Road plane intersection traffic operation evaluation method and system

Abstract

The invention discloses a road plane intersection traffic operation evaluation method, which comprises the following steps: carrying out data acquisition on an intersection, and obtaining traffic mode classification of the intersection and the flow, average delay and average passenger carrying coefficient of each traffic mode; according to the flow and the average passenger carrying coefficient of each traffic mode, calculating the standard passenger flow of each traffic mode and the standard total passenger flow of the intersection; setting a priority level coefficient of each traffic mode, and calculating the total delay of the standard people at the intersection based on the priority level coefficient; and based on the intersection standard person total flow and the intersection standard person total delay, calculating the intersection standard person average delay, and performing grade evaluation on the intersection traffic operation level according to the intersection standard person average delay. The invention also discloses a road plane intersection traffic operation evaluation system. According to the method, the technical problem of how to quantitatively evaluate the urban road plane intersection on the basis of the traffic mode priority level coefficient integrity is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of transportation planning and management, and in particular to a method and system for evaluating traffic operation at a road level intersection. Background Art

[0002] Intersections are gathering and distribution points for all directions of motor vehicle, non-motor vehicle, and pedestrian traffic. Traffic conflicts between these directional flows make intersections bottlenecks in road network operations and frequent accident sites. Intersection traffic operation evaluation essentially assesses the traffic operation service levels of all types of transportation participants. This evaluation is a necessary prerequisite for traffic management at existing intersections and is also essential for evaluating the rationality of traffic design schemes for new intersections. Current road intersection traffic operation evaluation methods mostly focus on "vehicles," converting motor vehicles and non-motor vehicles into "standard vehicles" for evaluation. Pedestrians are either evaluated separately or not at all, lacking a holistic evaluation that encompasses all modes of transportation.

[0003] Against the backdrop of the current acute imbalance between supply and demand for motor vehicle traffic, a "people-oriented" and "refined" approach to traffic planning and design offers a fundamental solution to traffic congestion. Intersections are a major bottleneck in road network operation, and comprehensive traffic performance assessment from a human perspective is a crucial component of traffic planning and design. Currently, a holistic evaluation method that comprehensively considers all modes of transportation has yet to be established, hindering the comprehensive assessment of traffic control schemes at intersections. Therefore, a method and system for evaluating traffic performance at intersections is urgently needed to address the technical challenge of comprehensively and quantitatively evaluating urban intersections based on mode priority coefficients. Summary of the Invention

[0004] The main purpose of the present invention is to propose a method and system for evaluating traffic operation at road intersections, aiming to solve the technical problem of how to quantitatively evaluate urban road intersections based on the overall traffic mode priority coefficient.

[0005] To achieve the above object, the present invention provides a method for evaluating traffic operation at a road intersection, wherein the method comprises the following steps:

[0006] S1. Collect data at the intersection to obtain the traffic mode classification at the intersection, as well as the flow, average delay and average passenger load factor of each traffic mode;

[0007] S2. Calculate the standard passenger flow of each mode of transportation and the total standard passenger flow at the intersection based on the flow rate and average passenger load factor of each mode of transportation;

[0008] S3. Setting a priority coefficient for each mode of transportation, and calculating a standard total delay for a person at the intersection based on the priority coefficient;

[0009] S4. Based on the total standard person flow and total delay of the standard person at the intersection, calculate the average delay of the standard person at the intersection, and evaluate the traffic operation level of the intersection based on the average delay of the standard person at the intersection.

[0010] In one preferred solution, the intersection traffic mode classification in step S1 includes:

[0011] Freight motor vehicles, passenger motor vehicles, non-motor vehicles and pedestrians;

[0012] The freight motor vehicles include large trucks, medium-sized trucks, and small trucks; the passenger motor vehicles include large buses, medium-sized buses, and small buses; and the non-motor vehicles include electric bicycles and human-powered bicycles.

[0013] One of the preferred solutions, the standard passenger flow of each mode of transportation is:

[0014] a i =q i k i

[0015] Among them, a i is the standard passenger flow of the i-th mode of transportation, q i is the flow of the i-th mode of transportation, k i is the average passenger load factor of the i-th mode of transportation, i∈[1,9].

[0016] One of the preferred solutions is that the total standard passenger flow at the intersection of each mode of transportation is:

[0017]

[0018] Among them, A is the total standard passenger flow at the intersection of each transportation mode.

[0019] In one preferred solution, the standard total delay at the intersection is:

[0020]

[0021] Where D is the total delay of the standard person at the intersection, a i is the standard passenger flow of the ith mode of transportation, d i is the average delay of the i-th mode of transportation, p i is the priority coefficient of the i-th mode of transportation.

[0022] One of the preferred solutions is that the average delay per person at the intersection is:

[0023]

[0024] Among them, d' is the average delay of a standard person at the intersection, D is the total delay of a standard person at the intersection, and A is the total flow of standard people at the intersection for each mode of transportation.

[0025] In one preferred embodiment, step S4 further comprises:

[0026] Set the average delay threshold interval for standard people at intersections;

[0027] According to the threshold interval, a traffic operation evaluation level of the road intersection is constructed accordingly.

[0028] In one preferred solution, step S4 evaluates the traffic operation level of the intersection based on the average delay of the standard person at the intersection, specifically:

[0029] If the average delay of the standard person at the intersection is in the first threshold range, the traffic operation level of the intersection is at level A;

[0030] If the average delay of the standard person at the intersection is in the second threshold range, the traffic operation level of the intersection is at level B;

[0031] If the average delay of the standard person at the intersection is in the third threshold range, the traffic operation level of the intersection is at level C;

[0032] If the average delay of the standard person at the intersection is in the fourth threshold range, the traffic operation level of the intersection is at level D;

[0033] If the average delay of the standard person at the intersection is in the fifth threshold range, the traffic operation level of the intersection is at level E;

[0034] If the standard average delay per person at the intersection is within the sixth threshold range, the traffic operation level at the intersection is at level F.

[0035] A road intersection traffic operation evaluation system, comprising:

[0036] A data acquisition unit, a data storage unit, and a data analysis unit connected in sequence;

[0037] The data acquisition unit is used to collect basic data of various traffic modes at the intersection;

[0038] The data storage unit is used to store basic data of various traffic modes at the intersection and to store a computer program that can be run on the data analysis unit;

[0039] The data analysis unit executes the computer program based on the basic data of each traffic mode at the intersection to implement the traffic operation evaluation method for a road level intersection.

[0040] In the above-mentioned technical solution of the present invention, the method for evaluating traffic operation at a road intersection includes the following steps: collecting data at the intersection to obtain the intersection traffic mode classification, as well as the flow rate, average delay, and average passenger load factor of each traffic mode; calculating the standard passenger flow rate for each traffic mode and the total standard passenger flow rate at the intersection based on the flow rate and average passenger load factor of each traffic mode; setting a priority coefficient for each traffic mode and calculating the total standard passenger delay at the intersection based on the priority coefficient; calculating the average standard passenger delay at the intersection based on the total standard passenger flow and the total standard passenger delay at the intersection, and evaluating the traffic operation level at the intersection based on the average standard passenger delay at the intersection. This invention solves the technical problem of how to comprehensively and quantitatively evaluate urban road intersections based on traffic mode priority coefficients.

[0041] In the present invention, the traffic operation evaluation of road surface intersections is shifted from "focusing on vehicles" to "focusing on people", and comprehensive consideration is given to various traffic mode participants in the intersection. By determining the priority coefficient of each traffic mode, the standard average delay per person at the intersection is calculated, and finally the traffic operation level of the intersection is graded according to the standard average delay per person at the intersection. This breaks through the limitation of "separate evaluation of vehicles and people" in the current intersection traffic operation evaluation, and can be directly applied to traffic operation evaluation in various scenarios such as road surface intersection entrances, entrance directions, and the entire intersection. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0043] Figure 1 The figure is a schematic diagram of a method for evaluating traffic operation at a road intersection according to an embodiment of the present invention.

[0044] The realization of the objectives, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0045] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of the present invention.

[0046] In addition, the terms "first," "second," and so on, used in this disclosure are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, features specified as "first" or "second" may explicitly or implicitly include at least one of these features.

[0047] Moreover, the technical solutions between the various embodiments of the present invention may be combined with each other, but this must be based on the fact that ordinary technicians in this field can implement them. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0048] See also Figure 1 According to one aspect of the present invention, the present invention provides a method for evaluating traffic operation at a road intersection, wherein the method comprises the following steps:

[0049] S1. Collect data at the intersection to obtain the traffic mode classification at the intersection, as well as the flow, average delay and average passenger load factor of each traffic mode;

[0050] S2. Calculate the standard passenger flow of each mode of transportation and the total standard passenger flow at the intersection based on the flow rate and average passenger load factor of each mode of transportation;

[0051] S3. Setting a priority coefficient for each mode of transportation, and calculating a standard total delay for a person at the intersection based on the priority coefficient;

[0052] S4. Based on the total standard person flow and total delay of the standard person at the intersection, calculate the average delay of the standard person at the intersection, and evaluate the traffic operation level of the intersection based on the average delay of the standard person at the intersection.

[0053] Specifically, in this embodiment, the traffic modes of all traffic participants in the road intersection are divided according to traffic surveys, traffic simulations, and traffic big data, and then the average delay of each traffic mode is calculated according to the type of division; the intersection traffic mode classification includes: freight motor vehicles, passenger motor vehicles, non-motor vehicles and pedestrians; the freight motor vehicles include large trucks, medium-sized trucks, and small trucks; the passenger motor vehicles include large buses, medium-sized buses, and small buses; the non-motor vehicles include electric bicycles and human-powered bicycles.

[0054] Specifically, in this embodiment, the average passenger load factor is the average number of passengers carried by a certain mode of transportation during a specific period of time at the intersection, and is expressed as k. iFor freight vehicles, the average passenger load factor is calculated using a conversion method, referred to as the converted average passenger load factor. For example, for large trucks, the average load factor is first converted to a standard vehicle with reference to relevant industry standards or methods, and then the average load factor of the standard vehicle (passenger car) is used to calculate the converted average passenger load factor of the large truck. For passenger vehicles and non-motor vehicles, the average load factor can be obtained through traffic surveys or industry parameters. In the present invention, the average load factor of each mode of transportation is shown in Table 1, and can be appropriately adjusted according to actual conditions in actual use.

[0055] Table 1 Average passenger load factors of different modes of transportation

[0056]

[0057] Specifically, in this embodiment, the standard passenger flow of each mode of transportation is converted into a standard passenger flow according to the flow and average passenger load factor of each mode of transportation at the intersection; among them, the freight motor vehicle is the converted average passenger load factor, that is, a i =q i h i k6,h i is the conversion factor of the i-th type truck model into a standard passenger car, k6 is the average passenger load factor of the passenger car; the standard passenger flow of each mode of transportation is:

[0058] a i =q i k i

[0059] Among them, a i is the standard passenger flow of the i-th mode of transportation, q i is the flow of the i-th mode of transportation, k i is the average passenger load factor of the i-th mode of transportation, i∈[1,9], where i=1 represents a large truck, i=2 represents a medium-sized truck, i=3 represents a small truck, i=4 represents a large bus, i=5 represents a medium-sized bus, i=6 represents a small bus, i=7 represents an electric bicycle, i=8 represents a human-powered bicycle, and i=9 represents a pedestrian.

[0060] Specifically, in this embodiment, the total standard passenger flow of each traffic mode at the intersection is the sum of the standard passenger flow of each traffic mode at the intersection. The total standard passenger flow of each traffic mode at the intersection is:

[0061]

[0062] Among them, A is the total standard passenger flow at the intersection of each transportation mode.

[0063] Specifically, in this embodiment, the priority coefficients of each mode of transportation are set by traffic management decision makers according to the intersection traffic location, intersecting road level, intersection traffic function positioning, etc., and the priority coefficients are assigned. i Indicated by, for example, the priority coefficients of large trucks, medium trucks, small trucks, large buses, medium buses, small buses, electric bicycles, human-powered bicycles and pedestrians are represented by p1, p2, p3, p4, p5, p6, p7, p8 and p9 respectively, 0≤p i ≤1, p i The larger the value, the higher the priority;

[0064] In the present invention, the priority coefficients of different modes of transportation are shown in Table 2, and can be appropriately adjusted according to actual conditions during actual use.

[0065] Table 2 Priority coefficients of different modes of transportation

[0066]

[0067] Specifically, in this embodiment, the total delay of a standard person at an intersection is the cumulative delay of all standard pedestrian flows at the intersection, and the total delay of a standard person at an intersection is:

[0068]

[0069] Where D is the total delay of the standard person at the intersection, a i is the standard passenger flow of the ith mode of transportation, d i is the average delay of the i-th mode of transportation, p i is the priority coefficient of the i-th mode of transportation.

[0070] Specifically, in this embodiment, the average delay of a standard person at an intersection is the average delay of a single standard person flow at the intersection, and the average delay of a standard person at an intersection is:

[0071]

[0072] Among them, d' is the average delay of a standard person at the intersection, D is the total delay of a standard person at the intersection, and A is the total flow of standard people at the intersection for each mode of transportation.

[0073] Specifically, in this embodiment, step S4 further includes:

[0074] Setting a standard average delay threshold interval for a person at an intersection; the threshold intervals include a first threshold interval, a second threshold interval, a third threshold interval, a fourth threshold interval, a fifth threshold interval, and a sixth threshold interval;

[0075] According to the threshold interval, a corresponding road intersection operation evaluation grade is constructed; the evaluation grades include grade A, grade B, grade C, grade D, grade E and grade F.

[0076] Specifically, in this embodiment, see Table 3 for the threshold intervals of the present invention; Step S4 evaluates the traffic operation level of the intersection according to the average delay of the standard person at the intersection, specifically:

[0077] If the average delay of the standard person at the intersection is in the first threshold range, the traffic operation level of the intersection is at level A;

[0078] If the average delay of the standard person at the intersection is in the second threshold range, the traffic operation level of the intersection is at level B;

[0079] If the average delay of the standard person at the intersection is in the third threshold range, the traffic operation level of the intersection is at level C;

[0080] If the average delay of the standard person at the intersection is in the fourth threshold range, the traffic operation level of the intersection is at level D;

[0081] If the average delay of the standard person at the intersection is in the fifth threshold range, the traffic operation level of the intersection is at level E;

[0082] If the standard average delay per person at the intersection is within the sixth threshold range, the traffic operation level at the intersection is at level F.

[0083] Table 3 Traffic operation level at road intersections

[0084] Intersection operating level Threshold division(s) A-level 0≤d'≤15 Class B 15＜d'≤25 C-level 25＜d'≤40 D-Class 40＜d'≤60 E-Class 60＜d'≤85 F-Class d'＞85

[0085] According to another aspect of the present invention, the present invention provides a road intersection traffic operation evaluation system, wherein the road intersection traffic operation evaluation system comprises:

[0086] A data acquisition unit, a data storage unit, and a data analysis unit connected in sequence;

[0087] The data acquisition unit is used to collect basic data of various traffic modes at the intersection;

[0088] The data storage unit is used to store basic data of various traffic modes at the intersection and to store a computer program that can be run on the data analysis unit;

[0089] The data analysis unit executes the computer program based on the basic data of each traffic mode at the intersection to implement the traffic operation evaluation method for a road level intersection.

[0090] Specifically, in this embodiment, the present invention takes a certain flat signalized intersection in Changsha City, Hunan Province as an example, calculates the standard average delay of the intersection and rates it;

[0091] By obtaining basic data on the current status of the intersection, including peak hour traffic flow, average delay, average passenger load factor of passenger motor vehicles and non-motor vehicles, etc., see Table 4;

[0092] Table 4 Traffic flow, average delay and average passenger load factor of each traffic mode at a signalized intersection in Changsha

[0093]

[0094] The standard passenger flow of each mode of transportation is calculated based on the collected basic data. The standard passenger flow of each mode of transportation is:

[0095] a i =q i k i

[0096] The standard total pedestrian flow at the intersection is:

[0097]

[0098] Combining Table 1 and Table 4, the calculation results are shown in Table 5;

[0099] Table 5 Standard passenger flow of each traffic mode at a signalized intersection in Changsha

[0100]

[0101]

[0102] Combine Table 2, Table 4 and Table 5 to calculate the total delay of standard passengers at the example intersection. The calculation results are shown in

[0103] Table 6, the total delay of the standard person at the intersection is:

[0104]

[0105] Table 6 Total delay of standard passengers for each traffic mode at a signalized intersection in Changsha

[0106]

[0107] Combining Tables 5 and 6, the standard average delay per person at the example intersection is calculated. The calculation results are shown in Table 7. The standard average delay per person at the intersection is:

[0108]

[0109] Table 7 Average delay of standard passengers at a signalized intersection in Changsha

[0110] Calculate D value Calculate the A value Calculate the d' value 705336 13803 51.10

[0111] According to the calculated standard average delay of 51.10, the standard average delay of this intersection is in the fourth threshold range. Therefore, the traffic operation level of this flat signal intersection during the analysis period is at level D.

[0112] The above are only preferred embodiments of the present invention and are not intended to limit the patent scope of the present invention. All equivalent structural transformations made using the contents of the present description and drawings under the inventive concept of the present invention, or direct / indirect applications in other related technical fields, are included in the patent protection scope of the present invention.

Claims

1. A method for evaluating traffic operation at a road intersection, characterized in that: The following steps are involved: S1. Collect data at intersections to obtain the classification of traffic modes at intersections, as well as the flow, average delay and average passenger load factor of each traffic mode; S2. Calculate the standard passenger flow of each mode of transportation and the total standard passenger flow at the intersection based on the flow and average passenger load factor of each mode of transportation; S3, setting a priority coefficient for each mode of transportation, and calculating a standard total delay for a person at an intersection based on the priority coefficient; S4. Based on the total standard person flow and the total delay of the standard person at the intersection, calculate the average delay of the standard person at the intersection, and evaluate the traffic operation level of the intersection according to the average delay of the standard person at the intersection.

2. A method for evaluating traffic operation at a road intersection according to claim 1, characterized in that: The intersection traffic mode classification in step S1 includes: Freight motor vehicles, passenger motor vehicles, non-motor vehicles and pedestrians; The freight motor vehicles include large trucks, medium-sized trucks, and small trucks; the passenger motor vehicles include large buses, medium-sized buses, and small buses; and the non-motor vehicles include electric bicycles and human-powered bicycles.

3. A method for evaluating traffic operation at a road intersection according to any one of claims 1 to 2, characterized in that: The standard passenger flow of each mode of transportation is: a i =q i k i Among them, a i is the standard passenger flow of the ith mode of transportation, q i is the flow rate of the i-th mode of transportation, k i is the average passenger load factor of the i-th mode of transportation, i∈[1,9].

4. A method for evaluating traffic operation at a road intersection according to claim 3, characterized in that: The total standard passenger flow at the intersection of each traffic mode is: Among them, A is the total standard passenger flow at the intersection of each transportation mode.

5. A method for evaluating traffic operation at a road intersection according to any one of claims 1 to 2, characterized in that: The standard total delay for the intersection is: Where D is the total delay of the standard person at the intersection, a i is the standard passenger flow of the ith mode of transportation, d i is the average delay of the ith mode of transportation, p i is the priority coefficient of the i-th mode of transportation.

6. A method for evaluating traffic operation at a road intersection according to any one of claims 1 to 2, characterized in that: The standard average delay for the intersection is: Among them, d' is the average delay of a standard person at the intersection, D is the total delay of a standard person at the intersection, and A is the total flow of standard people at the intersection for each mode of transportation.

7. A method for evaluating traffic operation at a road intersection according to any one of claims 1 to 2, characterized in that: The step S4 further comprises: Set the average delay threshold interval for standard people at intersections; According to the threshold interval, a traffic operation evaluation grade of the road intersection is constructed accordingly.

8. A method for evaluating traffic operation at a road intersection according to claim 7, characterized in that: The step S4 evaluates the traffic operation level of the intersection according to the average delay of the standard person at the intersection, specifically: If the average delay of the standard person at the intersection is in the first threshold interval, the traffic operation level of the intersection is at level A; If the average delay of the standard person at the intersection is in the second threshold interval, the traffic operation level of the intersection is at Class B; If the average delay of the standard person at the intersection is in the third threshold interval, the traffic operation level of the intersection is at level C; If the average delay of the standard person at the intersection is in the fourth threshold interval, the traffic operation level of the intersection is at level D; If the average delay of the standard person at the intersection is in the fifth threshold interval, the traffic operation level of the intersection is at level E; If the standard average delay of a person at an intersection is within the sixth threshold range, the traffic operation level at the intersection is at level F.

9. A system comprising a road intersection traffic operation evaluation method according to any one of claims 1 to 8, characterized in that: include: A data acquisition unit, a data storage unit, and a data analysis unit connected in sequence; The data collection unit is used to collect basic data of various traffic modes at the intersection; The data storage unit is used to store basic data of various traffic modes at the intersection and to store a computer program that can be run on the data analysis unit; The data analysis unit executes the computer program based on the basic data of each traffic mode at the intersection to implement a road level intersection traffic operation evaluation method as described in any one of claims 1-8.

Images