公交站点区域行人与非机动车交互行为建模与仿真

为研究公交站点区域行人和非机动车的冲突行为,在元胞自动机模型的基础上,首先,考虑激进型行人和混合非机动车流,通过行人穿越决策规则和非机动车避让规则耦合行人运动模型和非机动车运动模型,采用双向行人Blue模型模拟进出站行人的运动行为,采用改进的NaSch模型模拟非机动车的运动行为,建立公交站点区域行人与非机动车交互模型。然后,在北京市西单商场公交站B站台开展观测实验,微观层面展现行人和非机动车之间的交互作用,分析在不同流量构成下二者冲突演化规律以及进出站行人到达率、非机动车到达率对延误和冲突数的影响。研究结果表明,非机动车堵塞多发生在非机动车与行人刚开始的交互处,并向来车方向延伸。与进出站行人到达率相比,行人和非机动车延误受非机动车到达率影响更显著；在进出站行人比例为0.5时,行人和非机动车延误达到峰值；进站行人比例为1时,行人和非机动车延误比出站行人比例为1时延误小；在行人到达率一定时,冲突数随着非机动车达到率的增大而增加,当行人到达率较小时,冲突数呈缓慢地增长趋势,随着行人到达率的增大,冲突数增长率呈现先增大后减小的趋势。

Modeling and Simulation of Pedestrian-Non-Motorized Vehicle Interaction Behavior in Bus Stop Areas

To study the conflicting behaviors of pedestrians and non-motorized vehicles in the bus stop area, based on the meta-automata model, firstly, considering aggressive pedestrians and mixed non-motorized vehicle flows, coupling pedestrian motion model and non-motorized vehicle motion model by pedestrian crossing decision rule and non-motorized vehicle avoidance rule, the two-way pedestrian Blue model is used to simulate the movement behavior of pedestrians entering and leaving the station, and the improved NaSch model is used to simulate the movement behavior of non-motorized vehicles to establish the interaction model between pedestrians and non-motorized vehicles in the bus stop area. Then, observation experiments were conducted at Platform B of Beijing Xidan Mall bus station to show the interaction between pedestrians and non-motorized vehicles at the micro level, and analyze the conflict evolution law between the two under different traffic composition and the influence of pedestrian arrival rate and non-motorized vehicle arrival rate on the number of delays and conflicts in and out of the station. The results show that non-motorized blockage mostly occurs at the initial interaction between non-motorized vehicles and pedestrians, and extends in the direction of incoming traffic. Pedestrian and non-motorized delays are more significantly affected by the non-motorized arrival rate than the inbound and outbound pedestrian arrival rate; pedestrian and non-motorized delays peak at an inbound and outbound pedestrian ratio of 0.5; pedestrian and non-motorized delays are smaller at an inbound pedestrian ratio of 1 than at an outbound pedestrian ratio of 1. At a certain pedestrian arrival rate, the number of conflicts increases as the non-motorized arrival rate increases, and when the pedestrian arrival When the pedestrian arrival rate is small, the number of conflicts tends to increase slowly, and as the pedestrian arrival rate increases, the growth rate of conflicts tends to increase first and then decrease.