Dynamic setting method of traffic organization for half-width road construction with strong accessibility requirements

Abstract

The present invention discloses a method for dynamically setting traffic organization for half-width road construction facing strong accessibility requirements, and relates to the technical field of traffic planning and management, including monitoring and identifying frequently passing vehicles on a half-width road construction section, constructing a dynamic traffic control system for half-width road construction, and proposing a lane adjustment method for a half-width road construction section based on dynamic capacity matching in accordance with the traffic organization implementation process for the half-width road construction section and in combination with the lane capacity at different time periods, and completing the dynamic setting of traffic organization for half-width road construction through the dynamic traffic control system; by deeply analyzing the data of passing vehicles at electric police checkpoints at upstream and downstream intersections of the construction section for multiple days, exploring the strong accessibility requirements of different vehicles at different time periods every day, and identifying frequently passing vehicles, the actual traffic demand of vehicles is fully used as the basis for traffic organization, and the vehicle traffic efficiency of the construction section is improved.

Description

Technical Field

[0001] The invention relates to the technical field of traffic planning and management, and in particular to a method for dynamically setting traffic organization for half-width road construction facing strong accessibility requirements. Background Art

[0002] In recent years, with the accelerated pace of urbanization, a large number of engineering projects have been implemented, such as urban road construction, rail transit construction and other engineering projects. These large-scale engineering projects often require the closure of urban roads for construction, which brings many inconveniences and unsafe factors to citizens' travel. Road construction is divided into two types: fully closed construction and semi-closed construction. Among them, fully closed road construction is conducive to the implementation of engineering projects. At present, the optimization methods of road construction traffic organization are mostly studied under the premise of fully closed road construction. For example, patent CN114202917B provides a construction area traffic control and induction method based on short-term prediction of dynamic traffic flow, analyzes the traffic flow characteristics of the traffic impact area around the fully closed construction road, and guides the traffic flow to be evenly distributed in the sections and intersections around the fully closed construction road. However, when the construction road has a strong accessibility demand, that is, there are commuter vehicles that frequently pass through the construction road, the fully closed road construction is not conducive to the traffic needs of these vehicles, and the traffic organization optimization method for fully closed road construction is not applicable. At this time, the road is suitable for semi-closed construction, that is, half-width construction of the road, which can take into account the travel needs of frequently passing vehicles, but at the same time increases the difficulty of road construction and traffic organization.

[0003] Most of the current traffic organization methods for half-width road construction simply use fixed guardrails to temporarily isolate two-way traffic between lanes that have not yet been constructed on the construction section. Since the actual traffic needs of vehicles are not taken into consideration, it is likely to cause traffic congestion in the construction section. Therefore, for construction sections with strong accessibility requirements, it is urgent to study the dynamic setting method of traffic organization under half-width road construction to improve the vehicle traffic efficiency of the construction section. Summary of the invention

[0004] In order to make up for the shortcomings of the existing technical problems, the purpose of the present invention is to provide a method for dynamically setting traffic organization for half-width road construction with strong accessibility requirements. The traffic trajectories of different vehicles at different times of the day are analyzed according to the data of passing vehicles at the upstream and downstream intersections of the half-width road construction section for multiple days, and the frequent and infrequent passing vehicles are identified. According to the needs of frequent passing vehicles, the lanes of the sections in the half-width road construction scenario are dynamically allocated, and the dynamic traffic organization plan is realized by constructing a dynamic traffic control system, thereby effectively improving the traffic efficiency of the half-width road construction traffic organization.

[0005] To achieve the above object, the present invention provides the following technical solutions:

[0006] The dynamic setting method of traffic organization for half-width road construction with strong accessibility requirements includes the following steps:

[0007] (1) Monitoring and identification of vehicles frequently passing through the half-width construction section of the road

[0008] The traffic trajectories of different vehicles at different times of the day were analyzed based on the traffic data of the electric police checkpoints at the upstream and downstream intersections of the half-width construction section of the road. The travel frequencies of vehicles at different times of the day were counted, and the K-mean clustering method was used to screen out frequently passing vehicles, providing analytical data for the dynamic setting of traffic organization for the half-width construction of the road.

[0009] (2) Constructing a dynamic traffic control system for half-width road construction

[0010] The dynamic traffic control system for half-width road construction includes movable isolation devices for road sections, simple variable lane indicator devices and guide screens at intersections, and signal light control at intersections;

[0011] The movable isolation device of the road section is arranged on the edge line of the lane and is moved as a whole by mechanical semi-automation to dynamically allocate the two-way traffic space of the construction section;

[0012] The simple variable lane indicator device at the intersection realizes the change of the lane direction of the intersection by modifying the lane sign corresponding to the construction section on the lane direction sign; the guide screen is attached to the lane direction sign pole to remind whether the construction section is allowed to enter;

[0013] The intersection signal light control is used to adjust the signal timing schemes in all directions of the upstream and downstream intersections of the half-width construction section; the signal light control adopts different signal phase timing schemes according to the different time periods divided by the traffic volume of the morning peak, flat peak and evening peak;

[0014] (3) Dynamic setting of traffic organization for half-width road construction

[0015] When half-width construction is carried out on a road, the road space resources will change. Combined with the lane capacity at different times, a lane adjustment method for half-width construction sections of a road based on dynamic capacity matching is proposed. This method follows the traffic organization implementation process for half-width construction sections of a road:

[0016] First, determine whether the current lane capacity of the half-width construction section meets the traffic demand of frequently passing vehicles: if it does, use the enumeration method to select the optimal two-way lane allocation plan for the half-width construction section, so that the average lane utilization rate of the construction section is minimized; if it does not meet the requirements, it is necessary to determine whether the construction road is the only passage for frequently passing vehicles based on the electronic map, reasonably allocate the number of lanes in the half-width construction section, and determine the lane plan for each entrance direction; adjust the phase timing of the upstream and downstream intersections of the construction section;

[0017] Finally, the dynamic setting of traffic organization for half-width road construction is completed through the movable isolation device of the road section, the simple variable lane indicator and guide screen at the intersection, and the signal light control at the intersection of the above-mentioned dynamic traffic control system.

[0018] The K-mean clustering method is used to select frequently passing vehicles as follows:

[0019] First, define the initial cluster center, assign all vehicle travel frequencies to the nearest cluster center, calculate the average travel frequencies of these types of vehicles, take the average as the new cluster center, repeat the iteration until the cluster center does not change, reach the optimal clustering, and determine the different clusters of vehicle travel frequencies; sort the different clusters from large to small according to the average value of vehicle travel frequency in each cluster, and take the cluster with the largest average vehicle travel frequency as the first category, followed by the second category, and so on, until the cluster with the smallest average vehicle travel frequency is taken as the Kth category. On this basis, select the first n categories with the highest vehicle travel frequency as the classification of frequently passing vehicles. The method for determining the value of n is to calculate the difference between the average values ​​of the travel frequencies of two adjacent categories of vehicles starting from the first category. When the difference between the average value of the nth category and the average value of the n+1th category is the largest, the value of n can be determined. Finally, the number of frequently passing vehicles is determined according to the number of cluster samples of the first n categories.

[0020] The end of the movable isolation device of the road section is equipped with a variable LED indicator sign, which displays two states of "keep right" and "no entry" according to different situations. The simple variable lane indicator device at the intersection is an embedded LED display device installed on the lane direction sign, which supports switching between three states: straight ahead, left turn and right turn.

[0021] The specific methods for judging whether the current lane capacity of the half-width construction section can meet the traffic demand of frequently passing vehicles are as follows:

[0022] Obtain the hourly traffic volume of vehicles that frequently pass through the construction section in two different directions at different time periods, where the hourly traffic volume of vehicles that frequently pass through direction one and direction two are Q1 and Q2 respectively;

[0023] Assume that the total number of lanes in the construction section is N, the number of construction lanes is n, and the remaining two-way lanes in the construction section are N1 and N2 respectively;

[0024] N1+N2=Nn (3)

[0025] Establish the objective function F(N1, N2) and establish constraints based on the objective function variables:

[0026]

[0027] In the above formula (4), N1 corresponds to the number of lanes in the Q1 direction, and N2 corresponds to the number of lanes in the Q2 direction. S is the single lane capacity of the road section, λ1 is the lane utilization rate of the construction section in direction 1, and λ2 is the lane utilization rate of the construction section in direction 2. The lane utilization rate of the construction section refers to the percentage of the traffic volume passing through the construction section lane in a certain time period to the maximum traffic volume that the construction section lane can accommodate. λ0 is the lane utilization rate threshold of the construction section. If the lane utilization rate of the construction section is greater than λ0, the lane of the construction section will be congested and paralyzed.

[0028] If F(N1, N2) has a solution, the construction section meets the requirements for double-lane traffic; if F(N1, N2) has no solution, the construction section does not meet the requirements for double-lane traffic.

[0029] The enumeration method is used to select the optimal two-way lane allocation scheme for the half-width construction section, as follows:

[0030] Establishing the objective function as follows

[0031]

[0032] In formula (5), N1 and N2 are the number of lanes in the construction section in direction 1 and direction 2, respectively. is the average lane utilization rate of the construction section;

[0033] Establish constraints based on the objective function variables:

[0034]

[0035] In the above formula (6), N1 corresponds to the number of lanes in the Q1 direction, and N2 corresponds to the number of lanes in the Q2 direction. S is the single lane capacity of the road section, λ1 is the lane utilization rate of the construction section in direction 1, and λ2 is the lane utilization rate of the construction section in direction 2. is the average lane utilization rate of the construction section;

[0036] All lane allocation situations are enumerated by using equations (5) and (6), and then the lane utilization rates of the construction sections in both directions are calculated, and the lane allocation scheme with the minimum average lane utilization rate of the construction section is selected.

[0037] The number of lanes that do not meet the double-lane traffic requirements in the construction section is allocated as follows:

[0038] ① The construction section is not the only path for vehicles that frequently pass through in direction one or direction two;

[0039] Determine the size of Q1 and Q2. When Q1≥Q2, single-lane traffic is adopted in direction one; when Q1<Q2, single-lane traffic is adopted in direction two, and the number of lanes in the half-width construction section is reasonably allocated;

[0040] ② If the construction section is the only route for vehicles that frequently pass through in direction one, but not the only route for vehicles that frequently pass through in direction two, single-lane traffic will be adopted in direction one;

[0041] ③ If the construction road is the only path for vehicles that frequently pass through in direction 2, but not the only path for vehicles that frequently pass through in direction 1, then single-lane traffic is adopted in direction 2;

[0042] ④ The construction sections are the only paths for vehicles that frequently pass through in directions one and two; the construction sections adopt double-lane traffic, and the number of lanes in the two directions is determined based on the ratio of the frequent vehicle flow in directions one and two.

[0043] After determining the number of lanes on the construction section, determine the lane plan for each entrance direction of the intersection based on the original vehicle passing data at the electric police checkpoint and the current frequent vehicle passing data at the electric police checkpoint.

[0044] When the construction section is a double-lane road, the phase plan for each time period can adopt the current phase plan; when the construction section is a single-lane road, the phase plan for each time period needs to be adjusted in combination with the intersection entrance lane allocation plan.

[0045] Compared with the prior art, the present invention has the following beneficial effects:

[0046] 1. The present invention deeply analyzes and explores the strong accessibility needs of different vehicles at different times of the day based on the data of passing vehicles at the upstream and downstream intersections of the construction section by electric police checkpoints for multiple days, further identifies frequently passing vehicles, and fully uses the actual traffic needs of vehicles as the basis for traffic organization. The lanes of the half-width construction section of the road are dynamically allocated, which can improve the vehicle traffic efficiency of the construction section and avoid the problem of aggravated traffic congestion in the construction section that is likely to be caused by the current half-width road construction.

[0047] 2. The dynamic traffic control system of the present invention includes a movable isolation device for road sections, a simple variable lane indicator device and a guide screen at intersections, and a signal light control at intersections; wherein the mechanically semi-automatic movable isolation device for road sections that moves as a whole dynamically allocates the two-way traffic passage space of the construction section, and the simple variable lane indicator device at intersections realizes the conversion of the traffic direction of lanes at intersections. The dynamic traffic control system can complete the dynamic setting of traffic organization for half-width road construction, and automatically realize the dynamic traffic organization plan for half-width road construction. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 The present invention is a flow chart of the method.

[0049] Figure 2 This is a flow chart of the frequently passing vehicle monitoring and identification of the present invention.

[0050] Figure 3It is a schematic diagram of the movable isolation device for road sections of the present invention.

[0051] Figure 4 The figure is a schematic diagram of a simplified variable lane indicator device and a guide screen at an intersection of the present invention.

[0052] Figure 5 This is a construction schematic diagram of the construction section direction of the present invention.

[0053] Figure 6 This is a construction schematic diagram of the second construction direction of the construction section of the present invention.

[0054] Figure 7 This is a vehicle flow diagram for half-width road construction of the present invention.

[0055] Figure 8 This is a flow chart of lane allocation in a construction section combined with single-lane traffic according to the present invention. DETAILED DESCRIPTION

[0056] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0057] Combination Figures 1 to 8 The present invention is further described in detail. A method for dynamically setting traffic organization for half-width road construction with strong accessibility requirements comprises the following steps:

[0058] 1. Frequently passing vehicle monitoring and identification

[0059] like Figure 2As shown in the figure, the data of electric police checkpoints on the entrances of the upstream and downstream intersections of the construction section during the morning and evening peaks and off-peak periods in the past month are obtained, and the abnormal values ​​are processed to obtain the electric police data (license plate number) that can be used for calculation; the vehicle travel frequency in the data is extracted and merged by time period to obtain the array to be clustered; the relationship curve between the error square sum accuracy and K is drawn to determine the K value of the best clustering, that is, to divide into K categories. First, define the initial cluster center, assign all vehicle travel frequencies to the nearest cluster center, calculate the average travel frequency of these types of vehicles, and use the average as the new cluster center. Repeat the iteration until the cluster center does not change, reach the optimal clustering, and determine the clusters with different vehicle travel frequencies. Sort the different clusters from large to small according to the average value of vehicle travel frequency in each cluster, and take the cluster with the largest mean value of vehicle travel frequency as the first category, followed by the second category, and so on, until the cluster with the smallest mean value of vehicle travel frequency is taken as the Kth category. On this basis, the first n categories with the highest vehicle travel frequency are selected as the classification of frequently passing vehicles. The method for determining the value of n is to calculate the difference between the mean values ​​of the travel frequencies of two adjacent categories of vehicles starting from the first category. When the difference between the mean value of the nth category and the mean value of the n+1th category is the largest, the value of n can be determined. Finally, the number of frequently passing vehicles is determined based on the number of cluster samples of the first n categories.

[0060] 2. Dynamic traffic control system in half-width construction scenario

[0061] The dynamic traffic control system for half-width road construction includes three parts: movable isolation devices for road sections, simple variable lane indicator devices and guide screens at intersections, and traffic light control at intersections.

[0062] (1) Movable isolation device for road sections

[0063] The movable isolation device is set at the edge of the lane to dynamically allocate the two-way traffic space of the construction section. The end is equipped with a variable LED sign to display the two states of "keep right" and "no entry" according to different situations. Figure 3 As shown, taking the case of a vehicle in direction one entering the construction section as an example, the variable LED sign can indicate whether the construction section in the driving direction is allowed to pass. In case one, the sign displays a green right-driving arrow, indicating that passage is allowed; in case two, the sign displays a red cross pattern, indicating that passage is prohibited. The movable isolation device can realize the overall movement of the remaining unconstructed lanes between direction one and direction two in the half-width construction section in time periods, and reallocate the remaining unconstructed lanes between direction one and direction two. The movable isolation device can choose to use rollers to realize mechanical semi-automatic overall movement at the edge of the time period.

[0064] (2) Simple variable lane indicator and guide screen at intersections

[0065] like Figure 4As shown in the figure, the simple variable lane indicator and guide screen at the intersection are set on the entrance lane direction signs and poles of the upstream and downstream intersections of the construction section, and are divided into two parts: the variable lane indicator and the LED traffic guide screen. Among them, the variable lane indicator is to modify the lane sign corresponding to the construction section on the lane direction sign, install an embedded LED display device, support switching between three states: straight ahead, left turn, and right turn, so as to realize the conversion of the lane traffic direction at the intersection. The LED traffic guidance screen is attached to the lane direction sign pole, and displays different information in two situations: when the construction section is allowed to enter, it will scroll and display "Construction section ahead, non-commuting vehicles please detour, otherwise you will be photographed and punished", indicating that the construction section ahead only allows commuting vehicles, i.e. frequently passing vehicles, to pass, and other non-commuting vehicles, i.e. infrequently passing vehicles, need to detour to reduce the traffic pressure on the half-width construction section of the road; when the construction section is prohibited from entering, it will scroll and display "Construction section ahead, all vehicles please detour, otherwise you will be photographed and punished", indicating that the construction section ahead implements single-width traffic, and vehicles whose current direction of travel is not the single-width traffic direction of the construction section need to detour. Vehicles that do not enter the construction section according to the prompt information on the LED traffic guidance screen can use the license plate data of frequently and infrequently passing vehicles identified by the system, combined with the electric police checkpoint at the intersection.

[0066] The real-time collected license plate data of vehicles entering the construction section is compared and submitted to the backend system for manual verification and punishment.

[0067] (3) Traffic light control at intersections

[0068] Traffic light control at intersections is used to adjust the time-based traffic resources in all directions of intersections. Specifically, the signal phase timing scheme at intersections can be flexibly adjusted according to the strong accessibility traffic demand and traffic space of the construction section to achieve the regulation of vehicle traffic time resources. It can be used in combination with variable lanes at intersections. Traffic light control can adopt different signal phase timing schemes according to the different time periods divided by the traffic volume of morning peak, flat peak and evening peak.

[0069] 3. Dynamic setting method of traffic organization for half-width road construction

[0070] 3.1 Traffic organization and implementation process of half-width road construction section

[0071] like Figure 5As shown, assuming that the construction section has a total of 6 lanes, construction will start from the outermost lane in direction one. Combined with the number of vehicles that frequently pass through the construction section during the morning and evening peak hours and off-peak hours, the lane adjustment method for the half-width construction section of the road based on dynamic capacity matching is adopted to allocate the number of lanes between direction one and direction two for the remaining 5 lanes. On this basis, the import lanes at the upstream and downstream intersections of the construction section are allocated and the phase timing is adjusted. According to the above method, the number of lanes that need to be closed is increased one by one from the outermost lane in direction one to the inside, and then the remaining unconstructed lanes are reallocated to the two directions until all 3 lanes in direction one are completed, and the road traffic in direction one is restored. Then, construction will be carried out from the outermost lane in direction two, as shown in Figure 1. Figure 6 As shown, the construction process of the lane in direction one is followed until all three lanes in direction two are completed. The construction of this construction section is completed and normal traffic is restored.

[0072] 3.2 Lane adjustment method for half-width construction section of road based on dynamic capacity matching

[0073] If the existing road space resources meet the requirements of double-lane traffic, enumerate the two-way lane combination schemes of the construction section and select the lane combination scheme with the lowest average lane utilization rate of the construction section. If the road space resources do not meet the requirements of double-lane traffic, it is necessary to determine whether the construction section is the only path for frequently passing vehicles based on the electronic map, and then reasonably design the traffic demand in combination with single-lane traffic.

[0074] like Figure 7 As shown in the figure, taking a period as an example, the hourly flow of vehicles passing through the single lane of intersection A going straight into the construction section is q 11 There are s1 straight lanes, and the hourly flow of vehicles turning left into the construction section is q 12 There are l1 left-turn lanes, and the hourly flow of vehicles turning right into the construction section is q 13 , there are r1 right-turn lanes; the hourly flow of vehicles passing through the single lane of intersection B going straight into the construction section is q 21 There are s2 through lanes, and the hourly flow of vehicles turning left into the construction section is q 22 There are l2 left-turn lanes, and the hourly flow of vehicles turning right into the construction section is q 23 , there are r2 right-turn lanes; the hourly traffic volume of vehicles frequently passing in direction one of the construction section is Q1, and the hourly traffic volume of vehicles frequently passing in direction two is Q2.

[0075] Q2=s1·q 11 +l1·q 12 +r1·q 13 (1)

[0076] Q1=s2·q 21 +l2·q 22 +r2·q 23 (2)

[0077] Assume that the total number of lanes in the construction section is N, the number of construction lanes is n, and the remaining number of two-way lanes in the construction section are N1 and N2 respectively.

[0078] N1+N2=Nn (3)

[0079] (1) Determine whether the construction section meets the requirements for double-lane traffic

[0080] Establish the objective function F(N1, N2) and determine whether the function has a solution

[0081] Establish constraints based on the objective function variables:

[0082]

[0083] In the above formula (4), N1 corresponds to the number of lanes in the Q1 direction, and N2 corresponds to the number of lanes in the Q2 direction. S is the single lane capacity of the road section, λ1 is the lane utilization rate of the construction section in direction 1, and λ2 is the lane utilization rate of the construction section in direction 2. The lane utilization rate of the construction section refers to the percentage of the traffic volume passing through the construction section lane in a certain time period to the maximum traffic volume that the construction section lane can accommodate. The threshold is generally set to 0.95. If the lane utilization rate of the construction section is greater than 0.95, the lane of the construction section will be congested and paralyzed.

[0084] If F(N1, N2) has a solution, the construction section meets the requirements for double-lane traffic; if F(N1, N2) has no solution, the construction section does not meet the requirements for double-lane traffic.

[0085] (2) Lane allocation method for construction sections that meet the requirements of double-lane traffic

[0086] Establishing the objective function

[0087]

[0088] In formula (5), N1 and N2 are the number of lanes in the construction section in direction 1 and direction 2, respectively. It is the average lane utilization rate of the construction section.

[0089] Establish constraints based on the objective function variables:

[0090]

[0091] In the above formula (6), N1 corresponds to the number of lanes in the Q1 direction, and N2 corresponds to the number of lanes in the Q2 direction. S is the single lane capacity of the road section, λ1 is the lane utilization rate of the construction section in direction 1, and λ2 is the lane utilization rate of the construction section in direction 2. It is the average lane utilization rate of the construction section.

[0092] All lane allocation situations are enumerated by using equations (5) and (6), and then the lane utilization rates of the construction sections in both directions are calculated, and the lane allocation scheme with the minimum average lane utilization rate of the construction section is selected.

[0093] (3) Lane allocation method for construction sections that do not meet the requirements for double-lane traffic

[0094] like Figure 8 As shown in the figure, when the construction section does not meet the requirements of double-lane traffic, it is necessary to determine whether the construction section is the only path for vehicles passing through in both directions based on the electronic map, and lane allocation can be combined with single-lane traffic. Single-lane traffic means that all the remaining lanes of the construction section are allocated to one direction of traffic. In this case, the construction section adopts single-direction traffic.

[0095] ① The construction sections are not the only paths for vehicles that frequently pass through in directions one and two.

[0096] Determine the size of Q1 and Q2. When Q1≥Q2, single-lane traffic is adopted in direction one; when Q1<Q2, single-lane traffic is adopted in direction two.

[0097] ② If the construction section is the only path for vehicles frequently passing through in direction one, but not the only path for vehicles frequently passing through in direction two, single-lane traffic will be adopted in direction one.

[0098] ③ The construction road is the only path for vehicles that frequently pass through in direction 2, but not the only path for vehicles that frequently pass through in direction 1. In this case, single-lane traffic is adopted in direction 2.

[0099] ④ The construction sections are the only routes for vehicles that frequently pass through in directions 1 and 2. The construction sections adopt double-lane traffic.

[0100] When the construction section adopts single-lane traffic, if direction one adopts single-lane traffic, only vehicles in direction one are allowed to travel on the construction section, and no through lane is set at the east entrance of intersection A, no left turn lane is set at the north entrance, and no right turn lane is set at the south entrance; if direction two adopts single-lane traffic, only vehicles in direction two are allowed to travel on the construction road, and there is no through lane at the west entrance of intersection B, no right turn lane at the north entrance, and no left turn lane at the south entrance. When the construction section adopts double-lane traffic, the number of lanes in both directions is determined according to the ratio of the regular passing vehicle flow in direction one to direction two.

[0101] 3.3 Import lane allocation and signal timing adjustment at upstream and downstream intersections of the construction section

[0102] (1) Allocation of import lanes at upstream and downstream intersections of the construction section

[0103] After determining the lane plan for the construction section, adjust the lane plan for each entrance direction at the upstream and downstream intersections to match the number of entrance and exit lanes. Determine the lane plan for each entrance direction at the intersection based on the original electric police checkpoint passing data and the current electric police checkpoint frequent passing data. Figure 7 Taking the east entrance direction of intersection A as an example, obtain the hourly flow rate q of left-turning, straight-going and right-turning vehicles at the east entrance of intersection A A东左 ,q A东直 and q A东右 , the number of left-turn, straight-ahead and right-turn lanes are n respectively A东左 、n A东直 and n A东右 The total hourly traffic volume of the intersection entrance is Q A东 , and the number of entrance lanes at the intersection is M A东 .

[0104] The flow rate of vehicles passing through the construction section that are not frequent and enter the left-turn lane of the intersection through diversion:

[0105]

[0106] The flow rate of vehicles passing through the construction section that are not frequent and enter the right-turn lane of the intersection through diversion:

[0107]

[0108] Determine the number of through lanes at the east entrance of intersection A:

[0109]

[0110] Determine the number of left-turn lanes at the east entrance of intersection A:

[0111]

[0112] Determine the number of right-turn lanes at the east entrance of intersection A:

[0113]

[0114] (2) Phase timing adjustment at intersections upstream and downstream of the construction section

[0115] When the construction section is a double-lane road, the phase plan for each period can adopt the current phase plan. When the construction section is a single-lane road, the phase plan for each period needs to be adjusted in combination with the intersection entrance lane allocation plan. Figure 7Taking intersections A and B as examples, assuming that the second construction section direction is a single-lane traffic direction, the phase plan of intersection A can be adjusted to three phases: north-south straight going, north-south left turn, and west entrance single-mouth release. The phase plan of intersection B can be adjusted to three phases: north-south straight going, north left turn, and west entrance single-mouth release.

[0116] After the phase plan is determined, the phase green light duration is adjusted according to the import flow in each time period.

[0117]

[0118] In the above formula (12), g i is the green light time of a certain phase, Q i is the maximum flow rate of a single lane in a certain phase, C is the signal period of the current timing scheme, S i is the single lane capacity, X i is the load level of a certain phase. In order to make the phase green light fully utilized and not overloaded, X i The acceptable value is 0.85.

[0119] What is described above is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. Dynamic setting method of traffic organization for half-width road construction with strong accessibility requirements. It is characterized in that The following steps are involved: (1) Monitoring and identification of vehicles frequently passing through the half-width construction section of the road The traffic trajectories of different vehicles at different times of the day were analyzed based on the traffic data of the electric police checkpoints at the upstream and downstream intersections of the half-width construction section of the road. The travel frequencies of vehicles at different times of the day were counted, and the K-mean clustering method was used to screen out frequently passing vehicles, providing analytical data for the dynamic setting of traffic organization for the half-width construction of the road. (2) Constructing a dynamic traffic control system for half-width road construction The dynamic traffic control system for half-width road construction includes movable isolation devices for road sections, simple variable lane indicator devices and guide screens at intersections, and signal light control at intersections; The movable isolation device of the road section is arranged on the edge line of the lane and is moved as a whole by mechanical semi-automation to dynamically allocate the two-way traffic space of the construction section; The simple variable lane indicator device at the intersection realizes the change of the lane direction of the intersection by modifying the lane marking corresponding to the construction section on the lane direction sign; The guide screen is attached to the lane direction sign pole to remind whether the construction section is allowed to enter; The intersection signal light control is used to adjust the signal timing schemes in all directions of the upstream and downstream intersections of the half-width construction section; the signal light control adopts different signal phase timing schemes according to the different time periods divided by the traffic volume of the morning peak, flat peak and evening peak; (3) Dynamic setting of traffic organization for half-width road construction When half-width construction is carried out on a road, the road space resources will change. Combined with the lane capacity at different times, a lane adjustment method for half-width construction sections of a road based on dynamic capacity matching is proposed; this adjustment method is implemented according to the traffic organization process of the half-width construction section of a road: First, determine whether the current lane capacity of the half-width construction section meets the traffic demand of frequently passing vehicles: if it does, use the enumeration method to select the optimal two-way lane allocation plan for the half-width construction section, so that the average lane utilization rate of the construction section is minimized; if it does not meet the requirements, it is necessary to determine whether the construction road is the only passage for frequently passing vehicles based on the electronic map, reasonably allocate the number of lanes in the half-width construction section, and determine the lane plan for each entrance direction; adjust the phase timing of the upstream and downstream intersections of the construction section; Finally, the dynamic setting of traffic organization for half-width road construction is completed through the movable isolation device of the road section, the simple variable lane indicator and guide screen at the intersection, and the signal light control at the intersection of the above-mentioned dynamic traffic control system.

2. According to the method for dynamically setting traffic organization for half-width road construction with strong accessibility requirements as described in claim 1, It is characterized in that The K-mean clustering method is used to select frequently passing vehicles as follows: First, define the initial cluster center, assign all vehicle travel frequencies to the nearest cluster center, calculate the average travel frequencies of these types of vehicles, take the average as the new cluster center, repeat the iteration until the cluster center does not change, reach the optimal clustering, and determine the different clusters of vehicle travel frequencies; sort the different clusters from large to small according to the average value of vehicle travel frequency in each cluster, and take the cluster with the largest average vehicle travel frequency as the first category, followed by the second category, and so on, until the cluster with the smallest average vehicle travel frequency is taken as the Kth category. On this basis, select the first n categories with the highest vehicle travel frequency as the classification of frequently passing vehicles. The method for determining the value of n is to calculate the difference between the average values ​​of the travel frequencies of two adjacent categories of vehicles starting from the first category. When the difference between the average value of the nth category and the average value of the n+1th category is the largest, the value of n can be determined. Finally, the number of frequently passing vehicles is determined according to the number of cluster samples of the first n categories.

3. According to the method for dynamically setting traffic organization for half-width road construction with strong accessibility requirements as described in claim 1, It is characterized in that A variable LED sign is added to the end of the movable isolation device of the road section, which displays two states of "keep right" and "no entry" according to different situations.

4. According to the method for dynamically setting traffic organization for half-width road construction with strong accessibility requirements as described in claim 1, It is characterized in that The simple variable lane indicator device at the intersection is an embedded LED display device installed on the lane direction sign, which supports switching between three states: straight ahead, left turn and right turn.

5. According to the method for dynamically setting traffic organization for half-width road construction with strong accessibility requirements as described in claim 1, It is characterized in that The specific methods for judging whether the current lane capacity of the half-width construction section can meet the traffic demand of frequently passing vehicles are as follows: The hourly traffic volume of vehicles passing through the construction section in two different directions at different time periods is obtained respectively, where the hourly traffic volume of vehicles passing through direction one and direction two is Q 1 , Q 2 ; Assume that the total number of lanes in the construction section is N, the number of construction lanes is n, and the number of remaining two-way lanes in the construction section is N. 1 and N 2 ; N 1 +N 2 =N-n (3) Establish the objective function F(N 1 , N 2 ), establish constraints based on the objective function variables: In the above formula (4), N 1 Corresponding to Q 1 Number of lanes in the direction, N 2 Corresponding to Q 2 The number of lanes in the direction, where S is the single lane capacity of the road section, λ 1 is the lane utilization rate of the construction section in direction 1, λ 2 is the lane utilization rate of the construction section in direction 2. The lane utilization rate of the construction section refers to the percentage of the traffic volume passing through the construction section lane in a certain period of time to the maximum traffic volume that the construction section lane can accommodate. 0 is the lane utilization rate threshold of the construction section. If the lane utilization rate of the construction section is greater than λ 0 , then the lanes of the construction section will be congested and paralyzed; If F(N 1 , N 2 ) has a solution, then the construction section can meet the double-lane traffic requirements; if F(N 1 , N 2 ) has no solution, the construction section does not meet the requirements for double-lane traffic.

6. According to the method for dynamically setting traffic organization for half-width road construction with strong accessibility requirements as described in claim 1, It is characterized in that The enumeration method is used to select the optimal two-way lane allocation scheme for the half-width construction section, as follows: Establishing the objective function as follows In formula (5), N 1 、N 2 are the number of lanes in the construction section in direction one and direction two, is the average lane utilization rate of the construction section; Establish constraints based on the objective function variables: In the above formula (6), N 1 Corresponding to Q 1 Number of lanes in the direction, N 2 Corresponding to Q 2 The number of lanes in the direction, where S is the single lane capacity of the road section, λ 1 is the lane utilization rate of the construction section in direction 1, λ 2 is the lane utilization rate of the construction section in direction 2, is the average lane utilization rate of the construction section; All lane allocation situations are enumerated by using equations (5) and (6), and then the lane utilization rates of the construction sections in both directions are calculated, and the lane allocation scheme with the minimum average lane utilization rate of the construction section is selected.

7. According to the method for dynamically setting traffic organization for half-width road construction with strong accessibility requirements as described in claim 1, It is characterized in that The number of lanes that do not meet the double-lane traffic requirements in the construction section is allocated as follows: ① The construction section is not the only path for vehicles that frequently pass through in direction one or direction two; Judge Q 1 With Q 2 The size of Q 1 ≥Q 2 , Direction 1 adopts single-lane traffic; when Q 1 <Q 2 , Direction 2 adopts single-lane traffic and reasonably allocates the number of lanes in the half-width construction section; ② If the construction section is the only route for vehicles that frequently pass through in direction one, but not the only route for vehicles that frequently pass through in direction two, single-lane traffic will be adopted in direction one; ③ If the construction road is the only path for vehicles that frequently pass through in direction 2, but not the only path for vehicles that frequently pass through in direction 1, then single-lane traffic is adopted in direction 2; ④ The construction sections are the only paths for vehicles that frequently pass through in directions one and two; the construction sections adopt double-lane traffic, and the number of lanes in the two directions is determined based on the ratio of the frequent vehicle flow in directions one and two.

8. According to the method for dynamically setting traffic organization for half-width road construction with strong accessibility requirements as described in claim 7, It is characterized in that After determining the number of lanes on the construction section, determine the lane plan for each entrance direction of the intersection based on the original vehicle passing data at the electric police checkpoint and the current frequent vehicle passing data at the electric police checkpoint.

9. According to the method for dynamically setting traffic organization for half-width road construction with strong accessibility requirements as described in claim 1, It is characterized in that When the construction section is a double-lane road, the phase plan for each time period can adopt the current phase plan; when the construction section is a single-lane road, the phase plan for each time period needs to be adjusted in combination with the intersection entrance lane allocation plan.

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