A layout planning method for overload detection stations based on fuzzy comprehensive evaluation

Abstract

The present invention relates to the field of highway detection and analysis, and specifically discloses a method for layout planning of over-limit and overload detection sites based on fuzzy comprehensive evaluation. The method comprises: road network data analysis, detection impact analysis and detection site layout planning. The present invention analyzes road condition data of roads in a road network area within a monitoring period, converts complex and diverse road condition data into a road operation status index, obtains basic condition data and traffic demand data of each road in the road network area, and comprehensively analyzes to obtain a road traffic impact index. The basic condition data and traffic demand data of each road in the road network area are taken into consideration, and the road operation status index and the road traffic impact index are comprehensively analyzed to obtain a detection site planning index. The actual operation status of the road and the influence of various traffic factors on the setting of detection sites are fully considered, so that the layout of the detection sites is more reasonable, and over-limit and overload behaviors are effectively monitored and cracked down.

Description

Technical Field

[0001] The present invention relates to the field of highway detection and analysis, and in particular to a method for planning the layout of overload detection sites based on fuzzy comprehensive evaluation. Background Art

[0002] At present, with the rapid development of the economy and the prosperity of the transportation industry, the scale and quality of road transport goods are constantly increasing, and the phenomenon of overweight and overloading is becoming more and more serious. Overweight and overloaded vehicles not only cause huge damage to road infrastructure, shorten the service life of roads, bridges, etc., and increase maintenance costs, but also seriously affect road traffic safety and cause frequent traffic accidents. Therefore, it is necessary to strengthen the supervision and governance of overweight and overloading behaviors through the reasonable layout of overweight and overload detection stations.

[0003] For example, the invention patent with announcement number CN112270460B announces a method for identifying overweight truck source sites based on multi-source data. It is used to identify illegal source sites for overweight trucks. The main steps include data acquisition and preprocessing, truck overweight risk profiling, truck overweight risk judgment, and illegal source site identification. The main work includes: First, collecting historical data on truck overweight detection and vehicle GPS data and performing data cleaning. Secondly, the cumulative overweight weight per unit mileage, the illegal overweight frequency per unit mileage, and the single-trip empty load frequency per unit mileage are selected as key indicators to characterize the overweight risk of trucks. Then, the Fisher method is used to judge the overweight risk of trucks, and vehicles with high overweight risks are blacklisted, with their vehicle operation trajectories being monitored. Finally, the operation trajectory of the entire vehicle chain is fully reproduced based on GPS data, and illegal source sites are identified by identifying stop points.

[0004] However, in the process of implementing the technical solutions of the invention in the embodiments of the present application, the present application found that the above technology has at least the following technical problems:

[0005] The existing overload inspection site identification and planning methods mainly focus on using vehicle overweight detection historical data and vehicle GPS data to identify inspection sites, without considering the comprehensive factors related to vehicle and inspection site layout planning. This may lead to the inability to provide comprehensive and effective decision support for overload inspection site layout planning in actual applications. Summary of the Invention

[0006] In view of the shortcomings of the existing technology, the present invention provides a method for planning the layout of over-limit and overload detection sites based on fuzzy comprehensive evaluation, which can effectively solve the problems involved in the above-mentioned background technology.

[0007] To achieve the above objectives, the present invention is implemented through the following technical solutions: The present invention provides a method for planning the layout of overload and overlimit detection sites based on fuzzy comprehensive evaluation, comprising: S1. road network data analysis: obtaining initial road condition data of roads in a road network area within a monitoring period, preprocessing the initial road condition data of the roads in the road network area within the monitoring period, obtaining road condition data of the roads in the road network area within the monitoring period, and analyzing the road condition data of the roads in the road network area within the monitoring period to obtain a road operation condition index;

[0008] S2. Detection Impact Analysis: Obtain basic road condition data and traffic demand data for each road in the road network area, conduct a comprehensive analysis to obtain road traffic impact indicators, compare the road traffic impact indicators with the road traffic impact indicator thresholds preset in the evaluation database, and obtain comparison results. Ultimately, road traffic warning prompts are issued based on the comparison results.

[0009] S3. Inspection site layout planning: Comprehensively analyze the road operation condition index and the road traffic impact index to obtain the inspection site planning index, match the inspection site planning index with the inspection site coordinates corresponding to each interval of the inspection site planning index preset in the evaluation database, and obtain the over-limit and overload inspection site coordinates. Finally, plan the layout of the over-limit and overload inspection sites based on the over-limit and overload inspection site coordinates.

[0010] In this embodiment, fuzzy comprehensive evaluation is a comprehensive evaluation method based on fuzzy mathematics. It combines fuzzy set theory and the idea of ​​comprehensive evaluation, transforms qualitative evaluation into quantitative evaluation, and can better handle the fuzziness and uncertainty problems in the evaluation process.

[0011] As a further method, the road operation condition index is specifically analyzed as follows:

[0012] The effective statistics of vehicles traveling on the roads in the road network area during the monitoring period, the average speed calibration value, the optimized cross-section traffic flow, the standardized headway time and the average overload tonnage regularization value are comprehensively analyzed to obtain the road operation condition index.

[0013] As a further method, the road traffic impact index is specifically analyzed as follows:

[0014] A comprehensive analysis is conducted on the road length, lane width, pavement friction coefficient, average pavement bearing capacity, average daily traffic flow, average vehicle speed and average freight transportation volume of each road in the road network area during the historical monitoring period to obtain the road traffic impact index.

[0015] As a further method, the road traffic impact index is compared with the road traffic impact index threshold preset in the evaluation database to obtain a comparison result. The specific comparison process is:

[0016] If the road traffic impact index is less than the road traffic impact index threshold value preset in the evaluation database, the comparison result is recorded as the first comparison result.

[0017] If the road traffic impact index is greater than or equal to the road traffic impact index threshold value preset in the evaluation database, the comparison result is recorded as the second comparison result.

[0018] When the comparison result is recorded as the second comparison result, it is necessary to issue an early warning prompt for road traffic.

[0019] As a further method, the detection site planning index, the specific analysis process is:

[0020] The road operation condition index and road traffic impact index are comprehensively analyzed to obtain the inspection site planning index. The specific analysis method is as follows:

[0021]

[0022] Where, is the detection site planning index, e is a natural constant, is the road operation condition index, is the road traffic impact index, The weight factor corresponding to the road operation condition index unit value preset in the evaluation database, The weight factor corresponding to the unit value of the road traffic impact index preset in the evaluation database.

[0023] As a further method, the detection site planning index is matched with the detection site coordinates corresponding to each interval of the detection site planning index preset in the evaluation database. The specific matching process is:

[0024] Compare the detection site planning index with the detection site planning index interval values ​​preset in the evaluation database to determine the specific interval corresponding to the detection site planning index, and obtain the interval where the detection site planning index is located, that is, obtain the detection site coordinates corresponding to the interval from the evaluation database;

[0025] The coordinates of the over-limit and overload detection sites are obtained, and finally the layout planning of the over-limit and overload detection sites is carried out according to the coordinates of the over-limit and overload detection sites.

[0026] Compared with the prior art, the embodiments of the present invention have at least the following advantages or beneficial effects:

[0027] (1) The present invention analyzes the road condition data of the roads in the road network area during the monitoring period and converts the complex and diverse road condition data into a specific numerical indicator, namely the road operation condition index, so that the description of the overall road operation condition is more intuitive, accurate and easy to understand. Through this index, the comprehensive operation level of the roads in the road network area during the monitoring period can be quickly understood, and the road condition can be evaluated based on this index.

[0028] (2) The present invention obtains the basic condition data and traffic demand data of each road in the road network area, and comprehensively analyzes to obtain the road traffic impact index. Taking into account the basic condition data and traffic demand data of each road in the road network area, the present invention can comprehensively and systematically reflect the impact of various factors on road traffic, and compare the road traffic impact index with the road traffic impact index threshold value preset in the evaluation database, so as to discover the potential risks that road traffic may face in advance and ensure the safety and smoothness of road traffic.

[0029] (3) The present invention obtains the detection site planning index by comprehensively analyzing the road operation condition index and the road traffic impact index, which can fully take into account the actual operation condition of the road and the impact of various traffic factors on the setting of the detection site. This can avoid the irrationality caused by planning the detection site based solely on a certain factor, making the planning of the detection site more scientific, reasonable and comprehensive. The detection site planning index is matched with the detection site coordinates corresponding to each interval preset in the evaluation database to obtain the over-limit and overload detection site coordinates, which can accurately determine the location of the detection site. The over-limit and overload detection site is laid out and planned according to the over-limit and overload detection site coordinates, which can achieve a scientific layout of the detection site. Taking into account multiple factors such as the traffic conditions in the area, the road network structure and the coverage of the detection site, the layout of the detection site is more reasonable, which can effectively monitor and crack down on over-limit and overload behaviors. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The present invention is further described with reference to the accompanying drawings. However, the embodiments in the accompanying drawings do not constitute any limitation to the present invention. A person skilled in the art can obtain other drawings based on the following drawings without creative effort.

[0031] Figure 1 Schematic diagram of the method steps of the present invention. DETAILED DESCRIPTION

[0032] The technical solutions in the embodiments of the present invention will be clearly and completely described 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. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0033] Reference Figure 1 As shown, the present invention provides a method for planning the layout of over-limit and overload detection sites based on fuzzy comprehensive evaluation, including: S1. Road network data analysis: obtaining the initial road condition data of the roads in the road network area during the monitoring period, and preprocessing the initial road condition data of the roads in the road network area during the monitoring period to obtain the road condition data of the roads in the road network area during the monitoring period, and analyzing the road condition data of the roads in the road network area during the monitoring period to obtain a road operation condition index.

[0034] S2. Detection Impact Analysis: Obtain basic condition data and traffic demand data for each road in the road network area, and conduct a comprehensive analysis to obtain road traffic impact indicators. Compare the road traffic impact indicators with the road traffic impact indicator thresholds preset in the evaluation database to obtain comparison results, and finally issue road traffic warning prompts based on the comparison results.

[0035] S3. Inspection site layout planning: Comprehensively analyze the road operation condition index and the road traffic impact index to obtain the inspection site planning index, match the inspection site planning index with the inspection site coordinates corresponding to each interval of the inspection site planning index preset in the evaluation database, and obtain the over-limit and overload inspection site coordinates. Finally, plan the layout of the over-limit and overload inspection sites based on the over-limit and overload inspection site coordinates.

[0036] Furthermore, the initial road condition data of the roads in the road network area during the monitoring period specifically include the number of vehicles traveling on the roads in the road network area during the monitoring period, the average vehicle speed, the cross-sectional traffic flow, the average headway and the average overload tonnage.

[0037] It should be explained that the aforementioned regional road network refers to a road network system within a specific area, consisting of multiple interconnected roads. This area can be a city, a region, or even a large-scale transportation network spanning multiple regions. For example, a city's urban road network includes trunk roads, secondary roads, and branch roads of varying levels, which interweave to form the city's regional road network. Alternatively, a regional road network within a province consists of expressways, national highways, and provincial highways. In the layout planning of overload and overlimit detection stations, clarifying the scope of the roads in the road network area is helpful for accurately analyzing the traffic conditions and freight demand in the area; the monitoring period refers to the continuous observation time period set in order to obtain representative and regular traffic data. In this embodiment, this time period is set according to the research purpose and data requirements; the number of traveling vehicles is obtained by installing traffic flow monitoring equipment on the road, such as a ring coil detector. The ring coil detector is buried under the road surface. When a vehicle passes, the inductance of the coil changes, thereby detecting the vehicle and counting it; the acquisition of the average vehicle speed also depends on the above-mentioned traffic flow monitoring equipment. For example, the on-board Beidou navigation system can record the vehicle's driving trajectory and time information in real time, and then calculate the driving speed of different sections. The average vehicle speed of the roads in the road network area is obtained by statistical analysis of all vehicle speed data; the cross-sectional traffic flow is statistically analyzed by detection equipment set at the road section, using a ring line as the basis. Taking the circle detector as an example, multiple coils are laid on a certain section of the road. When vehicles pass through the coils one by one, the equipment records the number of vehicles passing through. The total number of vehicles passing through the section per unit time (such as per hour or per minute) is the traffic flow of the section; the average headway is calculated from the vehicle passing time data collected by the traffic flow monitoring equipment. For example, the video detector records the exact time when each vehicle passes through a specific location. The difference between the passing times of two adjacent vehicles is the headway. By statistically averaging a large amount of headway data, the average headway can be obtained. This parameter can reflect the density and safety of vehicles traveling on the road; the average overload tonnage is calculated by real-time weighing of passing vehicles using dynamic weighing equipment installed on the road (such as quartz crystal type, curved plate type weighing sensor), and combining the approved load weight marked on the vehicle driving license to calculate the overload tonnage of each vehicle. The overload tonnage of all detected overloaded vehicles is then averaged to obtain the average overload tonnage.

[0038] Specifically, the initial data of road conditions of the roads in the road network area during the monitoring period are preprocessed. The specific preprocessing includes using linear interpolation to process missing values ​​of the initial data of road conditions of the roads in the road network area during the monitoring period, detecting and correcting outliers, and time-space alignment and fusion.

[0039] The data obtained by preprocessing the initial data of road conditions of the roads in the road network area within the monitoring period is recorded as the road condition data of the roads in the road network area within the monitoring period.

[0040] The road condition data of the network area roads during the monitoring period specifically include the effective statistics of vehicles traveling on the network area roads during the monitoring period, the average speed calibration value, the cross-section traffic optimization flow, the standardized headway and the average overload tonnage regularization value.

[0041] It should be explained that the above-mentioned outlier detection is based on the 3σ principle of traffic anomaly detection. The correction method is processed through Winsorize tailing processing (replacing with 99th percentile value). Time alignment and fusion are performed through time standardization and spatial matching. The specific steps of time standardization are to unify the timestamp to the UTC+8 time zone, resample the irregular sampling data to a fixed interval (such as 5-minute granularity), and align the clock deviations of each system (such as the time difference between GPS and detector is <30s); the spatial matching operation is completed through the Join Attributes by Nearest tool of QGIS.

[0042] In this embodiment, systematic preprocessing of initial road network condition data significantly improves the accuracy and reliability of subsequent fuzzy comprehensive evaluation and site layout planning. The cleaned data enables fuzzy membership functions (such as the "congested / normal / unblocked" classification of vehicle speed) to truly reflect road conditions, avoiding noise interference. The cleaned data also improves the accuracy of overload hotspot identification, making site layout more targeted.

[0043] Furthermore, the specific analysis process of the road operation condition index is as follows:

[0044] The road operation condition index is obtained by comprehensively analyzing the effective statistics of vehicles traveling on the roads in the road network area during the monitoring period, the average speed calibration value, the optimized traffic flow of the section, the standardized headway, and the average overload tonnage regularization value. The specific analysis method is as follows:

[0045]

[0046] Where, is the road operation condition index, e is a natural constant, is the effective statistic of the moving vehicles, The reference quantity of running vehicles preset in the evaluation database, The impact factor corresponding to the unit value of the effective statistical quantity of the running vehicle preset in the evaluation database, is the average vehicle speed calibration value, The vehicle speed reference value preset in the evaluation database is The impact factor corresponding to the unit value of the average vehicle speed calibration value preset in the evaluation database, Optimize flow for cross-section traffic, The cross-section traffic reference flow preset in the evaluation database is To evaluate the impact factor corresponding to the unit value of the optimized cross-section traffic flow preset in the database, To standardize the headway time, The headway reference time distance preset in the evaluation database is The impact factor corresponding to the standardized headway unit value preset in the evaluation database is: is the average overload tonnage normalization value, The overload tonnage reference value preset in the evaluation database is The impact factor corresponding to the unit value of the average overload tonnage normalization value preset in the evaluation database.

[0047] It should be explained that the above-mentioned road operation condition index is a numerical indicator that comprehensively reflects the overall operation status of roads in the road network area during the monitoring period. It is calculated through comprehensive analysis of multiple parameters such as the effective statistics of traveling vehicles, the average speed calibration value, the optimized traffic flow of the section, the standardized headway and the average overload tonnage regularization value. It is used to evaluate the impact of road traffic congestion, vehicle driving smoothness and overloading on road operation, so as to have a comprehensive and quantitative understanding of the road usage status; the effective statistics of traveling vehicles refers to the number of vehicles traveling on the roads in the road network area during the monitoring period, which is counted and analyzed. The effective data volume obtained after certain data processing and screening; the reference volume of running vehicles preset in the evaluation database is a reference value preset in the evaluation database, which is used to compare with the effective statistical volume of running vehicles obtained by actual statistics; the average speed calibration value is the value obtained after measuring the average speed of vehicles on the roads in the road network area during the monitoring period, and then undergoing data preprocessing and calibration; the speed reference value preset in the evaluation database refers to a speed standard value set in advance in the evaluation database; the optimized traffic flow of the section refers to the value obtained after analyzing and optimizing the traffic flow data of a specific section of the road in the road network area during the monitoring period, and the traffic flow of the section preset in the evaluation database is the value obtained after analyzing and optimizing the traffic flow data of a specific section of the road in the road network area during the monitoring period. The section traffic reference flow refers to the traffic flow reference standard for a specific section of the road in the road network area pre-set in the evaluation database; the standardized headway refers to the value obtained after standardizing the headway of vehicles on the roads in the road network area during the monitoring period; the headway reference time distance preset in the evaluation database refers to a headway reference value pre-set in the evaluation database; the average overload tonnage regularization value refers to the value obtained after measuring and regularizing the average overload tonnage of vehicles on the roads in the road network area during the monitoring period; the overload tonnage reference value preset in the evaluation database refers to a reference value for vehicle overload tonnage pre-set in the evaluation database Evaluation standard; In this embodiment, the impact factor corresponding to the unit value of the effective statistical quantity of traveling vehicles preset in the evaluation database, the impact factor corresponding to the unit value of the average speed calibration value preset in the evaluation database, the impact factor corresponding to the unit value of the cross-section traffic optimization flow preset in the evaluation database, the impact factor corresponding to the unit value of the standardized headway preset in the evaluation database, and the impact factor corresponding to the unit value of the average overload tonnage regularization value preset in the evaluation database respectively represent the degree of influence of the effective statistical quantity of traveling vehicles, the average speed calibration value, the cross-section traffic optimization flow, the standardized headway and the average overload tonnage regularization value on the road operation condition index, wherein , , , , ,and .

[0048] In this embodiment, when the effective statistical quantity of running vehicles is larger, or even larger than the preset reference quantity of running vehicles, it means that there are too many vehicles on the road, which may exceed the design carrying capacity of the road, resulting in aggravated traffic congestion, reduced vehicle speed, and reduced road traffic efficiency; when the average speed calibration value is larger, or even larger than the preset speed reference value, it will lead to unstable traffic flow, such as frequent overtaking, sudden braking, etc., which may increase the risk of traffic accidents and have an adverse effect on the road operation condition index; when the cross-section traffic optimization flow is larger, or even larger than the preset cross-section traffic reference flow, it indicates that the traffic flow of the cross-section is too large, which exceeds the normal traffic capacity of the road, which will lead to traffic congestion, increased vehicle queue length, prolonged travel time, and disruption of the smoothness of traffic flow. , which can easily cause traffic jams and chaos, thereby reducing the road operation condition index. A smaller standardized headway, or even less than the preset headway reference time, indicates that the interval between vehicles is smaller and the traffic flow density is lower. A larger average overload tonnage regularization value, or even greater than the preset overload tonnage reference value, will cause vehicle overload to cause additional pressure and damage to road infrastructure, shorten the service life of the road, and increase road maintenance costs. At the same time, overloading will also affect the vehicle's handling performance and braking distance, increase the risk of traffic accidents, and seriously affect the road's operating safety and efficiency, thereby having a significant negative impact on the road operation condition index, causing it to decrease. Therefore, through a detailed analysis of the parameters in the road operation condition index, it is possible to accurately evaluate the road operation status and provide a scientific basis for traffic management.

[0049] Specifically, the basic condition data of each road in the road network area includes the road length, lane width, road surface friction coefficient, and average road surface bearing capacity of each road in the road network area.

[0050] It should be explained that the road length of each road in the above-mentioned road network area is obtained by measuring along the center line of the road using professional measuring tools, such as total stations, GPS measuring instruments, etc. The lane width is obtained by measuring the lane width on the road site using measuring tools such as laser rangefinders. The road friction coefficient is obtained by using a professional road friction coefficient tester, such as a pendulum friction coefficient tester, by selecting multiple test points on the road surface and measuring according to the operating specifications of the instrument. The road friction coefficient is calculated by measuring the friction between the tire and the road surface. In this embodiment, the pendulum friction coefficient tester calculates the road friction coefficient by measuring the energy loss of the pendulum when it swings freely from a certain height and contacts the road surface. The pendulum of the instrument has a rubber slider. When the pendulum swings, the rubber slider contacts the road surface and generates friction, which reduces the swing amplitude of the pendulum. By measuring the height difference between the initial height and the final stop position of the pendulum, as well as parameters such as the mass and pendulum length of the pendulum, the principle of conservation of energy is used to calculate the work done by the friction force, and then the road friction coefficient is obtained. The calculation formula is: , where F is the friction force, W is the weight of the pendulum, L is the length of the pendulum, h1 and h2 are the initial height and final height of the pendulum respectively, S is the contact area between the rubber slider and the road surface, g is the acceleration of gravity, and the road friction coefficient is , N is the positive pressure of the rubber slider on the road surface. In the pendulum instrument, the positive pressure is equal to the component of the weight of the pendulum in the direction perpendicular to the road surface; the average bearing capacity of the road surface is obtained by using professional testing equipment such as the falling weight deflectometer (FWD) and Beckman beam deflectometer. By applying a certain load on the road, the deformation of the road surface is measured, and the bearing capacity of the road surface is obtained.

[0051] Furthermore, the traffic demand data specifically includes the average daily traffic flow, average vehicle speed and average cargo transportation volume of each road during the historical monitoring period.

[0052] It should be explained that the above-mentioned average daily traffic flow is obtained by installing traffic flow monitoring equipment on the road, such as induction coils, video surveillance cameras, microwave detectors, etc. The average vehicle speed is obtained by utilizing the speed measurement function in the traffic flow monitoring equipment, such as radar speed meters, laser speed meters, etc. These devices can measure the speed of the vehicle while monitoring the vehicle passing. The average amount of cargo transportation can be obtained by obtaining the vehicle weight information through the vehicle weighing system at the toll station, and combining the vehicle type classification and statistical data of past vehicles to obtain the average amount of cargo transportation. In this embodiment, the above-mentioned historical monitoring period refers to a specific time period used to collect and analyze traffic data in the past, which is determined based on the specific research purpose and data availability.

[0053] Specifically, the road traffic impact index is analyzed in the following steps:

[0054] A comprehensive analysis is conducted on the road length, lane width, road friction coefficient, average road bearing capacity, average daily traffic flow, average vehicle speed, and average freight volume of each road in the road network area to obtain the road traffic impact index. The specific analysis method is as follows:

[0055] ;

[0056] Where, is the road traffic impact index, a is the number of each road, a=1,2,3,...,b, b is the total number of roads, is the length of the a-th road, Correction factor corresponding to the road length unit value preset in the evaluation database, is the lane width of the a-th road, Correction factor corresponding to lane width unit value preset in evaluation database, is the road friction coefficient of the ath road, The road friction reference coefficient preset in the evaluation database is The correction factor corresponding to the unit value of the road friction coefficient preset in the evaluation database, is the average bearing capacity of the road surface of the ath road, To evaluate the reference bearing capacity of the road surface preset in the database, The correction factor corresponding to the unit value of the average road bearing capacity preset in the evaluation database is: is the average daily traffic flow of the ath road, The average daily traffic reference flow rate preset for the evaluation database is The correction factor corresponding to the daily average traffic flow unit value preset in the evaluation database, is the average speed of vehicles on the ath road, The vehicle reference speed preset in the evaluation database is The correction factor corresponding to the unit value of the average vehicle speed preset in the evaluation database, is the average amount of freight transported on the ath road, The reference volume of cargo transportation preset in the evaluation database is The correction factor corresponding to the unit value of the average vehicle speed preset in the evaluation database.

[0057] It should be explained that the above-mentioned road traffic impact index is a value calculated by a specific analysis formula based on a comprehensive consideration of multiple factors such as road length, lane width, road friction coefficient, average road bearing capacity, average daily traffic flow, average vehicle speed and average cargo transportation volume. It is used to comprehensively evaluate the comprehensive impact of a road on traffic operations in the road network area; road length refers to the actual physical length of each road in the road network area; lane width refers to the actual width of each lane on the road; road friction coefficient refers to an indicator that measures the friction between the road surface and vehicle tires; the road reference bearing capacity preset in the evaluation database refers to a standard value pre-set in the traffic evaluation database; average daily traffic flow refers to the average daily traffic flow of a certain road during the historical monitoring period; the average daily traffic reference flow preset in the evaluation database refers to a reference value set in the traffic evaluation database, which is used to measure the rationality of the actual average daily traffic flow; the average vehicle speed refers to the speed of vehicles traveling on the road measured by specific monitoring equipment during the historical monitoring period and calculated. the average value; the vehicle reference speed preset in the evaluation database is a standard speed value preset in the traffic evaluation database, which serves as a reference for evaluating the actual average vehicle speed; the average freight transport volume refers to the average freight transport volume on a certain road during the historical monitoring period; the freight transport reference volume preset in the evaluation database refers to a reference value set in the traffic evaluation database, which is used to evaluate the rationality of the actual average freight transport volume; the correction factor corresponding to the unit value of road length preset in the evaluation database, the correction factor corresponding to the unit value of lane width preset, the correction factor corresponding to the unit value of road friction coefficient preset, the correction factor corresponding to the unit value of average road bearing capacity preset, the correction factor corresponding to the unit value of average daily traffic flow preset, the correction factor corresponding to the unit value of average vehicle driving speed preset and the correction factor corresponding to the unit value of average vehicle driving speed preset respectively represent the degree of influence of road length, lane width, road friction, average road bearing capacity, average daily traffic flow, average vehicle driving speed and average vehicle driving speed on road traffic impact indicators, among which , , , , , , ,and .

[0058] In this embodiment, a shorter road length will result in a limited continuous distance for vehicles to travel, and vehicles will frequently encounter intersections, traffic lights, etc., which will increase the number of stops and starts, reduce the overall traffic efficiency, and easily cause traffic congestion and chaos; a narrower lane width will reduce the lateral safety distance between vehicles, increase mutual interference between vehicles when driving, resulting in a decrease in vehicle driving speed and a decrease in the road's traffic capacity; a larger or smaller road friction coefficient, that is, a large deviation from the preset road friction reference coefficient, will make vehicles more likely to slip during driving, especially when accelerating, braking and turning, which will seriously affect driving safety and increase the probability of traffic accidents; a smaller average road bearing capacity, or even less than the preset road reference bearing capacity, means that the road is more likely to suffer from fatigue damage, cracks, potholes and other diseases under the action of vehicle loads, which will have a negative impact on traffic flow. The road traffic will be affected to a certain extent, and it is necessary to take measures such as load limit and speed limit on the road, which will affect the efficiency of road use and restrict the passage of large vehicles and heavy-loaded vehicles; a large average daily traffic flow, or even the preset average daily traffic reference flow, means that the design capacity of the road is exceeded, which will lead to frequent traffic jams; a large average vehicle speed, or even greater than the preset vehicle reference speed, will increase the impact force of high-speed vehicles on the road surface, which will accelerate the wear and damage of the road surface and shorten the service life of the road; a large average cargo transportation volume, or even greater than the preset cargo transportation reference volume, will increase the pressure on the road surface, accelerate the destruction of the road structure, and cause cracks, deformation and other defects in the road surface, affecting the smoothness and service life of the road. Therefore, a detailed analysis of each parameter in the road traffic impact index can provide an accurate basis for traffic planning.

[0059] Specifically, the road traffic impact index is compared with the road traffic impact index threshold preset in the evaluation database to obtain a comparison result. The specific comparison process is:

[0060] If the road traffic impact index is less than the road traffic impact index threshold value preset in the evaluation database, the comparison result is recorded as the first comparison result.

[0061] It's important to explain that when the road traffic impact index is less than the threshold preset in the evaluation database, it indicates that current road traffic conditions are relatively good. At this point, the combined impact of various road parameters, such as road length, lane width, road friction coefficient, road bearing capacity, average daily traffic flow, average vehicle speed, and average freight volume, on traffic is within an acceptable range. Traffic flows smoothly, the risk of traffic accidents is relatively low, and road facilities are able to effectively meet current traffic needs.

[0062] If the road traffic impact index is greater than or equal to the road traffic impact index threshold value preset in the evaluation database, the comparison result is recorded as the second comparison result.

[0063] It needs to be explained that when the road traffic impact index is greater than or equal to the road traffic impact index threshold preset in the evaluation database, it indicates that there may be problems or hidden dangers in the current road traffic conditions. This may be because one or more traffic influencing factors exceed the normal range, such as excessive traffic flow causing congestion, vehicle speeds too fast or too slow affecting traffic efficiency, insufficient road bearing capacity that may cause road damage, excessive cargo transportation volume that increases the burden on roads, etc. These situations may increase the probability of traffic accidents.

[0064] When the comparison result is recorded as the second comparison result, it is necessary to issue an early warning prompt for road traffic.

[0065] It needs to be explained that the above-mentioned early warning reminders for road traffic can be released to the public through traffic broadcasts, mobile phone applications, electronic display screens and other channels to release information on traffic overloads.

[0066] Specifically, the specific analysis process of the detection site planning index is as follows:

[0067] The road operation condition index and road traffic impact index are comprehensively analyzed to obtain the inspection site planning index. The specific analysis method is as follows:

[0068]

[0069] Where, is the detection site planning index, e is a natural constant, is the road operation condition index, is the road traffic impact index, The weight factor corresponding to the road operation condition index unit value preset in the evaluation database, The weight factor corresponding to the unit value of the road traffic impact index preset in the evaluation database.

[0070] It should be explained that the inspection site planning index refers to a numerical indicator used to evaluate and guide the planning layout of road inspection sites after comprehensively considering multiple factors such as the road operation condition index and the road traffic impact index. The weight factors corresponding to the preset unit values ​​of the road operation condition index and the preset unit values ​​of the road traffic impact index in the evaluation database respectively represent the degree of influence of the unit values ​​of the road operation condition index and the unit values ​​of the road traffic impact index on the inspection site planning index. , , .

[0071] It should be explained that a low Road Operation Condition Index generally indicates a poor road operating condition, such as severe traffic congestion or slow-moving vehicles. This can lead planners to over-concentrate on testing sites in order to focus on these problem areas, resulting in an unbalanced testing site layout and neglecting the monitoring needs of other areas. A large Road Traffic Impact Index indicates that the road is subject to complex or severe factors, making testing site planning difficult and making it difficult to accurately determine the location and number of sites. Because there are many and intertwined factors to consider, planning decisions can easily be hesitant and require repeated adjustments. Therefore, a detailed analysis of the various parameters in the Testing Site Planning Index can clarify which areas have poor traffic conditions, such as congestion and frequent accidents, as well as which factors have the greatest impact on traffic. This helps identify key areas that require focused monitoring, allowing testing sites to be placed where they can best play a role and improving monitoring efficiency.

[0072] Furthermore, the detection site planning index is matched with the detection site coordinates corresponding to each interval of the detection site planning index preset in the evaluation database. The specific matching process is:

[0073] Compare the detection site planning index with the detection site planning index interval values ​​preset in the evaluation database to determine the specific interval corresponding to the detection site planning index, and obtain the interval where the detection site planning index is located, that is, obtain the detection site coordinates corresponding to the interval from the evaluation database;

[0074] In this embodiment, the database may divide the detection site planning index into different intervals such as [0-30], (30-60], (60-90], (90-100], etc., and each interval corresponds to a different detection site setting strategy and coordinate range.

[0075] The coordinates of the over-limit and overload detection sites are obtained, and finally the layout planning of the over-limit and overload detection sites is carried out according to the coordinates of the over-limit and overload detection sites.

[0076] In this embodiment, based on the coordinates of the overload detection station, a comprehensive assessment of the traffic conditions in the area is first conducted, taking into account factors such as the surrounding road network structure, traffic flow distribution, major freight routes, and the location of sections prone to overloading. For example, if a coordinate is located at the intersection of multiple freight arterial roads and the detection station planning index in this area is high, it indicates that this is an ideal location for setting up an overload detection station, as it can effectively monitor a large number of freight vehicles that may be overloaded. Based on the coordinates of the overload detection station, the effective coverage range of each station is determined. Generally speaking, the coverage range of a station should cover the surrounding road areas prone to overloading. The specific coverage radius can be determined based on factors such as the road grade, traffic flow, and geographical conditions. For example, for highways with high traffic flow and concentrated freight vehicles, the coverage radius may be set larger to ensure effective monitoring of longer sections of the road. On the other hand, for roads within cities, due to the dense road network, the coverage radius can be relatively small, but it must ensure coverage of major freight corridors and areas prone to overloading.

[0077] The above content is merely an example and explanation of the structure of the present invention. Those skilled in the art may make various modifications or additions to the specific embodiments described or replace them in a similar manner. As long as they do not deviate from the structure of the invention or exceed the scope defined in this specification, they should all fall within the scope of protection of the present invention.

Claims

1. A method for planning the layout of overload and overlimit detection sites based on fuzzy comprehensive evaluation, characterized in that: include: S1. Road Network Data Analysis: Obtaining initial road condition data for roads in the road network area during the monitoring period, preprocessing the initial road condition data for the roads in the road network area during the monitoring period, obtaining road condition data for the roads in the road network area during the monitoring period, and analyzing the road condition data for the roads in the road network area during the monitoring period to obtain a road operation condition index; S2. Detection Impact Analysis: Obtain basic road condition data and traffic demand data for each road in the road network area, conduct a comprehensive analysis to obtain road traffic impact indicators, compare the road traffic impact indicators with the road traffic impact indicator thresholds preset in the evaluation database, and obtain comparison results. Ultimately, road traffic warning prompts are issued based on the comparison results. S3. Inspection Site Layout Planning: A comprehensive analysis of the road operation index and road traffic impact indicators is performed to determine the inspection site planning index. This index is then matched with the inspection site coordinates corresponding to the inspection site planning index intervals preset in the evaluation database to determine the coordinates of the overload inspection sites. Finally, the layout of the overload inspection sites is planned based on the overload inspection site coordinates. The specific analysis process of the detection site planning index is as follows: The road operation condition index and road traffic impact index are comprehensively analyzed to obtain the inspection site planning index. The specific analysis method is as follows: Where, is the detection site planning index, e is a natural constant, is the road operation condition index, is the road traffic impact index, The weight factor corresponding to the road operation condition index unit value preset in the evaluation database, The weight factor corresponding to the unit value of the road traffic impact index preset in the evaluation database.

2. The method for planning the layout of overload and overlimit detection sites based on fuzzy comprehensive evaluation according to claim 1, characterized in that: The initial road condition data of the roads in the road network area during the monitoring period specifically include the number of vehicles traveling on the roads in the road network area during the monitoring period, the average vehicle speed, the cross-sectional traffic flow, the average headway and the average overload tonnage.

3. The method for planning the layout of overload and overlimit detection sites based on fuzzy comprehensive evaluation according to claim 2, characterized in that: Preprocessing the initial road condition data of the roads in the road network area within the monitoring period, specifically preprocessing includes processing missing values ​​of the initial road condition data of the roads in the road network area within the monitoring period using a linear interpolation method, detecting and correcting outliers, and performing spatiotemporal alignment and fusion; The data obtained by pre-processing the initial road condition data of the roads in the road network area within the monitoring period is recorded as the road condition data of the roads in the road network area within the monitoring period; The road condition data of the network area roads during the monitoring period specifically include the effective statistics of vehicles traveling on the network area roads during the monitoring period, the average speed calibration value, the cross-section traffic optimization flow, the standardized headway and the average overload tonnage regularization value.

4. The method for planning the layout of overload and overlimit detection sites based on fuzzy comprehensive evaluation according to claim 1, characterized in that: The specific analysis process of the road operation condition index is as follows: The effective statistics of vehicles traveling on the roads in the road network area during the monitoring period, the average speed calibration value, the optimized cross-section traffic flow, the standardized headway time and the average overload tonnage regularization value are comprehensively analyzed to obtain the road operation condition index.

5. The method for planning the layout of overload and overlimit detection sites based on fuzzy comprehensive evaluation according to claim 4 is characterized by: The basic condition data of each road in the road network area specifically include the road length, lane width, road surface friction coefficient, and average road surface bearing capacity of each road in the road network area.

6. The method for planning the layout of overload and overlimit detection sites based on fuzzy comprehensive evaluation according to claim 1, characterized in that: The traffic demand data specifically includes the average daily traffic flow, average vehicle speed and average cargo transportation volume of each road during the historical monitoring period.

7. The method for planning the layout of overload and overlimit detection sites based on fuzzy comprehensive evaluation according to claim 1, characterized in that: The specific analysis process of the road traffic impact indicators is as follows: A comprehensive analysis is conducted on the road length, lane width, pavement friction coefficient, average pavement bearing capacity, average daily traffic flow, average vehicle speed and average freight transportation volume of each road in the road network area during the historical monitoring period to obtain the road traffic impact index.

8. The method for planning the layout of overload and overlimit detection sites based on fuzzy comprehensive evaluation according to claim 7, characterized in that: The road traffic impact index is compared with the road traffic impact index threshold preset in the evaluation database to obtain a comparison result. The specific comparison process is as follows: If the road traffic impact index is less than the road traffic impact index threshold value preset in the evaluation database, the comparison result is recorded as the first comparison result; If the road traffic impact index is greater than or equal to the road traffic impact index threshold value preset in the evaluation database, the comparison result is recorded as the second comparison result; When the comparison result is recorded as the second comparison result, it is necessary to issue an early warning prompt for road traffic.

9. The method for planning the layout of overload and overlimit detection sites based on fuzzy comprehensive evaluation according to claim 1, characterized in that: The detection site planning index is matched with the detection site coordinates corresponding to each interval of the detection site planning index preset in the evaluation database. The specific matching process is as follows: Compare the detection site planning index with the detection site planning index interval values ​​preset in the evaluation database to determine the specific interval corresponding to the detection site planning index, and obtain the interval where the detection site planning index is located, that is, obtain the detection site coordinates corresponding to the interval from the evaluation database; The coordinates of the over-limit and overload detection sites are obtained, and finally the layout planning of the over-limit and overload detection sites is carried out according to the coordinates of the over-limit and overload detection sites.

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