Improvement Effectiveness of Active Warning Prevention and Control Strategy for Operation Risk on Foggy Bridges

doi:10.12141/j.issn.1000-565X.230757

Abstract

Abstract:

In order to improve traffic operation of freeway bridge sections in fog, this paper proposed a human factor-oriented operation risk active warning prevention and control strategy for bridges. This strategy integrates traditional traffic safety facilities with intelligent technologies such as risk warning, dynamic speed limits, and visual guidance. Through changes in prevention and control levels under different risk levels, the facility resources were fully utilized to achieve the goal of multi-level and differentiated prevention and control from static notification to dynamic guiding. However, it is not yet clear whether this process will improve the driving behavior and the safety and efficiency of traffic operation, so it is difficult to support the effective design and application of the prevention and control strategy. Therefore, E’dong Yangtze River Bridge was taken as an example to quantitatively evaluate the improvement effectiveness of the prevention and control strategy through driving simulation test and to verify its validity. The optimization and implementation is based on the fact that human factor needs are subjected to the prevention and control strategy, then it has a better effect in guiding the practical application. The improvement effectiveness evaluation of prevention and control strategy was realized through the improvement rate of each indicator from three aspects (psychological perception, safety effectiveness and traffic efficiency). The results show that the prevention and control strategy is helpful to improve driver’s confidence and alleviate tension; it can significantly improve the driver’s behavioral performance and traffic operation state and enhance the traffic efficiency and the safety of horizontal and longitudinal operation of vehicles; it has the strongest ability to improve safety effectiveness, especially at the longitudinal level; the higher brightness line-of-sight induction strategy is more conducive to improving the safety level and significantly increasing the traffic capacity. Compared with the low brightness condition, it may have a negative impact on the driver’s psychological feelings, but it is not obvious. When the visibility is 100 m on bridge, it is recommended that the flashing frequency of visual guidance technology is 0.5 Hz and the brightness is 3 500 cd/m². The results provide the necessary theoretical basis for the practical application of prevention and control strategy on foggy bridges. The proposed solution and the analytical idea of its improvement effectiveness provide a reference for targeted prevention and management of risky sections.

Key words: foggy bridge, active warning prevention and control strategy, driving simulation, visual guidance

CLC Number:

U491

DAI Yibo, ZHAO Xiaohua, BIAN Yang, et al. Improvement Effectiveness of Active Warning Prevention and Control Strategy for Operation Risk on Foggy Bridges[J]. Journal of South China University of Technology(Natural Science Edition), 2024, 52(11): 118-133.

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能见度/m	风险等级	防控层级	传统交通安全设施	风险预警	视线诱导			动态限速（逐级）
能见度/m	风险等级	防控层级	传统交通安全设施	风险预警	I级	II级	III级	动态限速（逐级）
（500，+∞）	A	强制	√
（200，500］	B	改善	√	√	√
（100，200］	C	增强	√	√		√		√
（50，100］	D	完备	√	√			√	√

传统交通安全设施	风险预警（VMS文字提示信息）			视线诱导				动态限速（逐级）/（km·h^-1）
传统交通安全设施	1 km	500 m	50 m	诱导等级	工作模式	亮度	频率/Hz	动态限速（逐级）/（km·h^-1）
注意桥头跳车限速注意不利气象禁止超车车距确认	前方 1 km能见度低	前方500 m能见度低，请减速慢行	前方能见度xx m，请谨慎驾驶	I级	黄灯常亮	500~7 000 cd/m²		100、80、60 100、80、60、40
				II级	黄灯闪烁		0.5 1.0 2.0
				III级	红灯警示		0.5 1.0 2.0

方案	II级视线诱导			风险预警（VMS文字提示信息）			动态限速（逐级）
方案	亮度/（cd·m^-2）	频率/Hz	间距/m	1 km	500 m	50 m	动态限速（逐级）
对照组	无	无	无	无	无	无	无
实验组A	500	0.5	20	前方1 km能见度低	前方500 m能见度低，请减速慢行	前方能见度100 m，请谨慎驾驶	100 km/h、 80 km/h、 60 km/h （级差：20 km/h）
实验组B	3 500	0.5	20	前方1 km能见度低	前方500 m能见度低，请减速慢行	前方能见度100 m，请谨慎驾驶	100 km/h、 80 km/h、 60 km/h （级差：20 km/h）

指标	均值（标准差）			P值
指标	C	A	B	整体比较	成对比较
绝对加加速度/（m·s^-3）	0.401（0.197）	0.312（0.102）	0.338（0.182）	0.040**	C-A：0.011** A-B：0.452 C-B：0.072*
加速度/（m·s^-2）	-0.116（0.104）	-0.013（0.051）	-0.003（0.038）	0.012**	C-A：0.000 A-B：0.402 C-B：0.000
方向盘转角/（°）	0.432（0.096）	0.265（0.059）	0.251（0.068）	0.000**	C-A：0.000 A-B：1.000 C-B：0.000

组别	最大值	均值	标准差	变异系数
对照组	0.002 8	2.190×10^-4	2.634×10^-4	1.206 7
实验组A	0.001 5	2.316×10^-4	2.119×10^-4	0.915 1
实验组B	0.001 8	2.206×10^-4	2.064×10^-4	0.935 5