Journal of Jilin University(Engineering and Technology Edition) ›› 2025, Vol. 55 ›› Issue (11): 3604-3613.doi: 10.13229/j.cnki.jdxbgxb.20240126

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Distance between upstream transition zones of freeway work zone considering automatic cars

Liu YANG1,2(),Hong-hui LI1,2,Wen-fang LI3   

  1. 1.National Engineering Laboratory of Highway Maintenance Technology，Changsha University of Science & Technology，Changsha 410114，China
    2.School of Transportation，Changsha University of Science & Technology，Changsha 410114，China
    3.Huanghe Jiaotong University，Jiaozuo 454950，China
  • Received:2024-01-31 Online:2025-11-01 Published:2026-02-03

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Abstract:

When a six-lane freeway closes two adjacent lanes， two upstream transition zones need to be set up. However， the current regulations do not specify the specific value of the distance between the two. Considering the mixing of automatic cars （AC）， the problem of the value of this distance is studied. Firstly， the traffic efficiency in the warning zone is defined as the evaluation basis for the upstream transition zone spacing D， and a dynamic comprehensive evaluation function is constructed to classify the traffic efficiency in the warning zone. Secondly， through SUMO software modeling， simulation experiments with different values of D were conducted based on different traffic conditions， such as different traffic volumes V， human-driving truck mixing rate T， and AC penetration rate P， to analyze the changes in traffic efficiency in the warning zone. Then， based on the classification of traffic efficiency， the range of values for D under different traffic conditions is explored through experiments. Finally， analyze the impact of D on the work zone environment and traffic efficiency under different traffic conditions. The simulation experiment shows that the larger the D， the higher the traffic efficiency in the warning zone， and this change is non-linear， with the increase rate slowing down as D increases. As V or T increases， the traffic efficiency in the warning zone decreases， and increasing D is necessary to maintain the same traffic efficiency in the warning zone. As P increases， the traffic efficiency in the warning zone first increases and then decreases. There exists an optimal P that maximizes the traffic efficiency in the warning zone and minimizes D. Compared to taking the minimum value of D， increasing D can reduce CO2 emissions. Under appropriate traffic conditions， increasing D can simultaneously improve the traffic efficiency in warning zone and reduce the average travel time.

Key words: road engineering, work zone, dynamic comprehensive evaluation, freeway, upstream transition zone, automatic cars, traffic flow simulation

CLC Number: 

  • U418

Table 1

Criteria of index for traffic efficiency in warning zone"

等级O/%K/（pcu·km-1·ln-1）Vd/（km·h-1）L/（s·veh-1·km-1）
R1<19<38>25<123
R2［19-25）［38-48）（20-25］［123-146）
R3［25-30）［48-56）（15-20］［146-173）
R4［30-35）［56-72）（10-15］［173-189）
R5≥35≥72≤10≥189

Table 2

Extremum of index for traffic efficiency in warning zone"

极值O/%K/（pcu·km-1·ln-1）Vd/（km·h-1）L/（s·veh-1·km-1）
极大值120080300
极小值0050

Table 3

Level of traffic efficiency in warning zone"

等级评价函数值范围
R1<26.181
R2［26.181，39.694）
R3［39.694，58.440）
R4［58.440，86.678）
R5≥86.678

Fig.1

Lane closure method in work zone"

Table 4

Vehicle parameter calibration"

车型长度/m宽度/m最大速度/（m·s-1）加速度/（m·s-2）减速度/（m·s-2）
AC6.001.8033.333.004.50
HC6.001.8033.333.004.50
HT18.102.5522.220.603.00

Table 5

IDM parameter calibration"

v0/(m?s-1)θ/(m?s-2)d/(m?s-2)s0/ms1/mT/sδ
33.331.402.002.000.001.504.00

Table 6

Krauss model parameter calibration"

vm/(m?s-1)αm/(m?s-2)β/(m?s-2)s/mtr/sεts/s
33.332.604.503.001.500.501.00

Table 7

LC2013 model parameter calibration"

IcKeepRightIcSpeedGainIcStrategic
1.6（封闭内侧和中间车道）1.0（封闭外侧和中间车道）1.80.1

Table 8

Conversion of traffic volumes"

T交通量/（veh·h-1）折算交通量/（pcu·h-1·ln-1）
0.21 500800
1 600853
1 700907
0.31 500950
1 6001 013
1 7001 077

Fig.2

Evaluation function value of distance between upstream transition zones when T=0.2"

Fig.3

Evaluation function value of distance between upstream transition zones when T=0.3"

Table 9

Range of distance between upstream transition zones when T=0.2"

V/

（veh·h-1）

P不同通行效率下的上游过渡区间距取值范围/m
R5R4，R3R2，R1
1 5000.1［200，450）［450，1 375）［1 375，+∞）
0.5［200，225）［225，650）［650，+∞）
0.9——［200，+∞）
1.0——［200，+∞）
1 6000.1［200，600）［600，1 925）［1 925，+∞）
0.5［200，400）［400，1 200）［1 200，+∞）
0.9［200，300）［300，1 125）［1 125，+∞）
1.0［200，325）［325，1 175）［1 175，+∞）
1 7000.1［200，950）［950，2 425）［2 425，+∞）
0.5［200，725）［725，1 775）［1 775，+∞）
0.9［200，525）［525，1 500）［1 500，+∞）
1.0［200，600）［600，1 600）［1 600，+∞）

Table 10

Range of distance between upstream transition zones when T=0.3"

V/

（veh·h-1）

P不同通行效率下的上游过渡区间距取值范围/m
R5R4，R3R2，R1
1 5000.1［200，750）［750，2 025）［2 025，+∞）
0.5［200，475）［475，1 525）［1 525，+∞）
0.9［200，250）［250，1 325）［1 325，+∞）
1.0［200，300）［300，1 375）［1 375，+∞）
1 6000.1［200，1 125）［1 125，2 500）［2 500，+∞）
0.5［200，825）［825，2 000）［2 000，+∞）
0.9［200，725）［725，1 825）［1 825，+∞）
1.0［200，750）［750，1 950）［1 950，+∞）
1 7000.1［200，1 425）［1 425，2 925）［2 925，+∞）
0.5［200，1 100）［1 100，2 450）［2 450，+∞）
0.9［200，950）［950，2 225）［2 225，+∞）
1.0［200，1 025）［1 025，2 275）［2 275，+∞）

Fig.4

CO2 emissions in simulated freeway sections when T=0.2"

Fig.5

CO2 emissions in simulated freeway sections when T=0.3"

Fig.6

Average travel time in simulated freeway sections when T=0.2"

Fig.7

Average travel time in simulated freeway sections when T=0.3"

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