山地城市左入式立交匝道關鍵設計指標技術研究
發(fā)布時間：2018-12-30 18:04
【摘要】：相較于平原城市,山地城立體交叉在規(guī)劃、設計上具有特殊性,受到諸多因素的制約。以大型山地城市重慶主城區(qū)為例,城市土地高強度開發(fā),城市交通建設用地受到嚴重制約,城市道路供給增長速度遠低于機動車保有量增長速度。重慶市主城區(qū)機動車保有量自2007年以來以年均15%的速度增長,截止2014年底機動車保有量達到115.1萬輛。在城市道路發(fā)展方面,主城區(qū)道路長度在經歷了2007年至2010年的快速增長后,自2010年后總體處于緩慢增長,年平均增長率不足4%。截止2014年底,重慶市主城區(qū)道路總長度為3730千米。由此可見山地城市由于受用地所限,城市道路的發(fā)展在量上受到嚴格的制約,其道路建設用地受到山區(qū)地貌及城市發(fā)展所限。為解決城市道路擁堵問題,需要在已建道路質量上下功夫,提高通行能力,改善通行質量。城市道路原狀交叉口改建立交就是對已建道路質量進行提升,但由于山地城市平交口周圍用地大部分已開發(fā),拆遷費用高昂,且十分不經濟,因此改建立交匝道布線受制約,難以迂回布線,且受左轉交通需求、相交道路等級等制約,立交等級普遍較高。為滿足用地限制、左轉交通量需求及立交等級三個條件,重慶市古木峰平交口改建立交時采取了“左出左進”的定向左轉匝道即“左入式匝道”。由于我國車輛靠右行駛,車輛駕駛室位于車輛左前方,因此駕駛員左右視野不同,右側視野較左側差,左入式立交匝道要求匝道車輛像右側變道進入主線。因此存在較大安全隱患。本文首先對左入式立交匝道進行定義,然后根據左入式立交匝道特點,基于城市立交建設用地制約、相交道路性質、左轉交通量需求,探討了其在城市立交規(guī)劃建設中的適用性。對重慶市古木峰立交左入式立交匝道交通特性實地觀測,發(fā)現(xiàn)匝道入口連接部是主要的交通流沖突區(qū),存在大量交通沖突。對車輛盲區(qū)進行研究,探討由于車輛本身的物理性遮擋盲區(qū)、駕駛室位置導致的盲區(qū)、車輛左右側后視鏡盲區(qū)差異,并探討了這種差異所導致的安全隱患。在安全隱患的基礎上對左入式立交匝道的安全設計進行探討:車輛左右盲區(qū)經過研究發(fā)現(xiàn)確實存在差異,但我國的規(guī)范并未體現(xiàn)出這一點差異。匝道入口連接部存在交通流集中沖突。在此基礎上,針對入口連接部各相關指標提出安全設計的建議。并以古木峰立交左入式匝道為例進行優(yōu)化設計,根據規(guī)范共設計出三種不同形式的入口匝道連接部。以古木峰立交實際交通流量及交通特性為數(shù)據基礎,采用VISSIM仿真軟件對三種形式的入口連接部進行仿真分析。以不同交通流量下三種形式的排隊長度、延誤時間等數(shù)據作為評價其擁堵程度的指標,進而判斷其交通沖突程度。
[Abstract]:Compared with plain cities, mountainous cities have particularity in planning and design, which are restricted by many factors. Taking Chongqing's main urban area as an example, urban land development is high intensity, urban traffic construction land is severely restricted, and the growth rate of urban road supply is far lower than that of motor vehicle ownership. The number of motor vehicles in Chongqing's main urban area has increased by an average of 15 percent since 2007. By the end of 2014, the number of motor vehicles has reached 1.151 million. In the aspect of urban road development, after experiencing the rapid growth from 2007 to 2010, the road length of the main urban area has been growing slowly since 2010, and the annual average growth rate is less than 4%. By the end of 2014, the total length of roads in Chongqing's main urban area was 3730 km. It can be seen that the development of urban roads is strictly restricted in quantity due to the limitation of land use in mountainous cities, and the land for road construction is limited by mountain landforms and urban development. In order to solve the problem of urban road congestion, it is necessary to work hard on the quality of built roads, improve the capacity and improve the quality of traffic. The reconstruction of the urban road intersection is to improve the quality of the constructed road. However, because most of the land around the horizontal intersection in the mountainous city has been developed, the cost of demolition is high and the relocation is very uneconomical, so the reconstruction of the ramp layout of the interchange is restricted. It is difficult to circuitous routing, and by the left turn traffic demand, intersecting road grade and other constraints, the grade of interchange is generally high. In order to meet the limitation of land use, the three conditions of left turn traffic demand and grade of interchange, the directional left turn ramp of "left out left turn in" is adopted when rebuilding the interchange at Pingjiaokou of Gumu Feng in Chongqing. Because the vehicle runs on the right in our country, the vehicle cab is located in the left front of the vehicle, so the driver's right visual field is different, and the right side view is worse than the left. The ramp of the left entry interchange requires the ramp vehicle to change the ramp as the right side to enter the main line. Therefore, there are large security risks. In this paper, we first define the left-in interchange ramp, then according to the characteristics of the left-in interchange ramp, based on the urban interchange construction land constraints, intersecting road nature, left-turn traffic demand, This paper discusses its applicability in urban interchange planning and construction. Based on the observation of the traffic characteristics of the left entry ramp of Gumufeng Interchange in Chongqing, it is found that the ramp entrance is the main traffic conflict area, and there are a large number of traffic conflicts. This paper studies the blind area of the vehicle, discusses the blind area caused by the physical occlusion of the vehicle itself, the blind area caused by the position of the cab, and the difference of the blind area of the left and right side of the vehicle rearview mirror, and probes into the hidden dangers of the safety caused by the difference. On the basis of the hidden trouble of safety, the paper discusses the safety design of the left-in interchange ramp: the study of the blind area of the left and right side of the vehicle shows that there is a difference, but the code of our country does not reflect this difference. There is a concentrated traffic conflict at the ramp junction. On this basis, the safety design suggestions are put forward for each index of the entrance connection. Taking the left entry ramp of Gumofeng Interchange as an example, three different types of on-ramp connections are designed according to the specifications. Based on the actual traffic flow and traffic characteristics of Gumofeng Interchange, three kinds of entrance connections are simulated and analyzed by VISSIM software. The data of three forms of queue length and delay time under different traffic flow are taken as indicators to evaluate the degree of congestion, and then the degree of traffic conflict is judged.
【學位授予單位】：重慶交通大學
【學位級別】：碩士
【學位授予年份】：2016
【分類號】：U412.352
本文編號：2395939
[Abstract]:Compared with plain cities, mountainous cities have particularity in planning and design, which are restricted by many factors. Taking Chongqing's main urban area as an example, urban land development is high intensity, urban traffic construction land is severely restricted, and the growth rate of urban road supply is far lower than that of motor vehicle ownership. The number of motor vehicles in Chongqing's main urban area has increased by an average of 15 percent since 2007. By the end of 2014, the number of motor vehicles has reached 1.151 million. In the aspect of urban road development, after experiencing the rapid growth from 2007 to 2010, the road length of the main urban area has been growing slowly since 2010, and the annual average growth rate is less than 4%. By the end of 2014, the total length of roads in Chongqing's main urban area was 3730 km. It can be seen that the development of urban roads is strictly restricted in quantity due to the limitation of land use in mountainous cities, and the land for road construction is limited by mountain landforms and urban development. In order to solve the problem of urban road congestion, it is necessary to work hard on the quality of built roads, improve the capacity and improve the quality of traffic. The reconstruction of the urban road intersection is to improve the quality of the constructed road. However, because most of the land around the horizontal intersection in the mountainous city has been developed, the cost of demolition is high and the relocation is very uneconomical, so the reconstruction of the ramp layout of the interchange is restricted. It is difficult to circuitous routing, and by the left turn traffic demand, intersecting road grade and other constraints, the grade of interchange is generally high. In order to meet the limitation of land use, the three conditions of left turn traffic demand and grade of interchange, the directional left turn ramp of "left out left turn in" is adopted when rebuilding the interchange at Pingjiaokou of Gumu Feng in Chongqing. Because the vehicle runs on the right in our country, the vehicle cab is located in the left front of the vehicle, so the driver's right visual field is different, and the right side view is worse than the left. The ramp of the left entry interchange requires the ramp vehicle to change the ramp as the right side to enter the main line. Therefore, there are large security risks. In this paper, we first define the left-in interchange ramp, then according to the characteristics of the left-in interchange ramp, based on the urban interchange construction land constraints, intersecting road nature, left-turn traffic demand, This paper discusses its applicability in urban interchange planning and construction. Based on the observation of the traffic characteristics of the left entry ramp of Gumufeng Interchange in Chongqing, it is found that the ramp entrance is the main traffic conflict area, and there are a large number of traffic conflicts. This paper studies the blind area of the vehicle, discusses the blind area caused by the physical occlusion of the vehicle itself, the blind area caused by the position of the cab, and the difference of the blind area of the left and right side of the vehicle rearview mirror, and probes into the hidden dangers of the safety caused by the difference. On the basis of the hidden trouble of safety, the paper discusses the safety design of the left-in interchange ramp: the study of the blind area of the left and right side of the vehicle shows that there is a difference, but the code of our country does not reflect this difference. There is a concentrated traffic conflict at the ramp junction. On this basis, the safety design suggestions are put forward for each index of the entrance connection. Taking the left entry ramp of Gumofeng Interchange as an example, three different types of on-ramp connections are designed according to the specifications. Based on the actual traffic flow and traffic characteristics of Gumofeng Interchange, three kinds of entrance connections are simulated and analyzed by VISSIM software. The data of three forms of queue length and delay time under different traffic flow are taken as indicators to evaluate the degree of congestion, and then the degree of traffic conflict is judged.
【學位授予單位】：重慶交通大學
【學位級別】：碩士
【學位授予年份】：2016
【分類號】：U412.352
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