高速公路双入口匝道驾驶员选择与控制分流的比较
Driver Choice Compared to Controlled Diversion for a Freeway Double On-Ramp
摘要：
分析了两种分流方案，在两个入口匝道之间分配需求，以减少拥堵，提高高速公路上的通过量。在第一种方案中，驾驶员根据两条路线的平均行程时间信息选择并道或转向下游入口匝道：（1）在高速公路上并道行驶或（2）转向并在地面街道上行驶并向下游并道。流量，率合并在坡道上，和旅行时间振荡强烈，但不规则，由于延迟反馈。在第二种方案中，分流由入口匝道上游的平均主线速度控制。司机的选择并不重要。如果主线上的平均上游速度下降到预定值（20 m/s）以下，车辆将转向下游匝道。当主线下游平均流速过低时，不再允许改道。在这个方案中产生的振荡几乎是周期性的。该期间主要是由主线的响应时间中断合并，而不是延迟的反馈，这有助于只有一个小组件的距离分离的入口匝道线性。一般来说，第二种方案产生更有效的拥塞减少和更大的吞吐量。此外，匝道驾驶员的行程时间小于试图最大限度地减少自己的行程时间（第一方案）的驾驶员所获得的时间。
英文摘要：
Two diversion schemes that apportion demand between two on-ramps to reduce congestion and improve throughput on a freeway are analyzed. In the first scheme, drivers choose to merge or to divert to a downstream on-ramp based on information about average travel times for the two routes: (1) merge and travel on the freeway or (2) divert and travel on a surface street with merging downstream. The flow, rate of merging at the ramps, and the travel times oscillate strongly, but irregularly, due to delayed feedback. In the second scheme, diversion is controlled by the average mainline velocities just upstream of the on-ramps. Driver choice is not involved. If the average upstream velocity on the mainline drops below a predetermined value (20 m/s) vehicles are diverted to the downstream ramp. When the average mainline velocity downstream becomes too low, diversion is no longer permitted. The resultant oscillations in this scheme are nearly periodic. The period is dominated by the response time of the mainline to interruption of merging rather than delayed feedback, which contributes only a minor component linear in the distance separating the on-ramps. In general the second scheme produces more effective congestion reduction and greater throughput. Also the travel times for on-ramp drivers are less than that obtained by drivers who attempt to minimize their own travel times (first scheme).
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