本文選題：交通擁堵 + 交通特性��； 參考：《長(zhǎng)安大學(xué)》2015年碩士論文

【摘要】：伴隨著我國(guó)經(jīng)濟(jì)實(shí)力的增強(qiáng),機(jī)動(dòng)車輛數(shù)量驟增,城市交通形式逐漸從“平面交通”向“立體交通”發(fā)展,建設(shè)了大量城市高架橋,以便緩解交通壓力。但是,隨著機(jī)動(dòng)車輛的繼續(xù)增長(zhǎng),城市高架上的交通流量超過其設(shè)計(jì)負(fù)荷,導(dǎo)致城市高架路出現(xiàn)擁堵,特別是間斷式高架道路的擁堵情況更為凸顯。因此,對(duì)城市高架的擁堵問題研究很有必要,本研究主要做了以下工作。首先,本文對(duì)高架擁堵原因及控制方法進(jìn)行了理論上的研究。先重點(diǎn)分析了高架上出入匝道和交織區(qū)的交通流特性,并引入交通密度作為評(píng)價(jià)交織區(qū)的服務(wù)水平的指標(biāo),這為在仿真試驗(yàn)中找出擁堵原因奠定了理論基礎(chǔ)。然后,針對(duì)高架路擁堵的特點(diǎn),介紹了一些相應(yīng)的解決策略和控制方法,并主要研究了感應(yīng)控制的主要參數(shù)以及其感應(yīng)控制流程。其次,本文通過交通仿真分析出高架擁堵原因。選取西安市西二環(huán)土門由北向南的高架為研究對(duì)象進(jìn)行實(shí)例分析,此段高架主要表現(xiàn)為間斷式高架,其交織區(qū)較為復(fù)雜。分析實(shí)際調(diào)查的數(shù)據(jù),標(biāo)定VISSIM軟件的各項(xiàng)參數(shù),建立其仿真模型,通過仿真實(shí)驗(yàn)結(jié)果可知,出口匝道上排隊(duì)的最大長(zhǎng)度小于匝道長(zhǎng)度,出口匝道上排隊(duì)車輛不會(huì)溢到高架上進(jìn)而干擾其車輛運(yùn)行�？偨Y(jié)其擁堵的原因:平峰時(shí)刻,交織區(qū)出現(xiàn)偶發(fā)性擁堵,這是由入口匝道駛?cè)胲嚵髋及l(fā)性增大造成的;高峰時(shí)刻,高架主路出現(xiàn)交通癱瘓現(xiàn)象,其主要原因:此時(shí)高架路車流量處于飽和狀態(tài),而駛?cè)肓髁窟_(dá)到1545veh/h,駛?cè)胲嚵鞅厝粫?huì)嚴(yán)重干擾高架路上車流的運(yùn)行,其不斷地駛?cè)胧垢呒苈方煌òl(fā)生了癱瘓。最后,本文針對(duì)平峰時(shí)刻和高峰時(shí)刻高架擁堵的具體原因不同提出了不同的改善措施,并對(duì)其進(jìn)行仿真驗(yàn)證是否有效。由于出口匝道上排隊(duì)車輛不會(huì)溢到高架上進(jìn)而干擾其運(yùn)行,因此,不需要對(duì)出口匝道與地面道路銜接處進(jìn)行感應(yīng)控制,只需對(duì)入口匝道進(jìn)行控制即可。平峰時(shí)刻,采取入口匝道感應(yīng)控制,在VISSIM仿真軟件中運(yùn)用VisVAP來編寫以ALINEA感應(yīng)算法為基礎(chǔ)的程序。高峰時(shí)刻,采取暫時(shí)性關(guān)閉入口匝道策略。通過VISSIM仿真實(shí)驗(yàn)的結(jié)果可知,平峰時(shí)刻采取的入口匝道感應(yīng)調(diào)節(jié)能夠有效地緩解偶發(fā)性擁堵;高峰時(shí)刻采取的入口匝道暫時(shí)關(guān)閉策略對(duì)癱瘓性擁堵緩解效果顯著。
[Abstract]:With the strengthening of our country's economic strength, the number of motor vehicles has increased sharply, and the form of urban traffic has gradually developed from "plane traffic" to "three-dimensional traffic". A large number of urban viaducts have been built in order to alleviate traffic pressure. However, with the continuous growth of motor vehicles, the traffic flow on urban viaducts exceeds its design load, which leads to congestion on urban viaducts, especially on intermittent viaducts. Therefore, it is necessary to study the congestion problem of urban viaduct. Firstly, the reason and control method of elevated congestion are studied theoretically in this paper. The characteristics of traffic flow in the ramp and interleaving area are analyzed, and the traffic density is introduced as the index to evaluate the service level of the interleaved area, which lays a theoretical foundation for finding out the cause of congestion in the simulation experiment. Then, according to the characteristics of viaduct congestion, this paper introduces some corresponding solutions and control methods, and mainly studies the main parameters of induction control and its induction control flow. Secondly, this paper analyzes the reasons of elevated congestion through traffic simulation. A case study was carried out on the Tumen viaduct in Xi'an City from north to south. This section of viaduct is mainly characterized by discontinuous viaduct, and its intertwined area is more complex. By analyzing the actual investigation data, calibrating the parameters of VISSIM software and establishing its simulation model, we can see that the maximum length of queue on the exit ramp is smaller than the length of the ramp through the simulation experiment. Queuing vehicles on exit ramps do not spill over the elevated shelves and interfere with their vehicles. The causes of congestion are summarized as follows: at the peak time, there is occasional congestion in the interwoven area, which is caused by the increase of the traffic flow on the on-ramp, and the traffic paralysis on the main elevated road in the rush hour. The main reasons are: at this time, the traffic flow on the viaduct is saturated, and the traffic flow in the viaduct reaches 1545veh / h, which will inevitably seriously interfere with the traffic flow on the viaduct, and the traffic on the viaduct will be paralyzed by its continuous entry. Finally, this paper puts forward different measures to improve the traffic congestion at peak time and peak time, and makes a simulation to verify whether it is effective or not. Because the vehicles in line on the exit ramp will not overflow onto the elevated frame and interfere with its operation, it is not necessary to control the junction between the exit ramp and the ground road, but only to control the on-ramp. In the flat peak time, the on-ramp induction control is adopted, and the program based on the ALINEA induction algorithm is programmed by using VisVAP in the VISSIM simulation software. During rush hour, take the strategy of temporarily closing the on-ramp. The results of VISSIM simulation show that the inductive adjustment of on-ramp adopted at peak time can effectively alleviate accidental congestion, and the temporary closure strategy of on-ramp adopted at peak time has a significant effect on the relief of paralytic congestion.
【學(xué)位授予單位】：長(zhǎng)安大學(xué)
【學(xué)位級(jí)別】：碩士
【學(xué)位授予年份】：2015
【分類號(hào)】：U491

【共引文獻(xiàn)】

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