此，引道长度的设置值非固定值，变化范围6s~12s设计行程之间。流出角度受主线线形与横断面线形的影响，建议设置值5°~10°，条件受限时可采用5°~15°。根据对车辆行驶稳定性、SBP、操控行为特征的多因素方差分析，服务车道宜设置于制动床的左侧。采用瞳孔面积最大瞬态值进行驾驶负荷的表征，结合车辆在制动床内不发生填埋车头与下滑的力学平衡分析，确定制动床纵坡的最大值为15%。单车驶入的紧急避险车道制动床宽度不宜低于7.7m，允许两辆车先后驶入的紧急避险车道宜采用长引道、适宜制动床宽度的设置方式，通过条件概率理论建立的车辆成功驶入概率模型验证了单一的拓宽制动床宽度对于保障车辆成功驶入概率的局限性。对于紧急避险车道的选位技术，通过二阶聚类与类比的方式，验证了紧急避险车道的设置位置仅受主线平面线形的影响，与纵断面线形无关；宜设置于主线为直线与左转圆曲线路段，圆曲线半径宜不低于1000m。然后，根据运动学方程、车辆行驶稳定性与结构稳定性分析了结构物与紧急避险车道的设置间距。 然后，根据紧急避险车道安全管理系统的研究现状，提出了紧急避险车道监控应急指挥系统，对系统的框架、数据库结构、设备的需求与信息发布方式进行了设计，同时，根据现有的视频事件监测技术，融合紧急避险车道内的事件类型，通过Logistic模型建立了紧急避险车道内事件的分级标准，给予后续车辆智能引导。 最后，关于进一步工作的方向进行了简要的讨论。 关键词：紧急避险车道，驾驶模拟，多因素方差分析，二阶聚类，logistics，设置间距，监控系统。 ABSTRACT With the rapid development of mountainous expressway, the proportion of the restrictive linear increase, which leads to the rise of traffic accidents, especially the most significant section-the longitudinal slope. The research shows that if the effective operation control and security measures are taken, the accidents of the longitudinal slopes can be reduced significantly. The practical experience of improving the traffic safety situation of longitudinal slopes at home and abroad has proved that the truck escape ramp is the most effective engineering measure. Therefore, since the introduction of truck escape ramp in China, it has obtained rapid development. However, there are still universal problems in the actual setting of the truck escape ramp. Through the analysis of the present 109 truck escape ramps in China, it is found that the approach length of the truck escape ramp is short and the departure angle is large. The length of gravel arrester bed is generally insufficient. The slop of arrester bed is within 15% while the slop difference between the arrester bed and mainline is large. The service lane is all on the right side of the arrester bed, width reasonable. The minimum width of arrester bed is 4.5m, and the maximum width is 15m, which is extra-wide. There is a significant difference between the practical location and quantitative calculated location of truck escape ramp. Large proportion of truck escape ramps are located in the steep slopes, sharp curves and within the influence range of structures such as tunnels, bridges and interchanges. In view of the above-mentioned problems, by driving simulation experiments, on-spot field experiments and literature data investigation, this paper has carried on the research on the auxiliary lane, the approach, the departure angle, service lane, the slop and width of arrester bed, and the selection position. According to the queuing theory, the length of auxiliary lane for errant vehicles under different design speed, traffic flow and pavement conditions is established for the expressway with less than 2.5m hard shoulder. The approach length should adopt the running time index, but not the length index to indicate the threshold. The length of the approach is influenced by the mainline horizontal alignment, the departure angle, and the width of the cross-section, therefore, the guide length is non-fixed value, ranging from 6s to 12s driving distance. The departure angle is influenced by the mainline horizontal alignment and the width of the cross-section. The recommended value is 5° ~ 10°, and 5° ~ 15° when the condition is limited. According to the multiple factor variance analysis, the service lane should be set on the left side of the arrester bed. Using the maximum transient velocity value of pupil area to characterize the driving load, combining the mechanical equilibrium analysis of the errant vehicle avoiding landfill front and descent in the arrester bed, the maximum value of the longitudinal slope of the arrester bed is determined to be 15%. For single errant vehicle entering truck escape ramp, the arrester bed width should not be less than 7.7m. For two errant vehicles entering truck escape ramp, long approach length with suitable arrester width should be adopted. The model of the probability of successful entry into a truck escape ramp is established by the conditional probability theory. The results show that the widening of the brake bed has a limitation impact on the probability of successful entry. Through the second-order clustering and analogy method, the location of the truck escape ramp is only affected by the horizontal alignment of the mainline, and has nothing to do with the vertical profile. Tangent and left turn radius are the proper position to establish truck escape ramp. And the radius should not be less than 1000m. Then, according to the kinematic equation, vehicle driving stability and structural stability, the distance between the structure and the truck escape ramp is analyzed. Then, according to the research status of the emergency management system, the monitoring and controlling system of the truck escape ramp is put forward. The framework, database structure, equipment demand and information release mode are designed. At the same time, video event monitoring technology, which integrates with the types of events in the truck escape ramp, the grading standard of the events in the truck escape ramp is established by Logistic model, and gives the follow-up vehicle intelligent guidance. In the finality, the problems requiring further studies are discussed. Key Words: truck escape ramp, driving simulation, multiple factor variance analysis, two-step cluster, logistics, setting separation distance, monitoring system. |
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