Sharp turn road section traffic safety risk assessment method
By collecting the position coordinates and actual vehicle test data of sharp-bending sections, calculating the average acceleration and judging the safety risk level, the rapid, accurate and low-cost problems of traffic safety risk assessment in sharp-bending sections are solved, and reliable assessment of traffic safety risks and implementation of rectification measures are achieved.
Patent Information
- Application Number
- CN202510062272.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-01-15
- Publication Date
- 2025-05-27
AI Technical Summary
The prior art is difficult to quickly, accurately and at low cost to assess traffic safety risks in sharp detours, especially when the traffic management department has limited manpower, financial resources and energy.
By collecting the position coordinates of the starting point, midpoint, and end point of the sharp detour section and actual vehicle test data, the spatial range defined by the rectangular area is constructed, the average acceleration is calculated, and the safety risk level is judged based on the preset safety risk threshold.
It has achieved a traffic safety risk assessment of the sharp detour sections that are simple, cheap, and highly reliable, helping the traffic management department to identify the high-risk sections and take rectification measures to improve the level of traffic safety.
Smart Images
Figure CN120048103A_ABST
Abstract
Description
Technical Field
[0001] The present application belongs to the technical field of road traffic safety assessment, and in particular, relates to a method for assessing traffic safety risks on sharp curve sections. Background Art
[0002] At present, sharp bends cause high driving loads and are prone to hidden dangers such as poor sight distance, insufficient linear guidance, incomplete signs and markings, and unfavorable speed management, which usually lead to high traffic accident rates. Therefore, under the current conditions where traffic management departments lack manpower, financial resources, and energy, how to quickly, accurately, and at low cost assess the safety risks of sharp bends has become a technical problem that needs to be solved urgently. Summary of the invention
[0003] In view of this, the purpose of the present application is to provide a method for assessing traffic safety risks on sharp-bend sections. The assessment method is simple, easy to implement, low-cost and highly reliable. It can assess the traffic safety risk level of sharp-bend sections only by collecting the position coordinates of the starting point, midpoint and end point of the sharp-bend section and actual vehicle test data.
[0004] This application provides a method for assessing traffic safety risks on a sharp curve section, including:
[0005] Based on the coordinates of the starting point, midpoint and end point of the sharp curve section, construct the spatial range of the sharp curve section defined by a rectangular area;
[0006] Acquire test data including the starting point, midpoint, and end point of the sharp curve section; wherein the test data includes: positioning time, position coordinates, and instantaneous speed;
[0007] Selecting test data within the spatial range of the sharp curve section, and calculating the average acceleration of the sharp curve section based on the selected test data;
[0008] Based on the average acceleration, the safety risk level of the sharp curve section is determined according to a preset safety risk threshold.
[0009] Furthermore, the spatial range of the sharp curve section defined by the rectangular area is constructed by the following method:
[0010] Assume that the coordinates of the starting point of the sharp curve section are (x 1 ,y 1 ), the coordinates of the midpoint are (x 2 ,y 2 ), the coordinates of the end point are (x 3 ,y 3 );
[0011] min(x 1 , x2 , x 3 )-d is defined as the left boundary of the rectangular area, and max(x 1 , x 2 , x 3 )+d is defined as the right boundary of the rectangular area, and min(y 1 ,y 2 ,y 3 )-d is defined as the lower boundary of the rectangular area, and max(y 1 ,y 2 ,y 3 )+d is defined as the upper boundary of the rectangular area;
[0012] Where d is the redundant distance.
[0013] Furthermore, before constructing the spatial range of the sharp curve section defined by the rectangular area, the method further includes:
[0014] Determine the initial starting point, midpoint and end point of the sharp curve section according to the road plane linear technical indicators;
[0015] According to the surrounding traffic environment of the sharp curve section, the initial starting point, midpoint and end point are adjusted to determine the starting point, midpoint and end point positions of the sharp curve section;
[0016] The Beidou positioning device carried on the floating vehicle is used to mark the coordinates of the starting point, the middle point and the end point of the sharp bend section.
[0017] Furthermore, the acquisition of test data including the starting point, midpoint, and end point of the sharp curve section includes:
[0018] Using a floating vehicle to conduct a real vehicle test on the sharp bend section in both the upward and downward directions; wherein the range of the real vehicle test exceeds the spatial range of the sharp bend section;
[0019] The Beidou positioning device mounted on the floating vehicle is used to collect test data during the actual vehicle test.
[0020] Furthermore, the test data within the spatial range of the sharp curve section is selected in the following manner:
[0021] For each test data, the position coordinates of the test data are compared with the boundaries of the rectangular area used to define the spatial range of the sharp curve section;
[0022] When the comparison result shows that the test data is within the rectangular area, it is determined that the test data is within the spatial range of the sharp curve section;
[0023] When the comparison result shows that the test data is not within the rectangular area, it is determined that the test data is not within the spatial range of the sharp curve section.
[0024] Furthermore, the average acceleration of the sharp curve section is calculated by the following formula:
[0025]
[0026] In the formula, is the average acceleration, is the acceleration value of the i-th test data of the j-th actual vehicle test, n is the number of test data of the j-th actual vehicle test, and m is the number of actual vehicle tests.
[0027] Furthermore, the safety risk threshold is 2m / s 2 、3m / s 2 and 4m / s 2 .
[0028] Furthermore, the safety risk level of the sharp curve section is determined by:
[0029] When the average acceleration is less than or equal to 2m / s 2 , it is judged that the safety risk level of the sharp curve section is low;
[0030] When the average acceleration is (2m / s 2 , 3m / s 2 ] interval, it is judged that the safety risk level of the sharp curve section is low;
[0031] When the average acceleration is (3m / s 2 , 4m / s 2 ] section, it is judged that the safety risk level of the sharp curve section is high;
[0032] When the average acceleration is greater than 4 m / s 2 When , it is judged that the safety risk level of the sharp curve section is high.
[0033] The traffic safety risk assessment method for sharp bend sections provided in this application is based on the actual work needs of the traffic management department. Faced with the limited human, financial and energy resources, as well as the large number of sharp bend sections on my country's roads, it can assess the traffic safety risk level of sharp bend sections by only collecting the location coordinates of the starting point, midpoint and end point of the sharp bend section and actual vehicle test data. This assessment method is simple, easy to implement, low-cost and highly reliable. In addition, this assessment method helps traffic management departments to conduct more in-depth inspections of traffic safety hazards for sharp bend sections with higher risks, and then improve the traffic safety level of sharp bend sections through comprehensive rectification measures, ensuring the safety of drivers. BRIEF DESCRIPTION OF THE DRAWINGS
[0034] Figure 1 A flow chart of a method for assessing traffic safety risks on a sharp curve section provided in an embodiment of the present application is shown. DETAILED DESCRIPTION
[0035] In order to make the purpose, technical solution and advantages of the technical solution more clear, the technical solution is further described in detail below in conjunction with specific implementation methods. It should be understood that these descriptions are only exemplary and are not intended to limit the scope of the technical solution.
[0036] See also Figure 1 The flowchart of the method for assessing traffic safety risks on a sharp curve section provided by the embodiment of the present application is shown in FIG. Figure 1 As shown, the method includes:
[0037] S101. Constructing a spatial range of the sharp curve section defined by a rectangular area based on the coordinates of the starting point, midpoint, and end point of the sharp curve section.
[0038] In specific implementation, the spatial range of the sharp curve section defined by the rectangular area is constructed by the following method:
[0039] Step 1011: Assume that the coordinates of the starting point of the sharp curve section are (x 1 ,y 1 ), the coordinates of the midpoint are (x 2 ,y 2 ), the coordinates of the end point are (x 3 ,y 3 ).
[0040] Step 1012: min(x 1 , x 2 , x 3 )-d is defined as the left boundary of the rectangular area, and max(x 1 , x 2 , x 3 )+d is defined as the right boundary of the rectangular area, and min(y 1 ,y 2 ,y 3 )-d is defined as the lower boundary of the rectangular area, and max(y 1 ,y 2 ,y 3 )+d is defined as the upper boundary of the rectangular area;
[0041] Where d is the redundant distance.
[0042] As an example, the maximum positioning error of the Beidou locator can be set to the redundant distance d.
[0043] In addition, before constructing the spatial range of the sharp curve section defined by the rectangular area, the method further includes:
[0044] Step 201: Determine the initial starting point, midpoint, and end point of the sharp curve section according to the road plan linear technical indicators.
[0045] Step 202: According to the surrounding traffic environment of the sharp curve section, the initial starting point, midpoint and end point are adjusted to determine the starting point, midpoint and end point positions of the sharp curve section.
[0046] Step 203: using the Beidou positioning device carried on the floating vehicle, marking the coordinates of the starting point, the middle point, and the end point of the sharp curve section.
[0047] Based on the above steps 201-203, the coordinates of the starting point, midpoint and end point of the sharp bend section are obtained, specifically: 1) According to the technical indicators of the road plane linear shape, the initial starting point, midpoint and end point of the sharp bend section are selected; 2) According to the road traffic environment around the sharp bend section, the initial starting point and end point of the sharp bend section are appropriately adjusted, and the adjustment process should try to ensure the consistency and independence of the spatial range of the sharp bend section; for example, when there is an intersection near the initial starting point and end point, the intersection range should be included in the spatial range of the sharp bend section; based on the final starting point and end point positions, the final midpoint position of the sharp bend section is determined; 3) The Beidou positioning device carried by the floating vehicle is used to mark the coordinates of the starting point, midpoint and end point of the sharp bend section, and the coordinate data is stored in the on-board information storage device, thereby providing a data basis for the traffic safety risk assessment of the sharp bend section.
[0048] S102: Acquire test data including the starting point, midpoint, and end point of the sharp curve section.
[0049] The test data includes: positioning time, position coordinates and instantaneous speed.
[0050] In the specific implementation, the test data including the starting point, midpoint, and end point of the sharp bend section is obtained by the following method:
[0051] Step 1021: Use a floating vehicle to conduct a real vehicle test on the sharp curve section in both the upward and downward directions.
[0052] Wherein, the scope of the actual vehicle test exceeds the spatial scope of the sharp curve section;
[0053] Step 1022: Use the Beidou positioning device mounted on the floating vehicle to collect test data during the actual vehicle test.
[0054] Based on the above steps 1021-1022, the test data including the starting point, midpoint and end point of the sharp bend section is obtained. Specifically: using the Beidou locator carried by the floating vehicle, the real vehicle test data of the sharp bend section in both directions of up and down is collected at a sampling interval of 1 second, and the test data is stored in the on-board information storage device, thereby providing a data basis for the traffic safety risk assessment of the sharp bend section.
[0055] Here, in order to reduce the impact of random factors on the actual vehicle test results of the floating vehicle, the actual vehicle test of the floating vehicle in each direction should be no less than 5 times. At the same time, in order to eliminate the impact of the speed of the floating vehicle starting and stopping near the starting and end points of the sharp bend section, the range of each actual vehicle test should exceed the spatial range of the sharp bend section, and the excess range should be no less than 50 meters.
[0056] Furthermore, since the scope of the floating vehicle actual vehicle test exceeds the spatial scope of the sharp bend section, the test data includes both data collected within the spatial scope of the sharp bend section and data collected outside the spatial scope of the sharp bend section; however, evaluating the traffic safety risk of the sharp bend section requires the use of test data within the spatial scope of the sharp bend section. Therefore, for each test data, it is necessary to determine whether it is within the spatial scope of the sharp bend section.
[0057] S103, selecting test data within the spatial range of the sharp bend section, and calculating the average acceleration of the sharp bend section based on the selected test data.
[0058] In specific implementation, the test data within the spatial range of the sharp bend section is selected in the following manner:
[0059] Step 1031: for each test data, compare the position coordinates of the test data with the boundaries of the rectangular area used to define the spatial range of the sharp curve section.
[0060] Step 1032: When the comparison result shows that the test data is within the rectangular area, it is determined that the test data is within the spatial range of the sharp bend section.
[0061] Step 1033: When the comparison result shows that the test data is not within the rectangular area, it is determined that the test data is not within the spatial range of the sharp bend section.
[0062] Based on the above steps 1031-1033, test data within the spatial range of the sharp bend section are selected. Specifically, for each test data, the position of the test data is compared with the rectangular boundary of the spatial range of the sharp bend section; when min(x 1 , x 2 , x 3 )-d <x<max(x 1 , x 2, x 3 )+d and min(y 1 ,y 2 ,y 3 )-d <y<max(y 1 ,y 2 ,y 3 )+d, it is judged that the test data is within the spatial range of the sharp bend section; otherwise, it is judged that the test data is not within the spatial range of the sharp bend section.
[0063] In specific implementation, the average acceleration of the sharp curve section is calculated by the following formula:
[0064]
[0065] In the formula, is the average acceleration, is the acceleration value of the i-th test data of the j-th actual vehicle test, n is the number of test data of the j-th actual vehicle test, and m is the number of actual vehicle tests.
[0066] Here, the test data that is determined to be not within the spatial range of the sharp bend section is eliminated, and only the test data that is determined to be within the spatial range of the sharp bend section is used to calculate the average acceleration of the sharp bend section.
[0067] S104: Based on the average acceleration and according to a preset safety risk threshold, determine the safety risk level of the sharp curve section.
[0068] Among them, the safety risk threshold is 2m / s 2 、3m / s 2 and 4m / s 2 .
[0069] In this step, since there is the following relationship between driving acceleration and safety risk: the greater the acceleration of various vehicles on a road, the higher the accident rate, therefore, the embodiment of the present application evaluates the traffic safety risk level of the sharp curve section through the average acceleration.
[0070] In specific implementation, the safety risk level of the sharp curve section is determined by the following methods:
[0071] When the average acceleration is less than or equal to 2m / s 2 , it is judged that the safety risk level of the sharp curve section is low;
[0072] When the average acceleration is (2m / s 2 , 3m / s 2 ] interval, it is judged that the safety risk level of the sharp curve section is low;
[0073] When the average acceleration is (3m / s2 , 4m / s 2 ] section, it is judged that the safety risk level of the sharp curve section is high;
[0074] When the average acceleration is greater than 4 m / s 2 When , it is judged that the safety risk level of the sharp curve section is high.
[0075] The above contents are only preferred embodiments of the present invention. For ordinary technicians in this field, many changes can be made in the specific implementation methods and application scopes based on the ideas of the present technical content. As long as these changes do not deviate from the concept of the present invention, they all fall within the scope of protection of this patent.
Claims
1. A method for assessing traffic safety risks on a sharp curve section, characterized in that: The method comprises: Based on the coordinates of the starting point, midpoint and end point of the sharp curve section, construct the spatial range of the sharp curve section defined by a rectangular area; Acquire test data including the starting point, midpoint, and end point of the sharp curve section; wherein the test data includes: positioning time, position coordinates, and instantaneous speed; Selecting test data within the spatial range of the sharp curve section, and calculating the average acceleration of the sharp curve section based on the selected test data; Based on the average acceleration, the safety risk level of the sharp curve section is determined according to a preset safety risk threshold.
2. The method according to claim 1, characterized in that The spatial range of the sharp curve section defined by the rectangular area is constructed by the following method: Assume that the coordinates of the starting point of the sharp curve section are (x1, y1), the coordinates of the midpoint are (x2, y2), and the coordinates of the end point are (x3, y3); Define min(x1, x2, x3)-d as the left boundary of the rectangular area, define max(x1, x2, x3)+d as the right boundary of the rectangular area, define min(y1, y2, y3)-d as the lower boundary of the rectangular area, and define max(y1, y2, y3)+d as the upper boundary of the rectangular area; Where d is the redundant distance.
3. The method according to claim 1, characterized in that Before constructing the spatial range of the sharp curve section defined by the rectangular area, the method further includes: Determine the initial starting point, midpoint and end point of the sharp curve section according to the road plane linear technical indicators; According to the surrounding traffic environment of the sharp curve section, the initial starting point, midpoint and end point are adjusted to determine the starting point, midpoint and end point positions of the sharp curve section; The Beidou positioning device carried on the floating vehicle is used to mark the coordinates of the starting point, the middle point and the end point of the sharp bend section.
4. The method according to claim 1, characterized in that The step of obtaining test data including the starting point, midpoint, and end point of the sharp curve section includes: Using a floating vehicle to conduct a real vehicle test on the sharp bend section in both the upward and downward directions; wherein the range of the real vehicle test exceeds the spatial range of the sharp bend section; The Beidou positioning device mounted on the floating vehicle is used to collect test data during the actual vehicle test.
5. The method according to claim 1, characterized in that The test data within the spatial range of the sharp curve section are selected in the following manner: For each test data, the position coordinates of the test data are compared with the boundaries of the rectangular area used to define the spatial range of the sharp curve section; When the comparison result shows that the test data is within the rectangular area, it is determined that the test data is within the spatial range of the sharp curve section; When the comparison result shows that the test data is not within the rectangular area, it is determined that the test data is not within the spatial range of the sharp curve section.
6. The method according to claim 1, characterized in that The average acceleration of the sharp curve section is calculated by the following formula: Where A is the average acceleration, is the acceleration value of the i-th test data of the j-th actual vehicle test, n is the number of test data of the j-th actual vehicle test, and m is the number of actual vehicle tests.
7. The method according to claim 1, characterized in that The safety risk threshold is 2m / s 2 、3m / s 2 and 4m / s 2 .
8. The method according to claim 7, characterized in that The safety risk level of the sharp curve section is determined by the following methods: When the average acceleration is less than or equal to 2m / s 2 , it is judged that the safety risk level of the sharp curve section is low; When the average acceleration is (2m / s 2 , 3m / s 2 ] interval, it is judged that the safety risk level of the sharp curve section is low; When the average acceleration is (3m / s 2 , 4m / s 2 ] section, it is judged that the safety risk level of the sharp curve section is high; When the average acceleration is greater than 4 m / s 2 When , it is judged that the safety risk level of the sharp curve section is high.