信号交叉口两难区控制策略分析

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1、山东理工大学硕士学位论文目录4.1车路协同系统简介··········································································294.2动态两难区总体控制策略································································304.2.1动态两难区总体控制策略中的车载预警控制··································304.2.2动态两难区总体控制策略中的黄灯时间延长控制········

2、····················324.3构建动态两难区控制系统································································334.3.1控制系统关键技术-车辆精准定位················································354.3.2控制系统关键技术-高可靠无线通信·············································394.4本章小结····························

3、··························································40第五章两难区仿真试验·············································································415.1交通量调查与处理··········································································415.2VISSIM仿真试验··························

4、·················································485.3本章小结······················································································52第六章总结与展望···················································································53参考文献································

5、··································································54攻读硕士学位期间的研究成果·······································································58致谢·······································································································59IV山东理工大学硕士学位论文

6、第一章绪论第一章绪论1.1课题研究的背景和意义道路交叉口不仅是车辆和行人的必经地，也是交通事故的多发地段。根据世界卫生组织统计表明，我国每年发生的交通事故占了全球的七分之一，而发生在交叉口处的交通事故占了总交通事故数的四分之一。两难区域是在交叉口处既不能通过也不能停下的区域，一旦车辆陷入两难区，会出现既不能安全停靠于停止线前又不能顺利通过交叉口的窘境现象，不管驾驶员采取何种挽救措施，都会不可避免的发生急刹车和闯红灯行为。目前国内还没有在车与车、车与路系统之间真正实现车辆准确定位和高可靠无线通信，驾驶员在交叉口处易陷入两难区的困境，增大了车辆闯红

7、灯和追尾事故的发生概率，降低了道路交叉口的行驶安全性和通过效率。早在1960年，Gazis，Herman和Maradudin国外学者通过观察驾驶员与黄灯之间的行为表现，发现了在交叉口处驾驶员可能会出现既不能安全停车又不能顺利通过交叉口的[1]现象，并将此现象用两难区来定义，对GHM（静态两难区模型）进行了构建。[2]后来，Olson，Rothery和May等对静态两难区模型进行了深入地研究分析，并将其重点放在信号灯时间和驾驶员反应对静态两难区产生的影响上，由于在建立的静态两难区模型中，车辆位置、速度、最大期望速度、黄灯时间均为设定值，计算出的最

8、小停止距离和最大通过距离相对于每一行驶车辆来说均为同一固定值，两难区的长度相对于每一行驶车辆来说也均为同一固定值，其结果不能体现车速和两难区时变特性，