Research On The Index Of Width Transition Section In Interchange Based On Passenger Feeling

With the rapid development of China's road construction industry,the road network structure has gradually improved,and the construction of highways has been extended to the mountainous areas.In the coming decades,the density of road networks will increase,and the number of interchanges in mountain areas will increase.The difficulty will be even greater.However,there are many deficiencies in China's current regulations when dealing with mountainous interchanges,and it is difficult to adapt to complex engineering conditions in mountain areas.In the current construction process,it can't guarantee the safe,comfortable and efficient operation,and greatly increase the quantity of the project.How to balance the engineering index and the complex construction conditions has become one of the core problems of the construction of the project.In order for specifications to better adapt to the actual construction conditions,we need to refine all the specifications.On the basis of the analysis of the lack of technical specifications for the pavement width transition section within the scope of interworking interchange,this paper makes a detailed classification of the type of the pavement width transition section in the interconnected interchange range,analyzes the driving characteristics of various types of transition sections,and establishes a uniform transversal cosine function change model.On the basis of full consideration of passengers' feelings,the length and gradient of pavement width transition section in interconnected interchange range are analyzed by comfort degree.After indepth analysis,the parameters of passenger car feeling are evaluated by lateral force coefficient and lateral acceleration change rate,and then two parameters of lateral force coefficient and lateral acceleration change rate are analyzed.Based on this theory,the general and limiting values of length and gradient of different transition sections under different design speed are calculated.According to the lane changing model established before,a new width transition mode is put forward.The actual lane changing length data are collected through UMRR traffic management sensor.After dealing with mathematical statistics methods such as K-S test and interval estimation,the data is input into CarSim software.Two sets of comparative simulation models were established,and the lateral force coefficients exported by CarSim software.The simulation results prove the reasonableness of the calculation results in the paper.At the same time,it is found that there is a lot of irrationality in the current specification of given transition index.If the ramp width transition index is only suitable for the design speed 40km/h,the speed is too high,the length is obviously insufficient,the speed is too low,and the length is too long.The research in this paper improves the current norms,and solves the problem of confusion in the design specifications of the pavement width transition section within the current specification.This study provides theoretical support for our standardization,and the research results have practical significance and application potential.