A traffic operation evaluation method and system for road plane intersections

Abstract

The present invention discloses a method for evaluating traffic operation at a road plane intersection, comprising the following steps: collecting data of the intersection to obtain the classification of traffic modes at the intersection, as well as the flow, average delay and average passenger-carrying coefficient of each traffic mode; calculating the standard passenger flow of each traffic mode and the total standard passenger flow of the intersection according to the flow and average passenger-carrying coefficient of each traffic mode; setting the priority level coefficient of each traffic mode, and calculating the total standard passenger delay of the intersection based on the priority level coefficient; calculating the average standard passenger delay of the intersection based on the total standard passenger flow and the total standard passenger delay of the intersection, and evaluating the traffic operation level of the intersection according to the average standard passenger delay of the intersection. The present invention also discloses a traffic operation evaluation system for a road plane intersection. The present invention solves the technical problem of how to integrally and quantitatively evaluate an urban road plane intersection based on the traffic mode priority level coefficient.

Description

Technical Field

[0001] The present invention relates to the technical field of transportation planning and management, and particularly to a traffic operation evaluation method and system for road plane intersections. Background Art

[0002] An intersection is a gathering point for motor vehicle flows, non-motor vehicle flows, and pedestrian flows in all directions. The traffic conflicts between traffic flows in all directions make the intersection a bottleneck in road network operation and a place with frequent accidents. The evaluation of intersection traffic operation is essentially an evaluation of the traffic operation service levels of participants in various traffic modes. This evaluation is a necessary prerequisite for the traffic management of existing intersections and also a necessary task for evaluating the rationality of traffic design schemes for newly built intersections. The existing traffic operation evaluation methods for road plane intersections mostly take "vehicles" as the main body, convert motor vehicles and non-motor vehicles into "standard vehicles" for evaluation, and for pedestrians, either evaluate them separately or do not evaluate them at all, lacking an overall evaluation that includes various traffic modes.

[0003] Under the background of the prominent contradiction between the supply and demand of road motor vehicle traffic at present, the traffic planning and design concepts of "people-oriented" and "fine-grained" are the way to fundamentally solve traffic congestion. Road plane intersections are the main bottlenecks in road network operation. Conducting a comprehensive traffic operation assessment of them from the perspective of "people" is an important content in traffic planning and design. At present, a set of overall evaluation methods that comprehensively consider various traffic modes has not been constructed, and it is impossible to comprehensively evaluate the traffic control schemes of intersections. Therefore, there is an urgent need to propose a traffic operation evaluation method and system for road plane intersections to solve the technical problem of how to comprehensively and quantitatively evaluate urban road plane intersections based on the priority level coefficients of traffic modes. Summary of the Invention

[0004] The main object of the present invention is to propose a traffic operation evaluation method and system for road plane intersections, aiming to solve the technical problem of how to comprehensively and quantitatively evaluate urban road plane intersections based on the priority level coefficients of traffic modes.

[0005] To achieve the above object, the present invention provides a traffic operation evaluation method for road plane intersections. Among them, the traffic operation evaluation method for road plane intersections includes the following steps:

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

[0007] S2. Calculate the standard pedestrian flow of each traffic mode and the total standard pedestrian flow of the intersection according to the flow and average passenger load factor of each traffic mode;

[0008] S3. Set the priority level coefficients for each transportation mode, and calculate the total delay of standard persons at the intersection based on the priority level coefficients;

[0009] S4. Calculate the average delay of standard persons at the intersection based on the total flow of standard persons and the total delay of standard persons at the intersection, and conduct a level evaluation of the traffic operation level at the intersection according to the average delay of standard persons at the intersection.

[0010] One of the preferred solutions, the classification of transportation modes at the intersection 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 trucks and small trucks; the passenger motor vehicles include large buses, medium buses and small cars; the non-motor vehicles include electric bicycles and human-powered bicycles.

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

[0014] a i =q i k i

[0015] where a i is the standard traffic flow of the i-th transportation mode, q i is the traffic flow of the i-th transportation mode, k i is the average passenger-carrying coefficient of the i-th transportation mode, and i ∈ [1, 9].

[0016] One of the preferred solutions, the total flow of standard persons at the intersection for each transportation mode is:

[0017]

[0018] where A is the total flow of standard persons at the intersection for each transportation mode.

[0019] One of the preferred solutions, the total delay of standard persons at the intersection is:

[0020]

[0021] where D is the total delay of standard persons at the intersection, a i is the standard traffic flow of the i-th transportation mode, d i is the average delay of the i-th transportation mode, and p i is the priority level coefficient of the i-th transportation mode.

[0022] One of the preferred solutions, the average delay of standard persons at the intersection is:

[0023]

[0024] Among them, d' is the average delay of standard persons at the intersection, D is the total delay of standard persons at the intersection, and A is the total flow of standard persons of each traffic mode at the intersection.

[0025] One of the preferred solutions is that the step S4 further includes:

[0026] Set the threshold interval of the average delay of standard persons at the intersection;

[0027] According to the threshold interval, construct the traffic operation evaluation level of the road plane intersection correspondingly.

[0028] One of the preferred solutions is that the step S4 conducts a level evaluation on the traffic operation level of the intersection according to the average delay of standard persons at the intersection, specifically:

[0029] If the average delay of standard persons at the intersection is within the first threshold interval, the traffic operation level of the intersection is at level A;

[0030] If the average delay of standard persons at the intersection is within the second threshold interval, the traffic operation level of the intersection is at level B;

[0031] If the average delay of standard persons at the intersection is within the third threshold interval, the traffic operation level of the intersection is at level C;

[0032] If the average delay of standard persons at the intersection is within the fourth threshold interval, the traffic operation level of the intersection is at level D;

[0033] If the average delay of standard persons at the intersection is within the fifth threshold interval, the traffic operation level of the intersection is at level E;

[0034] If the average delay of standard persons at the intersection is within the sixth threshold interval, the traffic operation level of the intersection is at level F.

[0035] A traffic operation evaluation system for a road plane intersection includes:

[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 the basic data of each traffic mode at the intersection;

[0038] The data storage unit is used to store the basic data of each traffic mode at the intersection and store the computer program that can 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 plane intersection as described above.

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

[0041] In the present invention, the traffic operation evaluation of road plane intersections is shifted from "vehicle-centered" to "people-centered", comprehensively considering the participants of each traffic mode within the intersection. By determining the priority level coefficient of each traffic mode, calculating the average standard passenger delay of the intersection, and finally evaluating the traffic operation level of the intersection according to the average standard passenger delay of the intersection, it breaks through the limitation of "separate evaluation of vehicles and people" in the current traffic operation evaluation of intersections, and can be directly applied to the traffic operation evaluation of various scenarios such as the approach lanes of road plane intersections, approach lanes in different 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 will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on the structures shown in these drawings.

[0043] Figure 1 It is a schematic diagram of a traffic operation evaluation method for a road plane intersection according to an embodiment of the present invention.

[0044] The realization of the object, functional characteristics, and advantages of the present invention will be further described in conjunction with the embodiments with reference to the drawings. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0045] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, rather than all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0046] In addition, in the present invention, descriptions such as "first" and "second" are for descriptive purposes only, and should not be construed as indicating or implying their relative importance or implicitly specifying the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one of such features.

[0047] Moreover, the technical solutions between various embodiments of the present invention can be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered 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 Figure 1 , according to one aspect of the present invention, the present invention provides a method for evaluating the traffic operation of a road plane intersection, wherein the method for evaluating the traffic operation of the road plane intersection includes the following steps:

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

[0050] S2. Calculate the standard traffic flow of each traffic mode and the total standard traffic flow of the intersection according to the flow rate and average passenger load factor of each traffic mode;

[0051] S3. Set the priority level coefficient of each traffic mode and calculate the total standard delay of the intersection based on the priority level coefficient;

[0052] S4. Calculate the average standard delay of the intersection based on the total standard traffic flow of the intersection and the total standard delay of the intersection, and conduct a level evaluation of the traffic operation level of the intersection according to the average standard delay of the intersection.

[0053] Specifically, in this embodiment, the traffic modes of all traffic participants within the road plane intersection are divided according to traffic surveys, traffic simulations, traffic big data, etc., and then the average delay of each traffic mode is calculated according to the divided types; the traffic mode classification at the intersection includes: freight motor vehicles, passenger motor vehicles, non-motor vehicles, and pedestrians; the freight motor vehicles include large trucks, medium trucks, and small trucks; the passenger motor vehicles include large buses, medium buses, and small cars; 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 traffic mode when passing through the intersection during a specific period, denoted by k iFor freight motor vehicles, the average passenger-carrying coefficient is calculated using a conversion method, simply referred to as the converted average passenger-carrying coefficient. For example, for large trucks, first convert them to standard vehicles according to relevant industry standards or methods, and then calculate the converted average passenger-carrying coefficient of large trucks based on the average passenger-carrying coefficient of standard vehicles (passenger cars); for passenger motor vehicles and non-motor vehicles, the average passenger-carrying coefficient can be obtained through traffic surveys or industry parameters; in the present invention, the average passenger-carrying coefficient of each transportation mode is shown in Table 1 and can be appropriately adjusted according to actual situations during actual use;

[0055] Table 1 Average Passenger-Carrying Coefficients of Different Transportation Modes

[0056]

[0057] Specifically, in this embodiment, the standard pedestrian flow of each transportation mode is the converted standard pedestrian flow of various transportation modes in the intersection according to their flow and average passenger-carrying coefficient; among them, for freight motor vehicles, it is the converted average passenger-carrying coefficient, that is, a i = q i h i k6, h i is the conversion coefficient for converting the i-th type of truck model into a standard passenger car, and k6 is the average passenger-carrying coefficient of a passenger car; the standard pedestrian flow of each transportation mode is:

[0058] a i = q i k i

[0059] wherein, a i is the standard pedestrian flow of the i-th transportation mode, q i is the flow of the i-th transportation mode, k i is the average passenger-carrying coefficient of the i-th transportation mode, i ∈ [1, 9], where i = 1 represents large trucks, i = 2 represents medium trucks, i = 3 represents small trucks, i = 4 represents large buses, i = 5 represents medium buses, i = 6 represents passenger cars, i = 7 represents electric bicycles, i = 8 represents human-powered bicycles, and i = 9 represents pedestrians.

[0060] Specifically, in this embodiment, the total standard pedestrian flow of each transportation mode at the intersection is the sum of the standard pedestrian flows of each transportation mode in the intersection, and the total standard pedestrian flow of each transportation mode at the intersection is:

[0061]

[0062] wherein, A is the total standard pedestrian flow of each transportation mode at the intersection.

[0063] Specifically, in this embodiment, the priority level coefficients of each transportation mode are set by traffic management decision-makers according to the traffic location of the intersection, the grades of intersecting roads, the traffic function positioning of the intersection, etc., and the level coefficients are assigned. Using p i to represent, for example, the priority level 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, p9 respectively, 0 ≤ p i ≤ 1, the larger the value of p i , the higher the priority level;

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

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

[0066]

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

[0068]

[0069] where D is the total delay of standard persons at the intersection, a i is the standard pedestrian flow of the i-th transportation mode, d i is the average delay of the i-th transportation mode, and p i is the priority level coefficient of the i-th transportation mode.

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

[0071]

[0072] where d' is the average delay of standard persons at the intersection, D is the total delay of standard persons at the intersection, and A is the total standard pedestrian flow of each transportation mode at the intersection.

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

[0074] Setting the threshold interval of the average delay of standard persons at the intersection; the threshold interval includes the first threshold interval, the second threshold interval, the third threshold interval, the fourth threshold interval, the fifth threshold interval and the sixth threshold interval;

[0075] According to the threshold interval, a running evaluation level of the road plane intersection is correspondingly constructed; the evaluation levels include level A, level B, level C, level D, level E and level F.

[0076] Specifically, in this embodiment, refer to Table 3 for the threshold interval of the present invention; in step S4, the traffic operation level of the intersection is evaluated according to the average delay of standard persons at the intersection, specifically:

[0077] If the average delay of standard persons at the intersection is within the first threshold interval, the traffic operation level of the intersection is at level A;

[0078] If the average delay of standard persons at the intersection is within the second threshold interval, the traffic operation level of the intersection is at level B;

[0079] If the average delay of standard persons at the intersection is within the third threshold interval, the traffic operation level of the intersection is at level C;

[0080] If the average delay of standard persons at the intersection is within the fourth threshold interval, the traffic operation level of the intersection is at level D;

[0081] If the average delay of standard persons at the intersection is within the fifth threshold interval, the traffic operation level of the intersection is at level E;

[0082] If the average delay of standard persons at the intersection is within the sixth threshold interval, the traffic operation level of the intersection is at level F.

[0083] Table 3 Traffic operation level of road plane intersection

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

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

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

[0087] The data acquisition unit is used for acquiring the basic data of each traffic mode at the intersection;

[0088] The data storage unit is used for storing the basic data of each traffic mode at the intersection and storing a computer program that can 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 plane intersection as described above.

[0090] Specifically, in this embodiment, the present invention takes a certain plane signal intersection in Changsha City, Hunan Province as an example to calculate the average delay of standard persons at this intersection and rate it;

[0091] By obtaining the basic data of the intersection under the current situation, including the peak-hour traffic flow of each transportation mode at the intersection, average delay, average passenger-carrying coefficients of passenger motor vehicles and non-motor vehicles, etc., as shown in Table 4;

[0092] Table 4 Traffic Flow, Average Delay and Average Passenger-Carrying Coefficient of Each Transportation Mode at a Certain Plane Signal Intersection in Changsha

[0093]

[0094] Calculate the standard traffic volume of each transportation mode through the collected basic data. The standard traffic volume of each transportation mode is:

[0095] a i =q i k i

[0096] The standard total traffic volume of the intersection is:

[0097]

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

[0099] Table 5 Standard Traffic Volume of Each Transportation Mode at a Certain Plane Signal Intersection in Changsha

[0100]

[0101]

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

[0103] Table 6. The total delay of standard persons at the intersection is:

[0104]

[0105] Table 6 Total Delay of Standard Persons of Each Transportation Mode at a Certain Plane Signal Intersection in Changsha

[0106]

[0107] Combining Table 5 and Table 6, calculate the average delay of standard persons at the example intersection. The calculation results are shown in Table 7. The average delay of standard persons at the intersection is:

[0108]

[0109] Table 7 Total average delay of standard person at a plane signal intersection in Changsha

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

[0111] Based on the calculated average delay of the standard person being 51.10, the average delay of the standard person at this intersection is in the fourth threshold interval. Therefore, the traffic operation level of this plane signal intersection during the analysis period is at level D.

[0112] The above is only the preferred embodiment of the present invention, and does not limit the patent scope of the present invention. Any equivalent structural transformation made under the inventive concept of the present invention by using the content of the specification and drawings of the present invention, or any direct / indirect application in other related technical fields is 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; 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 trucks, and small trucks; the passenger motor vehicles include large buses, medium buses, and small buses; the non-motor vehicles include electric bicycles and human-powered bicycles; S2. Calculate the standard passenger flow of each mode of transportation and the total standard passenger flow at the intersection according to the flow and average passenger load factor of each mode of transportation; the standard passenger flow of each mode of transportation is: ； in, For the The standard passenger flow of each mode of transportation, For the traffic volume of various modes of transport, For the The average passenger load factor of each mode of transportation, ; The total standard passenger flow at the intersection of each traffic mode is: ； in, is the total standard flow of people at the intersection of each mode of transportation; S3. Setting the priority coefficients of each mode of transportation, and calculating the total delay of a standard person at the intersection based on the priority coefficients; the total delay of a standard person at the intersection is: ； in, is the total delay of the intersection standard person, For the Average delay for each mode of transport, For the The priority coefficient of each mode of transport; S4. Based on the total standard person flow and the total delay of the standard person at the intersection, the average delay of the standard person at the intersection is calculated, and the traffic operation level of the intersection is graded according to the average delay of the standard person at the intersection; the average delay of the standard person at the intersection is: ； in, is the average delay per person at the intersection, Total delay for intersection standard people; 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.

2. A method for evaluating traffic operation at a road intersection according to claim 1, 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.

3. A road intersection traffic operation evaluation system, 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 1-2.

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