论文部分内容阅读
为得到山区复杂公路环境下的汽车纵向加速度特性,开展了实测总里程为3 039km的实车连续行驶试验,采集了山区双车道公路自然驾驶状态下的汽车行驶速度、轨迹、加速度等运行参数,提取了纵向加速度连续变化曲线每个波形的峰值,得到了纵向加速度的累积频率、概率分布、特征百分位值等统计分布特性,分析了纵向加速度与弯道参数和行驶速度之间的关联度和敏感性,并得到了回归关系式。结果表明:减速度累积频率曲线在某一分位值之后大于加速度,斜率突变点为第90%~95%分位,第85%分位加(减)速度值分别为0.60,0.85m·s~(-2);加(减)速度概率密度曲线均为正偏态分布,驾驶人减、加速度偏好值分别为0.17,0.25m·s~(-2);平曲线半径增大时加(减)速度随之减小,平曲线转角增加时加(减)速度随之递增,但连续弯道的递增/递减趋势要比独立弯道弱,基于第85%、第95%分位和上边界驾驶行为的减速临界半径为190,225,275m,加速临界半径为204,245,290m;行驶速度提高时加速度随之下降,至90km·h~(-1)时不再有加速行为,减速度-初速度散点数据呈不等腰三角形分布,三角形顶点对应的速度值为63.4km·h~(-1)。
In order to obtain the longitudinal acceleration characteristics of vehicles under complicated road conditions in mountainous area, a real driving test with a total mileage of 3,039km was carried out. The running parameters such as driving speed, trajectory and acceleration of the two-lane highway in mountainous area were collected. The peak value of each waveform of the continuous curve of longitudinal acceleration is extracted and the statistical distribution characteristics of the longitudinal acceleration such as the cumulative frequency, probability distribution and characteristic percentile value are obtained. The correlation between longitudinal acceleration and curve parameters and driving speed is analyzed And sensitivity, and get the regression relationship. The results show that the deceleration cumulative frequency curve is greater than the acceleration after a certain quantile, the slope change point is 90% -95%, and the 85% (plus) deceleration rate is 0.60 and 0.85m · s ~ (-2). The probability density curves of plus (minus) speed are positive skewness distribution, the driver preference and deceleration preference values are 0.17,0.25m · s ~ (-2) respectively. When the radius of flat curve increases, The speed of increase / decrease increases as the flat curve angle increases, but the increasing / decreasing trend of continuous curve is weaker than the independent curve. Based on the 85th percentile, the 95th percentile and the upper The critical deceleration radius of the boundary driving behavior is 190,225,275m and the critical acceleration radius is 204,245,290m. When the driving speed increases, the acceleration decreases. When acceleration reaches 90km · h -1, there is no more acceleration. The deceleration-initial velocity scatter The data are not equal to the isosceles triangle distribution, the corresponding velocity value of the triangle vertex is 63.4km · h ~ (-1).