Urban road subsection construction organization method considering traffic influence and construction progress

Abstract

The invention discloses an urban road subsection construction organization method considering traffic influence and construction progress, which relates to the field of traffic planning and management, and specifically comprises the following steps: obtaining channelization data of the number of entrance and exit lanes and the passing direction of each intersection of a construction road, splitting the whole construction road into n construction road sections, carrying out channelization transformation on intersections of the construction road sections, determining road sections in which construction roads can be simultaneously closed in the regional road network, selecting a corresponding construction road section combination and a diversion intersection channelization transformation scheme according to the minimum average load degree of the affected road sections, and carrying out the construction of a first batch of construction road sections; and so on, the whole road construction efficiency is improved to the greatest extent on the premise of considering the traffic influence.

Description

Technical Field

[0001] The invention relates to the field of traffic planning and management, and in particular to a method for organizing construction of urban roads by sections taking into account traffic impact and construction progress. Background Art

[0002] In recent years, with the rapid development of the economy and the sharp increase in vehicle travel demand, the problem of urban road pavement damage or insufficient traffic space has occurred from time to time. Road reconstruction construction is needed to maintain road safety and improve road traffic capacity. At present, for urban road construction, construction period and traffic impact are two factors that need to be considered. In terms of construction period, although the use of full road closure construction is conducive to ensuring the construction progress, it will inevitably have a greater impact on the normal operation of the surrounding road network traffic; in terms of traffic impact, although the use of half-width road construction takes into account the traffic demand and reduces the traffic impact to a certain extent, it will inevitably have an adverse impact on the construction progress.

[0003] At present, the technology focuses more on how to manage the traffic organization after the road is fully closed or half-width constructed. For example, patent CN110867086A provides a method for managing the traffic organization of urban road construction, which identifies and analyzes the congestion of roads around fully closed construction roads, and controls traffic lights at intersections to reduce congestion on surrounding roads. However, during peak traffic hours, it still brings great pressure to the operation of surrounding road network traffic.

[0004] Based on this, the present invention proposes a method for organizing construction of urban roads in sections, which takes into account traffic impact and construction progress, aiming to minimize the impact on surrounding traffic and maximize the overall road construction efficiency. Summary of the invention

[0005] In order to maximize the overall road construction efficiency while taking traffic impact into consideration, the present invention proposes a method for organizing urban road construction by sections taking traffic impact and construction progress into consideration.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] The urban road section construction organization method considering traffic impact and construction progress includes the following steps:

[0008] (1) Data collection and organization

[0009] Obtain the channelization data of the number of import and export lanes and the traffic direction at each intersection of the construction road, collect the traffic data of the import lanes at each intersection of the construction road, and count the traffic flow data of the lanes in different traffic directions of each import left, straight and right through background data processing;

[0010] (2) Channelization of intersections on construction sections

[0011] The entire construction road is divided into n construction sections, each construction section is numbered, and the traffic channeling of the import lanes of the diversion intersections connecting the construction sections is marked; when the section where the import lane of the intersection is located needs construction, the channeling of the intersection does not need to be modified, and when the section where the exit lane of the intersection is located needs construction, the channeling of the import lanes merging into the exit lane needs to be modified, and one or more channeling modification plans are obtained;

[0012] (3) Determine the sections of the construction roads within the regional road network that can be closed for construction at the same time

[0013] Starting from the maximum number of construction sections, the load levels of the exit road sections affected by the channelization of the entrance lanes at different diversion intersections are calculated respectively. When there are one or more channelization transformation schemes, the load levels of each section meet the requirements, that is, the maximum number of construction sections meets the requirements, and n construction sections are constructed simultaneously; otherwise, simultaneous construction is not possible, and one construction section needs to be reduced to form different construction section combinations. According to different construction section combinations and channelization transformation schemes, the load levels of each affected section are recalculated to see if they meet the requirements, and so on, until the number of construction sections that can be constructed simultaneously is determined, and the combination of construction sections that can be constructed simultaneously is screened out. Finally, the corresponding combination of construction sections and diversion intersection channelization transformation schemes are selected based on the minimum average load level of the affected section, and the first batch of construction sections are constructed;

[0014] (4) Complete the construction of all construction sections

[0015] The remaining unconstructed sections are obtained based on the first batch of construction sections. Based on the traffic conditions after the construction of the first batch of construction sections is completed, the second batch of construction sections that can be constructed simultaneously in the unconstructed sections are determined according to the method of step (3), and so on until the construction of all construction sections is completed.

[0016] The channelization data of the intersections were obtained through electronic maps and manual on-site surveys. The peak hourly flow data of each direction at each intersection of the construction road was collected on multiple working days in the past month, and the hourly flow in each direction at the intersection was obtained by averaging.

[0017] The principle for channelization reconstruction of intersections in construction sections is that left-turn lanes and right-turn lanes are uniformly transformed into straight lanes, and straight lanes are transformed into right-turn lanes or left-turn lanes. At this time, it is further determined whether the number of import and export lanes at the intersection matches after the reconstruction, that is, the number of import lanes in a certain direction should be less than or equal to the corresponding number of export lanes. When the number of import and export lanes at the intersection does not match after the reconstruction, the import lane channelization reconstruction plan needs to be further adjusted.

[0018] The formula for calculating the road section load degree is as follows:

[0019]

[0020] Where: X: road load level; Q 原 : Original peak hour flow rate of the exit channel, pcu / h; Q 新增 : Additional peak hour flow after channelization, pcu / h; Q 施工 : Original input peak hour flow rate of the construction section, pcu / h; k: Number of exit lanes; S: Lane saturation flow rate.

[0021] When the road section load level X is less than 0.95, the road section load level meets the requirements.

[0022] Compared with the prior art, the present invention has the following beneficial effects:

[0023] 1. The present invention divides the original construction road into multiple construction sections, analyzes the channelization transformation required for diversion at surrounding intersections after the closure of each construction section for construction, calculates the maximum number of sections that can be closed for construction at the same time, fully considers the road construction period, and at the same time, by judging whether the load level of the affected section meets the requirements, it can minimize the traffic impact on surrounding sections.

[0024] 2. The present invention analyzes the channelization reconstruction of the connected diversion intersections after the construction of each construction section, calculates the section load level corresponding to the exit section affected by the channelization reconstruction of the diversion intersection, and analyzes the maximum number of sections that can be constructed simultaneously by judging whether the corresponding section load level meets the requirements. At the same time, the combination of construction sections with the lowest average load level of the affected sections is selected as the first batch of construction sections, that is, the number of sections to be constructed simultaneously in the first batch is maximized while minimizing the impact on normal traffic, and so on until all construction sections are completed, thereby achieving the purpose of maximizing the overall road construction efficiency under the premise of considering traffic impact. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 The present invention is a flow chart of the method.

[0026] Figure 2 This is a schematic diagram of the channelization transformation required and the affected road sections during the construction of the road section ① where the north exit road of the intersection of the present invention is located.

[0027] Figure 3 This is the construction status of the case road section of the present invention and the original intersection channelization map.

[0028] Figure 4 This is an example diagram of the intersection channelization transformation corresponding to the case where the number of road sections under construction simultaneously is 8 according to the present invention.

[0029] Figure 5 This is an example diagram of the intersection channelization transformation corresponding to the case where the number of sections to be constructed simultaneously is 7 according to the present invention.

[0030] Figure 6 This is an example diagram of the intersection channelization transformation corresponding to the case where the number of road sections under construction simultaneously is 6 according to the present invention.

[0031] Figure 7 This is an example diagram of the intersection channelization transformation corresponding to the case where the number of sections to be constructed simultaneously is 2 according to the present invention. DETAILED DESCRIPTION

[0032] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0033] The following combination Figures 1 to 7 , the present invention is further described in detail.

[0034] Step 1: Obtain regional road network data

[0035] Obtain traffic flow data and intersection channelization data at intersections around the construction section.

[0036] (1) Obtaining intersection traffic flow data: Using high-definition checkpoint equipment at the intersection to collect peak hourly traffic flow data q for each direction at each intersection on the construction road within a working day in a month ij , and then take the average to get the hourly flow rate Q of each traffic direction at the intersection ij , the formula is as follows:

[0037]

[0038] Where: Q ij : Average peak hour flow rate in each direction, pcu / h; q ij : Peak hourly traffic volume in each direction on each day of the weekday, pcu / h; i: intersection number; j: traffic direction; a: total number of weekdays.

[0039] (2) Obtaining intersection channelization data: Intersection channelization data are obtained through electronic maps, manual on-site surveys, etc., and mainly include data such as the number of entrance lanes at the intersection, the direction of traffic of the entrance lanes, and the number of exit lanes.

[0040] Step 2: List the corresponding channelization transformation conditions of each construction section of the construction road

[0041] Each construction section of the construction road is numbered, and the traffic channeling of the entrance lanes of the diversion intersections connecting the construction sections is marked. When the section where the entrance lane of the intersection is located needs construction, the channeling of the intersection does not need to be modified. When the section where the exit lane of the intersection is located needs construction, the channeling of the entrance lane merging into the exit lane needs to be modified. Figure 2, when the section ① where the north exit road of intersection A is located is under construction, the channels of all flows entering the north exit, including the south entrance straight lane, the west entrance left turn lane, and the east entrance right turn lane, need to be transformed: the transformation principle is that the left turn lane and the right turn lane are uniformly transformed into a straight lane, and the straight lane can be transformed into a right turn lane or a left turn lane. The transformation of the straight lane into a right turn lane corresponds to scheme 1, and the transformation of the straight lane into a left turn lane corresponds to scheme 2. At this time, it is necessary to further determine whether the number of entrance and exit lanes of the intersection after the transformation matches, that is, the number of entrance lanes in a certain direction should be less than or equal to the corresponding number of exit lanes. When the number of entrance and exit lanes of the intersection after the transformation does not match, it is necessary to further adjust the channelization transformation plan of the entrance lanes. For example, if there is only one lane at the west exit, the channelization of the east entrance can be transformed into one straight lane and two left turns, and the channelization of the south entrance can be transformed into one left turn and two right turns.

[0042] After the channelization renovation of intersection A, the affected sections are the sections where the east exit and west exit are located. Assuming that the number of entrance and exit lanes of the intersection matches after the renovation, the required channelization renovation of the intersection during the construction of the sections where all exits are located can be obtained by the same logic, as summarized in the following table.

[0043]

[0044] Step 3: Determine the sections of the regional road network that can be closed for construction at the same time

[0045] Starting from the maximum number of construction sections, when the total number of construction sections is n, determine whether n sections can be constructed at the same time. First, according to the construction sections, channelization of each diversion intersection is transformed according to the channelization transformation principle in step 2. When it comes to the transformation of the straight road, there may be multiple transformation schemes. Calculate the section load corresponding to the section where the exit road is located under each channelization transformation scheme matching the entrance and exit lanes. The calculation formula for the section load degree is as follows:

[0046]

[0047] Where: X: road load level; Q 原 : Original peak hour flow rate of the exit channel, pcu / h; Q 新增 : Additional peak hour flow after channelization, pcu / h; Q 施工 : The original input peak hour flow rate of the construction section, pcu / h; k: The number of exit lanes; S: The lane saturation flow rate, which can be taken as 1600pcu / h.

[0048] by Figure 2 For example, when calculating the construction of section ①, when the south entrance is channelized according to Scheme 1, the load degree calculation process of the section where the east exit road of intersection A is affected is as follows:

[0049] For the east exit, the original peak hour traffic before construction was formed by the south right turn, north left turn and west straight traffic at the intersection, that is:

[0050] Q 原 =Q A南右 +Q A北左 +Q A西直

[0051] After the construction, due to the channelization transformation, the west straight flow, i.e. the original west left turn flow, and the south right turn flow, i.e. the original south straight flow, were added, namely:

[0052] Q 新增 =Q A西左 +Q A南直

[0053] The construction section does not have any input traffic to the west exit, therefore:

[0054] Q 施工 =0

[0055] In summary, given that the number of lanes at the west exit is k=3, the load level of the west exit section is:

[0056]

[0057] According to the above method, after all the load levels of the affected exit road sections are calculated, the calculation results are tested:

[0058] Case 1: When there are one or more diversion intersection channelization reconstruction schemes corresponding to the load level X of each road section < 0.95, the requirements are met, and it is feasible to construct n sections at the same time, and the diversion intersection channelization reconstruction scheme with the smallest average load level of the section is selected;

[0059] Case 2: When the load level X>0.95 exists in one or more sections in each diversion intersection channelization reconstruction scheme, the requirement is not met, that is, it is not feasible to construct n sections at the same time. We continue to determine whether it is feasible to construct n-1 sections at the same time. We calculate the load level of the section where the exit road is located under the corresponding combination of sections for the simultaneous construction of n-1 sections and the diversion intersection channelization reconstruction scheme, and verify the calculation results again:

[0060] Case 1: When there are one or more road section combinations and diversion intersection channelization reconstruction schemes corresponding to the load level X of each road section < 0.95, which meets the requirements, it is feasible to construct n-1 road sections at the same time, and the construction section combination scheme and diversion intersection channelization reconstruction scheme with the smallest average load level of the road section are adopted;

[0061] Case 2: When all road section combinations and diversion intersection channelization reconstruction plans have one or more road sections with a load level X>0.95, the requirements are not met, that is, it is not feasible to construct n-1 road sections at the same time. Continue to determine whether it is feasible to construct n-2 road sections at the same time, and so on, until m road sections that can be constructed simultaneously are calculated.

[0062] Step 4: Obtain the remaining unconstructed sections based on the first batch of construction sections. When the number of sections that can be constructed simultaneously obtained in step 3 is m, there are nm unconstructed sections remaining. Continue to follow the method in step 3. Based on the traffic conditions after the construction of the first batch of construction sections (m sections), determine the second batch of construction sections that can be constructed simultaneously among the unconstructed sections. Repeat this process until the construction of all sections is completed.

[0063] Case

[0064] like Figure 3 As shown, there are 5 intersections A, B, C, D, and E and the corresponding channelization conditions of each intersection. The roads where the intersections are located need to be constructed. Now the following calculations are performed according to the method of this patent:

[0065] Step 1: Obtain regional road network data

[0066] The average peak hour traffic volume for each direction at the five intersections is shown in the following table:

[0067]

[0068] Step 2: List the corresponding channelization transformation conditions of each construction section

[0069] The entire construction road is divided into 8 construction sections, and each construction section is numbered as follows: Figure 3 The numbers are ①, ②, ③, ④, ⑤, ⑥, ⑦, and ⑧ respectively. The traffic channelization reconstruction plans for diversion intersections corresponding to each construction section are shown in the following table:

[0070]

[0071]

[0072]

[0073] Step 3: Determine the number of sections in the regional road network that can be constructed simultaneously

[0074] Starting from the maximum number of construction sections, when the number of construction sections is 8, the traffic channelization of the diversion intersection reconstruction corresponding to each construction section in step 2 is merged to obtain the diversion intersection channelization reconstruction as follows: Figure 4 shown.

[0075] The exit road sections affected after the construction include 10 sections corresponding to the east and west entrance roads of 5 intersections A, B, C, D, and E. The section load degree corresponding to these 10 sections after the channelization transformation is calculated. The calculation formula for the section load degree is as follows:

[0076]

[0077] Where: X: load level of a certain exit road section; Q 原 : Original hourly flow rate of the outlet, pcu / h; Q 新增 : Additional hourly flow after channelization, pcu / h; Q 施工 : Original input hourly flow rate of the construction section, pcu / h; k: Number of exit lanes; S: Lane saturation flow rate, take 1600pcu / h.

[0078] According to the channelization reconstruction of the diversion intersection, when intersection A is reconstructed according to Scheme 1, it can be seen that the east exit section of intersection A has added west-turning right-turning traffic and reduced the original south-turning right-turning traffic. Therefore, the load level of the east exit section of intersection A is obtained by substituting the data:

[0079]

[0080] Similarly, the load levels of the exit road sections corresponding to the channelization transformation schemes for all diversion intersections are calculated, and the summary results are shown in the following table:

[0081]

[0082] The calculation results are checked. It can be seen from the table above that under each diversion intersection channelization reconstruction plan, the road section load level X>0.95 exists, which does not meet the requirements. Therefore, it is not feasible to construct 8 sections at the same time.

[0083] Continue to judge whether it is feasible to construct 7 road sections at the same time. There are 8 combinations of simultaneous construction of 7 road sections, namely ②③④⑤⑥⑦⑧, ①③④⑤⑥⑦⑧, ①②④⑤⑥⑦⑧, ①②③⑤⑥⑦⑧, ①②③④⑥⑦⑧, ①②③④⑤⑦⑧, ①②③④⑤⑥⑧, ①②③④⑤⑥⑦, each combination corresponds to multiple channelization reconstruction schemes. Under all combinations and channelization reconstruction schemes, the load degree of each exit road section is calculated in turn. Taking ②③④⑤⑥⑦⑧ combination as an example, the channelization reconstruction of the diversion intersection is as follows: Figure 5 As shown, the final calculation results of the road section load degree are as follows:

[0084] The calculation results were checked. Under various diversion intersection channelization reconstruction schemes corresponding to various construction section combinations, there was a situation where the exit section load level X>0.95, which did not meet the requirements. Therefore, it was not feasible to construct 7 sections at the same time. We continued to judge whether it was feasible to construct 6 sections at the same time. There were 28 section combinations for the simultaneous construction of 6 sections, which corresponded to various diversion intersection channelization reconstruction schemes. We continued to calculate the exit road section load under each section combination and channelization reconstruction scheme. Finally, we found that when the section combinations were ①②③⑤⑥⑦ and ②③④⑥⑦⑧, there were various exit section load levels corresponding to the channelization reconstruction schemes that were all less than 0.95. The two construction section combinations and diversion intersection channelization reconstruction situations were as follows: Figure 6 , calculate the average load level of the corresponding sections under different construction section combinations and diversion intersection channelization transformation plans, and finally obtain the calculation results as shown in the following table:

[0085]

[0086] It can be seen from the above table that when the combination of sections under construction simultaneously is ②③④⑥⑦⑧, and the channelization reconstruction scheme is Scheme 2 for intersection B and Scheme 2 for intersection E, the minimum average value of section load degree is 0.89. Therefore, the number of sections under construction simultaneously in the first batch is 6, and the sections under construction simultaneously are ②③④⑥⑦⑧. Intersection B adopts Scheme 2 and intersection E adopts Scheme 2 for channelization reconstruction.

[0087] Step 4: Based on the first batch of construction sections, the remaining unconstructed sections are obtained. Since the first batch of construction sections are sections ②③④⑥⑦⑧, the remaining unconstructed sections are sections ①⑤. According to the method in step 3, continue to determine whether sections ①⑤ can be constructed at the same time. The corresponding diversion intersection channelization reconstruction conditions are as follows: Figure 7 The final calculation results are shown in the following table:

[0088]

[0089] It can be seen from the above table that when construction sections ①⑤ are constructed at the same time, the load levels of the sections corresponding to the channelization transformation schemes all meet the requirements. When the channelization transformation schemes are Scheme 2 for intersection A and Scheme 2 for intersection B, the average load level of the section is the smallest at 0.87. Therefore, the number of sections to be constructed simultaneously in the second batch is determined to be 2, and the sections to be constructed simultaneously are ①⑤, and Scheme 2 for intersection A and Scheme 2 for intersection B are used for channelization transformation. So far, all construction sections in the construction road are constructed in batches according to the above schemes.

[0090] What is described above is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A construction organization method for urban roads in sections taking into account traffic impact and construction progress, characterized in that: The following steps are involved: (1) Data collection and organization Obtain the channelization data of the number of import and export lanes and the traffic direction at each intersection of the construction road, collect the traffic data of the import lanes at each intersection of the construction road, and count the traffic flow data of the lanes in different traffic directions of each import left, straight and right through background data processing; (2) Channelization of intersections on construction sections The entire construction road is divided into n construction sections, each construction section is numbered, and the traffic channeling of the import lanes of the diversion intersections connecting the construction sections is marked; when the section where the import lane of the intersection is located needs construction, the channeling of the intersection does not need to be modified, and when the section where the exit lane of the intersection is located needs construction, the channeling of the import lanes merging into the exit lane needs to be modified, and one or more channeling modification plans are obtained; (3) Determine the sections of the construction roads within the regional road network that can be closed for construction at the same time Starting from the maximum number of construction sections, the load levels of the exit road sections affected by the channelization of the entrance lanes at different diversion intersections are calculated respectively. When there are one or more channelization transformation schemes, the load levels of each section meet the requirements, that is, the maximum number of construction sections meets the requirements, and n construction sections are constructed simultaneously; otherwise, simultaneous construction is not possible, and one construction section needs to be reduced to form different construction section combinations. According to different construction section combinations and channelization transformation schemes, the load levels of each affected section are recalculated to see if they meet the requirements, and so on, until the number of construction sections that can be constructed simultaneously is determined, and the combination of construction sections that can be constructed simultaneously is screened out. Finally, the corresponding combination of construction sections and diversion intersection channelization transformation schemes are selected based on the minimum average load level of the affected section, and the first batch of construction sections are constructed; (4) Complete the construction of all construction sections The remaining unconstructed sections are obtained based on the first batch of construction sections. Based on the traffic conditions after the construction of the first batch of construction sections is completed, the second batch of construction sections that can be constructed simultaneously in the unconstructed sections are determined according to the method of step (3), and so on until the construction of all construction sections is completed.

2. The urban road section construction organization method considering traffic impact and construction progress according to claim 1 is characterized in that: The channelization data of the intersections were obtained through electronic maps and manual on-site surveys. The peak hourly flow data of each direction at each intersection of the construction road was collected on multiple working days in the past month, and the hourly flow in each direction at the intersection was obtained by averaging.

3. The urban road section construction organization method considering traffic impact and construction progress according to claim 1 is characterized in that: The principle for channelization reconstruction of intersections in construction sections is that left-turn lanes and right-turn lanes are uniformly transformed into straight lanes, and straight lanes are transformed into right-turn lanes or left-turn lanes. At this time, it is further determined whether the number of import and export lanes at the intersection matches after the reconstruction, that is, the number of import lanes in a certain direction should be less than or equal to the corresponding number of export lanes. When the number of import and export lanes at the intersection does not match after the reconstruction, the import lane channelization reconstruction plan needs to be further adjusted.

4. The urban road section construction organization method considering traffic impact and construction progress according to claim 1 is characterized in that: The formula for calculating the road section load degree is as follows: Where: X: road load level; Q 原 : Original peak hour flow rate of the exit channel, pcu / h; Q 新增 : Additional peak hour flow after channelization, pcu / h; Q 施工 : Original input peak hour flow rate of the construction section, pcu / h; k: Number of exit lanes; S: Lane saturation flow rate.

5. The urban road section construction organization method considering traffic impact and construction progress according to claim 4 is characterized in that: When the road section load level X is less than 0.95, the road section load level meets the requirements.

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