| 引用本文: | 徐进,杨奎,罗骁,汪旭,邵毅明,彭金栓.山区双车道公路运行速度预测模型的加速度标定[J].哈尔滨工业大学学报,2017,49(3):181.DOI:10.11918/j.issn.0367-6234.2017.03.029 |
| XU Jin,YANG Kui,LUO Xiao,WANG Xu,SHAO Yiming,PENG Jinshuan.Calibrating of acceleration and deceleration rate for the operating speed prediction models of two-lane roads in a mountainous area[J].Journal of Harbin Institute of Technology,2017,49(3):181.DOI:10.11918/j.issn.0367-6234.2017.03.029 |
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| 山区双车道公路运行速度预测模型的加速度标定 |
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徐进1,杨奎2,罗骁1,汪旭1,邵毅明1,彭金栓1,3
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(1. 重庆交通大学 交通运输学院,重庆 400074; 2. 西南交通大学 交通运输与物流学院,成都 610031; [KH-*1]3. 汽车运输安全保障技术交通行业重点实验室,西安 710004)
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| 摘要: |
| 为标定运行速度模型中的汽车加速度值，在山区双车道公路上开展小客车连续行驶实验，采集轴向加速度的连续数据，并通过断面观测得到大客车和大货车的加速度值，获得峰值加速度的累积频率曲线以及统计分布特性，并建立加速度-道路几何参数关系模型.结果表明：小客车的入弯减速度幅值要比出弯加速度高一倍左右，不宜将加、减速度简化成同一个值，应该分别进行标定；加速度和减速度累积频率曲线的斜率突变点都不是发生在85th百分位，而是临近95th，应重新考虑85th百分位的使用价值；大客车的加、减速度幅值非常接近，而重载货车的减速度要明显大于加速度，同时，重载货车的加速度和减速度值要双双低于大型客车；小客车的加速度与弯道半径负相关，而与弯道转角正相关.
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| 关键词: 运行速度 自然驾驶 加速度 减速度 轴向加速度 纵向加速度 |
| DOI：10.11918/j.issn.0367-6234.2017.03.029 |
| 分类号:U491 |
| 文献标识码:A |
| 基金项目:交通运输部应用基础研究项目(2015319814050)；重庆市科技计划项目(cstc2014jcyjA30024)；汽车运输安全保障技术交通行业重点实验室开放课题(2014G1502015) |
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| Calibrating of acceleration and deceleration rate for the operating speed prediction models of two-lane roads in a mountainous area |
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XU Jin1,YANG Kui2,LUO Xiao1,WANG Xu1,SHAO Yiming1,PENG Jinshuan1,3
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(1.College of Traffic and Transportation, Chongqing Jiaotong University, Chongqing 400074, China; 2.School of Traffic and Logistics, Southwest Jiaotong University, Chengdu 610031, China; 3.Key Laboratory for Automotive Transportation Safety Enhancement Technology of the Ministry of Communication, Xi’an 710004, China)
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| Abstract: |
| To determine the acceleration and deceleration rate for the operating speed prediction model, the continuously driving tests of passenger car, bus, and heavy trucks were carried out on two-lane roads in a mountainous area. Longitudinal acceleration of vehicles was collected, and the cumulative frequency curves of peak acceleration and deceleration rate were analyzed. The statistical distribution and the eigenvalues of acceleration (ax) and deceleration (ab) were obtained, and the models of ax and ab with road geometry parameters as independent variables were established. The results show that: due to that the magnitude of ab of passenger cars is about twice higher than ax, the ax and ab could not be simplified to a same fixed value. Slope breakpoint of cumulative frequency curve of ax and ab does not appears on the 85th percentile but near the 95th percentile. The ax and ab of large buses display very close amplitude, and ab of heavy-duty trucks is significantly greater than ax. ax and ab of heavy-duty trucks are lower than large buses'. There is a negative correlation between longitudinal acceleration of passenger car and curve radius, and a positive correlation with curve deflection angle.
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| Key words: operating speed natural driving acceleration deceleration longitudinal acceleration axial acceleration |
