Regional traffic safety operation evaluation index algorithm

Abstract

The invention relates to the technical field of traffic safety evaluation, and discloses a regional traffic safety operation evaluation index algorithm, which comprises the following steps of: 1, data collection: collecting brake data of vehicles in a region through a vehicle traveling data recorder and other vehicle data collection equipment; according to the regional traffic safety operation evaluation index algorithm, braking data, including multi-dimensional information such as vehicle identification, braking time, braking position, braking speed, braking distance and braking type, of vehicles in a region are collected through a vehicle traveling data recorder and other vehicle data acquisition equipment, and the data are collected and utilized to obtain the evaluation index of the regional traffic safety operation. Therefore, traffic safety evaluation is no longer limited to traditional traffic accident statistical data, but dynamic behavior information of the vehicle in the driving process can be deeply excavated, for example, by analyzing the braking speed and the braking distance, the braking performance and the safety risk of the vehicle under different road conditions can be more accurately evaluated.

Description

Technical Field

[0001] The present invention relates to the technical field of traffic safety evaluation, and in particular to an algorithm for evaluating regional traffic safety operation indicators. Background Art

[0002] With the rapid economic development and the acceleration of urbanization, the number of cars has shown explosive growth, and the complexity and dynamics of the road traffic system have increased significantly, which has not only led to increasingly serious traffic congestion problems, but also made the traffic safety situation more severe. Traditional traffic safety evaluation methods mainly rely on traffic accident statistics. However, the occurrence of traffic accidents is sporadic and delayed. Evaluation based only on accident data is difficult to fully and timely reflect the regional traffic safety operation status. In addition, traditional evaluation methods often ignore the dynamic behavior information of vehicles during driving, such as braking behavior. These dynamic behavior information actually contains rich traffic safety-related data, which can provide a more detailed and real-time basis for traffic safety evaluation.

[0003] In modern traffic systems, vehicle driving recorders and other vehicle data collection equipment have been widely used. These devices can record the vehicle's driving status in real time, including key information such as braking time, braking position, braking speed, and braking distance. However, there is currently a lack of effective mining and utilization methods for these massive amounts of braking data. Although some existing traffic safety evaluation methods have attempted to introduce vehicle driving data, they often have problems such as insufficient data processing, single evaluation indicators, and inability to adapt to complex traffic environments. It is difficult to meet the needs of modern traffic safety management for refined, dynamic, and real-time evaluation. Summary of the invention

[0004] In view of the fact that some existing traffic safety evaluation methods mentioned above have attempted to introduce vehicle driving data, but often have problems such as insufficient data processing, single evaluation index, and inability to adapt to complex traffic environments, the present invention is proposed.

[0005] Therefore, the purpose of the present invention is to provide a regional traffic safety operation evaluation index algorithm, which aims to make full use of the braking data collected by vehicle driving recorders and other vehicle data acquisition equipment, to construct a set of scientific, reasonable and comprehensive regional traffic safety operation evaluation index algorithms, to achieve accurate, timely and dynamic evaluation of regional traffic safety conditions, and to provide a more effective and practical method for regional traffic safety evaluation.

[0006] To solve the above technical problems, the present invention provides the following technical solutions: an algorithm for evaluating regional traffic safety operation indicators, comprising the steps of: first, data collection: collecting braking data of vehicles in the region through vehicle driving recorders and other vehicle data collection equipment, including vehicle identification, braking time, braking position, braking speed, braking distance and braking type;

[0007] Step 2: Data preprocessing: clean, deduplicate, complete, time align, and adapt the brake position of the collected brake data;

[0008] Step 3: Divide the evaluation area: Divide the study area into several sub-areas according to actual needs;

[0009] Step 4: Construct evaluation indicators: construct evaluation indicators such as regional braking quantity, braking frequency index, emergency braking ratio, braking distance index and braking speed index based on braking data;

[0010] Step 5, calculating the evaluation index: calculating the evaluation index value of each sub-area according to the pre-processed braking data and the evaluation index formula;

[0011] Step six, safety evaluation: Conduct static and dynamic evaluations on regional traffic safety conditions based on evaluation index values.

[0012] As a preferred solution of the regional traffic safety operation evaluation index algorithm described in the present invention, wherein: the braking data in the step 1 is transmitted to the data processing center via wireless communication technology for storage and analysis.

[0013] As a preferred solution of the regional traffic safety operation evaluation index algorithm described in the present invention, the brake position adaptation in the data preprocessing step in step 2 is to combine the brake position data with the geographic information system to accurately match it to the corresponding intersections, roads and areas.

[0014] As a preferred solution of the regional traffic safety operation evaluation index algorithm described in the present invention, the basis for dividing the sub-regions in step three includes road type, traffic flow, and geographical location.

[0015] As a preferred solution of the regional traffic safety operation evaluation index algorithm of the present invention, the calculation formula of the regional braking number (TBN) in step 4 is:

[0016]

[0017] Among them, N brakes Indicates the number of brakes that occurred within the preset area within the statistical time interval ΔT; the calculation formula for the brake frequency index (BFI) is:

[0018]

[0019] Among them, N brakes Indicates the number of brakes that occurred within the preset area within the statistical time interval ΔT, D traveled It represents the cumulative mileage of all vehicles in the area within the same statistical time interval ΔT;

[0020] The calculation formula for the emergency brake ratio (EBCR) is:

[0021]

[0022] Among them, N emergency brakes Indicates the number of emergency brakes that occurred within the preset area within the statistical time interval ΔT.

[0023] As a preferred solution of the regional traffic safety operation evaluation index algorithm of the present invention, the calculation formula of the braking distance index (BDI) in step 4 is:

[0024]

[0025] in, It indicates the average braking distance within the preset area within the statistical time interval, L standard Indicates standard braking distance;

[0026] The average braking distance The calculation formula is:

[0027]

[0028] Among them, L brakes,i represents the braking distance for the i-th time, N brakes Indicates the number of brakes that occurred within the preset area within the statistical time interval ΔT;

[0029] The calculation formula for the brake speed index (BSI) is:

[0030]

[0031] in, It represents the average braking speed of vehicles within the preset area within the statistical time interval ΔT, V standard Indicates standard braking speed;

[0032] The average braking speed The calculation formula is:

[0033]

[0034] Among them, V brake,i represents the speed at the i-th braking, Nbrakes Indicates the number of brakes that occurred within the preset area within the statistical time interval ΔT.

[0035] As a preferred solution of the regional traffic safety operation evaluation index algorithm described in the present invention, wherein: in the step six, corresponding traffic safety measures are taken according to the evaluation results, including traffic diversion, road facility optimization, and traffic law enforcement.

[0036] Beneficial effects of the present invention:

[0037] 1. The present invention collects the braking data of vehicles in the area through vehicle driving recorders and other vehicle data collection equipment, including multi-dimensional information such as vehicle identification, braking time, braking position, braking speed, braking distance and braking type. The collection and use of these data make the traffic safety evaluation no longer limited to traditional traffic accident statistics, but can deeply explore the dynamic behavior information of vehicles during driving. For example, by analyzing the braking speed and braking distance, the braking performance and safety risks of vehicles under different road conditions can be more accurately evaluated, thereby providing richer and more detailed data support for traffic safety evaluation and improving the utilization efficiency and value of data.

[0038] 2. The present invention constructs multiple evaluation indicators including the regional braking number (TBN), braking frequency index (BFI), emergency braking ratio (EBCR), braking distance index (BDI) and braking speed index (BSI). These indicators reflect the regional traffic safety situation from different angles. For example, TBN reflects the frequency of braking events, BFI comprehensively considers the number of brakes and mileage, EBCR highlights the proportion of emergency brakes, and BDI and BSI respectively evaluate the braking performance and the speed during braking. Through these multi-dimensional evaluation indicators, the regional traffic safety situation can be evaluated more comprehensively and accurately, avoiding the one-sidedness of single indicator evaluation, and providing more powerful support for traffic safety management and decision-making.

[0039] 3. The present invention can not only perform static traffic safety evaluation, but also perform dynamic evaluation. By counting the number of brakes in the area at 5-minute time intervals, changes in traffic safety conditions can be monitored in real time. For example, during peak traffic flow periods or in severe weather conditions, if the number of brakes increases significantly and exceeds the normal fluctuation range, potential safety risks can be discovered in time, and corresponding traffic diversion and safety warning measures can be taken. This real-time and dynamic evaluation method is helpful to timely discover and deal with traffic safety issues, effectively reduce accident risks, and improve the safety and reliability of the transportation system.

[0040] 4. In the present invention, the evaluation indicators are calculated and evaluated in a quantitative manner. For example, indicators such as TBN, BFI, EBCR, BDI and BSI have clear calculation formulas and threshold settings. This quantitative evaluation method can reduce the interference of human factors and improve the scientificity and reliability of the evaluation results. At the same time, through the analysis and statistics of a large amount of braking data, it can more accurately reflect the actual situation of regional traffic safety conditions, provide a more scientific and reliable basis for traffic safety decision-making, help to formulate more reasonable traffic safety management and intervention measures, and improve the overall safety level of the transportation system. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments. 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 creative labor. Among them:

[0042] Figure 1 It is a schematic diagram of the framework of the regional traffic safety operation evaluation index algorithm of the present invention.

[0043] Figure 2 This is a table of experimental data of the regional traffic safety operation evaluation index algorithm of the present invention. DETAILED DESCRIPTION

[0044] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the accompanying drawings.

[0045] In the following description, many specific details are set forth to facilitate a full understanding of the present invention, but the present invention may also be implemented in other ways different from those described herein, and those skilled in the art may make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0046] For the embodiment of the present invention, a regional traffic safety operation evaluation index algorithm is provided, and the regional traffic safety operation evaluation index algorithm includes step 1, data collection: collecting braking data of vehicles in the region through vehicle driving recorders and other vehicle data collection equipment, including vehicle identification, braking time, braking position, braking speed, braking distance and braking type;

[0047] Step 2: Data preprocessing: clean, deduplicate, complete, time align, and adapt the brake position of the collected brake data;

[0048] Step 3: Divide the evaluation area: Divide the study area into several sub-areas according to actual needs;

[0049] Step 4: Construct evaluation indicators: construct evaluation indicators such as regional braking quantity, braking frequency index, emergency braking ratio, braking distance index and braking speed index based on braking data;

[0050] Step 5, calculating the evaluation index: calculating the evaluation index value of each sub-area according to the pre-processed braking data and the evaluation index formula;

[0051] Step six, safety evaluation: Conduct static and dynamic evaluations on regional traffic safety conditions based on evaluation index values.

[0052] In step 1, the braking data is transmitted to a data processing center via wireless communication technology for storage and analysis;

[0053] The driving recorder and other data collection equipment on the vehicle send the collected brake data to the server of the data processing center in real time through the wireless communication module. Wireless communication technologies include but are not limited to 4G, 5G, NB-IoT, etc. These technologies have the advantages of fast transmission speed, wide coverage, and high reliability, which can ensure the timely and accurate transmission of brake data. During the data transmission process, data encryption and verification technology are used to ensure the security and integrity of the data. After the data is transmitted to the data processing center, it is stored in a high-performance database, providing a reliable data basis for subsequent data preprocessing, evaluation index calculation, and safety evaluation.

[0054] The brake position adaptation in the data preprocessing step in step 2 is to combine the brake position data with the geographic information system to accurately match it to the corresponding intersection, road and area;

[0055] By combining the brake location data (latitude and longitude) with the geographic information system (GIS), each brake event can be accurately matched to the corresponding intersection, road (distinguishing between up and down traffic) and region. The GIS provides rich geospatial data and powerful spatial analysis functions, which can accurately match the brake location data with the actual road network and regional division. For example, for a brake event, the GIS system can determine whether it occurred at a specific intersection (such as a crossroads, roundabout, etc.), the up or down direction of a road, and the traffic community or administrative division to which it belongs. This precise matching not only improves the accuracy and availability of the data, but also provides a more detailed and targeted spatial unit division for subsequent traffic safety evaluation, making the evaluation results more scientific and reliable.

[0056] In step 3, the basis for the division of sub-regions includes road type, traffic flow, and geographical location;

[0057] The basis for the division of sub-regions includes but is not limited to factors such as road type, traffic flow, and geographical location; road types include expressways, urban trunk roads, secondary trunk roads, branch roads, intersections, etc. There are significant differences in traffic flow and traffic safety conditions on different types of roads, so they need to be evaluated separately; traffic flow is one of the important bases for dividing sub-regions. The traffic safety risks of high-flow areas and low-flow areas are different, and different evaluation standards and management measures need to be adopted; geographical location is also an important factor in dividing sub-regions. For example, urban central areas, suburbs, industrial parks, etc. have different functions and traffic characteristics, and their traffic safety conditions are also different. By comprehensively considering these factors, the study area is divided into several sub-regions with similar traffic characteristics, such as road sections, intersections, traffic communities, etc., making the traffic safety evaluation more refined and targeted, which can better reflect the traffic safety conditions in different regions and provide scientific decision-making basis for traffic management departments.

[0058] The calculation formula for the regional braking number (TBN) in step 4 is:

[0059]

[0060] Among them, N brakes Indicates the number of brakes that occurred within the preset area within the statistical time interval ΔT; the calculation formula for the brake frequency index (BFI) is:

[0061]

[0062] Among them, N brakes Indicates the number of brakes that occurred within the preset area within the statistical time interval ΔT, D traveled It represents the cumulative mileage of all vehicles in the area within the same statistical time interval ΔT;

[0063] The calculation formula for the emergency brake ratio (EBCR) is:

[0064]

[0065] Among them, N emergency brakes Indicates the number of emergency brakes that occurred within the preset area within the statistical time interval ΔT.

[0066] The calculation formula for the braking distance index (BDI) in step 4 is:

[0067]

[0068] in, It indicates the average braking distance within the preset area within the statistical time interval, L standard Indicates standard braking distance;

[0069] The average braking distance The calculation formula is:

[0070]

[0071] Among them, L brakes,i represents the braking distance for the i-th time, N brakes Indicates the number of brakes that occurred within the preset area within the statistical time interval ΔT;

[0072] The calculation formula for the brake speed index (BSI) is:

[0073]

[0074] in, It represents the average braking speed of vehicles within the preset area within the statistical time interval ΔT, V standard Indicates standard braking speed;

[0075] The average braking speed The calculation formula is:

[0076]

[0077] Among them, V brake,i represents the speed at the i-th braking, N brakes Indicates the number of brakes that occurred within the preset area within the statistical time interval ΔT.

[0078] In step six, corresponding traffic safety measures are taken according to the evaluation results, including traffic diversion, road facility optimization, and traffic law enforcement;

[0079] According to the traffic safety evaluation results of each sub-region, corresponding traffic safety measures are taken to improve the traffic safety situation. Specifically, traffic safety measures include but are not limited to traffic diversion, road facility optimization, traffic law enforcement, etc. Traffic diversion measures include adjusting signal light timing, implementing traffic control, publishing real-time traffic information, etc., aiming to ease traffic congestion and reduce the occurrence of traffic accidents. Road facility optimization measures include adding traffic signs and markings, improving road lighting, optimizing intersection design, etc., aiming to improve road safety and traffic capacity. Traffic law enforcement measures include strengthening the investigation and punishment of traffic violations such as speeding, running red lights, and illegal lane changes, aiming to regulate traffic order and improve the safety awareness of traffic participants. The implementation of these traffic safety measures, based on the detailed evaluation and analysis of the traffic safety situation of each sub-region, is highly targeted and effective, and can effectively reduce the risk of traffic accidents and improve the level of regional traffic safety.

[0080] Implementation process

[0081] 1) Data collection: In a specific study area of ​​the city, brake data was collected over a month using driving recorders installed on vehicles. A total of 100,000 pieces of brake data were collected, including information such as vehicle identification, brake time, brake location, brake speed, brake distance, and brake type.

[0082] 2) Data preprocessing: The collected data was preprocessed to remove 5,000 outliers and fill in 2,000 missing values. After time alignment, 93,000 valid brake data were obtained. The brake location data was combined with the geographic information system to accurately match the corresponding intersections, roads, and areas.

[0083] 3) Division of the evaluation area: According to the research purpose and actual traffic conditions, the area was divided into 10 sub-areas, including 5 road sections, 3 intersections and 2 traffic zones.

[0084] 4) Constructing evaluation indicators: According to the evaluation indicator system constructed by the present invention, the indicator values ​​such as TBN, BFI, EBCR, BDI and BSI of each sub-region are calculated.

[0085] 5) Safety evaluation: Based on static and dynamic evaluation methods, a comprehensive evaluation is conducted on the traffic safety conditions of each sub-area.

[0086] Experimental data can be found in Figure 2 .

[0087] Results Analysis and Summary

[0088] Results analysis: From the table above, we can see that the TBN, BFI, EBCR, BDI and BSI of sub-area D are all high, indicating that the traffic safety situation in this area is poor and there is a high safety risk. The indicators of sub-areas A and C are relatively low, and the traffic safety situation is good. Some indicators of sub-area B are high and need to be paid attention to.

[0089] Therefore, through the evaluation index algorithm of the present invention, the traffic safety situation in urban areas can be comprehensively and accurately evaluated, providing a scientific decision-making basis for traffic management departments. For areas with poor traffic safety conditions, corresponding traffic management measures can be taken, such as adding traffic signs, adjusting speed limits, optimizing road markings, etc., to improve the level of traffic safety.

[0090] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A regional traffic safety operation evaluation index algorithm, characterized in that: The following steps are involved: Step 1: Data collection: Use vehicle driving recorders and other vehicle data collection equipment to collect braking data of vehicles in the area, including vehicle identification, braking time, braking position, braking speed, braking distance, and braking type; Step 2: Data preprocessing: clean, deduplicate, complete, time align, and adapt the brake position of the collected brake data; Step 3: Divide the evaluation area: Divide the study area into several sub-areas according to actual needs; Step 4: Construct evaluation indicators: construct evaluation indicators such as regional braking quantity, braking frequency index, emergency braking ratio, braking distance index and braking speed index based on braking data; Step 5, calculating the evaluation index: calculating the evaluation index value of each sub-area according to the pre-processed braking data and the evaluation index formula; Step six, safety evaluation: Conduct static and dynamic evaluations on regional traffic safety conditions based on evaluation index values.

2. The regional traffic safety operation evaluation index algorithm according to claim 1 is characterized by: In step 1, the braking data is transmitted to a data processing center via wireless communication technology for storage and analysis.

3. The regional traffic safety operation evaluation index algorithm according to claim 2 is characterized by: The brake position adaptation in the data preprocessing step in step 2 is to combine the brake position data with the geographic information system to accurately match it to the corresponding intersection, road and area.

4. The regional traffic safety operation evaluation index algorithm according to claim 3 is characterized by: The basis for dividing the sub-areas in step three includes road type, traffic flow, and geographical location.

5. The regional traffic safety operation evaluation index algorithm according to claim 4 is characterized by: The calculation formula of the regional braking number (TBN) in step 4 is: Among them, N brakes Indicates the number of brakes that occurred within the preset area within the statistical time interval ΔT; The calculation formula of brake frequency index (BFI) is: Among them, N brakes Indicates the number of brakes that occurred within the preset area within the statistical time interval ΔT, D traveled It represents the cumulative mileage of all vehicles in the area within the same statistical time interval ΔT; The calculation formula for the emergency brake ratio (EBCR) is: Among them, N emergency brakes Indicates the number of emergency brakes that occurred within the preset area within the statistical time interval ΔT.

6. The regional traffic safety operation evaluation index algorithm according to claim 5 is characterized by: The calculation formula of the braking distance index (BDI) in step 4 is: in, It indicates the average braking distance within the preset area within the statistical time interval, L standard Indicates standard braking distance; The average braking distance The calculation formula is: Among them, L brakes,i represents the braking distance for the i-th time, N brakes Indicates the number of brakes that occurred within the preset area within the statistical time interval ΔT; The calculation formula for the brake speed index (BSI) is: in, It represents the average braking speed of vehicles within the preset area within the statistical time interval ΔT, V standard Indicates standard braking speed; The average braking speed The calculation formula is: Among them, V brake,i represents the speed at the i-th braking, N brakes Indicates the number of brakes that occurred within the preset area within the statistical time interval ΔT.

7. The regional traffic safety operation evaluation index algorithm according to claim 6 is characterized by: In step six, corresponding traffic safety measures are taken according to the evaluation results, including traffic diversion, road facility optimization, and traffic law enforcement.

Images