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考虑许可相位初期车辆抢行行为的左转导向线优化设计方法

更新时间:2016-07-05

Signalized intersections with a permitted phase are commonly used on urban roads.According to themanual on uniform traffic control devices (MUTCD) [1], left-turning vehicles under a permitted phase must yield to opposing through vehicles with priority.The right-of-way is quite similar to that of under unsignalized intersections.Experts always regarded left-turning vehicles as being on the minor street and not entering the intersection unless the gap between opposing through vehicles, assumed as the major stream, was at least equal to the critical gap[2].

However, drivers in some countries such as Germany, Finland, Norway, and China, may not follow the assumption of full compliance with the right-of-way, and instead compete for priority[3-5].Though the non-strict priority phenomenon can bring an improvement in the capacity of shared lanes at an intersection, it will still lead to a negative impact on traffic safety[6].

Some experts have paid much attention to the non-strict priority phenomenon and did some research based on the non-strict priority.Troutbeck et al.[7-8] proposed limited priority to analyze the merging process.In their system, the major stream will slow down to accommodate vehicles on the minor road, particularly under high-flow conditions.Ma et al.[9] applied their theory to calculate the capacity of an intersection without signal indication and the critical volume of traffic signal warrant.

Wang et al.[10-11] did not use the gap acceptance theory based on the right-of-way, but described the crossing behavior at an unsignalized intersection in the platoon analysis method.In their studies, two conflict traffic flows drove through the intersection alternately by a platoon of vehicles.Similarly, Bai[12] proposed a concept of a left-turn group to discuss the crossing maneuver of a left-turning vehicle.

进港航行A轮先从外海进入上海港北槽深水航道,途经圆圆沙警戒区、外高桥航道和外高桥沿岸航道,见图1。北槽深水航道为人工疏浚航道,总长43 n mile,海图水深为12.5 m,D12灯浮上下游的航道底宽分别为350 m和400 m,设标宽度分别为500 m和550 m。D13灯浮上游为往复流,D13灯浮下游为旋转流。

In addition, some statistical techniques have been applied in analyzing behaviors under the non-strict priority.For example,Kaysi et al.[13] developed binary probit models based on a collected data set to find the significant variables in determining the aggressiveness of a specific driver.Liu et al.[14] collected 10 motion parameters of straight-moving vehicles without signal indication and applied CART (classification and regression trees)to study how straight-moving drivers made preemptive/yielding decisions at an intersection without signal indication.Lin et al.[15] used robust regression to calibrate a driving-force model, born out of the air-resistance model, for right-turn drivers which constitute the dominant party when crossing through non-motorized vehicles.

There is also the non-strict priority crossing behavior at a signalized intersection with a permitted phase.Left-turning vehicles force through vehicles to slow down and even stop to accommodate their crossing maneuver.Especially at the beginning of the green phase, the left-turning vehicle at the top of a queue always adjusts its trajectory to make the crossing point nearer to them than that to through vehicles and accelerates to preempt the crossing point before the through vehicles.

The crossing point is the potential conflict point between left-turning vehicles and opposing through vehicles and it is denoted as P(xp,yp).Its location is so crucial that it will force left-turning vehicles to yield to the right-of-way to opposing through vehicles.Since the inner lane at the opposing entering approach is exclusively used by left-turns or shared with through vehicles, few opposing through vehicles will have an impact on the turning flow.Thus, the analysis will put more emphasis on conflicts between left-turning vehicles and the crossing through vehicles from the first lane without the left-turn counted from the inside in the opposite direction.

In this paper, the non-yielding maneuver of leading left-turning vehicles at the beginning of a green phase will be analyzed through trajectory distribution, speed distribution and acceleration distribution.Then left-lane line extensions will be optimally designed according to the intersection geometry to restrict the non-yielding maneuver of permitted left-turning vehicles.

1 Data Collection

To capture significant characteristics of non-yielding maneuvers, two signalized intersections (one with a permitted phase, the other with a protected phase)were selected to collect information on left-turning vehicles in Changchun, China.Basic information about these two studied sites is shown in Fig.1 and Tab.1.

(a)

(b)

Fig.1 Basic information about two study intersections.(a)Hao-yue Road-Heping Street;(b)Jiefang Road-Tongzhi Street

Tab1 Basic information about the two intersections

IntersectionnameHaoyueRoad⁃HepingStreetJiefangRoad⁃TongzhiStreetSignalcontrolmodePermittedProtectedIntersectionangle/(°)9090ApproachEastNorthNumberofentrylanes33Widthoflanes/m3.253.25Samplesize474460

Digital video cameras were positioned on the roof of high buildings surrounding the intersection to obtain visual data during the permitted/protected phase.Corel Video Studio Pro X7 software was used to convert videos into sequence photographs at 5 frame/s.Then, Track Pro[18] was applied to extract the locations and timing of each left-turning vehicle at the top of a queue when a green phase began.The software can automatically convert the video coordinates to global coordinates and modify the distortion of observation.The point acquired was set to be the left-front wheel touching the ground.Observations were conducted from 14:00 to 16:00 on over eight days in July 2014, from 13:00 to 17:00 on Sept 4th to 6th, 2017 and from 11:30 to 16:30 on Sept.11th to 12 th, 2017.In total, 474 leading left-turning vehicles under the permitted phase and 460 vehicles under the protected phase were recorded.

Three kinds of information were collected: The location along the cross-section, the speed when crossing the section, as the average acceleration from the stop line to the cross-section.The speed was obtained by the ratio of the vehicle’s length and the travel time used to pass the cross-section for the whole body.Due to the signal control to the traffic flow, the initial speed of each left-turning vehicle at the top of a queue was zero.The average acceleration was the speed divided by the travel time from the stop line to the cross-section.

2 Data Analysis on Permitted Left-Turning Behaviors

2.1 Trajectory distribution

A cross-section along the turning paths shown in Fig.1 was selected to analyze the lateral trajectory density distribution and the lateral cumulative distribution.It represents the average path of the opposing through traffic, which means that all crossing points between left-turning and opposing through vehicles were located along this section[19].Its positive axis was along the arrow direction with the black spot as the origin.Fig.2 provides a group of curves describing trajectory distributions at the cross-section in an interval of 1 m.

Fig.2 Trajectory distribution at a cross-section

It can be seen that the crossing point under the protected phase was highly concentrated from 16 to 20 m but for the permitted phase the range was a little wider from 10 to 20 m.Such a finding can also be validated by the value of the kurtosis coefficient.Trajectory distributions under two modes are leptokurtic because both of their kurtosis coefficients are greater than zero.The leptokurtic distribution indicates the similarity of left-turning behaviors under each mode.However, the distribution of the permitted phase exhibits a little more fat-tailed, since its kurtosis coefficient of 0.48 is smaller than 0.85 under the protected phase.

For trajectories under a permitted phase, the average distance is around 15.6 m with a 2.1 m standard deviation, while trajectories under a protected phase exhibit a significant difference with 18.4 as the mean and 1.0 m as the standard deviation.The statistics show that the distance between the crossing point and the origin under a permitted phase is shorter than that of a protected phase.

研究组:组内退行性膝关节骨性关节炎患者35例中有男性25例,女性10例;年龄60~70岁,平均(65.33±2.05)岁。

The aim of this study is to measure the prevalence rate of undernutrition, risk of malnutrition and obesity in the Italian gastroenterological population suffering from acute, chronic and neoplastic disease.

2.2 Speed distribution

Vehicular speed is a significant factor reflecting drivers’ maneuvers.Speeds passing the cross-section were collected and analyzed.The distribution of the left-turning vehicle speed passing the cross-section is shown in Fig.3.

The value of xp can be achieved by

This is because the turning radius at the intersection is usually small and cannot permit a high speed.Though drivers would like to cross the intersection quickly, they have to control their speeds and avoid steering side slip.As speed distributions show no difference, the gradient of speed and acceleration should be discussed to explore the reflection of the non-yielding maneuver.

Along the left-lane line extensions, the circular curve is with point R(0,r)as the center.The RL and X-axis are perpendicular since L is the initial point entering the circular curve.In the Cartesian coordinates, the model of the circular curve can be written as

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(a)

(b)

Fig.3 Distribution of left-turning vehicle speeds passing the cross-section.(a)Under the permitted phase;(b)Under the protected phase

2.3 Acceleration distribution

Acceleration is taken as a vehicle’s response to a given stimulus[2].In this work, stimuli come from different signal control modes.

During the aforementioned analysis, speed distributions were proved to be similar.However, for acceleration, it was the opposite.It can be observed from Fig.4 and Tab.2 that the acceleration distribution under the permitted phase shows a significant difference compared with that under the protected phase.The average acceleration, median acceleration, 75th percentile acceleration, and 25th percentile acceleration are higher and even its median value is nearly equal to the 75th percentile value under the protected phase.There are also six mild outliers and four extreme outliers on the left boxplot.In contrast, no outlier appeared when a protected phase was used.Moreover, the skewness under the two kinds of mode was quite distinct.The coefficient for permitted left-turns is 2.58, which is greater than 0, suggesting that the acceleration may follow a positively skewed distribution.The acceleration distribution for protected left-turns is symmetrical with the coefficient close to zero.

依据待检样品标签声称的乳酸菌类别和含量,估算待检样品中是否含有嗜热链球菌及其数量,选择(2~3)个合适的连续稀释度,每个稀释度吸取1 mL样品稀释液置于无菌培养皿内,每个稀释度做两个平行。同时分别吸取1 mL空白稀释液加入两个无菌平皿内作空白对照。然后注入约15 mL冷却至(48±1)℃的MC培养基,转动培养皿使之混合均匀。待培养基凝固后置于(36±1)℃培养箱中需氧培养(72±2)h,培养后计数与计算。

Tab2 Descriptive statistics for left-turn acceleration when passing the cross-section

PhaseNumberofsamplesMeanacceleration/(m·s-2)Std.deviation/(m·s-2)Minimumvalue/(m·s-2)Maximumvalue/(m·s-2)SkewnessPermitted4741.140.450.543.412.58Protected4600.840.240.381.360.14

Fig.4 Boxplot of the average acceleration distribution under different modes

From the analysis above, a permitted phase may encourage a leading left-turning driver to make a large acceleration to encounter the crossing point before the opposing through streams.However, the left-turns under a protected phase without a conflict stream from the opposite direction have no need to preempt and maintain a slower acceleration.In addition, a large acceleration means that a driver pays more attention to the accelerator pedal.This may increase the brake-response time and the probability of collisions with opposing vehicles and crossing pedestrians.Therefore, it is necessary for us to restrict this behavior under the permitted phase.

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3 Optimal Design of Left-Lane Line Extensions

In this section, left-lane line extensions will be designed to solve the problem of left-turning vehicles always preempting the crossing point.Their trajectories will be restricted by line extensions to protect the priority of opposing through streams.The modeling of the left-lane line extensions includes the following procedures.

Step 1 Creating Cartesian coordinates for an intersection and obtaining geometry parameters

For quantitative analysis, an intersection coordinate is created and four geometry parameters wt, we, Le, Lc are used, as shown in Fig.5.The X-axis is along the center line extensions of the entering approach and the Y-axis is along the stop line of the left-turn lane.wt and we are the length of distance from the X-axis to the right edge of the first lane without a left-turn counted from inside on the opposite direction and to the ending line where vehicles finish their turning movements, respectively.Le and Lc are the length of distance from the Y-axis to the center line of the exiting approach and to the stop line for opposed through vehicles, respectively.All these parameters are in meters.

Fig.5 Intersection coordinate and geometry parameters

Step 2 Calculating coordinates of three constraint points along the left-lane line extensions

Three constraints are the key points along the left-lane line extensions containing the start point, end point and crossing point.

语篇衔接与人际意义——以外媒一篇关于“网络战争”的新闻评论为例 ………………………… 戴祯琼(6.41)

The start point is the location where a vehicle leaves the entering approach and begins its turning movement.Since the line extensions are for left front wheels, this point should be determined by the junction of the stop line on the left lane and the center line at the entering approach.Thus, the coordinate of the start point is (0,0).

①注意卡管。在钻孔回扩完成后,如孔内石碴未清理干净,易在铺管过程中发生卡管情况,影响施工进度。因此对有断层或破碎带的钻孔必须认真细致冲洗,且冲洗完成后即组织铺管施工,不得停顿时间过长,避免卡管。

The end point is the location where a vehicle enters the exit approach and finishes its turning movement.Based on the trajectories of left-front wheels, this point is the endpoint of the center line at the exit approach.Its coordinate is (Le,we).

As for the design of lane line extensions, the MUTCD pointed out that line extensions should be the same color and at least the same width as the line markings they extend [1].RiLSA suggests using X-dotted lines at crossing points within intersections to guide the turning flows[16].The code in China says that left-lane line extensions must be used at the intersection with a crossing angle less than 70°or an exiting approach that is difficult to observe[17].Traffic engineers can certainly obtain informative results from the literature but they still cannot determine the specific location of left-lane line extensions within an intersection.

According to the right-of-way under the permitted phase, the design of left-lane line extensions should ensure that the travel time of left-turning vehicles to encounter the crossing point is not smaller than that of the opposing through vehicles.This means that the distance traveled to the crossing point by left-turning vehicles should be larger than that of through vehicles, assuming the same speed distribution of the two conflict flows.When they reach the crossing point at the same time, the right-front corner of a left-turning vehicle will touch the left-front corner of the right-turning vehicle.Meanwhile, the two corners of these two vehicles travel the same distance.As line extensions are for the left front wheel of a left-turning vehicle, trajectories of an opposing through vehicle should be simplified to its right-front wheel rather than the left front wheel.The crossing point P must be along its trajectories and the value of yp is wt.

Then, the value of xp is calculated by Fig.6.L and T are the start points of left-turning vehicles and opposing through vehicles.The left-turning trajectories between L and P ought to form a curve and must be longer than segment LP.For easy calculation, let the length of LP be equal to the length of TP.In this way, must be longer than TP and the left-turning vehicles will encounter the crossing point after opposing through vehicles.Based on the relationships among intersections’ geometry parameters, we have

LF2+PF2=LP2=TP2

(1)

(2)

Fig.6 The location of the crossing point P

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为计算样机的电磁振动噪声特性,本文建立了样机电磁场和结构场多物理场强耦合电磁振动噪声有限元模型,如图9所示。

(3)

Step 3 Developing the formula of left-lane line extensions

Left-lane line extensions should be smoothly designed based on the vehicle’s turning trajectories.Thus, two types of segments are used: circular curves and transition curves, as shown in Fig.7.To make the model easy to use, only one transition segment is designed following the circular curves and P is regarded as the cut-off point of these two segments.

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Fig.7 Design of left lane line extensions using circular and transition curve

Segment 1 Circular curve calculation

At the beginning of a circular green indication, there is no conflict traffic stream running within the intersection.The left-turning driver prefers a shorter path to encounter the cross-section before through vehicles.The distribution of the crossing point is nearer to the entry approach than that under a protected phase.According to Bai’s study[12], once a leading left-turning vehicle can cross through, the following vehicles will take the chance to maintain a small interval so that they can finish the turning movement successfully.The observation means that the crossing through stream will be severely delayed at the beginning of a permitted phase.In addition, these through vehicles have to brake and start in a short distance.Once the driver’s response is not timely, an accident will occur.Therefore, the non-yielding maneuver may have a negative impact on through vehicles.

The one-sample K-S test showed that the speed distributions of both groups follow the normal distribution with z=0.665 and the p value of 0.768 under the permitted phase and z=0.487and the p value of 0.972 under the protected phase.For permitted left-turning vehicles, the average speed was around 21.6 km/h with a 4.1 km/h std.deviation.There was no significant difference between the statistics of left-turns under the protected phase, with 20.8 km/h as the mean speed and 3.3 km/h as the std.deviation.Furthermore, the result of the independent-sample t-test t=1.199 and the p value of 0.233 prove such a finding that left-turning vehicles under these two modes have a similar speed distribution when passing the cross-section.

(4)

Then the radius r is calculated by RL=RP as follows:

(xp-0)2+(wt-r)2=r2

(5)

Therefore, the radius r is

支持打好三大攻坚战是财政部门履职尽责的应有之义。党的十八大以来,在以习近平同志为核心的党中央坚强领导下,党和国家事业取得历史性成就、发生历史性变革。当前,打好三大攻坚战是决胜全面建成小康社会必须跨越的重大关口,将为建设社会主义现代化强国奠定坚实基础。财政部门在决胜全面建成小康社会、实现中华民族伟大复兴中国梦的进程中肩负着重要职责,必须紧紧围绕新时代中国特色社会主义发展的战略安排,增强跨越关口的信心决心,统筹当前与长远,保持财政工作和财政政策的连续性,增强前瞻性,优化财政资源配置,采取更有力更有效的举措,坚决支持打好三大攻坚战。

(6)

Substituting Eq.(3)into Eq.(6), we can obtain

(7)

Segment 2 Transition curve calculation

In this study, cubic parabolas are installed as the transition segment The basic formula of cubic parabolas is

(8)

where C is the parameter of cubic parabolas to be calculated.However, the basic formula is applied to the Cartesian coordinates X′-Y′ with E as the origin point.Therefore, Eq.(8)should be transformed into Cartesian coordinates X-Y.According to the intersection geometry, the relationships of two coordinates can be obtained as

(9)

Substituting Eq.(9)into Eq.(8), a new basic formula for cubic parabolas can be obtained as

(10)

The value of C can be calculated by putting the coordinate of point P into Eq.(10).

(11)

Finally,

(12)

The model of left-lane line extensions based on the intersection coordinate can be written as

(13)

Finally, the HY-HP intersection was selected as an example.Left-lane line extensions are designed for this intersection.Tab.3 gives the measurements of geometry parameters.

Tab3 Measurements of geometry parameters at Haoyue-Heping intersectionm

ParametersLeLcwewtMeasurement29.054.019.06.5

After putting the value of each parameter into Eq.(13), the model of the left-lane line extensions for the HY-HP intersection is obtained as

(14)

4 Conclusions

1)A permitted leading left-turning vehicle at the beginning of a green phase will make the crossing point nearer to itself than the opposing through vehicle.

Michael等用三种可以公开获得的软件:RESRAD-BIOTA、R&D128和ERICA评估了德里格(英国塞拉菲尔德后处理厂附近)海滩沙丘对周围生物的辐射剂量。作者以在沙滩中测量得到的90Sr、99Tc、137Cs、238Pu、239+240Pu和241Am的活度浓度为依据,计算了一系列生物体内的活度浓度和剂量率。通过和实际生物测量结果的对比,作者发现影响计算结果的主要是转移系数。

2)For a leading left-turning vehicle at the beginning of a green phase, there is no significant difference in the speed distribution using either a permitted or a protected mode.

3)The permitted phase can make a larger acceleration for the leading left-turning vehicles, so they can encounter the crossing point earlier than opposing through stream.

4)Left-lane line extensions are optimally designed to restrict the non-yielding maneuver of a left-turning vehicle.The formula for line extensions can be easily calculated once four geometry parameters of the intersection are given.

References

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曲昭伟,白乔文,陈永恒,曹宁博,熊 帅
《Journal of Southeast University(English Edition)》2018年第1期文献

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