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Article(id=1148106703029133762, tenantId=1146029695717560320, journalId=1146031787341344770, issueId=1148106697601704181, articleNumber=1003-3033(2025)01-0171-07, orderNo=null, doi=10.16265/j.cnki.issn1003-3033.2025.01.0176, pmid=null, cstr=null, oa=null, hot=null, price=null, onlineType=0, articleFormat=0, articleType=null, articleTypeStr=null, receivedDate=1723564800000, receivedDateStr=2024-08-14, revisedDate=1729180800000, revisedDateStr=2024-10-18, acceptedDate=null, acceptedDateStr=null, onlineDate=1751659568792, onlineDateStr=2025-07-05, pubDate=1737993600000, pubDateStr=2025-01-28, doiRegisterDate=null, doiRegisterDateStr=null, onlineIssueDate=1751659568792, onlineIssueDateStr=2025-07-05, onlineJustAcceptDate=null, onlineJustAcceptDateStr=null, onlineFirstDate=null, onlineFirstDateStr=null, sourceXml=null, magXml=null, createTime=1751659568792, creator=13701087609, updateTime=1751659568792, updator=13701087609, issue=Issue{id=1148106697601704181, tenantId=1146029695717560320, journalId=1146031787341344770, year='2025', volume='35', issue='1', pageStart='1', pageEnd='252', issueExtLink='null', onlineDate='null', pubDate='null', beforeIssueId=null, nextIssueId=null, price=null, status=1, issueComplete=1, articleOrder=1, issueType=-1, specialIssue=0, createTime=1751659567499, creator=13701087609, updateTime=1757401533944, updator=13701087609, preIssue=null, nextIssue=null, ext={EN=IssueExt(id=1172190250475573883, tenantId=1146029695717560320, journalId=1146031787341344770, issueId=1148106697601704181, language=EN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=), CN=IssueExt(id=1172190250475573884, tenantId=1146029695717560320, journalId=1146031787341344770, issueId=1148106697601704181, language=CN, specialIssueTitle=, coverIllustrator=null, specialIssueEditor=, specialIssueAbout=)}, issueFiles=null}, startPage=171, endPage=177, ext={EN=ArticleExt(id=1149757472052785963, articleId=1148106703029133762, tenantId=1146029695717560320, journalId=1146031787341344770, language=EN, title=Study on reflective strip configuration and driving simulation in highway tunnels based on vehicle distance maintenance, columnId=1149733270084042840, journalTitle=China Safety Science Journal, columnName=Public safety, runingTitle=null, highlight=null, articleAbstract=

To reduce the risk of rear-end collisions in highway tunnels, a tunnel reflective strip space model was proposed based on the tunnel reflective strip characteristics with depth perception information. The effects of spacing between tunnel reflective strips on vehicle distance maintenance were examined through driving simulation tests. Braking headway, minimum headway, following headway, and minimum collision time were selected as evaluation indicators. The results indicated that when the leading vehicle traveled at speeds between 40-80 km/h and the following vehicle approached at a speed 20 km/h higher than the leading vehicle, if the following driver received 3-4 visual stimulations from the reflective strips before the distance between the leading and following vehicles was less than the minimum safe distance, the braking headway, minimum headway, and the time headway under stable car-following conditions was improved by 27.6%-56.6%, 54.2%-60.3%, and 20.1%-31.6%, respectively. Furthermore, the minimum collision time was increased by 34.7%-60.5% once the leading vehicle braked urgently, reducing the probability of a rear-end collision. Therefore, tunnel reflective strips enhance drivers' perception of speed and distance perception ability, reducing the risk of rear-end collisions.

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为减少驾驶人在公路隧道中追尾风险,首先根据隧道反光条提供深度知觉信息的特性,建立隧道反光条设置间距的计算模型;其次通过驾驶模拟试验,探讨隧道反光条设置间距对车距保持的影响;然后选取制动车头时距、最小车头时距、跟驰车头时距和最小碰撞时间作为评价指标。结果表明: 前车以40~80 km/h速度行驶,而后车以高于前车20 km/h的速度接近时,若让后车驾驶人在与前车的距离小于最小安全距离之前,接受3~4次来自反光条的视觉刺激,制动车头时距能提高27.6%~56.6%,最小车头时距能提升54.2%~60.3%,并且跟车稳定条件下车头时距能提升20.1%~31.6%。此外,前车一旦出现紧急制动,最小碰撞时间能提升34.7%~60.5%,降低追尾概率。即隧道反光条可提高驾驶人的速度感知和距离感知能力,降低追尾风险。

, correspAuthors=梅家林, authorNote=null, correspAuthorsNote=null, copyrightStatement=null, copyrightOwner=null, extLink=null, articleAbsUrl=null, sourceXml=6hC7IX8EilzJ/w4N3Ws6tg==, magXml=XTLzc7dhSdv0Br7Ltu48lw==, pdfUrl=null, pdf=8/rqFQOCZsM9XUjxO1qR+Q==, pdfFileSize=null, pdfExtLink=null, richHtmlUrl=null, mobilePdfUrl=null, reviewReport=null, pdfFirstPage=null, abstractGraph=null, abstractGraphContent=null, abstractVideo=null, citation=null, cebUrl=null, magXmlContent=eXeJy2n4wxU3zK4yV+IscQ==, mapNumber=null, authorCompany=null, fund=null, authors=

梅家林 (1998—),男,湖北黄冈人,博士研究生,研究方向为隧道交通安全和道路交通规划。E-mail:。

杜志刚 教授

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梅家林 (1998—),男,湖北黄冈人,博士研究生,研究方向为隧道交通安全和道路交通规划。E-mail:。

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梅家林 (1998—),男,湖北黄冈人,博士研究生,研究方向为隧道交通安全和道路交通规划。E-mail:。

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杜志刚 教授

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杜志刚 教授

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vehicle, figureFileSmall=RH4bxHiggFo9ArKXiZxi3g==, figureFileBig=bYBufK+IfZsDzZoPNTxn2w==, tableContent=null), ArticleFig(id=1165721934277915586, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=CN, label=图2, caption=后车接近前车的过程, figureFileSmall=RH4bxHiggFo9ArKXiZxi3g==, figureFileBig=bYBufK+IfZsDzZoPNTxn2w==, tableContent=null), ArticleFig(id=1165721934345024451, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=EN, label=Fig.3, caption=Test scenario, figureFileSmall=+NAPUQwvLsSYMXOJnCZNyQ==, figureFileBig=0h0xM4w9F8qCmnpaHaQmvg==, tableContent=null), ArticleFig(id=1165721934407939012, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=CN, label=图3, caption=试验场景, figureFileSmall=+NAPUQwvLsSYMXOJnCZNyQ==, figureFileBig=0h0xM4w9F8qCmnpaHaQmvg==, tableContent=null), ArticleFig(id=1165721934458270661, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=EN, label=Fig.4, caption=Initial speed for each scheme, figureFileSmall=diGI4bM9m52Wdyfo7UdeZA==, figureFileBig=Wy3BjQaLMJwAK2tS8vLvmg==, tableContent=null), ArticleFig(id=1165721934512796614, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=CN, label=图4, caption=各方案的初始速度, figureFileSmall=diGI4bM9m52Wdyfo7UdeZA==, figureFileBig=Wy3BjQaLMJwAK2tS8vLvmg==, tableContent=null), ArticleFig(id=1165721934575711175, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=EN, label=Fig.5, caption=Braking headway of each scheme, figureFileSmall=vFdFIqf6j7mQa8zaT+kQJQ==, figureFileBig=28oFYveAk4+fM9Pe9y2VMA==, tableContent=null), ArticleFig(id=1165721934638625736, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=CN, label=图5, caption=各方案的制动车头时距, 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tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=CN, label=图7, caption=各方案的跟驰车头时距, figureFileSmall=Id1AvRmJmqe4kluDGeazhg==, figureFileBig=FwcJdX7aL9PDu4+5f+WCuA==, tableContent=null), ArticleFig(id=1165721934978364365, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=EN, label=Fig.8, caption=Minimum collision time of each scheme, figureFileSmall=lByKvoplMpC4yhNK5HoCSw==, figureFileBig=1VqvnXoKaZOeKbkwKbG0hQ==, tableContent=null), ArticleFig(id=1165721935053861838, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=CN, label=图8, caption=各方案的最小碰撞时间, figureFileSmall=lByKvoplMpC4yhNK5HoCSw==, figureFileBig=1VqvnXoKaZOeKbkwKbG0hQ==, tableContent=null), ArticleFig(id=1165721935125165007, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=EN, label=Table 1, caption=

Minimum safe distance and simple identification sight distance in tunnels

, figureFileSmall=null, figureFileBig=null, tableContent=
设计速度/(km·h-1) 40 60 80 100
安全跟车距离/m 31 52 78 108
简单识别视距/m 110 170 230 290
), ArticleFig(id=1165721935183885264, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=CN, label=表1, caption=

隧道内最小安全车距和简单识别视距

, figureFileSmall=null, figureFileBig=null, tableContent=
设计速度/(km·h-1) 40 60 80 100
安全跟车距离/m 31 52 78 108
简单识别视距/m 110 170 230 290
), ArticleFig(id=1165721935255188433, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=EN, label=Table 2, caption=

Spacing of tunnel reflective strips m

, figureFileSmall=null, figureFileBig=null, tableContent=
试验方案 刺激次数 场景1 场景2 场景3
a 0 — — —
b 1 94 228 437
c 2 47 114 218
d 3 31 76 146
e 4 24 57 109
f 5 19 46 87
), ArticleFig(id=1165721935318102994, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=CN, label=表2, caption=

隧道反光条的设置间距

, figureFileSmall=null, figureFileBig=null, tableContent=
试验方案 刺激次数 场景1 场景2 场景3
a 0 — — —
b 1 94 228 437
c 2 47 114 218
d 3 31 76 146
e 4 24 57 109
f 5 19 46 87
), ArticleFig(id=1165721935389406163, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=EN, label=Table 3, caption=

Stage and indicator description of rear vehicle approaching front vehicle

, figureFileSmall=null, figureFileBig=null, tableContent=
阶段 描述 指标 指标描述
减速
阶段		 随着距离的缩短,后车驾驶人发现前车并开始减速,逐渐接近前车速度 初始速度/
(km·h-1)		 后车开始减速时刻(突然松下油门或采取刹车时)前3 s内的速度,越小说明速度控制越好
制动车头
时距/s		 后车开始减速时刻与前车的车头时距,越短表明采取减速措施越迟
最小车头
时距/s		 后车接近前车的过程中,与前车的车头时距的最小值,越小表明风险程度越高
跟驰
阶段		 后车速度与前车速度基本一致 跟驰车头时距/s 后车速度与前车接近一致且近似稳定时,2车车头距离与后车速度的比值,越小说明越危险。
避碰
阶段		 前车实施紧急制动并停止时,后车驾驶人会立即响应,执行制动操作以防止发生追尾事故 最小碰撞时间/s 后车避撞过程中2车碰撞时间的最小值。碰撞时间是指后车与前车继续运动直到发生碰撞所需要的时间,越小说明碰撞风险越大
), ArticleFig(id=1165721935448126420, tenantId=1146029695717560320, journalId=1146031787341344770, articleId=1148106703029133762, language=CN, label=表3, caption=

后车接近前车的阶段及指标描述

, figureFileSmall=null, figureFileBig=null, tableContent=
阶段 描述 指标 指标描述
减速
阶段		 随着距离的缩短,后车驾驶人发现前车并开始减速,逐渐接近前车速度 初始速度/
(km·h-1)		 后车开始减速时刻(突然松下油门或采取刹车时)前3 s内的速度,越小说明速度控制越好
制动车头
时距/s		 后车开始减速时刻与前车的车头时距,越短表明采取减速措施越迟
最小车头
时距/s		 后车接近前车的过程中,与前车的车头时距的最小值,越小表明风险程度越高
跟驰
阶段		 后车速度与前车速度基本一致 跟驰车头时距/s 后车速度与前车接近一致且近似稳定时,2车车头距离与后车速度的比值,越小说明越危险。
避碰
阶段		 前车实施紧急制动并停止时,后车驾驶人会立即响应,执行制动操作以防止发生追尾事故 最小碰撞时间/s 后车避撞过程中2车碰撞时间的最小值。碰撞时间是指后车与前车继续运动直到发生碰撞所需要的时间,越小说明碰撞风险越大
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基于车距保持的公路隧道反光条设置及驾驶模拟研究
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梅家林 1, 2 , 杜志刚 1, 2 , 贺世明 1, 2 , 王首硕 3
中国安全科学学报 | 公共安全 2025,35(1): 171-177
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中国安全科学学报 | 公共安全 2025, 35(1): 171-177
基于车距保持的公路隧道反光条设置及驾驶模拟研究
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梅家林1, 2 , 杜志刚1, 2, 贺世明1, 2, 王首硕3
作者信息
  • 1 武汉理工大学 交通与物流工程学院,湖北 武汉 430063
  • 2 交通信息与安全教育部工程研究中心,湖北 武汉 430063
  • 3 广州航海学院 智能交通与工程学院,广东 广州 510712

    • 梅家林 (1998—),男,湖北黄冈人,博士研究生,研究方向为隧道交通安全和道路交通规划。E-mail:。

    杜志刚 教授

Study on reflective strip configuration and driving simulation in highway tunnels based on vehicle distance maintenance
Jialin MEI1, 2 , Zhigang DU1, 2, Shiming HE1, 2, Shoushuo WANG3
Affiliations
  • 1 School of Transportation and Logistics Engineering, Wuhan University of Technology, Wuhan Hubei 430063, China
  • 2 Engineering Research Center of the Ministry of Transportation Information and Safety Education, Wuhan Hubei 430063, China
  • 3 School of Intelligent Transportation and Engineering, Guangzhou Maritime University, Guangzhou Guangdong 510712, China
出版时间: 2025-01-28 doi: 10.16265/j.cnki.issn1003-3033.2025.01.0176
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摘要
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为减少驾驶人在公路隧道中追尾风险,首先根据隧道反光条提供深度知觉信息的特性,建立隧道反光条设置间距的计算模型;其次通过驾驶模拟试验,探讨隧道反光条设置间距对车距保持的影响;然后选取制动车头时距、最小车头时距、跟驰车头时距和最小碰撞时间作为评价指标。结果表明: 前车以40~80 km/h速度行驶,而后车以高于前车20 km/h的速度接近时,若让后车驾驶人在与前车的距离小于最小安全距离之前,接受3~4次来自反光条的视觉刺激,制动车头时距能提高27.6%~56.6%,最小车头时距能提升54.2%~60.3%,并且跟车稳定条件下车头时距能提升20.1%~31.6%。此外,前车一旦出现紧急制动,最小碰撞时间能提升34.7%~60.5%,降低追尾概率。即隧道反光条可提高驾驶人的速度感知和距离感知能力,降低追尾风险。

车距保持  /  公路隧道  /  反光条  /  驾驶模拟  /  车头时距

To reduce the risk of rear-end collisions in highway tunnels, a tunnel reflective strip space model was proposed based on the tunnel reflective strip characteristics with depth perception information. The effects of spacing between tunnel reflective strips on vehicle distance maintenance were examined through driving simulation tests. Braking headway, minimum headway, following headway, and minimum collision time were selected as evaluation indicators. The results indicated that when the leading vehicle traveled at speeds between 40-80 km/h and the following vehicle approached at a speed 20 km/h higher than the leading vehicle, if the following driver received 3-4 visual stimulations from the reflective strips before the distance between the leading and following vehicles was less than the minimum safe distance, the braking headway, minimum headway, and the time headway under stable car-following conditions was improved by 27.6%-56.6%, 54.2%-60.3%, and 20.1%-31.6%, respectively. Furthermore, the minimum collision time was increased by 34.7%-60.5% once the leading vehicle braked urgently, reducing the probability of a rear-end collision. Therefore, tunnel reflective strips enhance drivers' perception of speed and distance perception ability, reducing the risk of rear-end collisions.

vehicle distance maintenance  /  highway tunnels  /  reflective strips  /  driving simulation  /  time headway
梅家林, 杜志刚, 贺世明, 王首硕. 基于车距保持的公路隧道反光条设置及驾驶模拟研究. 中国安全科学学报, 2025 , 35 (1) : 171 -177 . DOI: 10.16265/j.cnki.issn1003-3033.2025.01.0176
Jialin MEI, Zhigang DU, Shiming HE, Shoushuo WANG. Study on reflective strip configuration and driving simulation in highway tunnels based on vehicle distance maintenance[J]. China Safety Science Journal, 2025 , 35 (1) : 171 -177 . DOI: 10.16265/j.cnki.issn1003-3033.2025.01.0176
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0 引言
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在公路隧道中,由于疲劳驾驶和未能保持适当安全距离所引发的事故风险相比普通道路驾驶会显著增加,这类事故在隧道内发生的可能性是普通道路的2.373和2.482倍[1]。公路隧道的交通事故数据表明:追尾事故和碰撞事故分别占总事故的37%和23%[2]。追尾碰撞的发生主要归因于隧道内空间的有限性,导致驾驶人的视线受限,躲避空间减小,同时,由于车速较快和制动时间有限,如果前车在行驶中出现故障,后车可能来不及停车,从而撞上前车。
隧道侧壁视线诱导信息被视为有效改善驾驶行为的手段。隧道侧壁条状信息能有效提高驾驶人的速度感知[3],如侧墙装饰可缓解视觉信息单调的现象[4];隧道内设置韵律图案并向进出口适度倾斜,在进口下坡段能促使驾驶人主动降速以提升交通安全,在出口上坡段能促使驾驶人合理加速以保障通行效率[5];竖向条纹和发光二极管(Light-Emitting Diode,LED)环灯拱可为驾驶人提供隧道内壁的形态信息,提高驾驶人对隧道内空间的整体感知,可有效调控车速[6]。此外,隧道内布设黄黑立面标记、反光立柱和韵律型标记组合等,都可提升驾驶人的速度感知能力和距离感知能力[7]。这些都说明隧道侧壁诱导信息是提供速度感和距离感的重要信息来源,有利于车距保持。
隧道轮廓带是一种安装在隧道内部边缘、表面覆盖有反光材料的线条形装置,可分为反光环和反光条。当前的研究主要集中于隧道内的反光环。研究发现,反光环之间的间隔与瞳孔的面积呈负相关关系[8];同时,反光环的颜色也与瞳孔面积呈现负相关性[9]。对于隧道弯道,反光环比常用的线形诱导标更能优化曲率感知[10]。针对隧道反光条,杨理波等[11]研究表明:反光条的布置角度和间隔对于驾驶员对坡度的感知有显著的影响。现有研究聚焦于验证反光环突出隧道轮廓和减轻驾驶疲劳的效果,并且设置间距多考虑驾驶心理,而针对反光条研究较少,也未探究隧道侧壁竖向条状设施对发现前车、控制车辆间距的作用机制,缺少对车距保持的深入探索。
考虑到反光环和反光条都能提供竖向条状信息,但反光环顶部因积灰难以维护,导致反光性能下降,逐渐变成反光条的形式。因此,笔者拟选用隧道反光条作为研究对象,探究其对车距保持的作用机制,从而进一步推动和优化反光条作为控制车速和调节跟车间距的改善措施。
1 公路隧道反光条设置方法
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1.1 隧道反光条对车距保持的作用
在隧道这种光线较暗的环境中,如果某些车辆的尾部反光标识不达标或已经损坏,那么跟随其后的驾驶人将难以清楚地识别前方车辆的轮廓和状态。隧道内设置反光条后,随着后车逐渐接近前车,驾驶人可能会注意到,远处的反光条被前方车辆遮挡,或之前被遮挡的反光条开始变得可见(临界时刻为后车驾驶人视点、前车车尾、反光条在一条直线上),这种由远及近的反光条明暗变化效果,能够有效帮助后车驾驶人察觉到前车的存在,并且这种视觉提示促使驾驶人适时调整自己的行车速度和车距保持,如图1所示。
1.2 隧道反光条间距计算方法
在车辆行驶过程中,最危急的状况之一是当前车突然停车时,后车驾驶人在反应时间内仍保持原来速度不变,然后车辆才出现减速,此外还需要与前车保持安全距离。为避免发生追尾碰撞,后车在行驶过程中还应与前车保持足够的最小安全距离。最小安全距离计算如下式,结果见表1。
S = v t 0 + t 1 + t 2 2 + v 2 2 a m a x + d
式中:S为最小安全距离,m;v为后车减速前的速度,m/s;t0为驾驶人反应时间,取1.0 s;t1为制动器协调时间,一般取值为0.2~0.4 s,本文取0.3 s;t2为减速度的增长时间,一般取值为0.1~0.2 s,本文取0.2 s;d为前车与后车最低要求的距离,一般为2~5 m,本文取5 m;amax为后车最大减速度,一般取值为6~8 m/s2,本文取6 m/s2。
隧道反光条的视认性会受到多种因素的影响,包括反光膜的材质、车辆灯光、隧道照明等。同时为保障其视认性,反光条可采用蓄能自发光型或LED发光型主动提供照明,能满足《公路工程技术标准》[12]中简单识别视距要求。然而,当反光条与驾驶人相隔距离过远时,即使造成视觉刺激,也不会对驾驶人的减速行为产生影响。因此,假设后车驾驶人在简单识别视距处才会注意反光条带来的视觉刺激,并可能采取相应的制动减速措施,如图2所示。
以2车之间的距离从简单识别视距逐渐减少到最小安全车距的范围内,将后车驾驶人注意到隧道反光条交替出现的明暗变化次数作为自变量,计算反光条的设置间距,计算如下式:
t = L 1 - L 2 v 2 - v 1
S 2 - L 2 S 2 = S 1 - L 1 S 1 = W 1 W 2
S 2 - S 1 = W 2 W 2 - W 1 ( L 2 - L 1 )
d n = v 2 t + S 2 - S 1 n
式中:v1为前车速度,m/s;v2为后车速度,m/s;L1为简单识别视距,m;L2为最小安全车距,m;t为2车车距从简单识别视距减少至最小安全车距的时间,s;S1为简单识别视距时,后车驾驶人能看到最近墙壁的可见距离,m;S2为最小安全车距时,后车驾驶人看到最近墙壁的可见距离,m;W1为前车尾部到隧道侧壁的最小距离,m;W2为驾驶人视点到隧道最近墙壁的距离,m;n为后车观察到前车与反光条明暗变化的刺激次数;dn为反光条至少满足n次刺激时的间距,m。
2 基于隧道反光条的驾驶模拟试验
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2.1 隧道场景设计及反光条设置间距
隧道外的限速通常比隧道内高20 km/h,小型车辆可能会以较快的速度进入隧道,而大型货车在隧道内的速度通常低于小型车辆。因此,设计3种不同的速度场景:场景1:前方货车速度为40 km/h,后方小车速度为60 km/h;场景2:前方货车速度为60 km/h,后方小车速度为80 km/h;场景3:前方货车速度为80 km/h,后方小车速度为100 km/h。本文试验设计涵盖一个控制组和5个改进组。控制组(方案a)未安装反光条,而改进组(方案b—方案f)则应用不同刺激次数的反光条,见表2。其中,由于在左、右车道中a和b的值存在差异,因此,在式(4)中,W2/(W2-W1)的计算采用2个车道结果的平均值。
隧道基础模型为中部直线路段,单洞2车道。为模拟真实情况并考虑潜在危险,设定前方货车尾部为黑色,并在行驶中开启车灯。前车定位在距离后车启动起点前800 m处,2车在同一个车道内行驶。图3描绘有无反光条的对比效果。后车接近前车的过程可划分为3个主要阶段,并提出相应的评价指标,见表3。
2.2 驾驶模拟试验设备及驾驶人
驾驶模拟器由驾驶舱和曲面屏幕组成,能够提供沉浸式的道路环境仿真体验。被试共计32名,其中,21名男性和11名女性,均持有C1驾照,具备正常或矫正至5.0及以上的视力,且身体状况良好。被试年龄分布:20~30岁16人,30~40岁11人,40~50岁5人。
2.3 驾驶模拟试验步骤
1) 试验事项告知,被试签订试验知情同意书。
2) 被试进行至少5min的适应性驾驶练习,如无任何不适情况,该被试可参与正式试验。
3) 记录被试个人相关信息,包括性别、年龄和驾龄等。
4) 试验指导者指示被试维持在当前车道,并在未察觉前车的情况下,尽量维持设定的速度。
5) 试验正式启动,每位被试需完成18个路段的驾驶(3种场景×6种方案),每路段结束后至少休息3min。
2.4 数据处理
Shapiro-Wilk检验表明:各组数据服从正态分布(p>0.05),分析指标数据的单因素重复测量方差。如果违反Mauchly's球度假设,则方差分析结果采用Greenhouse Geisser进行校正。此外,显著性设定在5%的水平。
3 基于反光条的驾驶模拟试验结果
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3.1 初始速度
不同方案的初始速度情况如图4所示。相较于方案a,方案b—方案f的初始速度都有所降低,表明反光条有利于控制速度,且反光条间距越小,控速效果越好。然而,在3个场景中,方案e和方案f的初始速度无显著差异,说明当反光条间距减小到一定程度,进一步减小间距对减速效果不再显著。
3.2 制动车头时距
不同方案的制动车头时距情况如图5所示。在场景1,方案b—方案f的制动车头时距相较于方案a增加1.21~3.19 s。针对场景2,方案b—方案f的制动车头时距相较于方案a增加0.70~1.89 s。针对场景3,除方案b,方案c—方案f的制动车头时距都高于方案a,增加1.11~1.90 s。此外,在3种场景中,方案d—方案f的制动车头时距之间都没有显著性差异。场景1的制动车头时距高于场景2和场景3,而场景2和场景3没有显著性差异(p=1.191)。
3.3 最小车头时距
不同方案的最小车头时距如图6所示。在场景1中,方案b—方案f的最小车头时距比方案a增加0.68~1.89 s。在场景2中,方案b—方案f的最小车头时距比方案a增加0.51~1.85 s。在场景3中,方案b—方案f的最小车头时距比方案a增加0.44~1.61 s。此外,在场景1中,方案c—方案f之间没有显著性差异,而场景2和场景3中方案d—方案f之间没有显著性差异。
场景对最小车头时距的主效应也是显著的(F=123.628,p<0.001)。场景1(4.73 s)>场景2(4.37 s)>场景3(3.80 s),说明3种场景的前后车的速度差都近似20km/h,但后车速度越高,相应的最小车头时距就越低,存在更大的追尾风险。
3.4 跟驰车头时距
不同方案的跟驰车头时距情况如图7所示。场景1中,方案b—方案f的跟驰车头时距比方案a增加0.38~1.54 s。场景2中,方案b—方案f的跟驰车头时距比方案a增加0.29~1.25 s。场景3中,方案b与方案a跟驰车头时距没有显著性差异(p=0.573),但方案c—方案f的跟驰车头时距都大于方案a,分别增加0.34~0.94 s。此外,在3种场景中,方案d—方案f之间都没有显著性差异。
场景对最小车头时距的主效应也是显著的(F=216.108,p<0.001)。场景1(5.82 s)>场景2(5.17 s)>场景3(4.25 s),说明行驶速度越高,相应跟驰车头时距就越小。
3.5 最小碰撞时间
不同方案的最小碰撞时间如图8所示。在场景1—场景3中,方案b—方案f相较于方案a均能显著增加最小碰撞时间。此外,在3种场景中,方案e和方案f的最小碰撞时间都没有显著差异,均能有效增加最小碰撞时间,在场景1中至少提升48.7%,在场景2中至少提升42.9%,在场景3中至少提升60.5%。
场景对最小碰撞时间的主效应也是显著的(F=250.392,p<0.001)。场景1(5.09s)>场景2(4.64s)>场景3(4.07s),说明行驶速度越高,相应的最小碰撞时间就越小,行车安全性越低。
4 结论
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1)隧道反光条的间距对驾驶人的速度感知和车距保持具有重要影响。随着反光条间距减小(刺激次数增多),后车的初始速度降低,接近前车时的车头时距及稳定跟驰状态下的车头时距增加。此外,当前车急刹车时,2车的最小碰撞时间也随反光条间距减小而增大。然而,当刺激次数达到3或4次时,这些参数的增加趋于平稳。
2)为保持安全车距,公路隧道内反光条的间距应确保让后车驾驶人在与前车的距离小于最小安全距离之前,接受3~4次来自反光条的视觉刺激。因此,隧道反光条设置在40 km/h时应为24~31 m,在60 km/h时应为57~76 m,在80 km/h时应为109~146 m。
3) 为更全面地提升隧道内行驶的安全性和舒适性,后续的研究将考虑引入驾驶人心理、生理指标,以便优化和验证隧道反光条的间距设置。
基金
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  • 国家自然科学基金资助(52072291)
  • 国家自然科学基金资助(52402423)
文献
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2025年第35卷第1期
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doi: 10.16265/j.cnki.issn1003-3033.2025.01.0176
  • 接收时间：2024-08-14
  • 首发时间：2025-07-05
  • 出版时间：2025-01-28
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  • 收稿日期：2024-08-14
  • 修回日期：2024-10-18
基金
国家自然科学基金资助(52072291)
国家自然科学基金资助(52402423)
作者信息
    1 武汉理工大学 交通与物流工程学院,湖北 武汉 430063
    2 交通信息与安全教育部工程研究中心,湖北 武汉 430063
    3 广州航海学院 智能交通与工程学院,广东 广州 510712
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Number of
species		 占总种数比例
Percentage of
total species (%)		 属
Genus		 种数
Number of
species		 占总种数比例
Percentage of total
species (%)
鹅膏菌科Amanitaceae 2 11 5.26 鹅膏菌属 Amanita 10 4.78
小菇科 Mycenaceae 2 12 5.74 丝盖伞属 Inocybe 5 2.39
多孔菌科 Polyporaceae 8 14 6.70 蜡蘑属 Laccaria 5 2.39
红菇科 Russulaceae 3 23 11.00 小皮伞属 Marasmius 6 2.87
小菇属 Mycena 11 5.26
光柄菇属 Pluteus 5 2.39
红菇属 Russula 17 8.13
栓菌属 Trametes 5 2.39
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