Traffic organization optimization method and device for road construction

Abstract

The invention discloses a traffic organization optimization method and device for road construction, and relates to the technical field of traffic organization optimization, and the method comprises the steps: carrying out the safety risk assessment and traffic flow analysis of a construction region, and obtaining construction influence data; selecting a closed mode according to the construction influence data, configuring a temporary detour route, and generating a preliminary traffic organization scheme; based on the scheme, evaluating the traffic protection capability and redistributing traffic flow, and generating a recombination scheme; performing construction restriction verification on the recombination scheme to obtain a verification scheme; and finally, executing the verification scheme to complete the traffic organization. The technical problems of traffic jam and insufficient traffic capacity caused by unreasonable traffic organization and incapability of timely evaluating and adjusting traffic flow distribution in the road construction period in the prior art are solved, and the purposes of improving the road traffic capacity and reducing the traffic load are achieved by optimizing the traffic organization in the construction period. And traffic delay and potential safety hazards caused by construction are reduced.

Description

Technical Field

[0001] The present application relates to the technical field of traffic organization optimization, and in particular to a traffic organization optimization method and device for road construction. Background Art

[0002] During the construction of urban roads, the problem of traffic organization during construction is particularly prominent, and the contradiction between traffic pressure and safety risks caused by construction is more obvious. Reasonable allocation of traffic resources to better meet the traffic diversion needs of various sections has become a key link in solving traffic organization during construction. The existing traffic organization methods are often relatively simple, mainly relying on fixed road closure plans and manual command, insufficient overall traffic flow control around the construction area, lack of in-depth analysis and utilization of real-time traffic flow data, and difficult to comprehensively and accurately evaluate the impact of construction on traffic. There are unreasonable situations in resource allocation, resulting in excessive traffic pressure and chaos on some sections, while traffic resources on other sections have not been fully utilized. The existing traffic organization plan lacks flexible dynamic adjustment capabilities and cannot effectively respond to the rapid changes in road traffic conditions during construction.

[0003] At the current stage, relevant technologies have technical problems such as unreasonable traffic organization during road construction and inability to timely evaluate and adjust traffic flow distribution, leading to traffic congestion and insufficient traffic capacity. Summary of the invention

[0004] The present application provides a traffic organization optimization method and device for road construction, which adopts safety risk assessment and traffic flow analysis on the construction area to obtain construction impact data; selects a closed mode and configures a temporary detour route according to the construction impact data to generate a preliminary traffic organization plan; evaluates the traffic maintenance capacity and redistributes the traffic flow based on the plan to generate a reorganization plan; performs construction constraint verification on the reorganization plan to obtain a verification plan; finally, executes the verification plan to complete the traffic organization, thereby achieving the technical effect of improving road capacity and reducing traffic delays and safety hazards caused by construction by optimizing the traffic organization during construction.

[0005] This application provides a traffic organization optimization method for road construction, including: Conduct safety risk assessment and traffic flow analysis on the construction area in the construction plan to obtain construction impact data; select a closed mode based on the construction impact data, configure a temporary detour route, and generate an initial traffic organization plan; evaluate the ability to maintain traffic based on the initial traffic organization plan, perform traffic flow redistribution based on the ability to maintain traffic, and generate a traffic reorganization plan; verify the traffic reorganization plan based on construction constraints to obtain a traffic verification plan; execute traffic organization based on the traffic verification plan to obtain a traffic organization result.

[0006] The present application also provides a traffic organization optimization device for road construction, comprising: A construction impact data acquisition module, the construction impact data acquisition module is used to perform safety risk assessment and traffic flow analysis on the construction area in the construction plan to obtain construction impact data; a traffic initial organization plan generation module, the traffic initial organization plan generation module is used to select a closed mode according to the construction impact data, configure a temporary detour route, and generate an initial traffic organization plan; a traffic reorganization plan generation module, the traffic reorganization plan generation module is used to evaluate the traffic maintenance capability based on the initial traffic organization plan, perform traffic flow redistribution according to the traffic maintenance capability, and generate a traffic reorganization plan; a traffic verification plan acquisition module, the traffic verification plan acquisition module is used to verify the traffic reorganization plan according to construction constraints to obtain a traffic verification plan; a traffic organization result acquisition module, the traffic organization result acquisition module is used to execute traffic organization according to the traffic verification plan to obtain a traffic organization result.

[0007] The present application proposes a method and device for optimizing traffic organization for road construction. First, a safety risk assessment and traffic flow analysis are conducted on the construction area to obtain construction impact data. A closure mode is selected and a temporary detour route is configured based on the construction impact data to generate a preliminary traffic organization plan. Based on the plan, the traffic maintenance capacity is evaluated and traffic flow is reallocated to generate a reorganization plan. The reorganization plan is subjected to construction constraint verification to obtain a verification plan. Finally, the verification plan is executed to complete the traffic organization, thereby achieving the technical effect of improving road capacity and reducing traffic delays and safety hazards caused by construction by optimizing the traffic organization during construction. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] In order to more clearly illustrate the technical solution of the embodiment of the present invention, the accompanying drawings of the embodiment of the present invention will be briefly introduced below. A flow chart is used in the present application to illustrate the operations performed by the device according to the embodiment of the present application. It should be understood that the previous or following operations are not necessarily performed precisely in order. On the contrary, various steps can be processed in reverse order or simultaneously as needed. At the same time, other operations can also be added to these processes, or one or more operations can be removed from these processes.

[0009] Figure 1 A flow chart of a traffic organization optimization method for road construction provided in an embodiment of the present application; Figure 2 A schematic diagram of the structure of a traffic organization optimization device for road construction provided in an embodiment of the present application.

[0010] Explanation of the reference numerals: construction impact data acquisition module 10 , traffic initial organization plan generation module 20 , traffic reorganization plan generation module 30 , traffic verification plan acquisition module 40 , traffic organization result acquisition module 50 . DETAILED DESCRIPTION

[0011] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below.

[0012] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below in conjunction with the accompanying drawings. The described embodiments should not be regarded as limiting the present application. All other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of this application.

[0013] In the following description, reference is made to "some embodiments", which describe a subset of all possible embodiments, but it is understood that "some embodiments" may be the same subset or different subsets of all possible embodiments, and may be combined with each other without conflict, and the terms "first\second" involved are merely to distinguish similar objects and do not represent a specific ordering of objects. The terms "including" and "having" and any variations are intended to cover non-exclusive inclusions, for example, a process, method, device, product, or server that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or modules that are not clearly listed or inherent to these processes, methods, products, or devices. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those generally understood by technicians in the technical field of this application. The terms used herein are for the purpose of describing the embodiments of the present application only.

[0014] The present application embodiment provides a traffic organization optimization method for road construction, such as Figure 1 As shown, the method includes: Step S100, conduct safety risk assessment and traffic flow analysis on the construction area in the construction plan to obtain construction impact data. Specifically, first conduct safety risk assessment on the construction area in the construction plan, collect information such as topography, geological conditions, distribution of surrounding buildings, underground pipeline conditions, climate conditions and traffic conditions in the construction area to conduct construction environment complexity analysis, determine the preliminary judgment of the construction safety level, then divide the construction area into direct construction area, traffic buffer area and diversion detour area according to the project scale in the construction plan, then conduct quantitative assessment of the construction safety level and consider the risk factors in the construction process to conduct risk assessment, and comprehensively determine the safety risk assessment value of the construction area. At the same time, conduct traffic flow analysis, install traffic flow monitoring equipment to collect real-time traffic flow data of roads around the construction area, consult historical data and consider changes in traffic demand during construction, compare and calculate the real-time traffic flow with the construction impact change flow record, add and consider the growth of traffic demand to obtain the organization demand flow, conduct organization demand flow capacity assessment on the traffic buffer area, if it cannot be accommodated, conduct diversion analysis to determine the diversion route and calculate the diversion flow, finally comprehensively consider the construction safety level and diversion flow to perform addition calculation based on the coefficient of variation method to obtain construction impact data.

[0015] In a possible implementation, a safety risk assessment and traffic flow analysis are performed on the construction area in the construction plan to obtain construction impact data. Step S100 further includes step S110, which performs a construction environment complexity analysis on the construction area to generate a construction safety level. Specifically, to perform a construction environment complexity analysis on the construction area, firstly, various relevant information needs to be collected, including the topographical features of the construction area, such as different terrains such as plains, mountains, and hills, which will affect the difficulty of construction and potential safety risks. At the same time, the geological conditions, such as soil type, whether there are soft strata, geological faults, etc., which affect the stability of construction, and the distribution of surrounding buildings, including the type, height, and distance from the construction area of ​​the buildings, etc. If there are important buildings around, such as historical sites, hospitals, schools, etc., special attention needs to be paid to the impact of construction on them, and the layout of underground pipelines, including the location and direction of water supply, drainage, gas, electricity, etc., are understood to avoid damage to the pipelines during construction, and the climate conditions, such as local rainfall, temperature, wind direction, etc., are analyzed. Different climatic conditions may have different impacts on construction safety. For example, in rainy areas, flood control and drainage issues need to be considered, and in high-temperature areas, attention should be paid to heatstroke prevention measures for construction workers. Based on the collected information, the complexity of the construction environment can be evaluated. A combination of qualitative and quantitative methods can be used. For example, the construction environment can be divided into three levels: simple, medium and complex, or a comprehensive complexity index can be obtained by assigning weights to different factors and scoring them. In the evaluation process, the mutual influence of various factors is considered. For example, topography and geological conditions may affect the layout and stability of underground pipelines, and climatic conditions may aggravate the impact of certain geological problems. Based on the evaluation results, a preliminary judgment on the degree of construction safety is generated, and the degree of construction safety is divided into three levels: high, medium and low, or a specific safety factor value is given.

[0016] Step S120, dividing the construction area according to the project scale in the construction plan to obtain a direct construction area, a traffic buffer area, and a diversion area. Specifically, the scale of the project in the construction plan determines the scope and characteristics of the construction area. Large-scale projects usually require larger construction areas and may involve multiple road sections or intersections, while small-scale projects may only be carried out in local areas. The scale of the project will also affect the time span and construction methods of the construction, which in turn affects the degree of impact on surrounding traffic. For example, large-scale projects may require a longer construction time and require a more reasonable division of the construction area to reduce the impact on traffic. According to the scale of the project, the construction area is divided into direct construction areas, traffic buffer areas, and diversion and bypass areas. The direct construction area is the scope of actual construction activities, including road excavation, bridge construction, building demolition and other locations. The traffic buffer area is a transition area set up around the direct construction area. Its purpose is to buffer the impact of construction on traffic. Temporary traffic signs, markings and isolation facilities can be set up in the area to guide vehicles to pass through the construction area in an orderly manner. The diversion and bypass area is the area passed by temporary routes set up to guide vehicles to avoid the construction area. When dividing the diversion and bypass area, the traffic capacity and connectivity of the surrounding roads need to be considered to ensure that vehicles can bypass smoothly.

[0017] Step S130, compare and calculate the real-time traffic flow with the traffic record affected by the construction to obtain the organization's required traffic flow. Specifically, install traffic flow monitoring equipment, such as cameras, ground sensor coils, etc., to monitor the traffic flow of roads around the construction area in real time, collect data such as vehicle flow, speed, and vehicle type in different time periods, and understand the changing patterns of traffic flow. You can use the existing traffic management system to obtain real-time traffic flow data, or cooperate with the transportation department to obtain relevant data. At the same time, consider the differences in traffic flow on different dates (weekdays, weekends, holidays) and different time periods (peak hours, off-peak hours), consult the data of historical construction projects, understand the impact of similar projects on traffic flow, and predict the road closures, lane reductions, traffic control, etc. that may be caused by this construction according to the construction plan, estimate the change in traffic flow affected by the construction, and consider the possible increase in traffic demand during the construction period, such as the impact of construction personnel and material transportation on traffic flow. You can communicate with the construction unit to understand the traffic demand during the construction period, and make corresponding estimates. Compare and calculate the real-time traffic flow with the record of change in traffic flow affected by construction. You can use simple addition and subtraction to add the real-time traffic flow to the change in traffic flow affected by construction and the increase in traffic demand to obtain the organizational demand flow. The organizational demand flow reflects the level of traffic flow required to ensure smooth traffic during construction. The flow will serve as an important basis for subsequent evaluation of the capacity of traffic buffer areas and diversion analysis.

[0018] Step S140, conduct an accommodation assessment for the traffic buffer area to organize the required flow, conduct a diversion analysis based on the accommodation assessment result, and obtain the diverted flow. Specifically, the accommodation assessment for the required flow is conducted based on factors such as the road capacity, traffic signal settings, and traffic management measures of the traffic buffer area. The road capacity can be determined by factors such as the number of lanes, road width, and speed limit. Considering the regulatory effect of traffic signal settings on traffic flow, reasonable traffic signal settings can improve the traffic efficiency of the traffic buffer area and increase its accommodation capacity. At the same time, traffic management measures, such as temporary traffic control and traffic diversion, will also affect the accommodation capacity of the traffic buffer area. Through analysis, it is determined whether the traffic buffer area can accommodate the required flow. If it can, the current traffic organization plan can be maintained; if it cannot, it needs to be To conduct a diversion analysis, if the traffic buffer area cannot accommodate the organization's demand flow, a diversion analysis is required. First, determine the direction and proportion of the diversion, and select a suitable diversion route based on the capacity and connectivity of the surrounding roads. Traffic simulation software or empirical formulas can be used for diversion analysis to calculate the diversion flow. Diversion flow refers to the traffic flow diverted from the construction area to the surrounding roads. When calculating the diversion flow, it is necessary to consider factors such as the road capacity of the diversion route, traffic signal settings, and traffic management measures to ensure that the traffic after diversion can run smoothly. According to the results of the diversion analysis, adjust the traffic organization plan, set corresponding traffic signs, markings, and traffic signals, and guide vehicles to travel along the diversion route.

[0019] Step S150, performing an addition calculation on the construction safety degree and the diversion flow rate based on a coefficient of variation method to obtain the construction impact data. Specifically, the coefficient of variation method is a method for comprehensively evaluating multiple indicators. By calculating the coefficient of variation of the indicator, that is, the ratio of the standard deviation to the mean, the relative degree of dispersion of the indicator is reflected. In this scheme, the coefficient of variation method is used to comprehensively evaluate the two indicators of construction safety and diversion flow to obtain construction impact data. The advantage of the coefficient of variation method is that it can eliminate the influence of the dimension and order of magnitude of the indicator, making different indicators comparable. At the same time, different weights can be assigned to the indicators according to their importance, reflecting the comprehensive impact of the indicators more objectively. The weights of construction safety and diversion flow can be determined based on expert opinions, historical data or actual conditions. For example, if construction safety is the primary consideration, a higher weight can be assigned to construction safety; if the impact on traffic flow is greater, a higher weight can be assigned to diversion flow. The construction safety and diversion flow are added and calculated according to the weights. The specific calculation method can be to multiply the construction safety and diversion flow by their corresponding weights respectively, and then add them to obtain the construction impact data. The construction impact data reflects the comprehensive impact of construction on safety and traffic. The data will serve as an important basis for subsequent traffic organization optimization and help formulate a more reasonable traffic organization plan.

[0020] Step S200, select a closed mode according to the construction impact data, configure a temporary detour route, and generate an initial traffic organization plan. Specifically, first analyze the construction impact data, understand its meaning, and evaluate the specific impact and change trend of construction on safety and traffic. Then select a closed mode according to the construction impact data, including a construction traffic mode, a half-width closed mode, and a full closed mode, while considering factors such as construction safety, traffic flow, construction progress, and engineering cost, and evaluate the feasibility of the closed mode. Then determine the starting point and end point of the temporary detour route, use auxiliary means to select the shortest, most convenient route that can meet the organization's demand flow requirements, and conduct feasibility assessment and optimization adjustments, communicate and coordinate with relevant departments to ensure compliance with traffic regulations and safety standards, and release information to the public in a timely manner. Finally, integrate the closed mode and the temporary detour route to form an initial traffic organization plan, consider other traffic organization measures, repeatedly review and optimize the plan, submit it for approval, and conduct publicity and training before construction to ensure that the plan complies with traffic regulations and safety standards and can be implemented smoothly.

[0021] In a possible implementation, a closed mode is selected according to the construction impact data, a temporary detour route is configured, and an initial traffic organization plan is generated. Step S200 further includes step S210, if the organization demand flow meets the traffic threshold of the traffic buffer area, a construction traffic mode is generated. Specifically, first, the meaning of the traffic threshold of the traffic buffer area is clarified. The traffic threshold is a flow value determined comprehensively based on factors such as the road capacity, traffic signal settings, and traffic management measures of the traffic buffer area, which means that within this flow range, the construction area can keep some lanes open without affecting the normal operation of traffic. The organization demand flow is compared with the traffic threshold of the traffic buffer area. If the organization demand flow is less than or equal to the traffic threshold, it means that under the current traffic demand, the construction area can guide vehicles to pass through the construction area in an orderly manner by setting traffic signs, markings, and traffic signals, without causing excessive pressure on traffic. In this case, a construction traffic mode is generated. Under the construction traffic mode, the construction area can maintain a certain traffic capacity, and the construction unit can carry out construction without affecting traffic. At the same time, the traffic management department can optimize the traffic flow and improve the road traffic efficiency by adjusting the traffic signal timing, setting temporary traffic signs, etc.

[0022] Step S220, if the organization demand flow meets the half-width closure threshold of the traffic buffer area, generate a half-width closure mode. Specifically, determine the half-width closure threshold of the traffic buffer area. The half-width closure threshold is based on the pass threshold. Taking into account the further increase in the impact of construction on traffic, when the organization demand flow exceeds the pass threshold but does not reach the full closure threshold, the flow range of some lanes needs to be closed for construction, and the organization demand flow is compared with the half-width closure threshold of the traffic buffer area again. If the organization demand flow meets the half-width closure threshold, it means that the construction area has a greater impact on traffic at this time, and some lanes need to be closed for construction to ensure construction safety and orderly operation of traffic, and generate a half-width closure mode. In the half-width closure mode, the construction unit can close some lanes for construction, and at the same time, guide vehicles to pass through the remaining lanes by setting up temporary isolation facilities, adjusting traffic signals and other measures, and set diversion points at appropriate locations to guide some vehicles to detour, so as to reduce the impact of construction on traffic.

[0023] Step S230, if the organization demand flow meets the full closure threshold of the traffic buffer area, generate a full closure mode. Specifically, clarify the full closure threshold of the traffic buffer area. The full closure threshold is based on the half-width closure threshold. When the organization demand flow exceeds the half-width closure threshold and the impact of construction on traffic is very large, it is necessary to completely close the construction area for construction flow range, compare the organization demand flow with the full closure threshold of the traffic buffer area. If the organization demand flow meets the full closure threshold, it means that the construction area has a great impact on traffic at this time, and the construction area must be completely closed for construction to ensure construction safety and normal operation of traffic. Generate a full closure mode. In the full closure mode, the construction unit can completely close the construction area for construction. At the same time, by setting obvious traffic signs, issuing traffic announcements and other measures, guide vehicles to detour in advance, and set reasonable detour routes in the diversion detour area to avoid traffic congestion.

[0024] Step S240, determine the closure mode in combination with the construction traffic mode, the half-closed mode and the full-closed mode. Specifically, the construction traffic mode is applicable to situations where the construction impact is small and the organizational demand flow is low. It can minimize the impact on traffic while ensuring the progress of construction. The half-closed mode is applicable to situations where the construction impact is large and the organizational demand flow is high. It is necessary to close some lanes for construction, but reasonable traffic organization measures can be taken to guide vehicles to detour and reduce traffic congestion. The full-closed mode is applicable to situations where the construction impact is very large and the organizational demand flow is extremely high. The construction area must be completely closed for construction to ensure construction safety and normal operation of traffic. When determining the closure mode, it is necessary to comprehensively consider factors such as the scale, time, location, and traffic flow of the construction, as well as the degree of impact and feasibility of different modes on traffic. According to the judgment results of different thresholds of organizational demand flow and traffic buffer area, combined with the specific situation of the construction, the most appropriate closure mode is selected. If the construction traffic mode can meet the needs of construction and traffic, the construction traffic mode shall be given priority; if the construction traffic mode is not feasible, but the half-width closure mode can meet the needs, the half-width closure mode shall be selected; if the half-width closure mode is also not feasible, the full closure mode shall be selected. When selecting the closure mode, factors such as the traffic capacity of surrounding roads, the feasibility of diversion and detour areas, and the adjustment of traffic signals shall also be considered to ensure that the implementation of the closure mode will not cause excessive impact on traffic. After determining the closure mode, a detailed traffic organization plan shall be formulated, including the closure scope of the construction area, the setting of temporary detour routes, the adjustment of traffic signs and markings, the optimization of traffic signals, etc., to ensure the orderly operation of traffic during construction.

[0025] Step S300, based on the initial traffic organization plan, evaluate the traffic maintenance capacity, perform traffic flow redistribution according to the traffic maintenance capacity, and generate a traffic reorganization plan. Specifically, firstly, the traffic maintenance capacity is evaluated based on the initial traffic organization plan, a temporary detour route is determined according to the diversion detour area and its road conditions are analyzed to determine the traffic capacity, the traffic flow change on the temporary detour route during the construction period is predicted based on the initial traffic organization plan to obtain the detour route change flow, the delay time is calculated according to the detour route change flow and traffic capacity, and then the service level is evaluated in combination with the delay time and the road speed to determine the traffic maintenance capacity. Then, the traffic flow redistribution strategy is determined according to the traffic maintenance capacity, and vehicles are guided to drive according to the strategy by setting traffic signs, markings, traffic signals, etc., and the effect of traffic flow redistribution is monitored and evaluated. If the effect is not ideal, the strategy is adjusted in time, and finally the strategy and measures of traffic flow redistribution are integrated to form a traffic reorganization plan, and after review and improvement, it is publicized and explained to relevant departments and the public to improve the implementation effect.

[0026] In a possible implementation, based on the initial traffic organization plan, the traffic maintenance capacity is evaluated, and the traffic flow redistribution is performed according to the maintenance capacity to generate a traffic reorganization plan. Step S300 further includes step S310, determining a temporary detour route according to the diversion detour area, and determining the traffic capacity according to the road capacity of the temporary detour route. Specifically, first, the scope and characteristics of the diversion detour area are clarified. The diversion detour area is set up to guide vehicles to avoid the construction area. It is usually determined based on the construction plan and the surrounding road network conditions. Considering factors such as the connectivity, traffic capacity and traffic flow distribution of the surrounding roads, a suitable road is selected as a temporary detour route. Auxiliary means such as map software and traffic planning tools can be used to analyze the feasibility and advantages and disadvantages of different roads. For example, a road with a larger road width, relatively small traffic flow, and a moderate distance from the construction area is selected as a temporary detour route to ensure that the vehicle can detour smoothly. Communicate and coordinate with relevant departments and units to ensure that the setting of the temporary detour route complies with traffic regulations and safety standards. At the same time, the information of the temporary detour route should be released to the public in a timely manner to guide vehicles to reasonably choose the detour route. After determining the temporary detour route, it is necessary to analyze the road capacity of the route. Road capacity refers to the maximum traffic flow that a road can accommodate under certain road conditions and traffic management measures. Considering factors such as the number of lanes, road width, speed limit, and the impact of traffic signal settings and traffic management measures on road capacity, some methods and indicators in traffic engineering can be used to calculate road capacity. For example, according to the design standards of the road and traffic flow theory, an appropriate formula is used to calculate the theoretical capacity of each road, and then adjustments are made based on the actual situation. For example, the theoretical capacity is corrected by considering factors such as traffic congestion on the road, vehicle type distribution, and driver behavior to obtain the actual road capacity. After determining the capacity, the temporary detour route can be evaluated based on the traffic demand forecast during the construction period to see whether it can meet the traffic flow needs. If the capacity is insufficient, it may be necessary to further optimize the temporary detour route or take other traffic management measures to improve the road capacity.

[0027] Step S320, determining the change in detour route flow of the temporary detour route based on the initial traffic organization plan. Specifically, the initial traffic organization plan is a preliminary traffic organization plan formulated before construction, including the closed scope of the construction area, the setting of temporary detour routes, the adjustment of traffic signs and markings, etc. Based on the initial traffic organization plan, the impact of construction on traffic and the setting of temporary detour routes are analyzed, and the changes in traffic flow on the temporary detour routes during the construction period are predicted. Consider how much of the traffic flow that originally passed through the construction area will be transferred to the temporary detour route, as well as the additional traffic that may be caused by changes in surrounding traffic caused by the construction. For example, roads near the construction area may be closed or lanes may be reduced due to construction, resulting in part of the traffic flow being transferred to the temporary detour route; at the same time, Commercial activities and residents' travel around the construction area may also change due to construction, thereby affecting the traffic flow on the temporary detour route. By analyzing the data of similar historical construction projects, using traffic simulation software for simulation and prediction, or combining expert experience for estimation, the change flow of the temporary detour route can be determined. The change flow of the detour route refers to the difference between the traffic flow on the temporary detour route during the construction period and the traffic flow under normal circumstances. The changes in traffic flow in different time periods (weekdays, weekends, holidays) and different traffic conditions (peak hours, off-peak hours) are considered to ensure that the determined change flow of the detour route has a certain degree of accuracy and reliability.

[0028] Step S330, the delay time is calculated according to the change in flow of the detour route and the traffic capacity. Specifically, the delay time is calculated according to the change in flow of the detour route and the traffic capacity. The delay time refers to the difference between the time it takes for a vehicle to travel on a temporary detour route and the time it takes to travel under normal circumstances. Considering the impact of the change in flow of the detour route on the traffic capacity, as well as the impact of factors such as traffic congestion and traffic signals on the vehicle travel time, the calculation can be performed using methods such as queuing theory and delay formulas in traffic engineering. For example, based on the relationship between flow and traffic capacity, the length of the queue and the waiting time of vehicles on the road are calculated to obtain the delay time. At the same time, the changes in delay time under different traffic conditions are considered to ensure the accuracy of the calculation results. First, determine the traffic flow and capacity on the temporary detour route. According to the changed traffic flow on the detour route and the traffic flow under normal circumstances, calculate the total traffic flow on the temporary detour route during the construction period. Then, compare the total traffic flow with the capacity to determine the degree of congestion on the road. According to the degree of congestion, use an appropriate delay formula to calculate the delay time of vehicles on the temporary detour route. For example, the delay formula in the U.S. Highway Capacity Manual (HCM) can be used, or other applicable formulas can be selected for calculation based on actual conditions. Consider the impact of factors such as different vehicle models and driver behavior on the delay time, and make appropriate adjustments and corrections to the calculation results to improve the accuracy of the calculation results.

[0029] Step S340, a service level evaluation is performed according to the delay time and the road speed to determine the traffic maintenance capacity. Specifically, the service level evaluation is performed according to the delay time and the road speed. The service level is an indicator to measure the traffic service quality felt by road users when driving on the road, and is usually divided according to factors such as vehicle speed, delay time, and traffic flow. Different service levels correspond to different traffic operation conditions and user experience. The service level evaluation method in traffic engineering can be used. For example, according to the delay time and road speed, the service level is divided into multiple levels, such as A, B, C, D, E, F, etc. Each level corresponds to a different speed range, delay time range and traffic flow range. According to the calculated delay time and actual road speed, the service level of the temporary detour route is determined. The higher the service level, the better the traffic operation condition and the better the user experience. According to the service level evaluation result, the traffic maintenance capacity is determined. The traffic maintenance capacity refers to the traffic service level and traffic capacity that the temporary detour route can maintain during the construction period. The stronger the traffic-maintaining capacity, the better the temporary detour route can meet traffic demand and reduce the impact of construction on traffic. The traffic-maintaining capacity indicators at different levels can be determined according to the service level classification. For example, when the service level is A, the traffic-maintaining capacity can be defined as the ability to maintain a higher vehicle speed and a lower delay time, and the traffic capacity can meet traffic demand; when the service level is F, the traffic-maintaining capacity can be defined as severe traffic congestion, low vehicle speed, long delay time, and insufficient traffic capacity. According to the determination results of the traffic-maintaining capacity, the traffic organization plan can be further optimized and corresponding traffic management measures can be taken to improve the traffic-maintaining capacity and ensure smooth and safe traffic during construction.

[0030] Step S400, verify the traffic reorganization plan according to the construction constraints to obtain a traffic verification plan. Specifically, first clarify the construction constraints including high-voltage towers, gas pipelines, basic farmland, water source protection areas, etc., and collect detailed information such as location, safety distance, protection regulations, etc. of each constraint. Then, according to the temporary detour route of the traffic reorganization plan, analyze its position relationship with the constraint, use appropriate methods to evaluate the potential risks of construction activities to the constraint and conduct quantitative evaluation, invite experts or use tools to assist to ensure scientificity. Then judge whether the constraint impact meets the preset threshold. If it meets, no adjustment is required. If it does not meet, reselect or adjust the route as a secondary temporary detour route, and evaluate its traffic maintenance capacity according to the established method. If it meets the requirements, the adjusted traffic reorganization plan will be used as the traffic verification plan. Finally, review and improve the traffic verification plan, invite departments and experts to review and optimize it according to opinions, publicize and explain it to the public, and make emergency plans to ensure smooth and safe traffic during construction.

[0031] In one possible implementation, the traffic reorganization plan is verified according to the construction constraints to obtain a traffic verification plan, and step S400 further includes step S410, wherein the construction constraints include high-voltage tower constraints, gas pipeline constraints, basic farmland constraints, and water source protection area constraints. Specifically, the high-voltage tower constraints mean that when constructing around them, the dangers of high voltage electricity must be taken into account, and the towers have certain safety distance requirements. Construction activities cannot affect the normal operation and structural safety of the towers. For example, large-scale mechanical equipment must be prevented from colliding with the towers during operation, and no interference that affects the electromagnetic environment of the towers must be generated during the construction process. In terms of gas pipeline constraints, once the gas pipeline is damaged, it may cause explosions, fires and other serious accidents. Therefore, during construction, it is necessary to ensure a safe distance from the gas pipeline and avoid damage to the pipeline by construction activities such as excavation. The basic farmland constraints are due to the fact that the basic farmland is strictly protected and cannot be arbitrarily moved. Occupation and destruction. When construction involves the occupation of basic farmland, it needs to be strictly approved and the impact on farmland must be minimized. The water source protection area constraints require that no water pollution be generated during the construction process, including construction wastewater discharge and building material pollution, which must be strictly controlled. The constraints are related to important aspects such as public safety, ecological environment and resource protection. If they are not taken seriously, accidents involving high-voltage towers will cause large-scale power outages and endanger people's lives; gas pipeline accidents will have a devastating impact on surrounding residents and the environment; destruction of basic farmland will affect agricultural production and food security; and pollution of water sources will endanger residents' water safety and ecological balance. Therefore, these constraints must be clearly defined before construction.

[0032] Step S420, perform constraint impact assessment according to the temporary detour route. If the constraint impact of the temporary detour route meets the constraint impact threshold, configure a secondary temporary detour route for the traffic reorganization plan, and evaluate the ability to maintain traffic until it does not meet the constraint impact threshold. Specifically, after determining the temporary detour route, carefully study its positional relationship with various constraints. For high-voltage towers, measure the distance between the temporary detour route and the towers, and evaluate the impact of vibration, electric field and magnetic field changes during construction on the towers; for gas pipelines, analyze the geological conditions of the area through which the route passes, whether the construction method will generate pressure on the pipeline, damage the pipeline anti-corrosion layer, etc.; for basic farmland, check whether the route occupies farmland and the occupied area, and the impact on the farmland irrigation and drainage system; for water source protection areas, detect the sewage discharge path that may be generated by construction, whether there will be chemical leakage that affects water quality, etc. Through field surveys, data simulation and other means, a comprehensive and detailed constraint impact assessment is carried out. If the constraint impact of the temporary detour route meets the constraint impact threshold, it means that there is still a certain risk or it does not meet the optimal requirements. At this time, a secondary temporary detour route needs to be configured. When replanning the route, a variety of factors should be considered comprehensively, such as surrounding road conditions, traffic flow demand, and distance from the constraint factors. After determining the new route, its ability to maintain traffic should be evaluated, including calculating road capacity, predicting detour traffic, analyzing delay time, etc., to ensure that the new route can avoid the constraints and meet the normal operation needs of traffic. If the ability to maintain traffic does not meet the requirements, continue to adjust the route and re-evaluate until it is met.

[0033] Step S430, if the constraint effect of the temporary detour route does not meet the constraint effect threshold, the traffic verification plan is obtained. Specifically, once the constraint effect of the temporary detour route does not meet the constraint effect threshold, it means that the route has a low risk and meets various requirements. At this time, the current traffic reorganization plan is used as the traffic verification plan. The plan has been tested by the constraint factors and can be used to carry out subsequent traffic organization implementation work under the premise of ensuring safety and complying with regulations. Specific operations such as lane setting, traffic signal arrangement, and construction area traffic management can be carried out according to this plan.

[0034] Step S500, execute traffic organization according to the traffic verification plan to obtain traffic organization results. Specifically, first carefully interpret the traffic verification plan, sort out the contents such as closed mode, temporary detour route planning, lane allocation, traffic signal setting and traffic management measures, and organize the relevant data. Then allocate the materials required for traffic management such as signboards, isolation facilities, traffic lights, etc., arrange traffic police to direct and guide at key positions, construction personnel to assist in guidance, and technical personnel to maintain equipment. In the construction traffic mode section, optimize the lane layout and traffic signals to guide construction and social vehicles to pass in an orderly manner; set up signboards at the diversion point in the semi-closed mode section and arrange personnel to guide the diversion, patrol and control in the detour section; strictly set up fences in the fully closed mode section and issue notices to guide detours, and arrange special personnel to guard the entrances and exits. During the implementation process, monitoring and data collection are carried out by installing monitoring equipment, setting up observers, using intelligent systems and collecting public feedback. The traffic operation indicators are then calculated to evaluate the traffic organization effect, and charts are drawn to present the results visually. If there are any problems, measures are adjusted in a timely manner until the goal is achieved. The final traffic organization results include a summary of the traffic operation status, an evaluation of the effectiveness of measures, public satisfaction and lessons learned, which provide a reference for subsequent traffic projects.

[0035] In a possible implementation, traffic organization is performed according to the traffic verification scheme to obtain traffic organization results. Step S500 further includes step S510, performing lane optimization and traffic signal optimization according to the construction traffic mode in the traffic verification scheme to generate a construction traffic plan. Specifically, according to the construction traffic mode in the traffic verification scheme, the construction area and surrounding road conditions are surveyed in detail. For lane optimization, the existing road lane layout and traffic flow distribution law are first analyzed, and the traffic flow data of each lane in different time periods are obtained by using traffic flow monitoring equipment to clarify the traffic flow difference between peak and trough periods. According to the actual location of the construction area, the lane function is re-divided, for example, some lanes are set as variable lanes near the construction point, and the lane driving direction is dynamically adjusted according to the real-time traffic demand. Flexible isolation facilities are set between adjacent lanes in the construction area, which can not only ensure construction safety to a certain extent, but also flexibly adjust the lane setting when necessary. At the same time, combined with the entry and exit needs of construction vehicles, special temporary construction lanes are reserved, and clear guidance signs are set to ensure that construction vehicles and social vehicles are mixed in an orderly manner. Based on the traffic flow situation under the construction traffic mode, the traffic signal is optimized, and an intelligent traffic signal control system is used to collect intersection traffic flow information in real time. For traffic light intersections around the construction area, adjust the signal phase and timing plan, and give priority to the direction of heavy traffic during peak hours by extending its green light time. Set special signal light phases during periods when construction vehicles enter and exit in large numbers to give construction vehicles priority, but at the same time ensure that they do not cause excessive interference to the overall traffic flow. By setting up traffic signal coordination controllers at key intersections, the linkage control of traffic lights at adjacent intersections can be achieved, thereby improving vehicle traffic efficiency and reducing waiting time in queues, thereby generating a construction traffic plan.

[0036] Step S520, dynamic traffic management of diversion and detour is performed according to the semi-closed mode in the traffic verification plan, and a semi-closed plan is generated. Specifically, the location and number of diversion points are determined according to the semi-closed mode of the traffic verification plan, and diversion points are set at appropriate locations upstream of the construction area through prediction and analysis of traffic flow, and large and eye-catching traffic guidance signs are installed to inform drivers of the semi-closed road information and diversion direction in advance, and traffic broadcasts, mobile phone navigation and other channels are used to release the road condition information of the diversion section in real time to guide vehicles to reasonably choose the diversion route. Dynamically adjust the diversion ratio according to real-time traffic flow changes. For example, use variable information boards to inform drivers of traffic congestion conditions on different diversion roads, guide vehicles to be evenly distributed on diversion roads, avoid excessive congestion on some roads, and finely manage detour routes in semi-closed mode. Conduct a comprehensive inspection of detour roads, repair road damage, clear obstacles, ensure good road conditions, add traffic signs and markings on detour routes, clarify driving directions and speed limit requirements, cooperate with traffic management departments, optimize the configuration of traffic lights on detour roads, and ensure continuous and smooth vehicle traffic. At the same time, establish an emergency rescue mechanism, set up emergency parking lanes and rescue telephone signs on detour roads, so as to handle emergencies in a timely manner, ensure the safety and smoothness of detour traffic, and generate a semi-closed plan.

[0037] Step S530, perform detour route planning and closure management according to the fully closed mode in the traffic verification plan, and generate a fully closed plan. Specifically, in the fully closed mode, based on the geographic information system and traffic flow big data, the detour route is comprehensively planned, and the capacity, grade and distance of the surrounding roads from the construction area are fully considered. Multiple feasible detour routes are selected, and comprehensive evaluation and comparison are carried out. Traffic simulation software is used to simulate the traffic operation of different detour routes during the fully closed construction period, and the optimal detour route combination is determined. Detailed traffic signs are set at key nodes of the detour route, including long-distance warning signs, short-distance direction signs and destination prompt signs, etc., to ensure that the driver can accurately find the detour route and smoothly reach the destination. Widely release detour route information to the public through various channels, guide traffic flow in advance, establish a complete closed management system around the construction area, set up solid and continuous closed fences, the height and strength of the fences meet safety standards to prevent people and vehicles from mistakenly entering the construction area, post obvious construction notices, warning signs and night reflective signs on the fences, set up dedicated personnel on duty at the entrances and exits of the closed area, strictly register and manage construction vehicles and personnel, restrict entry of non-construction related vehicles and personnel, and at the same time, strengthen traffic diversion on roads around the closed area, set up temporary traffic control facilities, guide vehicles to pass in an orderly manner, and generate a full closure plan.

[0038] Step S540, combining the construction traffic plan, the half-width closure plan and the full-width closure plan, to obtain the traffic organization result. Specifically, the construction traffic plan, the half-width closure plan and the full-width closure plan are integrated. From the time dimension, according to the construction progress and the traffic needs at different stages, the switching and connection of each plan are reasonably arranged. For example, the construction traffic plan is adopted in the pre-construction preparation stage, and as the construction progresses, it is timely transitioned to the half-width closure plan or the full-width closure plan. From the spatial dimension, the traffic organization relationship between the construction area, temporary detour routes and surrounding normal roads is coordinated. Ensure the consistency and coherence of traffic signs, markings, traffic lights and other facilities under different plans to avoid misunderstandings by drivers. At the same time, establish a real-time traffic monitoring and feedback mechanism to dynamically monitor and adjust the entire traffic organization process, and comprehensively form a complete traffic organization result to ensure the safety, order and smoothness of traffic during construction.

[0039] In a possible implementation, traffic organization is performed according to the traffic verification plan to obtain a traffic organization result, and step S500 further includes step S550, adjusting the traffic signal based on the construction completion information. Specifically, when the construction completion information is obtained, the accuracy and completeness of the information must be confirmed first, including the specific completion time of the construction, the scope of the completion area, and the relevant project delivery status, etc. Close communication should be carried out with the construction party to obtain a detailed construction progress report to ensure a clear understanding of the construction completion status. For example, it is necessary to understand whether the roads in the construction area have been restored to the standard for normal traffic, whether the road surface is flat, whether the signs and markings have been re-marked, etc. A traffic signal adjustment plan should be formulated based on the construction completion information. If the traffic flow around the construction area has changed significantly during the construction period, then when adjusting the signal, it is necessary to consider gradually restoring to the normal signal timing mode before construction. For example, the signal phase of key intersections near the construction area should be adjusted first to restore the original phase sequence. According to the recovery of the traffic capacity of the roads in the construction area, the green light time should be appropriately extended to improve the traffic efficiency of the road. At the same time, considering the changes in travel habits of surrounding residents and commuters, the traffic flow demand should be re-evaluated during peak hours, and the signal cycle should be adjusted to adapt to the new traffic flow pattern.

[0040] Step S560, based on the construction completion information, the closure is lifted in stages and traffic flow monitoring is performed. Specifically, according to the road conditions and traffic safety requirements after the construction is completed, a detailed plan for lifting the closure in stages is formulated. In the initial stage, the sections with less traffic pressure around the construction area are first closed and lifted, such as some branch roads or auxiliary roads connected to the main roads. At the same time, temporary traffic guidance facilities are set up, such as movable isolation piles and warning signs, to guide vehicles to pass tentatively and detect the actual carrying capacity and traffic smoothness of the road. In the mid-term stage, the scope of lifting the closure is gradually expanded, the secondary roads in the construction area are unblocked, some lanes are reopened, and traffic patrols and management are strengthened to deal with possible traffic congestion and accidents in a timely manner. In the process of lifting the closure, traffic flow monitoring is carried out simultaneously, using fixed traffic flow monitoring equipment installed on the road, such as cameras, geomagnetic sensors, etc., to collect information such as vehicle flow, vehicle speed and vehicle model in real time, and set up manual monitoring points at key sections to assist in recording special traffic conditions. By integrating and analyzing monitoring data through the traffic big data platform, a real-time traffic flow map is generated to intuitively display the traffic congestion status and flow distribution of the road. The progress and strategy of lifting the blockade can be adjusted in time according to the monitoring data. For example, if a section of road has excessive traffic or increased congestion after being unblocked, further unblocking of the area will be suspended and priority will be given to traffic diversion.

[0041] Step S570, optimizing the traffic signal according to the traffic flow monitoring data. Specifically, the collected traffic flow monitoring data is deeply analyzed, and traffic flow parameters such as flow saturation and average delay time of different sections and time periods are calculated. The target of traffic signal optimization is determined according to the analysis results. For example, priority is given to improving traffic efficiency and reducing waiting time of vehicles in sections with high flow saturation; the signal phase is optimized in accident-prone sections to ensure traffic safety. Combined with the overall traffic flow situation in the surrounding area, the optimization plan is comprehensively considered to avoid traffic problems in other sections due to local optimization. According to the optimization target and flow data, the intelligent traffic signal control system is used for real-time adjustment. For sections with large and continuous flow, the vehicle speed is increased by increasing the green light duration and optimizing the green wave band setting. At intersections with frequent traffic flow changes, adaptive signal control technology is used to automatically adjust the signal cycle and phase according to the real-time flow. At the same time, the effect of the optimized traffic signal is regularly evaluated, and the traffic flow data and operation indicators before and after the optimization are compared. According to the evaluation results, the signal timing plan is further fine-tuned to achieve continuous optimization of traffic signals and ensure road traffic safety and smoothness.

[0042] The embodiment of the present application adopts a method of conducting a safety risk assessment and traffic flow analysis on the construction area to obtain construction impact data; selecting a closed mode and configuring a temporary detour route based on the construction impact data to generate a preliminary traffic organization plan; evaluating the ability to maintain traffic based on the plan and reallocating traffic flow to generate a reorganization plan; performing construction constraint verification on the reorganization plan to obtain a verification plan; finally, executing the verification plan to complete the traffic organization, thereby achieving the technical effect of improving road capacity and reducing traffic delays and safety hazards caused by construction by optimizing the traffic organization during construction.

[0043] In the above, refer to Figure 1 A traffic organization optimization method for road construction according to an embodiment of the present invention is described in detail. Figure 2 A traffic organization optimization device for road construction according to an embodiment of the present invention is described.

[0044] A traffic organization optimization device for road construction according to an embodiment of the present invention is used to solve the technical problems in the prior art that the traffic organization during road construction is unreasonable, the traffic flow distribution cannot be evaluated and adjusted in time, and traffic congestion and insufficient capacity are caused. By optimizing the traffic organization during construction, the technical effect of improving the road capacity and reducing traffic delays and safety hazards caused by construction is achieved. A traffic organization optimization device for road construction includes: a construction impact data acquisition module 10, a traffic initial organization plan generation module 20, a traffic reorganization plan generation module 30, a traffic verification plan acquisition module 40, and a traffic organization result acquisition module 50.

[0045] The construction impact data acquisition module 10 is used to perform safety risk assessment and traffic flow analysis on the construction area in the construction plan to obtain construction impact data.

[0046] The initial traffic organization plan generating module 20 is used to select a closed mode according to the construction impact data, configure a temporary detour route, and generate an initial traffic organization plan.

[0047] The traffic reorganization plan generating module 30 is used to evaluate the traffic maintenance capability based on the initial traffic organization plan, perform traffic flow redistribution according to the traffic maintenance capability, and generate a traffic reorganization plan.

[0048] The traffic verification scheme acquisition module 40 is used to verify the traffic reorganization scheme according to the construction constraints to obtain the traffic verification scheme.

[0049] The traffic organization result acquisition module 50 is used to execute traffic organization according to the traffic verification scheme to obtain traffic organization results.

[0050] The specific configuration of the construction impact data acquisition module 10 will be described in detail below. As described above, the construction area in the construction plan is subjected to safety risk assessment and traffic flow analysis to obtain construction impact data. The construction impact data acquisition module 10 further includes: a construction safety level generation unit, the construction safety level generation unit is used to analyze the complexity of the construction environment in the construction area and generate a construction safety level; a construction area division unit, the construction area division unit is used to divide the construction area according to the project scale in the construction plan to obtain a direct construction area, a traffic buffer area, and a diversion detour area; an organization demand flow acquisition unit, the organization demand flow acquisition unit is used to compare and calculate the real-time traffic flow with the construction impact change flow record to obtain the organization demand flow; a diversion flow acquisition unit, the diversion flow acquisition unit is used to perform an accommodation assessment of the organization demand flow in the traffic buffer area, perform diversion analysis based on the accommodation assessment result, and obtain the diversion flow; a construction impact data acquisition unit, the construction impact data acquisition unit is used to perform an addition calculation based on the coefficient of variation method on the construction safety level and the diversion flow to obtain the construction impact data.

[0051] The specific configuration of the initial traffic organization plan generation module 20 will be described in detail below. As described above, according to the construction impact data, a closed mode is selected, a temporary detour route is configured, and an initial traffic organization plan is generated. The initial traffic organization plan generation module 20 further includes: a construction traffic mode generation unit, the construction traffic mode generation unit is used to generate a construction traffic mode if the organization demand flow meets the traffic threshold of the traffic buffer area; a half-width closed mode generation unit, the half-width closed mode generation unit is used to generate a half-width closed mode if the organization demand flow meets the half-width closed threshold of the traffic buffer area; a full closed mode generation unit, the full closed mode generation unit is used to generate a full closed mode if the organization demand flow meets the full closed threshold of the traffic buffer area; a closed mode determination unit, the closed mode determination unit is used to determine the closed mode in combination with the construction traffic mode, the half-width closed mode and the full closed mode.

[0052] The specific configuration of the traffic reorganization scheme generation module 30 will be described in detail below. As described above, based on the initial traffic organization scheme, the traffic flow redistribution is performed according to the traffic flow retention capacity to generate a traffic reorganization scheme. The traffic reorganization scheme generation module 30 further includes: a capacity determination unit, the capacity determination unit is used to determine a temporary detour route according to the diversion detour area, and determine the capacity according to the road capacity of the temporary detour route; a detour route change flow determination unit, the detour route change flow determination unit is used to determine the detour route change flow of the temporary detour route based on the initial traffic organization scheme; a delay time calculation unit, the delay time calculation unit is used to calculate the delay time according to the detour route change flow and the traffic capacity; a traffic retention capacity determination unit, the traffic retention capacity determination unit is used to perform a service level assessment according to the delay time and the road speed, and determine the traffic retention capacity.

[0053] The specific configuration of the traffic verification scheme acquisition module 40 will be described in detail below. As described above, the traffic reorganization scheme is verified according to the construction constraints to obtain the traffic verification scheme. The traffic verification scheme acquisition module 40 further includes: a construction constraint component unit, the construction constraint component unit is used for the construction constraints including high-voltage tower constraints, gas pipeline constraints, basic farmland constraints, and water source protection area constraints; a traffic maintenance capacity evaluation unit, the traffic maintenance capacity evaluation unit is used to evaluate the constraint impact according to the temporary detour route. If the constraint impact of the temporary detour route meets the constraint impact threshold, a secondary temporary detour route is configured for the traffic reorganization scheme, and the traffic maintenance capacity is evaluated until it does not meet the constraint impact threshold; a traffic verification scheme acquisition unit, the traffic verification scheme acquisition unit is used to obtain the traffic verification scheme if the constraint impact of the temporary detour route does not meet the constraint impact threshold.

[0054] The specific configuration of the traffic organization result acquisition module 50 will be described in detail below. As described above, traffic organization is performed according to the traffic verification plan to obtain traffic organization results. The traffic organization result acquisition module 50 further includes: a construction traffic plan generation unit, the construction traffic plan generation unit is used to optimize lanes and traffic signals according to the construction traffic mode in the traffic verification plan, and generate a construction traffic plan; a dynamic traffic management unit, the dynamic traffic management unit is used to perform dynamic traffic management of diversion and detour according to the half-width closure mode in the traffic verification plan, and generate a half-width closure plan; a full closure plan generation unit, the full closure plan generation unit is used to perform detour route planning and closure management according to the full closure mode in the traffic verification plan, and generate a full closure plan; a traffic organization result acquisition unit, the traffic organization result acquisition unit is used to combine the construction traffic plan, the half-width closure plan and the full closure plan to obtain the traffic organization result.

[0055] Among them, the traffic organization result acquisition module 50 further includes: a traffic signal adjustment unit, which is used to adjust the traffic signal based on the construction completion information; a traffic flow monitoring unit, which is used to lift the closure in stages based on the construction completion information and perform traffic flow monitoring; a traffic signal optimization unit, which is used to optimize the traffic signal according to the flow monitoring data.

[0056] A traffic organization optimization device for road construction provided by an embodiment of the present invention can execute a traffic organization optimization method for road construction provided by any embodiment of the present invention, and has functional modules and beneficial effects corresponding to the execution method.

[0057] Although the present application makes various references to certain modules in the device according to the embodiments of the present application, any number of different modules may be used and run on the user terminal and / or server, and the various units and modules included are only divided according to functional logic, but are not limited to the above division, as long as the corresponding functions can be achieved; in addition, the specific names of the functional units are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of the present invention.

[0058] The above specific implementation manner does not constitute a limitation to the protection scope of the present application. It should be understood by those skilled in the art that various modifications, combinations and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present application should be included in the protection scope of the present application. In some cases, the actions or steps recorded in the present application can be performed in an order different from that in the embodiment and can still achieve the desired results. In addition, the process depicted in the accompanying drawings does not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

Claims

1. A traffic organization optimization method for road construction, characterized in that: include: Conduct safety risk assessment and traffic flow analysis on the construction area in the construction plan to obtain construction impact data; Select a closure mode based on the construction impact data, configure a temporary detour route, and generate an initial traffic organization plan; Based on the initial traffic organization plan, the traffic maintenance capacity is evaluated, and the traffic flow is redistributed according to the traffic maintenance capacity to generate a traffic reorganization plan; Verifying the traffic reorganization plan according to the construction constraints to obtain a traffic verification plan; Traffic organization is performed according to the traffic verification plan to obtain a traffic organization result.

2. A traffic organization optimization method for road construction as claimed in claim 1, characterized in that: The safety risk assessment and traffic flow analysis of the construction area in the construction plan are carried out to obtain construction impact data, including: Conduct construction environment complexity analysis on the construction area and generate construction safety level; Divide the construction area according to the project scale in the construction plan to obtain direct construction area, traffic buffer area, and diversion area; Compare and calculate the real-time traffic flow with the traffic records affected by construction to obtain the organization's required traffic flow; Conducting an accommodation assessment of the organization demand flow in the traffic buffer area, and performing a diversion analysis based on the accommodation assessment result to obtain the diversion flow; The construction safety degree and the diversion flow rate are added and calculated based on the coefficient of variation method to obtain the construction impact data.

3. A traffic organization optimization method for road construction as claimed in claim 2, characterized in that: The selecting of the closure mode according to the construction impact data comprises: If the organization demand flow meets the traffic threshold of the traffic buffer area, a construction traffic mode is generated; If the organization demand flow meets the half-width closure threshold of the traffic buffer area, a half-width closure mode is generated; If the organization's required flow meets the full closure threshold of the traffic buffer area, a full closure mode is generated; The closure mode is determined by combining the construction traffic mode, the half-width closure mode and the full closure mode.

4. A traffic organization optimization method for road construction as claimed in claim 2, characterized in that: The evaluation of the traffic maintenance capability based on the initial traffic organization plan includes: Determine a temporary detour route according to the diversion detour area, and determine the traffic capacity according to the road capacity of the temporary detour route; Determine the detour route change flow of the temporary detour route based on the initial traffic organization plan; Calculating the delay time according to the changed flow of the detour route and the traffic capacity; The service level is evaluated based on the delay time and road speed to determine the traffic maintenance capacity.

5. A method for optimizing traffic organization for road construction as claimed in claim 3, characterized in that: The performing of traffic organization according to the traffic verification scheme to obtain a traffic organization result includes: Perform lane optimization and traffic signal optimization according to the construction traffic mode in the traffic verification plan to generate a construction traffic plan; Perform dynamic traffic management of diversion and detour according to the half-width closure mode in the traffic verification plan, and generate a half-width closure plan; Perform detour route planning and closure management according to the fully closed mode in the traffic verification plan to generate a fully closed plan; The traffic organization result is obtained by combining the construction traffic plan, the half-width closure plan and the full closure plan.

6. A traffic organization optimization method for road construction as claimed in claim 1, characterized in that: The verifying the traffic reorganization plan according to the construction constraints to obtain the traffic verification plan includes: The construction constraints include high-voltage power tower constraints, gas pipeline constraints, basic farmland constraints, and water source protection area constraints; Performing a constraint impact assessment according to the temporary detour route, if the constraint impact of the temporary detour route meets the constraint impact threshold, configuring a secondary temporary detour route for the traffic reorganization plan, and assessing the traffic maintenance capability until it does not meet the constraint impact threshold; If the restriction impact of the temporary detour route does not meet the restriction impact threshold, the traffic verification solution is obtained.

7. A traffic organization optimization method for road construction as claimed in claim 1, characterized in that: Also includes: Adjust traffic signals based on construction completion information; Based on the construction completion information, the closure is lifted in stages and traffic flow is monitored; The traffic signal is optimized based on traffic monitoring data.

8. A traffic organization optimization device for road construction, characterized in that: The device is used to implement a traffic organization optimization method for road construction according to any one of claims 1 to 7, and the device comprises: A construction impact data acquisition module, which is used to perform safety risk assessment and traffic flow analysis on the construction area in the construction plan to obtain construction impact data; A traffic initial organization plan generation module, the traffic initial organization plan generation module is used to select a closed mode according to the construction impact data, configure a temporary detour route, and generate a traffic initial organization plan; A traffic reorganization plan generation module, the traffic reorganization plan generation module is used to evaluate the traffic maintenance capacity based on the initial traffic organization plan, perform traffic flow redistribution according to the traffic maintenance capacity, and generate a traffic reorganization plan; A traffic verification scheme acquisition module, the traffic verification scheme acquisition module is used to verify the traffic reorganization scheme according to the construction constraints to obtain a traffic verification scheme; A traffic organization result acquisition module is used to execute traffic organization according to the traffic verification plan to obtain traffic organization results.

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