Construction area traffic influence range identification method and system

Abstract

The invention relates to a construction area traffic influence range identification method and system in the technical field of big data processing, and the method comprises the following steps: carrying out the lane division of each sub-signaling data in preprocessed signaling data based on road network data, and obtaining the lane signaling data of each lane; calculating a traffic flow coefficient before construction and a traffic flow coefficient after construction based on the lane signaling data; calculating an average vehicle passing speed coefficient of each lane before construction and an average vehicle passing speed coefficient of each lane after construction based on the road network data and the lane signaling data; calculating a comprehensive influence evaluation index of each lane based on the traffic flow coefficients before and after construction and the average vehicle passing speed coefficients before and after construction; the concentric rings are divided step by step with the construction point as the center, the influence strength of each concentric ring is determined based on the comprehensive influence evaluation index of each lane, and the problem that the accuracy of the actual influence degree of an existing construction area is low is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of big data processing, and in particular to a method and system for identifying a traffic impact range in a construction area. Background Art

[0002] With the acceleration of urbanization, road construction is becoming more and more frequent as a necessary part of urban development. At present, the assessment of the impact of urban road construction on traffic mainly relies on traditional traffic survey methods and manual experience judgment. This method not only requires a lot of manpower and material resources, but also cannot reflect the dynamic changes of the construction impact range in real time. On the one hand, due to the lack of real-time and accurate data support, the existing detour plans are often too dependent on established experience judgments to make them, and it is difficult to accurately grasp the actual impact range of the construction on the surrounding road network, resulting in the actual impact range of the construction and the formulated detour plan cannot be accurately aligned, which further leads to unsatisfactory detour effects and even aggravates traffic congestion; on the other hand, the actual impact range of the construction on the surrounding road network is not fixed. Therefore, correspondingly, the real-time and flexibility of the existing plans on the actual impact range of the surrounding road network are low. Summary of the invention

[0003] In view of the shortcomings of the prior art, the present invention provides a method and system for identifying the traffic impact range of a construction area, which solves the problems of low accuracy, real-time performance and flexibility of the actual impact degree of the existing construction area.

[0004] In order to solve the above technical problems, the present invention is solved by the following technical solutions:

[0005] A method for identifying a traffic impact range in a construction area comprises the following steps:

[0006] Acquire pre-processed signaling data and road network data of the affected area, and divide each sub-signaling data in the pre-processed signaling data into lanes based on the road network data to obtain lane signaling data of each lane;

[0007] Based on the lane signaling data and the time window, a vehicle flow coefficient before construction and a vehicle flow coefficient after construction are calculated;

[0008] Calculate the average vehicle passing speed coefficient of each lane before construction and the average vehicle passing speed coefficient after construction based on the road network data and lane signaling data;

[0009] Based on the traffic volume coefficient before and after construction, and the average vehicle passing speed coefficient before and after construction, calculate the comprehensive impact evaluation index of each lane;

[0010] Concentric rings are divided step by step with the construction point as the center, and the impact intensity of each concentric ring is determined based on the comprehensive impact evaluation index of each lane.

[0011] Optionally, the calculation formula of the vehicle flow coefficient is:

[0012] ,

[0013] Wherein, k represents the time length of each time window, and 0<k<24; represents the total number of vehicles in the i-th time window; represents the distance influence factor, , represents the average travel distance of all vehicles in the lane within the i-th time window, represents the benchmark distance threshold; represents the time impact factor, , represents the average driving time of all vehicles in the lane within the i-th time window, Indicates the base time threshold.

[0014] Optionally, the calculation formula of the average vehicle passing speed coefficient is:

[0015] ,

[0016] Where k represents the time length of each time window, and 0<k<24, Indicates that there are a total of Car; is the average speed of the jth vehicle in the i-th time window; is the travel distance of the jth vehicle in the i-th time window on the lane; is the average driving distance of all vehicles in the lane in the i-th time window.

[0017] Optionally, the calculation formula of the comprehensive impact evaluation index is:

[0018] ,

[0019] ,

[0020] in, is the comprehensive change coefficient of the road before and after construction; M is the actual distance between the lane and the construction point; R is the standard distance between the lane and the construction point; is the road grade adjustment coefficient; is the average vehicle passing speed coefficient after construction; is the average vehicle passing speed coefficient before construction; is the traffic flow coefficient before construction; is the traffic flow coefficient after construction.

[0021] Optionally, concentric rings are divided step by step with the construction point as the center, and the impact intensity of each concentric ring is determined based on the comprehensive impact evaluation index of each lane, including the following steps:

[0022] Determine the impact level of each lane based on the comprehensive impact assessment index of each lane;

[0023] The number of lanes of each impact level within each concentric ring is determined, and weight calculation is performed to obtain the impact intensity of each concentric ring.

[0024] Optionally, obtaining pre-processed signaling data includes the following steps:

[0025] The original signaling data of all users before and after the construction in the affected area are collected, and the original signaling data of each user is cleaned to obtain pre-processed signaling data.

[0026] Optionally, cleaning the original signaling data of each user includes the following steps:

[0027] The original signaling data of each user includes a plurality of sub-signaling data, each of which includes a user ID, a timestamp, and latitude and longitude information;

[0028] Calculating the displacement between each sub-signaling data based on the latitude and longitude information in each sub-signaling data, and calculating the travel speed of each sub-signaling data based on the displacement;

[0029] Sub-signaling data whose driving speed is greater than or equal to the speed threshold are eliminated to obtain pre-processed signaling data (so that the driving speeds of any two consecutive sub-signaling data are less than the speed threshold).

[0030] Optionally, lane division of each sub-signaling data in the pre-processed signaling data based on the road network data comprises the following steps:

[0031] Match the longitude and latitude information in each sub-signaling data with the longitude and latitude of the road in the road network data to divide the lane where each sub-signaling data is located;

[0032] The sub-signaling data located on each lane is processed for validity to obtain lane signaling data of each lane.

[0033] Optionally, performing validity processing on the sub-signaling data located on each lane includes the following steps:

[0034] Lane validity conditions are set, and abnormal sub-signaling data are eliminated based on the validity conditions to obtain lane signaling data for each lane.

[0035] A construction area traffic impact range identification system includes a data processing unit, a first calculation unit, a second calculation unit, a third calculation unit and an analysis unit;

[0036] The data processing unit is used to obtain the pre-processed signaling data and the road network data of the affected area, and divide each sub-signaling data in the pre-processed signaling data into lanes based on the road network data to obtain lane signaling data of each lane;

[0037] The first calculation unit is used to calculate the vehicle flow coefficient before construction and the vehicle flow coefficient after construction based on the lane signaling data and the time window;

[0038] The second calculation unit is used to calculate the average vehicle passing speed coefficient of each lane before construction and the average vehicle passing speed coefficient after construction based on the road network data and lane signaling data;

[0039] The third calculation unit is used to calculate the comprehensive impact evaluation index of each lane based on the vehicle flow coefficient before and after construction and the average vehicle passing speed coefficient before and after construction;

[0040] The analysis unit is used to divide the concentric rings step by step with the construction point as the center, and determine the impact intensity of each concentric ring based on the comprehensive impact evaluation index of each lane.

[0041] Compared with the prior art, the technical solution provided by the present invention has the following beneficial effects:

[0042] Real-time and accurate monitoring of traffic conditions is achieved through mobile phone signaling data. An objective evaluation system including multi-dimensional indicators such as vehicle flow and driving speed is established. Taking into account special periods such as morning and evening rush hours, a generalized time window is adopted to ensure the reliability of the results.

[0043] By introducing road impact level weights and concentric ring space analysis methods, the impact range can be accurately divided and graded, making the assessment results more in line with actual traffic characteristics. It has the characteristics of high degree of automation and dynamic update, which not only provides a more scientific basis for construction impact assessment, but also provides data support for the formulation of subsequent traffic control plans. It has important theoretical and practical value for improving traffic organization efficiency during construction and reducing the negative impact of construction on urban traffic. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. 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 these drawings without paying creative labor.

[0045] Figure 1 This is a flow chart of a method for identifying the traffic impact range of a construction area proposed in the first embodiment. DETAILED DESCRIPTION

[0046] The present invention is further described in detail below in conjunction with embodiments. The following embodiments are for explanation of the present invention but the present invention is not limited to the following embodiments.

[0047] Embodiment 1

[0048] like Figure 1 As shown, a method for identifying the traffic impact range of a construction area includes the following steps: obtaining pre-processed signaling data and road network data of the impact area, and dividing each sub-signaling data in the pre-processed signaling data into lanes based on the road network data to obtain lane signaling data for each lane, wherein obtaining the pre-processed signaling data includes the following steps: collecting original signaling data of all users before and after construction in the impact area, and cleaning the original signaling data of each user to obtain pre-processed signaling data.

[0049] More specifically, the original signaling data of each user is cleaned, including the following steps: the original signaling data of each user includes several sub-signaling data, and the several sub-signaling data each include a user ID, a timestamp, and longitude and latitude information; the displacement between each sub-signaling data is calculated based on the longitude and latitude information in each sub-signaling data, and the driving speed of each sub-signaling data is calculated based on the displacement; the sub-signaling data with a driving speed greater than or equal to a speed threshold is eliminated to obtain preprocessed signaling data.

[0050] In this embodiment, the affected area is set to a 5-kilometer range around the construction area as the center for explanation. At the same time, the original signaling data of each user refers to the mobile phone signaling data. At this time, when performing data cleaning, the original signaling data of all users before and after the construction within 5 kilometers around the construction area are first collected. The time range before and after the construction is set to one month before the construction to the current time of the construction in this embodiment. Among them, the original signaling data of each user is divided into several sub-signaling data according to the timestamp, and the collected sub-signaling data includes user ID, timestamp and longitude and latitude information.

[0051] Then, in order to avoid the influence of abnormal speed signaling data on the accuracy of the final impact range identification, it is necessary to remove abnormal values ​​from the sub-signaling data of each user. First, the displacement between the sub-signaling data of adjacent timestamps is determined according to the latitude and longitude information in the sub-signaling data, and then the driving speed of each sub-signaling data is calculated according to the speed calculation formula, and a speed threshold is set. The calculated driving speed of each sub-signaling data is compared with the speed threshold. If it exceeds the speed threshold (for example, the speed threshold is set to 200 kilometers per hour), it is regarded as abnormal signaling data, so that the driving speeds of any two consecutive sub-signaling data are less than the speed threshold. After completing the speed abnormality cleaning of all sub-signaling data, the pre-processed signaling data is obtained.

[0052] Then, based on the road network data, each sub-signaling data in the pre-processed signaling data is divided into lanes, which specifically includes the following steps: matching the longitude and latitude information in each sub-signaling data with the longitude and latitude of the road in the road network data to divide the lane where each sub-signaling data is located; performing validity processing on the sub-signaling data located in each lane to obtain lane signaling data for each lane.

[0053] Specifically, obtain road network data within 5 kilometers around the construction area. The road network data includes road longitude and latitude information, road grade information (expressway, main road, secondary road, branch road), road standard capacity, road geometric characteristics (number of lanes, lane width, lane length) and road speed limit information. Then match the longitude and latitude information in each sub-signaling data with the longitude and latitude information of the road in the road network data to determine the lane where each sub-signaling data is located.

[0054] On the other hand, since it is necessary to eliminate the mobile phone signaling data of non-driver users, it is necessary to eliminate the signaling data generated by such situations, that is, to perform validity processing on the sub-signaling data located in each lane, which specifically includes the following steps: setting lane validity conditions, and eliminating abnormal sub-signaling data based on the validity conditions to obtain lane signaling data for each lane, wherein the validity conditions in this embodiment can be set to simultaneously meet the following conditions: 1. There are at least two consecutive signaling data on the lane; 2. The lane is driven for at least a certain time, such as 2 minutes; 3. The speeds of the first sub-signaling data and the last sub-signaling data on the lane are greater than a preset speed abnormality threshold, for example, both are greater than 10 kilometers per hour, so that the abnormal data is eliminated through the validity conditions to obtain lane signaling data that meets the requirements, thereby ensuring the accuracy of the final recognition result obtained based on the lane signaling data.

[0055] After obtaining effective data that can be used to accurately identify the traffic impact range, the traffic flow coefficient before and after construction can be calculated based on the lane signaling data and the time window. The calculation formula of the traffic flow coefficient is: In this embodiment, the traffic flow coefficient before construction is recorded as Q1, and the traffic flow coefficient after construction is recorded as Q2.

[0056] Wherein, k represents the time length of each time window, and 0<k<24; represents the total number of vehicles in the i-th time window; represents the distance influence factor, , represents the average travel distance of all vehicles in the lane within the i-th time window, = total distance traveled by all vehicles in the ith time window / number of vehicles in the ith time window, represents the benchmark distance threshold; represents the time impact factor, , represents the average driving time of all vehicles in the lane within the i-th time window, = total driving time of all vehicles in the ith time window / number of vehicles in the ith time window, Indicates the base time threshold.

[0057] On the other hand, by introducing This benchmark distance threshold is used to standardize the vehicle driving distance; by introducing This benchmark time threshold is used to standardize vehicle travel time, thereby making data from different road sections comparable by providing a unified reference standard, while eliminating the impact of extreme values ​​and improving the stability of calculation results.

[0058] It should be noted that the time window mentioned in this application refers to the same time of each day in the collected time period. For example, when the time window is 1 hour, there are 24 time windows in total. When calculating the traffic flow coefficient, one time window contains data from the same time period on multiple days.

[0059] Furthermore, the present application considers the traffic data of different time periods in a balanced manner through driving in time windows, avoiding the influence of peak hours in the morning and evening. The traffic flow coefficient calculated in this way focuses more on the traffic flow of the road itself.

[0060] Distance Impact Factor is a correction term based on an exponential function, which is expressed by The factor value is used to reflect the impact of the difference between the actual driving distance and the benchmark distance on the traffic flow. When the actual distance is equal to the benchmark distance, the factor value is 1, indicating a standard state. When the actual distance is greater than the benchmark distance, the factor value increases accordingly, reflecting the inhibitory effect of longer distances on traffic flow. When the actual distance is less than the benchmark distance, the factor value decreases, reflecting the convenience of short-distance driving.

[0061] Time impact factor Using a similar exponential function form , which is used to describe the impact of the deviation between the actual driving time and the benchmark time on the traffic flow. It not only ensures the stability of the calculation results, but also reasonably reflects the actual impact of the time factor on the traffic flow. The coefficient of 0.2 is taken in the calculation of the time influence factor, which is smaller than the coefficient of 0.3 in the calculation of the distance influence factor. It is used to reflect that in urban road traffic, the distance factor has a more significant impact than the time factor.

[0062] While calculating the vehicle flow coefficient before construction and the vehicle flow coefficient after construction, a step of calculating the average vehicle passing speed coefficient before construction and the average vehicle passing speed coefficient after construction for each lane based on the road network data and lane signaling data can also be performed. In this embodiment, the average vehicle passing speed coefficient before construction is recorded as , the average vehicle passing speed coefficient after construction is recorded as .

[0063] The calculation formula of the average vehicle passing speed coefficient is:

[0064] ,

[0065] in, Indicates that there are a total of Car; is the average speed of the jth vehicle in the i-th time window; is the travel distance of the jth vehicle in the i-th time window on the lane; is the average driving distance of all vehicles in the lane in the i-th time window.

[0066] Through the above calculations, the whole day is divided into 24 time windows. Each window is a collection of data from the same period of multiple days. This ensures that each time window has enough samples for statistics and avoids the data sparsity problem that may be caused by simple time series calculations.

[0067] In addition, the use of As a weight function, the weight increases logarithmically with the increase of vehicle driving distance to avoid excessive influence of extremely long distance samples; The product of speed and distance weight is used to reflect the impact of driving distance on speed credibility. At the same time, the average driving distance of vehicles is used , rather than the absolute distance, eliminates the influence of different road lengths, and the monotonically increasing property of the logarithmic function ensures that the weight is always positive; the denominator The normalization of weights is achieved to ensure the comparability of samples of different time periods and numbers, and reduce the impact of outliers on the overall results.

[0068] It should be noted that there is no restricted order of execution for the calculation steps of the traffic flow coefficient before construction and the traffic flow coefficient after construction, and the calculation steps of the average vehicle passing speed coefficient before construction and the average vehicle passing speed coefficient after construction. The two can be performed simultaneously or one after the other.

[0069] After completing the above calculations, the comprehensive impact evaluation index of each lane can be calculated based on the traffic flow coefficient before and after construction and the average vehicle passing speed coefficient before and after construction.

[0070] Specifically, the calculation formula of the comprehensive impact evaluation index is:

[0071] ,

[0072] ,

[0073] in, is the comprehensive change coefficient of the road before and after construction; M is the actual distance between the lane and the construction point. The segmented minimum distance method is used to take a center point at a fixed distance from the road, calculate the distance values ​​between all these center points and the construction point, and take the minimum distance value; R is the standard distance between the lane and the construction point; is the road grade adjustment coefficient. In this embodiment, the expressway can be set to 0.8, the main road to 0.6, the secondary road to 0.4, and the branch road to 0.2. It can be adjusted at any time according to the actual situation. is the average vehicle passing speed coefficient after construction; is the average vehicle passing speed coefficient before construction; is the traffic flow coefficient before construction; is the traffic flow coefficient after construction.

[0074] In this application, the road grade adjustment coefficient The different weights reflect the importance of roads at all levels in the entire road network and their sensitivity to traffic impact. Expressways have the strongest traffic capacity and the greatest impact on the overall traffic network; trunk roads are the main traffic skeleton of the city; secondary roads undertake regional traffic functions; and branch roads mainly serve local traffic.

[0075] In the calculation of the comprehensive change coefficient of the road before and after construction, the speed change is taken into account, and the change characteristics of the traffic flow are also combined. Specifically, the basic change item A negative value indicates that the construction has caused a decrease in speed, while a positive value indicates an increase in speed. At the same time, relative changes are used instead of absolute differences to eliminate differences in different road benchmarks; Traffic flow affects the adjustment item The logarithmic form can be used to smooth the flow changes, and the road grade adjustment coefficient It reflects the importance of roads of different grades. In addition, it ensures that the flow regulation item is always greater than 1, which can amplify or reduce the impact of speed changes.

[0076] Comprehensive change coefficient of roads before and after construction When it is a negative value, it means that the road traffic condition has deteriorated after the construction. The larger the negative value, the more serious the impact. When it is a positive value, it means that the road traffic conditions have improved after construction. The larger the positive value, the more obvious the improvement.

[0077] For the comprehensive impact evaluation index μ of each lane, the nonlinear adjustment term is used in the calculation Logarithmic function, making it more sensitive to small changes and providing a moderate amplification effect; spatial attenuation term Exponentially ensures smooth decay while normalizing for distance; road grade adjustment Used to differentiate different levels of roads.

[0078] Finally, each lane is graded according to the size of the comprehensive impact evaluation index μ. In this embodiment, lanes with μ>0.75 are determined to be severely affected; lanes with 0.45<μ≤0.75 are determined to be moderately affected; lanes with 0.25<μ≤0.45 are determined to be slightly affected; and lanes with μ≤0.25 are determined to have no significant impact. In actual applications, users can adjust the impact classification strategy according to actual conditions. In this embodiment, only examples are shown.

[0079] Then, concentric rings are divided step by step with the construction point as the center, and the impact intensity of each concentric ring is determined based on the comprehensive impact evaluation index of each lane. Specifically, the impact level of each lane is determined based on the comprehensive impact evaluation index of each lane; the number of lanes of each impact level in each concentric ring is determined, and weight calculation is performed to obtain the impact intensity of each concentric ring.

[0080] For example, multiple concentric rings are divided at intervals of 500 meters, the proportion of roads of each grade in each concentric ring is counted, and then the influence intensity ρ of each concentric ring is calculated according to the following formula:

[0081] ,in, is the number of lanes in the concentric ring that heavily affect the classification, is the number of lanes with medium impact classification within the concentric rings, is the number of lanes in the concentric rings that have a minor impact on the classification, is the number of lanes within the concentric rings that do not significantly affect the classification.

[0082] Next, according to the influence intensity of the annular area Determine the impact level of each concentric ring of construction points: >0.6 is severe impact; 0.3 < ≤ 0.6 is moderate impact; 0.1 < ≤ 0.3 means mild impact; ≤ 0.1 means no significant impact. In actual applications, the user can adjust the impact level strategy according to the actual situation. This embodiment is only used as an example.

[0083] This application adopts the use of concentric rings for analysis instead of directly analyzing based on roads because roads are of different lengths. Subdividing the impact range into concentric rings with fixed intervals can capture the gradual change process of impact intensity, which is more detailed than simply analyzing the impact of roads. At the same time, the concentric rings can intuitively display the "gradient change" of construction impact, that is, how the impact intensity changes with distance, which helps to identify the key areas and boundary ranges of construction impact and avoids the information loss that may be caused by simple classification.

[0084] Embodiment 2

[0085] A construction area traffic impact range identification system includes a data processing unit, a first calculation unit, a second calculation unit, a third calculation unit and an analysis unit;

[0086] The data processing unit is used to obtain the pre-processed signaling data and the road network data of the affected area, and divide each sub-signaling data in the pre-processed signaling data into lanes based on the road network data to obtain lane signaling data of each lane;

[0087] The first calculation unit is used to calculate the vehicle flow coefficient before construction and the vehicle flow coefficient after construction based on the lane signaling data and the time window;

[0088] The second calculation unit is used to calculate the average vehicle passing speed coefficient of each lane before construction and the average vehicle passing speed coefficient after construction based on the road network data and the lane signaling data;

[0089] The third calculation unit is used to calculate the comprehensive impact evaluation index of each lane based on the vehicle flow coefficient before and after the construction and the average vehicle passing speed coefficient before and after the construction;

[0090] The analysis unit is used to divide the concentric rings step by step with the construction point as the center, and determine the impact intensity of each concentric ring based on the comprehensive impact evaluation index of each lane.

[0091] Since the construction area traffic impact range identification system in this embodiment is used to execute the construction area traffic impact range identification method described in the first embodiment, the execution process will not be repeated in this embodiment.

[0092] The above is only a preferred embodiment of the present invention, and is not any formal or substantial limitation of the present invention. It should be pointed out that ordinary technicians in this technical field can make several improvements and supplements without departing from the method of the present invention, and these improvements and supplements should also be regarded as the protection scope of the present invention. Any technician familiar with this profession, without departing from the spirit and scope of the present invention, can make some changes, modifications and evolutions of the technical content disclosed above, which are equivalent embodiments of the present invention; at the same time, any changes, modifications and evolutions of any equivalent changes made to the above embodiments based on the essential technology of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A method for identifying the traffic impact range of a construction area, characterized in that: The following steps are involved: Acquire pre-processed signaling data and road network data of the affected area, and divide each sub-signaling data in the pre-processed signaling data into lanes based on the road network data to obtain lane signaling data of each lane; Based on the lane signaling data and the time window, a vehicle flow coefficient before construction and a vehicle flow coefficient after construction are calculated; Calculate the average vehicle passing speed coefficient of each lane before construction and the average vehicle passing speed coefficient after construction based on the road network data and lane signaling data; Based on the traffic volume coefficient before and after construction, and the average vehicle passing speed coefficient before and after construction, calculate the comprehensive impact evaluation index of each lane; Concentric rings are divided step by step with the construction point as the center, and the impact intensity of each concentric ring is determined based on the comprehensive impact evaluation index of each lane.

2. A method for identifying traffic impact range in a construction area according to claim 1, characterized in that: The calculation formula of the vehicle flow coefficient is: ， Wherein, k represents the time length of each time window, and 0<k<24; represents the total number of vehicles in the i-th time window; represents the distance influence factor, , represents the average travel distance of all vehicles in the lane within the i-th time window, represents the benchmark distance threshold; represents the time impact factor, , represents the average driving time of all vehicles in the lane within the i-th time window, Indicates the base time threshold.

3. A method for identifying traffic impact range in a construction area according to claim 1, characterized in that: The calculation formula of the average vehicle passing speed coefficient is: ， Where k represents the time length of each time window, and 0<k<24, Indicates that there are a total of Car; is the average speed of the jth vehicle in the i-th time window; is the travel distance of the jth vehicle in the i-th time window on the lane; is the average driving distance of all vehicles in the lane in the i-th time window.

4. A method for identifying traffic impact range in a construction area according to claim 1, characterized in that: The calculation formula of the comprehensive impact evaluation index is: ， ， in, is the comprehensive change coefficient of the road before and after construction; M is the actual distance between the lane and the construction point; R is the standard distance between the lane and the construction point; is the road grade adjustment coefficient; is the average vehicle passing speed coefficient after construction; is the average vehicle passing speed coefficient before construction; is the traffic flow coefficient before construction; is the traffic flow coefficient after construction.

5. The method for identifying traffic impact range of a construction area according to claim 1, characterized in that: The concentric rings are divided step by step with the construction point as the center, and the impact intensity of each concentric ring is determined based on the comprehensive impact evaluation index of each lane, including the following steps: Determine the impact level of each lane based on the comprehensive impact assessment index of each lane; The number of lanes of each impact level within each concentric ring is determined, and weight calculation is performed to obtain the impact intensity of each concentric ring.

6. A method for identifying traffic impact range in a construction area according to any one of claims 1 to 5, characterized in that: Obtaining pre-processed signaling data includes the following steps: The original signaling data of all users before and after the construction in the affected area are collected, and the original signaling data of each user is cleaned to obtain pre-processed signaling data.

7. A method for identifying traffic impact range in a construction area according to claim 6, characterized in that: Cleaning the original signaling data of each user includes the following steps: The original signaling data of each user includes a plurality of sub-signaling data, each of which includes a user ID, a timestamp, and latitude and longitude information; Calculating the displacement between each sub-signaling data based on the latitude and longitude information in each sub-signaling data, and calculating the travel speed of each sub-signaling data based on the displacement; Sub-signaling data with a driving speed greater than or equal to a speed threshold are eliminated to obtain pre-processed signaling data.

8. A method for identifying traffic impact range in a construction area according to any one of claims 1 to 5, characterized in that: The lane division of each sub-signaling data in the pre-processed signaling data based on the road network data includes the following steps: Match the longitude and latitude information in each sub-signaling data with the longitude and latitude of the road in the road network data to divide the lane where each sub-signaling data is located; The sub-signaling data located on each lane is processed for validity to obtain lane signaling data of each lane.

9. A method for identifying traffic impact range in a construction area according to claim 8, characterized in that: The validity processing of the sub-signaling data located on each lane includes the following steps: Lane validity conditions are set, and abnormal sub-signaling data are eliminated based on the validity conditions to obtain lane signaling data for each lane.

10. A construction area traffic impact range identification system, characterized in that: comprising a data processing unit, a first computing unit, a second computing unit, a third computing unit and an analyzing unit; The data processing unit is used to obtain the pre-processed signaling data and the road network data of the affected area, and divide each sub-signaling data in the pre-processed signaling data into lanes based on the road network data to obtain lane signaling data of each lane; The first calculation unit is used to calculate the vehicle flow coefficient before construction and the vehicle flow coefficient after construction based on the lane signaling data and the time window; The second calculation unit is used to calculate the average vehicle passing speed coefficient of each lane before construction and the average vehicle passing speed coefficient after construction based on the road network data and lane signaling data; The third calculation unit is used to calculate the comprehensive impact evaluation index of each lane based on the vehicle flow coefficient before and after construction and the average vehicle passing speed coefficient before and after construction; The analysis unit is used to divide the concentric rings step by step with the construction point as the center, and determine the impact intensity of each concentric ring based on the comprehensive impact evaluation index of each lane.

Images