A method for measuring and managing urban road traffic efficiency by distinguishing between intersections and road segments.

Abstract

This invention discloses a method for calculating and managing urban road traffic efficiency by distinguishing between intersections and road segments. Belonging to the field of traffic management and control, it utilizes checkpoint equipment to acquire vehicle passage data from upstream and downstream intersections, as well as reverse checkpoint data from downstream intersections, generating matching data for the entire road segment and intersections. The 15% threshold of travel time is defined as the non-queue travel time for the entire road segment or intersection, and the average delay at intersections and road segments is calculated. A traffic efficiency index is calculated based on the average delay at intersections and road segments. The causes of delays at intersections and road segments are analyzed, and corresponding optimization measures are proposed based on these causes. A correspondence between different traffic efficiency index values ​​and optimization measures is established. By calculating the traffic efficiency index at intersections and road segments and proposing corresponding management optimization measures based on different traffic efficiency ranges, it can provide decision-making suggestions to managers, achieving an integrated evaluation, diagnosis, and recommendation system.

Description

Technical fields:

[0001] This invention relates to the field of traffic management and control, and in particular to a method for calculating and managing the traffic efficiency of urban roads that distinguishes between intersections and road segments. Background technology:

[0002] Road traffic delay refers to the loss of travel time caused by traffic friction and traffic control. It reflects the driver's travel time loss and is an important parameter for evaluating road traffic efficiency. Current delay calculations mostly measure individual intersections, such as CN201310290088.0, which categorizes vehicles into three types based on their relationship with the queue: unaffected by the queue, stopped once or multiple times due to the queue, and slowed down and followed by the queue. The total intersection delay is calculated by summing these categories. A few methods calculate delays across the entire road segment (including intersections and road segments), using floating car trajectory data to calculate the difference between the average travel time of each floating car traversing the entire segment and the average travel time without stopping, thus obtaining the overall road segment delay. However, neither of these delay calculations differentiates between intersections and road segments, making it impossible to further investigate the main factors affecting road capacity at each intersection and segment separately. Road delays are caused by both intersection delays and road segment delays. Intersection delays are mainly due to signal control, improper driving behavior, and inadequate channelization design, while road segment delays are mainly caused by lateral interference and improper driving behavior. Effective traffic congestion relief requires addressing the main areas of impact that cause road delays. However, most current research analyzes intersection vehicle delays or provides a uniform analysis of the entire road segment. For example, Baidu Maps and Gaode Maps display red, yellow, and green traffic conditions for the entire road segment, failing to distinguish whether the main area causing delays is an intersection or a road segment. This only provides guidance to drivers, not decision-making solutions for traffic managers. Some research, after calculating intersection delays, evaluates the traffic operation status of intersections by combining other traffic indicators. However, this only achieves intersection evaluation application, failing to identify the main causes of road traffic congestion and delays, and failing to further differentiate between road segments and intersections to propose targeted optimization solutions.

[0003] This invention addresses the problem in existing technologies that cannot distinguish whether the main area causing delays is an intersection or a road segment, thus failing to provide traffic managers with decision-making solutions. It proposes a method for measuring and managing urban road traffic efficiency that differentiates between intersections and road segments. Summary of the Invention:

[0004] To overcome the shortcomings of existing technologies, the purpose of this invention is to provide a method for calculating and managing urban road traffic efficiency by distinguishing between intersections and road segments. This method calculates the average delay of the entire road segment by associating vehicle passage data from upstream and downstream checkpoints, and calculates the average delay of intersections by associating vehicle passage data from downstream and reverse checkpoints. This yields the average delay of intersections and road segments, and the traffic efficiency index of intersections and road segments is calculated based on the obtained delays. Targeted optimization strategies are proposed according to different traffic efficiency index ranges to provide auxiliary decision-making for urban traffic management and design units.

[0005] The technical solution of the present invention is as follows:

[0006] 1. Establish a system for calculating the average vehicle delay at intersections and road sections. Reuse existing electronic traffic enforcement checkpoints at intersections to capture vehicles passing through opposite exit positions. Construct a new reverse checkpoint using imported electronic traffic enforcement poles to capture vehicles approaching from the exit position.

[0007] 2. Obtain vehicle passage data from upstream and downstream intersection checkpoints, as well as vehicle passage data from downstream intersections in the opposite direction. Clean the data, removing duplicates, and generate vehicle passage matching data for the entire road segment and intersections. The vehicle passage matching data structure includes vehicle ID, license plate number, vehicle type, upstream intersection number, upstream intersection flow direction, upstream intersection exit passage time, downstream intersection entrance passage time, downstream intersection exit passage time, and downstream intersection number. Remove speeding vehicles and obtain vehicle passage matching data for vehicles with normal passage. Calculate the passage time for each vehicle across the entire road segment and intersections.

[0008] 3. Calculate the average vehicle delay.

[0009] 3.1 The 15% threshold travel time is adopted. The 15% threshold travel time refers to the time during which 85% of all vehicles traveling at a certain intersection or along the entire road segment have a travel time greater than this threshold, while the travel time for 15% of all vehicles is less than this threshold. This travel time is defined as the non-queuing travel time for the entire road segment or intersection, and the non-queuing travel time t for the entire road segment is obtained. z1 and the non-queueing passage time t at vehicle intersections z2 ;

[0010] 3.2 Based on the time t of vehicle i passing through the exit of the upstream intersection i1 Vehicle crossing time t at the downstream intersection exit i2 Calculate the total travel time of vehicles on the entire road segment and compare it with the non-queuing travel time t calculated in the previous step. z1 Compare the average delays of all vehicles on the entire road segment, and then average the average delays of all vehicles.

[0011] 3.3 Based on the time t of vehicle i passing through the downstream intersection entrance i3 Vehicle crossing time t at the downstream intersection exiti2 Calculate the passing time t of the vehicle at the intersection i2 -t i3 , and compare it with the non-queuing passing time t obtained in the previous step z2 to calculate the average delay of each vehicle at the intersection, and then average the average delays of all vehicles;

[0012] 3.4 Subtract the average delay of the vehicle on the whole section from the average delay at the intersection to obtain the average delay of the vehicle on the section.

[0013] 4. Calculate the traffic efficiency index based on the average delays at the intersection and on the section; calculate the traffic efficiency indexes K (0-100) of the intersection and the section based on the average delay of the vehicles on the road. When the delay t = 0s, the traffic efficiency index K = 100; when the delay t ≥ 100s, the traffic efficiency index K = 0. When the delay 0s < t < 100s, use the interpolation method K = (100 - t).

[0014] 5. Analyze the reasons for the delays at the intersection and on the section respectively, propose corresponding optimization measures based on the reasons for the delays at the intersection and on the section, and establish the corresponding relationship between different traffic efficiency index values and optimization measures.

[0015] (5.1) Analysis of the reasons for the delay:

[0016] Reasons for the delay at the intersection:

[0017] Driving behavior: Delays caused by bad driving behaviors such as randomly changing lanes, maliciously cutting in, and driving over the line during driving by the driver;

[0018] Signal configuration: Vehicle delays caused by unreasonable signal configuration at the intersection;

[0019] Road traffic design: Vehicle delays caused by unreasonable channelization design at the intersection.

[0020] Reasons for the delay on the section:

[0021] Driving behavior: Delays caused by bad driving behaviors such as randomly changing lanes, maliciously cutting in, and driving over the line during driving by the driver;

[0022] Lateral interference: Mixed motor vehicle and non-motor vehicle traffic on the section, no two-way isolation, too many crosswalks, too many community entrances and exits, vehicles entering and leaving affecting the normal passing of other vehicles on the section, and U-turns on the section.

[0023] (5.2) Propose corresponding optimization measures based on the reasons for the delays at the intersection and on the section:

[0024] Optimization measures for the intersection:

[0025] ① Standardize driving behavior: Strengthen the management of bad driving behaviors and illegal behaviors of vehicles at the intersection, and at the same time increase the punishment for traffic violations and illegal acts;

[0026] ② Optimize the signal timing at intersections, including time periods, phases, and timing.

[0027] ③ Optimize intersection channelization by setting up reversible lanes, optimizing lanes, or adding a lane.

[0028] Road section optimization measures:

[0029] ④ Regulate driving behavior: Strengthen the management of road sections and increase the penalties for traffic violations committed by vehicles on road sections;

[0030] ⑤ Reduce lateral interference on road sections: Separate traffic flow by setting up medians or other barriers on mixed traffic sections, reduce the number of pedestrian crossings on road sections, and set up auxiliary lanes for entry and exit on road sections with too many entrances and exits to residential areas, with right-in and right-out traffic.

[0031] Compared with the prior art, the present invention has the following advantages:

[0032] 1. This invention achieves the separate calculation of the average vehicle delay time at intersections and road sections by jointly calculating the vehicle passage data of upstream and downstream checkpoints. It can compare and analyze the delay calculation results to determine the main areas where delays occur and the factors affecting road traffic efficiency.

[0033] 2. This invention simultaneously calculates the traffic efficiency index of intersections and road sections, and proposes corresponding management optimization measures based on different traffic efficiency ranges, which can provide managers with decision-making suggestions, achieving the integration of evaluation, diagnosis, and recommendations. Attached image description:

[0034] Figure 1 This is a flowchart of the method of the present invention.

[0035] Figure 2 This is a schematic diagram showing the installation and deployment of the average vehicle delay measurement system for intersections and road sections according to the present invention across the entire road segment.

[0036] Figure 3 This is a schematic diagram showing the shooting range and location of the intersection and road section average vehicle delay measurement system of the present invention.

[0037] Figure 4 This is a flowchart illustrating the calculation process for average vehicle delay in this invention.

[0038] Figure 5 A schematic diagram of an example of this invention. Detailed implementation method:

[0039] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0040] The following is combined Figures 1 to 4 The present invention will be described in further detail below.

[0041] Step 1: Establish the association between checkpoint equipment and road segments, and build a system for calculating the average vehicle delay at intersections and road segments, such as... Figure 2 According to regulations, the planning scope of a grade-separated intersection should include the space enclosed by the intersecting portions of all roads forming the intersection, the approach lanes, the exit lanes, and their outward extensions of 10-20 meters. The locations of the checkpoint equipment are shown in the figure. The upstream checkpoint equipment is located at the approach lane of the upstream intersection, approximately 22-25 meters from the stop line. The downstream checkpoint equipment and the reverse checkpoint equipment are mounted on the same pole, located at the approach lane of the downstream intersection, approximately 22-25 meters from the stop line.

[0042] like Figure 3 Taking a downstream intersection as an example, the maximum distance that a typical checkpoint device can capture is 500m. This means the distance from sections A and E to the checkpoint location section C is 500m. The checkpoint captures images when a vehicle leaves the intersection, specifically at section D in the diagram, just as the vehicle enters the exit lane. The reverse checkpoint captures images within a defined range at the intersection, extending 10-20m outward from the approach lane, as shown at point B in the diagram. The vehicle data structure obtained using the checkpoint and reverse checkpoint devices is as follows: Figure 4 As shown, the information includes vehicle ID, intersection number, direction of approach lane, license plate number, vehicle type, and time of passage.

[0043] Table 1: Data Structure for Vehicle Passage Through Checkpoints and Reverse Checkpoints

[0044]

[0045] Step 2: Obtain vehicle passage data from upstream and downstream intersection checkpoints, as well as vehicle passage data from the reverse checkpoints at downstream intersections. Clean the data, remove duplicates, and generate vehicle passage matching data for the entire road segment and intersections, respectively. The structure of the entire road segment and intersection checkpoint vehicle passage matching data is as follows: Figure 5 As shown, the data includes vehicle ID, license plate number, vehicle type, upstream intersection number, upstream intersection flow direction, upstream intersection exit time, downstream intersection entrance time, downstream intersection exit time, and downstream intersection number.

[0046] Table 2: Vehicle Passage Matching Data Structure for the Entire Road Segment and Intersections

[0047]

[0048] Calculate the transit time of each vehicle through the entire road segment and intersection, and obtain the minimum transit time of a vehicle without speeding based on the distance between the entire road segment and intersection and the maximum speed limit of the road segment. Eliminate all speeding vehicles whose transit time is less than the minimum transit time.

[0049] Step 3: Calculate the average vehicle delay at intersections and road segments.

[0050] like Figure 4 As shown:

[0051] 3.1 Calculation of Non-Queueing Travel Time for the Entire Road Segment and Intersection: The 15% threshold travel time is adopted. The 15% threshold travel time refers to the time during which 85% of all vehicles traveling at a given intersection or road segment have a travel time greater than this threshold, while 15% have a travel time less than this threshold. This travel time is defined as the non-queueing travel time for the entire road segment or intersection. The 15% threshold travel time for vehicles passing through the entire road segment and intersection is taken respectively to obtain the total non-queueing travel time t for the entire road segment. z1 and the non-queueing passage time t at vehicle intersections z2 ;

[0052] 3.2 Calculate the total vehicle delay for the entire road segment: Based on the time t of vehicle i passing through the upstream intersection. i1 Vehicle crossing time t at the downstream intersection exit i2 Calculate the vehicle travel time and compare it with the non-queue travel time t calculated in the previous step. z1 For comparison, if the time t for passing the vehicle is... i2 -t i1 Greater than t z1 If there is a vehicle delay, the average vehicle delay time t for the entire road segment is obtained. i全路段 =t i2 -t i1 -t z1 The average delay time of each vehicle is taken as the average delay time for the entire road segment, t. 全路段 =(∑t) i全路段 ) / i;

[0053] 3.3 Calculate vehicle delay at intersections: Based on the time t of vehicle i passing through the downstream intersection entrance. i3 and the time t for vehicles to pass through the downstream intersection exit i2 Calculate the vehicle travel time t at the intersection i2 -t i3 The non-queue passage time t calculated in the previous step is compared with that of the previous step. z2 For comparison, if the time t for passing the vehicle is... i2 -t i3 Greater than t z2 If there is a vehicle delay, the average vehicle delay time t at the intersection can be obtained. i路口 =t i2 -t i3 -tz2 The average vehicle delay at the intersection is obtained by averaging the vehicle delay times of each vehicle, denoted as t 路口 = (∑t i路口 ) / i;

[0054] 3.4 Calculate the vehicle delay on the road section: The difference between the average vehicle delay on the entire road section and the intersection delay is the average vehicle delay time t on the road section 路段 = t 全路段 - t 路口 ;

[0055] Step 4: Calculate the traffic efficiency index of the intersection and the road section

[0056] Calculate the traffic efficiency index K (0 - 100) of the intersection and the road section based on the average vehicle delay on the road. When the delay t = 0s, the traffic efficiency index K = 100; when the delay t ≥ 100s, the traffic efficiency index K = 0. When 0s < t < 100s, the interpolation method is used: K = (100 - t);

[0057] Step 5: Management method

[0058] (1) Analysis of delay causes:

[0059] Reasons for intersection delay:

[0060] Driving behavior: Delays caused by bad driving behaviors such as random lane changes, malicious cutting off, and driving on the line by drivers during driving;

[0061] Signal configuration: Vehicle delays caused by unreasonable intersection signal configuration;

[0062] Road traffic design: Vehicle delays caused by unreasonable intersection channelization design.

[0063] Reasons for road section delay:

[0064] Driving behavior: Delays caused by bad driving behaviors such as random lane changes, malicious cutting off, and driving on the line by drivers during driving;

[0065] Lateral interference: Mixed motor vehicle and non-motor vehicle traffic on the road section, no two-way isolation, too many crosswalks, too many community entrances and exits, vehicles entering and leaving affecting the normal passage of other vehicles on the road section, and U-turns on the road section.

[0066] (2) Propose corresponding optimization measures according to the reasons for intersection and road section delays, as shown in the following table:

[0067] Table 3: Control measures for intersections and road sections

[0068]

[0069] (3) Based on the range of traffic efficiency index of intersections and road sections, propose corresponding optimization measures as shown in the table below. The numbers in the table indicate the items that need to be optimized, which correspond to the above optimization measures respectively. For example, ① indicates regulating driving behavior at intersections.

[0070] Table 4: Correspondence between Traffic Efficiency Index and Optimization Measures

[0071]

[0072] Case

[0073] like Figure 5 Given the total length L of the road segment 全路段 =800m, maximum speed limit V 全路段 =60km / h, intersection length L 路口 =100m, maximum speed limit V 路口 =30km / h, taking five vehicles as an example, calculate the vehicle delays at intersections and road sections and propose management methods. The vehicle passage data is shown in the table below:

[0074] Vehicle number, upstream intersection exit time, downstream intersection entrance time, downstream intersection exit time

[0075]

[0076] Step 1: Use checkpoint and reverse checkpoint equipment to obtain data such as vehicle ID, intersection number, approach direction, license plate number, vehicle type, and passage time;

[0077] Step 2: Obtain vehicle passage data from upstream and downstream intersection checkpoints and reverse checkpoints at downstream intersections. Clean the data, remove duplicate data, and generate vehicle passage matching data for the entire road segment and intersections. The structure of the vehicle passage matching data for the entire road segment and intersections includes vehicle ID, license plate number, vehicle type, upstream intersection number, upstream intersection flow direction, upstream intersection exit passage time, downstream intersection entrance passage time, downstream intersection exit passage time, and downstream intersection number.

[0078] The total length of the road section is L 全路段 =800m and the maximum speed limit V on this section of road 全路段 =60km / h, the minimum travel time for the vehicle without exceeding the speed limit is calculated to be t. min =L 全路段 / V 全路段 =48s, excluding all speeding vehicles whose total travel time on the entire road segment is less than 48s; intersection length L 路口 =100m, maximum speed limit at intersection V 路口 =30km / h, the minimum travel time for the vehicle without exceeding the speed limit is calculated to be t. min =L路口 / V 路口 =12s, eliminating all speeding vehicles whose time spent at the intersection is less than 12s;

[0079] Step 3: Calculate the number of vehicles in the queue.

[0080] (1) Calculate the non-queuing passage time:

[0081] The total non-queueing travel time t of the 15th percentile of all vehicles passing through the entire road segment and intersection is obtained by taking the travel time of the vehicle across the entire road segment and intersection. z1 =55s, vehicle non-queue passage time t at intersection z2 =14s;

[0082] (2) Calculate the total vehicle delay for the entire route:

[0083] Based on the time t of vehicle i passing through the upstream intersection exit. i1 Vehicle crossing time t at the downstream intersection exit i2 Calculate the vehicle travel time and compare it with the non-queue travel time t calculated in the previous step. z1 For comparison, if the time t for passing the vehicle is... i2 -t i1 Greater than t z1 If there is a delay, the delay time t for each vehicle on the entire road segment is obtained. i全路段 =t i2 -t i1 -t z1 The calculation results are shown in the table below:

[0084]

[0085] The average vehicle delay for the entire road segment is obtained by averaging the delay times of each vehicle.

[0086] t 全路段 =(17+22+23+20+24) / 5=21s;

[0087] (3) Calculate vehicle delays at intersections:

[0088] Based on the vehicle's downstream intersection entry time t i3 Vehicle crossing time t at the downstream intersection exit i2 Calculate the vehicle travel time t at the intersection i2 -t i3 The non-queue passage time t calculated in the previous step is compared with that of the previous step. z2 For comparison, if the time t for passing the vehicle is... i2 -t i3 Greater than t z2 The vehicles are delayed, and the delay time t for each vehicle at the intersection is obtained. i路口 =t i2 -ti3 -t z2 The specific results are shown in the table below:

[0089]

[0090] The average vehicle delay at the intersection is obtained by averaging the delay times of all vehicles.

[0091] t 路口 = (13+16+13+8+10) / 5 = 12s;

[0092] (4) Calculate vehicle delays on road sections:

[0093] The difference between the average delay of vehicles on the entire road segment and the delay at intersections is the average vehicle delay time t on the road segment. 路段 =t 全路段 -t 路口 =21s - 12s = 9s;

[0094] Step 4: Calculation of traffic efficiency index for intersections and road sections

[0095] Calculate the traffic efficiency index K for intersections and road sections:

[0096] Intersection Traffic Efficiency Index: K 路口 =100-t 路口 =100-12=88;

[0097] Road segment traffic efficiency index: K 路段 =100-t 路段 =100-9=91;

[0098] Step 5: Management Methods

[0099] The optimization measures corresponding to the evaluation results of intersections and road sections are as follows:

[0100]

[0101] According to the calculation of the traffic efficiency index of intersections and road segments corresponding to the table above, 70 < K 路口 ≤90, 90<K 路段 If the value is ≤100, then the entire road section requires intersection optimization and the implementation of optimization measures ①, namely, regulating driver behavior: strengthening management and increasing penalties for poor driving behavior and illegal acts at intersections.

[0102] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A method for calculating and managing urban road traffic efficiency by distinguishing between intersections and road segments, characterized in that, Includes the following steps: (1) Build an average vehicle delay calculation system for intersections and road sections, reuse the existing electronic police checkpoint equipment at intersections to capture vehicles passing through the opposite exit position, and use imported electronic police poles to build a reverse checkpoint to capture vehicles passing through the entrance position. (2) Obtain vehicle data at upstream and downstream intersection checkpoints and vehicle data at the reverse checkpoint of downstream intersections through the intersection and road segment average delay calculation system built in step (1), remove duplicate data, generate vehicle matching data for the entire road segment and intersection respectively, remove speeding vehicles, and obtain vehicle matching data for normal passing vehicles. The vehicle matching data structure includes vehicle ID, license plate number, vehicle type, upstream intersection number, upstream intersection flow direction, upstream intersection exit vehicle passing time, downstream intersection entrance vehicle passing time, downstream intersection exit vehicle passing time, and downstream intersection number. (3) Set 15% of the passage time as the non-queuing passage time of the entire road segment or intersection to obtain the non-queuing passage time of the entire road segment and the non-queuing passage time of the intersection; calculate the average delay of the intersection and road segment based on the vehicle passing matching data of the normally passing vehicles in step (2). (4) Calculate the traffic efficiency index based on the average delay at intersections and road sections; (5) Analyze the causes of delays at intersections and road segments respectively, propose corresponding optimization measures based on the causes of delays at intersections and road segments, establish the correspondence between different traffic efficiency index values ​​and optimization measures; propose corresponding optimization measures based on the range of traffic efficiency index at intersections and road segments; In step (3), the average delays at intersections and road segments are calculated separately, as follows: (3.1) Calculate the non-queuing travel time for the entire road segment and intersections. The 15% threshold travel time is used, which refers to the time during which 85% of all vehicles traveling at a certain intersection or along a given road segment have a travel time greater than this threshold, while the travel time for the remaining 15% have a travel time less than this threshold. This threshold travel time is defined as the non-queue travel time for the entire road segment or intersection. The 15% threshold travel time for each vehicle across the entire road segment and intersection is then taken to obtain the total non-queue travel time t for the entire road segment. z1 and the non-queueing passage time t at vehicle intersections z2 ; (3.2) Calculate the total vehicle delay for the entire road segment According to the vehicle's upstream intersection entry time t i1 Vehicle crossing time t at the downstream intersection exit i2 Calculate the vehicle travel time and compare it with the non-queue travel time t calculated in the previous step. z1 For comparison, if the time t for passing the vehicle is... i2 -t i1 Greater than t z1 If there is a vehicle delay, the average vehicle delay time t for the entire road segment is obtained. i全路段 = t i2 -t i1 -t z1 The average delay time of each vehicle is taken as the average delay time for the entire road segment. ; (3.3) Calculate vehicle delays at intersections Based on the vehicle's downstream intersection entry time t i3 and the time t for vehicles to pass through the downstream intersection exit i2 Calculate the vehicle travel time t at the intersection i2 -t i3 The non-queue passage time t calculated in the previous step is compared with that of the previous step. z2 For comparison, if the time t for passing the vehicle is... i2 -t i3 Greater than t z2 If there is a vehicle delay, the average vehicle delay time t at the intersection can be obtained. i路口 = t i2 -t i3 -t z2 The average vehicle delay at the intersection is obtained by averaging the delay times of all vehicles. ; (3.4) Calculate vehicle delays on road sections The difference between the average delay of vehicles on the entire road segment and the delay at intersections is the average delay time of vehicles on the road segment. t 路段 =t 全路段 -t 路口 ; The reasons for delays at intersections and road sections in step (5) include: Reasons for delays at intersections: Driving behavior: Delays caused by drivers changing lanes arbitrarily, cutting off other vehicles, or driving over lane lines during the driving process; Signal configuration: Vehicle delays caused by improper intersection signal configuration; Road traffic design: Vehicle delays caused by unreasonable intersection channelization design; Reasons for road delays: Driving behavior: Delays caused by drivers changing lanes arbitrarily, cutting off other vehicles, or driving over lane lines during the driving process; Lateral interference: Mixed traffic of motor vehicles and non-motor vehicles on the road section, no two-way separation, too many pedestrian crossings, and many entrances and exits of residential areas, which affect the normal passage of other vehicles on the road section and U-turns on the road section.

2. The method for calculating and managing urban road traffic efficiency by distinguishing between intersections and road segments as described in claim 1, characterized in that, In step (2), speeding vehicles are eliminated by determining the minimum time a vehicle can pass through the entire road segment and intersection without exceeding the speed limit, based on the distance between the entire road segment and intersections and the maximum speed limit of the road segment. All speeding vehicles with a passing time less than the minimum passing time are eliminated.

3. The method for calculating and managing urban road traffic efficiency by distinguishing between intersections and road segments as described in claim 1, characterized in that, In step (4), the traffic efficiency index is calculated based on the average delay at intersections and road segments, as follows: Calculate the passing efficiency index K (0-100) of intersections and road sections according to the average delay of road vehicles. When the delay t = 0s, the passing efficiency index K = 100; when the delay t ≥ 100s, the passing efficiency index K = 0. When 0s < t < 100s, the interpolation method is used: K = (100 - t).

4. The method for calculating and managing urban road traffic efficiency by distinguishing between intersections and road segments as described in claim 1, characterized in that, In step (5), the corresponding optimization measures proposed according to the delay reasons of intersections and road sections include: Intersection optimization measures: ① Standardize driving behaviors: Strengthen the management of bad and illegal driving behaviors of vehicles at intersections, and at the same time increase the punishment for traffic violations and illegal acts; ② Optimize the signal timing of intersections, including optimizing the time period, phase, and timing; ③ Optimize the channelization of intersections, set variable lanes, optimize lanes, or add an additional lane; Road section optimization measures: ④ Standardize driving behaviors: Strengthen the management of road sections and increase the punishment for traffic violations and illegal acts of vehicles on road sections; ⑤ Reduce lateral interference on road sections: Set isolation belts for motor-vehicle and non-motor-vehicle separation on motor-vehicle and non-motor-vehicle mixed sections, reduce the crosswalks on road sections, and set auxiliary roads for access and right-in and right-out for road sections with too many community entrances and exits.

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