A method, device, equipment and medium for reconstructing an expressway in an interworking area

Abstract

The application relates to the field of data processing, and in particular to a method and device for reconstructing an expressway in an interchange area, equipment and a medium. The method comprises the following steps: the application accurately determines the interchange type by comprehensively considering the traffic engineering diagram of the current expressway, historical accident data, location information and reconstruction reasons, deeply analyzes the structural influence of the reconstruction on the existing road network, combines the current turning traffic volume and the long-term predicted traffic volume, scientifically formulates the geometric layout optimization scheme and the road technical index, and finally generates a targeted reconstruction plan, which effectively improves the foresight, rationality and safety of the reconstruction project, ensures that the expressway can better adapt to future traffic demand after reconstruction, optimizes the road network structure, and reduces the risk of traffic accidents, so that the effectiveness of the reconstruction is improved through comprehensive and detailed data analysis and design optimization.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of data processing, in particular to a method and device for reconstructing an expressway interchange area, and a medium. BACKGROUND

[0002] An expressway interchange area is an area where expressways connect with other road systems such as expressways, urban roads, and rural roads, and transfer traffic flow. It is an important part of the urban transportation network and plays a key role in connecting different roads and reasonably distributing traffic flow. It is like a transportation hub for expressways, enabling vehicles to enter and exit and transfer between different roads.

[0003] With the acceleration of urbanization and the growing demand for transportation, the original design of the expressway interchange area has gradually failed to meet the increasing demand for traffic flow, leading to traffic congestion, frequent accidents, and other problems. Therefore, how to efficiently and scientifically reconstruct the expressway interchange area to improve its traffic capacity and safety has become a problem that needs to be solved in the field of transportation. In the prior art, in order to solve the problem of reconstructing the expressway interchange area, the number of lanes is usually increased to improve the traffic capacity, such as changing a one-way two-lane road to a three-lane road. However, the existing reconstruction method mainly relies on traditional experience and often lacks accurate judgment of the basic type and detailed design of the geometric layout, resulting in problems such as traffic congestion and safety hazards in the reconstructed expressway interchange area. Therefore, how to improve the effectiveness of the reconstruction of the expressway interchange area has become a problem that needs to be solved. SUMMARY

[0004] In order to improve the effectiveness of the reconstruction of the expressway interchange area, the present application provides a method and device for reconstructing an expressway interchange area, and a medium.

[0005] In a first aspect, the present application provides a method for reconstructing an expressway interchange area, which adopts the following technical solution:

[0006] A method for reconstructing an expressway interchange area, comprising:

[0007] Obtaining traffic engineering drawings, historical accident data, and road locations of a current road, and obtaining reconstruction reasons corresponding to the current road, wherein the traffic engineering drawings include the connection relationship between the current road and each road and the existing line shape longitudinal slope parameters;

[0008] Based on the traffic engineering drawings, determining the interchange type corresponding to the current road;

[0009] Obtaining existing design indicators of the interchange, and analyzing the structural impact of the interchange reconstruction on the existing road network in combination with the reconstruction reasons;

[0010] determine a current road position corresponding to the current road;

[0011] determine a geometric layout optimization scheme and a road technical index corresponding to the interchange type based on the interchange type, the structural influence, the current turning traffic volume, and the long-term predicted traffic volume;

[0012] generate a reconstruction plan corresponding to the current road based on the interchange type, the geometric layout optimization scheme, and the road technical index.

[0013] By adopting the above technical solutions, the interchange type is accurately determined by comprehensively considering the traffic engineering diagram, historical accident data, location information, and reconstruction reasons of the current road. The structural influence of reconstruction on the existing road network is analyzed in depth. The geometric layout optimization scheme and the road technical index are scientifically formulated in combination with the current turning traffic volume and the long-term predicted traffic volume. Finally, the targeted reconstruction plan is generated, which effectively improves the forward-looking, rationality, and safety of the reconstruction project. After the reconstruction of the expressway, it can better adapt to future traffic demand, optimize the road network structure, and reduce the risk of traffic accidents. Therefore, through comprehensive and detailed data analysis and design optimization, the effectiveness of the reconstruction is improved.

[0014] In a possible implementation manner, based on the traffic engineering diagram, the interchange type corresponding to the current road is determined, including:

[0015] identifying a through road corresponding to the current road in the traffic engineering diagram, determining a through road parameter of the through road, the through road parameter including a road grade and a design speed;

[0016] obtaining a set of interchange types corresponding to different road grades, and extracting applicability characteristic parameters corresponding to each interchange type;

[0017] determining the interchange type corresponding to the current road from the set of interchange types based on the through road parameter, the existing line longitudinal slope parameter, and the applicability characteristic parameters by using a multi-dimensional matching algorithm.

[0018] By adopting the above technical solutions, the through road and its parameters (such as the road grade and the design speed) of the current road in the traffic engineering diagram are accurately identified. The set of interchange types corresponding to different road grades and the applicability characteristic parameters thereof are obtained. Then, the matching degrees of the through road parameter, the existing line longitudinal slope parameter, and the applicability characteristic parameters are comprehensively considered by using the multi-dimensional matching algorithm, so that the interchange type of the current road can be accurately determined. The accuracy and efficiency of determining the interchange type are significantly improved, which provides a scientific basis for traffic engineering design and planning, and ensures the rationality and safety of road construction.

[0019] In a possible implementation, the type of interflow corresponding to the current road is determined by a multi-dimensional matching algorithm, including:

[0020] A type decision matrix is constructed, which contains the road grade, the design speed, and the terrain feature;

[0021] Traffic composition characteristic values and terrain and geological parameters of the current road are collected;

[0022] The type decision matrix, the traffic composition characteristic values, and the terrain and geological parameters are input into a pre-trained type selection model, and a candidate type sequence containing a degree of applicability score is obtained as output;

[0023] Based on reconstruction economic evaluation and construction feasibility verification, the type of interflow corresponding to the current road is selected from the candidate type sequence.

[0024] By using the above technical solution, a type decision matrix containing the road grade, the design speed, and the terrain feature is constructed, traffic composition characteristic values and terrain and geological parameters of the current road are collected, and a pre-trained type selection model is used for multi-dimensional matching, and a candidate type sequence containing a degree of applicability score is output. This process not only comprehensively considers the characteristics of the road itself and the adaptability of the external environment, but also further selects the type of interflow corresponding to the current road from the candidate sequence based on reconstruction economic evaluation and construction feasibility verification, effectively improves the scientificity and accuracy of the decision, and ensures the economic rationality and construction feasibility of the road construction project.

[0025] In a possible implementation, the long-term predicted traffic volume corresponding to the road location is determined, including:

[0026] External data sources of the current road are integrated, including population and economic indicators, urban planning data, and technical development parameters, and the technical development parameters include a new energy vehicle penetration curve and an automatic driving maturity evaluation matrix;

[0027] A traffic flow decay factor matrix is constructed based on the historical accident data, and a multi-level OD back-propagation model is established in combination with the external data sources;

[0028] A combined prediction algorithm is used to simultaneously run a gray system model and a BP neural network model to respectively generate a first predicted traffic volume sequence and a second predicted traffic volume sequence;

[0029] An entropy weight method is introduced to dynamically calculate weight distribution coefficients of the gray system model and the neural network model, a baseline long-term traffic volume prediction value is generated by weighted fusion, and the long-term predicted traffic volume corresponding to the road location is obtained.

[0030] By adopting the technical scheme, a multi-level and multi-dimensional OD back-propagation model is constructed by comprehensively integrating current external data sources of highways, including population economic indicators, urban planning data and technical development parameters (such as new energy vehicle penetration curve and automatic driving maturity evaluation matrix), and a traffic flow attenuation factor matrix based on historical accident data is innovatively combined. Further, a combination prediction algorithm is adopted to simultaneously run a gray system model and a BP neural network model to generate two independent predicted traffic volume sequences, and an entropy weight method is used to dynamically adjust the weight distribution of the two models to realize weighted fusion of the prediction results, so as to obtain more accurate and reliable baseline long-term traffic volume prediction values, thereby not only significantly improving the accuracy and robustness of long-term traffic volume prediction, but also providing strong data support for highway planning, design and management, and helping to optimize resource allocation and promote the sustainable development of the traffic system.

[0031] In a possible implementation, based on the interchange type, the structure influence, the current turning traffic volume and the long-term predicted traffic volume, a geometric layout optimization scheme corresponding to the interchange type is determined, including:

[0032] Based on the structure influence, a predicted reconstruction feature corresponding to the current highway is determined;

[0033] Based on the current turning traffic volume, the long-term predicted traffic volume and the predicted reconstruction feature, a reconstruction feature to be reconstructed is determined, and a feature layout corresponding to each reconstruction feature to be reconstructed is determined;

[0034] Based on the interchange type and each feature layout, a geometric layout optimization scheme corresponding to the interchange type is determined.

[0035] By adopting the technical scheme, by deeply analyzing the structure influence, the predicted reconstruction feature of the current highway is accurately determined, and the current turning traffic volume, the long-term predicted traffic volume and the predicted reconstruction features are closely combined to scientifically identify the reconstruction feature to be reconstructed and the corresponding feature layout. On this basis, the scheme further combines the interchange type, comprehensively considers the coordination and optimization requirements of each feature layout, and finally formulates a geometric layout optimization scheme corresponding to the interchange type.

[0036] In a possible implementation, the predicted reconstruction feature includes a lane number feature and an acceleration lane length feature, and based on the current turning traffic volume, the long-term predicted traffic volume and the predicted reconstruction feature, the reconstruction feature to be reconstructed is determined, including:

[0037] The traffic engineering diagram is reviewed for the traffic capacity of each road section to identify bottleneck road sections;

[0038] Based on the current turning traffic volume and the long-term predicted traffic volume, the VISSIM simulation model is used to test the traffic efficiency of different lane widening schemes;

[0039] Based on the bottleneck section, the structural influence, and the traffic efficiency of different lane widening schemes, it is determined whether to perform lane number feature reconstruction and whether to perform acceleration lane length feature reconstruction to determine the features to be reconstructed.

[0040] By using the above technical solution, the traffic capacity of each section in the traffic engineering diagram is reviewed, the bottleneck section is accurately identified, and then the traffic efficiency of different lane widening schemes is comprehensively tested by using the VISSIM simulation model according to the current turning traffic volume and the long-term predicted traffic volume. On this solid foundation, the specific conditions of the bottleneck section, the structural influence, and the traffic efficiency of each lane widening scheme are comprehensively considered, and it is scientifically decided whether to reconstruct the lane number and the acceleration lane length, so as to accurately lock the features to be reconstructed.

[0041] In a second aspect, the present application provides an interchange area highway reconstruction device, which adopts the following technical solution:

[0042] An interchange area highway reconstruction device comprises:

[0043] An acquisition module is configured to acquire a traffic engineering diagram of a current highway, historical accident data, and a highway location, and acquire a reconstruction reason corresponding to the current highway, wherein the traffic engineering diagram comprises connection relationships between the current highway and each road and existing line shape and slope parameters;

[0044] A first determination module is configured to determine an interchange type corresponding to the current highway based on the traffic engineering diagram;

[0045] An analysis module is configured to acquire existing design indicators of a road network, and analyze structural influence of interchange reconstruction on the road network in combination with the reconstruction reason;

[0046] A second determination module is configured to determine a current turning traffic volume and a long-term predicted traffic volume corresponding to the highway location, wherein the long-term predicted traffic volume comprises future traffic volume growth prediction;

[0047] A third determination module is configured to determine a geometric layout optimization scheme and road technical indicators corresponding to the interchange type based on the interchange type, the structural influence, the current turning traffic volume, and the long-term predicted traffic volume;

[0048] A generation module is configured to generate a reconstruction plan corresponding to the current highway based on the interchange type, the geometric layout optimization scheme, and the road technical indicators.

[0049] In a third aspect, the present application provides an electronic device, which adopts the technical scheme as follows:

[0050] An electronic device, comprising:

[0051] at least one processor;

[0052] a memory;

[0053] at least one application program, wherein the at least one application program is stored in the memory and is configured to be executed by the at least one processor, and the at least one application program is configured to execute the interchange highway reconstruction method of the first aspect.

[0054] In a fourth aspect, the present application provides a computer-readable storage medium, which adopts the technical scheme as follows:

[0055] A computer-readable storage medium, comprising a computer program capable of being loaded and executed by a processor to execute the interchange highway reconstruction method of the first aspect.

[0056] In summary, the present application includes the following beneficial technical effects:

[0057] By comprehensively considering the current highway traffic engineering map, historical accident data, location information and reconstruction reasons, the interchange type is accurately determined, the structural influence of reconstruction on the existing road network is deeply analyzed, and the geometric layout optimization scheme and road technical index are scientifically formulated by combining the present situation of turning traffic volume and long-term forecast traffic volume, so that the effectiveness of the reconstruction is improved through comprehensive and detailed data analysis and design optimization. BRIEF DESCRIPTION OF DRAWINGS

[0058] Figure 1 is a flowchart of an interchange highway reconstruction method provided by an embodiment of the present application;

[0059] Figure 2 is a block diagram of an interchange highway reconstruction device provided by an embodiment of the present application;

[0060] Figure 3 is a schematic diagram of an electronic device provided by an embodiment of the present application. DETAILED DESCRIPTION

[0061] The following will be described in detail in combination with the accompanying drawings. Figure 1 - the accompanying drawings Figure 3 The present application will be further described in detail.

[0062] In order to make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0063] In order to facilitate understanding of the technical solutions proposed in the present application, first, several elements that will be introduced in the description of the present application are introduced. It should be understood that the following introduction is only for the convenience of understanding these elements in order to understand the content of the embodiments of the present application, and does not necessarily cover all possible cases.

[0064] The expressway interchange area is an area where expressways and other expressways, urban roads, rural roads and other different road systems are connected and traffic flow is converted. It is like a "traffic hub" of the expressway, which can realize the entry and conversion of vehicles between different roads. The expressway interchange area can specifically include: ramp system, variable speed lane, collection and distribution lane, overpass and viaduct, and traffic signs and markings.

[0065] The intersected road refers to the road intersecting with another main road (such as an expressway, a railway, etc.). This concept is often used in the field of traffic engineering, especially when it involves road intersections. For example, in the expressway interchange area, in addition to the main line of the expressway, those ramps connected to the expressway and the local roads connected to the ramps are all intersected roads. The traffic flow of the intersected road is combined or separated with the traffic flow of the main road through ramps or other connecting facilities.

[0066] The embodiments of the present application provide an expressway reconstruction method for an interchange area, as shown in Figure 1 The method provided in the embodiments of the present application is executed by an electronic device, which can be a server or a terminal device. The server can be a physical server, a server cluster composed of multiple physical servers or a distributed system, or a cloud server providing cloud computing services. The terminal device can be a smart phone, a tablet computer, a notebook computer, a desktop computer, etc., but is not limited to this. The terminal device and the server can be directly or indirectly connected through wired or wireless communication, which is not limited in the embodiments of the present application. The method includes steps S101-S106, wherein:

[0067] In step S101, traffic engineering drawings, historical accident data and road locations of the current road are acquired, and reconstruction reasons corresponding to the current road are acquired.

[0068] The traffic engineering diagram includes the connection relationship of the current highway and each road and the existing line longitudinal slope parameter. The current highway is the highway that needs to be reconstructed at present. Specifically, a diagram including the connection relationship, geometric shape, traffic sign and marking position and other information between the highway and other traffic facilities such as ramps, toll stations and the like is generally drawn at the beginning of the establishment of the highway or after the establishment of the highway. The diagram is the traffic engineering diagram. After the traffic engineering diagram is drawn, it is generally uploaded to the database in the electronic device for storage. Therefore, the electronic device can obtain the corresponding traffic engineering diagram from the database corresponding to the current highway. The line longitudinal slope parameter is the slope size and slope length of the road in the longitudinal extension direction. These parameters are crucial for analyzing the vehicle driving dynamic conditions, drainage requirements and traffic safety, and are the key basis for traffic engineering planning, design and reconstruction.

[0069] The highway position refers to the specific position information of the highway that needs to be reconstructed in the geographical space, including the region where it is located, the surrounding topographic features and the relative position relationship with other important geographical markers such as cities, rivers and mountains. Specifically, the position information of the current highway can be obtained by using a global positioning system (GPS) module or from a geographic information system (GIS) database, and stored in the form of latitude and longitude coordinates or geographic area code.

[0070] The historical accident data records the detailed information of the traffic accidents that occurred in the current highway and its surrounding area within a certain period of time, including the time, accurate coordinate of the accident location, accident type (such as rear-end collision, collision, rollover, etc.), type and number of vehicles involved, casualty situation, etc. Through in-depth mining of these data, the accident-prone sections, time periods and potential safety hazard causes can be found, which can provide strong support for targeted reconstruction. Specifically, the historical accident data related to the current highway can be extracted from the traffic accident statistical database. The traffic accident statistical database includes the accident data corresponding to each highway.

[0071] Further, after the relevant personnel decide to reconstruct the current highway, the relevant personnel can input the reconstruction reason into the user interface of the electronic device by manual input. For example, the traffic engineer opens the reconstruction project management software on the computer according to the investigation and analysis of the current situation of the highway, and inputs the reconstruction reason description information such as "traffic flow is too large to cause congestion" and "new development area access demand" in the corresponding text box. The electronic device obtains the reconstruction reason corresponding to the current highway.

[0072] In step S102, the type of interflow corresponding to the current highway is determined based on the traffic engineering diagram.

[0073] Among them, the interworking type refers to a specific layout mode for realizing traffic flow conversion and connection when the expressway intersects with other roads. Common interworking types include cloverleaf type, diamond type, trumpet type, and directional type. Different interworking types have their own characteristics in ramp setting, connection angle with intersected roads, and traffic flow organization mode, and have a significant impact on traffic operation efficiency, driving safety, and engineering cost, which are the core elements of interworking area design.

[0074] Specifically, an image processing and analysis software is used to load a traffic engineering drawing file, and key elements and line features in the drawing are identified through image recognition algorithms. More specifically, the interworking type can be determined according to the connection mode, number, and angle of ramps and main lines. If the ramps are distributed in cloverleaf shape and connected to the main line by four ring ramps, the cloverleaf interworking type can be determined. The lane layout is determined by counting and measuring the width of the lane lines. The ramp form is determined by analyzing the degree of curvature and direction of the ramp. These identification results are integrated to determine the corresponding interworking type of the current highway, and stored as a specific data structure for subsequent processing.

[0075] More specifically, in the present embodiment, based on the traffic engineering drawing, the interworking type corresponding to the current highway is determined, comprising:

[0076] Identifying the intersected road corresponding to the current highway in the traffic engineering drawing, determining the intersected road parameters of the intersected road, the intersected road parameters including road grade and design speed;

[0077] Obtaining a set of interworking types corresponding to different road grades, and extracting the applicability feature parameters corresponding to each interworking type;

[0078] Based on the intersected road parameters, existing line longitudinal slope parameters, and applicability feature parameters, the interworking type corresponding to the current highway is determined from the set of interworking types through a multi-dimensional matching algorithm.

[0079] The intersected road parameters are a series of parameters for describing the basic characteristics of the intersected road, involving road grade and design speed. Road grade is a classification based on road function, traffic volume, service level, and other factors. Common road grades include expressway, first-class highway, second-class highway, urban trunk road, and secondary trunk road. Design speed refers to the speed at which vehicles can safely travel under ideal road and traffic conditions, and is an important basis for road design, affecting road design elements such as line shape and lane width.

[0080] Specifically, the traffic engineering drawing is loaded, and the road lines, labels, etc. in the drawing are analyzed using image recognition technology. By identifying the shape, width, connection mode, and other characteristics of the road, the current highway and the intersected road are distinguished. For example, the expressway usually has thick lines and is marked with specific symbols and names. If the intersected road has relatively thin lines and is marked as a city road name, it can be determined as an intersected road.

[0081] After the road to be connected is determined, the relevant annotation information in the traffic engineering map is searched, such as the annotation of the road grade (which may be annotated in text beside the road) and the annotation of the design speed (which is usually in the road design description part). If there is no direct annotation in the map, the relevant database can be queried to infer the road grade and design speed of the road to be connected according to the geographical location, surrounding land use, and other information of the road to be connected. For example, if the road to be connected is located in the city center and connects important commercial and office areas, it can be inferred that it is a city trunk road, and the design speed range is determined by referring to the relevant standards. Finally, the determined road grade and design speed are stored as the road to be connected parameters in the memory of the electronic device for use in subsequent steps.

[0082] Further, the set of interchanges corresponding to different road grades is queried from the traffic engineering database, and for each interchange in the set, the corresponding applicability feature parameters are further extracted from the traffic engineering database. Among them, the traffic engineering database stores the relevant information of various interchanges according to road grades, for example, for roads of highway grade, there may be a variety of interchanges such as cloverleaf interchange and trumpet interchange. The electronic device extracts the set of interchanges corresponding to the road grade of the road to be connected.

[0083] Further, the road to be connected parameters (road grade and design speed), the existing line longitudinal slope parameters (slope value, longitudinal slope length, vertical curve radius, etc.), and the applicability feature parameters of each interchange extracted from the interchange set are integrated. Then, a multi-dimensional matching algorithm is run, which first compares each interchange's applicability feature parameters with the road to be connected parameters and the existing line longitudinal slope parameters one by one. For example, check whether the ramp minimum radius of a certain interchange meets the vehicle turning requirements under the design speed of the road to be connected, and whether its maximum longitudinal slope is adapted to the existing line longitudinal slope, etc. The algorithm will give corresponding weights according to the importance of different parameters, and make a comprehensive score (weighted sum) for each interchange. The importance is determined by collecting various data of different interchanges in actual use, such as accident rate, traffic flow, etc., and then analyzing the correlation between these data and various parameters (such as ramp minimum radius, maximum slope, etc.). For example, taking the ramp minimum radius, maximum slope, and other parameters as independent variables, and the accident rate as the dependent variable, a multiple linear regression model is established, and by analyzing the regression coefficients and significance levels of each independent variable, the importance of each parameter can be determined; or use SPSS statistical software for multiple linear regression analysis. If it is found that the ramp minimum radius has a strong correlation with the accident rate, it can be considered that the ramp minimum radius parameter is more important, and a higher weight is given.

[0084] According to the score result, the interflow type with the highest score is selected as the interflow type corresponding to the current highway. For example, if the trumpet-type interflow has the highest score after considering various parameters, the electronic device determines that the interflow type corresponding to the current highway is the trumpet-type interflow, and stores the result in the electronic device for subsequent reconstruction analysis and design work.

[0085] Specifically, in the present embodiment, the interflow type corresponding to the current highway is determined by a multi-dimensional matching algorithm, including:

[0086] A type decision matrix containing road grade, design speed, and terrain characteristics is constructed.

[0087] Traffic composition characteristic values and terrain and geological parameters of the current highway are collected.

[0088] The type decision matrix, traffic composition characteristic values, and terrain and geological parameters are input into a pre-trained type selection model, and a candidate type sequence containing applicability score is obtained as output.

[0089] Based on reconstruction economic evaluation and construction feasibility verification, the interflow type corresponding to the current highway is selected from the candidate type sequence.

[0090] Specifically, road grade and design speed information are extracted from the previously obtained interchange parameters, and terrain characteristic data of the region where the current highway is located is obtained from a geographic information system (GIS) or a related terrain measurement database. A blank matrix is created, and the interflow type corresponding to the current highway (such as clover leaf, diamond, trumpet, and directional) is listed on the rows of the matrix, and the road grade, design speed, and terrain characteristics are listed on the columns of the matrix. Specifically, for the interflow type corresponding to the current highway, the pre-set parameters corresponding to the interflow type are obtained, and the pre-set parameters of the interflow type are filled in the matrix to form a complete type decision matrix.

[0091] By connecting a traffic flow monitoring system, traffic composition data of the current highway is obtained. The monitoring system can collect vehicle type, speed, and other information through inductive coils, video cameras, microwave radars, and other devices. These data are analyzed and counted to calculate traffic composition characteristic values such as the proportion of different vehicle types, and are stored. For terrain and geological parameters, soil type, foundation bearing capacity, underground water level, and other terrain and geological parameters can be extracted by querying a geological survey report database, which stores detailed geological information of the region where the current highway is located.

[0092] Further, the constructed type decision matrix, the collected traffic composition characteristic values and the topographic and geological parameters are arranged and formatted to meet the input requirements of the pre-trained type selection model, and the arranged data is input into the pre-trained type selection model. The model analyzes and calculates the input data, evaluates each candidate interchange type through its internal algorithm, and calculates the applicability scores of the candidate interchange types. The model groups each interchange type and its applicability score into an element, arranges the elements in order from high to low according to the applicability scores, and forms a candidate type sequence. The electronic device receives and stores the candidate type sequence. The algorithm inside the type selection model refers to a multiple linear regression algorithm, and the applicability score is obtained by weighted summation.

[0093] Further, for each interworking type in the candidate type sequence, first conduct a reform economic evaluation, estimate the construction cost, operation cost and economic benefit. You can query the authoritative, comprehensive and traffic engineering related engineering cost database, such as the database established by the national or local transportation department, which contains the construction cost data of different types and scales of interworking projects, which can be used as reference. Then match the design scheme of the candidate interworking type with the similar projects in the database. The factors to be considered include the scale of the interworking (such as the number of ramps, the number of lanes), the structure form (such as the proportion of bridges and tunnels), the geological conditions, the construction technology, etc. Through the comparison of the cost data of similar projects, the construction cost of the current interworking type is preliminarily estimated. The estimation of construction cost includes direct cost estimation and indirect cost estimation, direct cost includes land acquisition fee, relocation compensation fee, building material procurement fee, mechanical equipment rental fee, labor cost, etc. According to the design scheme, the approximate range of each item is determined, such as the land acquisition fee is estimated according to the land area and the local land price, and the building material cost is estimated according to the engineering quantity and the market material price. Indirect costs include temporary facilities costs, management costs, regulatory fees, profits and taxes, etc. These costs are calculated according to certain proportion, and the relevant engineering pricing specifications and industry standards are referred to in the calculation. For example, the management fee is calculated according to a certain percentage of the direct cost. The operation cost includes daily maintenance cost, energy consumption cost and management cost. Daily maintenance cost includes road maintenance cost, green maintenance cost, lighting equipment maintenance cost, etc. According to the scale and facility situation of the interworking, the annual maintenance cost can be estimated. For example, the road maintenance cost can be calculated according to the road area and the maintenance unit price per square meter. Energy consumption cost includes the electricity cost of lighting, ventilation and other equipment. According to the device power and use time, combined with the local electricity price, the energy consumption cost can be estimated. Management cost includes management personnel salary, office cost, etc. According to the management scale and personnel allocation, the management cost can be estimated. The estimation of economic benefit: evaluate the economic driving effect of interworking on the surrounding area, such as promoting land development, attracting investment, improving logistics efficiency, etc. Through the analysis of the economic data (such as GDP growth, enterprise number, etc.) of the surrounding area before and after the construction of similar interworking, a prediction model (such as input-output model) can be established to estimate the economic benefit. For example, the new interworking may make the goods transportation of the surrounding industrial park more convenient, reduce the logistics cost, attract more enterprises to settle down, and thus drive the regional economic growth. If the interworking can improve the traffic conditions and attract more vehicles to pass through, it may increase the toll revenue. Through the traffic flow prediction model (such as autoregressive moving average (ARMA) model), combined with the toll standard, the future toll revenue is estimated. Set the weights of construction cost, operation cost and economic benefit, for example, the weight of construction cost is 0.4, the weight of operation cost is 0.3, and the weight of economic benefit is 0.3, then the economic score of each interworking type scheme is obtained by weighted sum.

[0094] Construction feasibility verification: Referring to the relevant knowledge and experience of construction organization design, combined with the actual situation of the current highway, the operability, technical feasibility and impact on existing traffic of each interchange type during construction can be evaluated. According to the evaluation results, the construction feasibility score of each interchange type is given. Set the weight of economic score and construction feasibility score, and weighted sum the economic score and construction feasibility score of each interchange type to get the comprehensive score. Compare the comprehensive score of each interchange type in the candidate type sequence, and select the interchange type with the highest comprehensive score as the corresponding interchange type of the current highway. If there are multiple interchange types with the same score, further compare other factors (such as traffic function, environmental impact, etc.) to determine the final interchange type.

[0095] Step S103, obtain the existing design index of the intersected road, and analyze the influence of interchange reconstruction on the structure of the existing road network in combination with the reconstruction reason.

[0096] The intersected road as a road connected with the interchange of the expressway has a series of design parameters (i.e. the existing design index of the intersected road), including the road grade (such as first-class highway, urban trunk road, etc.), which determines the design speed and carrying capacity of the road; the number of lanes and the width of lanes, which affect the traffic capacity and driving comfort; the cross-section form, which reflects the layout of the central median strip, shoulder and other facilities; and the design load standard, which is related to the weight of vehicles that the road can bear. These indexes are the key basis for measuring the performance and adaptability of the intersected road. Specifically, the existing design index of the intersected road can be obtained by querying the traffic engineering database.

[0097] The reconstruction of the interchange area of the expressway will inevitably change its traffic connection relationship with the surrounding intersected roads, and then affect the structure of the entire existing road network at the macro level. It may cause traffic flow redistribution, such as sudden increase in traffic pressure on some road sections and flow relief on other road sections; change the importance ranking of road nodes, some originally secondary intersections become key traffic hubs due to interchange reconstruction; and may also affect the accessibility of regional roads, and have a chain reaction on the surrounding land use and economic development.

[0098] Specifically, combined with the input reconstruction reason, a regional road network model including the expressway, the intersected road and the surrounding related roads is constructed by using traffic flow simulation software (such as multi-mode traffic planning software-Emme). Different reconstruction scenarios are set in the model, traffic flow is simulated, and changes in parameters such as flow, speed and delay are observed to quantitatively analyze the influence of interchange reconstruction on the structure of the existing road network, generate an analysis report, and present the results in the form of charts and data comparison.

[0099] Step S104, determining the current turning traffic volume and the long-term predicted traffic volume corresponding to the highway location, the long-term predicted traffic volume including the traffic volume growth prediction in future years.

[0100] The current turning traffic volume is the traffic flow data of vehicles turning from one direction to another in the current period in the highway interchange area, including the flow from the main line to the ramp (such as the exit traffic volume) and the flow from the ramp to the main line (such as the entrance traffic volume) and the flow between ramps.

[0101] Specifically, the electronic device can establish a data connection with a traffic flow monitoring system that collects vehicle travel data through inductive coils, video cameras or other traffic flow detection devices installed on the highway. The electronic device sends a request to the monitoring system to obtain traffic flow data within a certain range (such as an interchange and its adjacent sections) around the current highway location, and according to the travel trajectory and turning behavior of the vehicle, filters the current turning traffic volume data. For example, by tracking the trajectory of the vehicle in the video image, determining the turning action of the vehicle in the interchange, counting the number of vehicles in different turning directions, and summarizing according to a certain time interval (such as every hour, every day, etc.), the turning traffic volume data in different time periods is obtained to obtain the current period turning traffic volume.

[0102] More specifically, for data from inductive coils, the travel trajectory chain of the vehicle is constructed according to the time sequence of different coils being triggered and the corresponding position information. For example, the vehicle first triggers the inductive coil at position A and then triggers the inductive coil at position B, so it can be determined that the vehicle travels from point A to point B, and so on, constantly supplementing and improving the travel trajectory of the vehicle. Video data collected by video cameras can use target tracking algorithms (such as feature-based tracking algorithms, Kalman filtering algorithms combined with correlation tracking algorithms, etc.). Specifically, the vehicle target is identified in the initial frame of the video, and its features (such as the color, shape, texture, etc. of the vehicle) are extracted, and then in the subsequent continuous frame, the vehicle is continuously locked according to these features, and the coordinate position change of the vehicle in each frame is calculated to depict the travel trajectory of the vehicle. Even if the vehicle is temporarily obscured, the algorithm can still accurately continue tracking the trajectory as much as possible.

[0103] Further, the key turning judgment area marked in advance in the map data (such as electronic map, traffic engineering map digitized geographic information data, etc.) is obtained, for example, the entrance and exit of each ramp of the highway interchange area, the position of the crossroads of the urban road, etc. When the driving trajectory of the vehicle enters the preset turning judgment area, the subsequent trend of the vehicle trajectory is analyzed. Taking the highway ramp as an example, if the vehicle originally drives along the main line, when the driving trajectory of the vehicle bends to the ramp direction and finally drives into the ramp, it is judged that the vehicle has a turning behavior, and the turning direction is clearly from the main line to the ramp (i.e. exit turning); on the contrary, if the vehicle drives into the main line from the ramp, it is judged as turning from the ramp to the main line (i.e. entrance turning). Every certain time interval, such as every 15 minutes, every hour, every day, etc. as a statistical period. In each statistical period, the number of vehicles is counted for different turning directions (such as different entrance and exit directions of each ramp of the highway interchange area, left turn, right turn, straight ahead, etc. different turning conditions of each intersection of the urban road). For example, in the exit direction of a ramp in a certain highway interchange area, within an hour, 50 vehicles are determined to turn from the main line to the ramp through the above-mentioned turning behavior judgment link, and this data is recorded as the turning traffic volume of the ramp exit in this hour.

[0104] The long-term prediction traffic volume is a comprehensive consideration of many factors such as population growth trend, economic development planning, land use change and traffic policy guidance, etc. The total traffic volume of the highway traffic in the future years (such as the next 20-30 years) is predicted.

[0105] Further, in the embodiment, the long-term prediction traffic volume corresponding to the highway position is determined, comprising:

[0106] Integrate the external data sources of the current highway, including population and economic indicators, urban planning data and technical development parameters, including new energy vehicle penetration curve and automatic driving maturity evaluation matrix;

[0107] Based on the historical accident data, a traffic flow attenuation factor matrix is constructed, and a multi-level OD back-propagation model is established combined with the external data sources;

[0108] The combination prediction algorithm is used to run the gray system model and the BP neural network model synchronously, and the first prediction traffic volume sequence and the second prediction traffic volume sequence are generated respectively;

[0109] The entropy weight method is introduced to dynamically calculate the weight distribution coefficient of the gray system model and the neural network model, and the benchmark long-term traffic volume prediction value is generated by weighted fusion to obtain the long-term prediction traffic volume corresponding to the highway position.

[0110] Among them, the population economic indicators reflect a series of data indicators of the number, structure, growth of the population in a region, as well as the level and trend of economic development. It can include population, population growth rate, age structure, GDP (gross domestic product) and per capita income. These indicators are closely related to traffic demand. Population growth and economic development often lead to an increase in traffic volume.

[0111] Urban planning data is detailed data about the future development layout and functional zoning of a city, including land use planning (such as the distribution of commercial, residential and industrial areas), transportation infrastructure planning (such as new roads and subway lines), and public service facility planning. Changes in urban planning will directly affect the distribution and scale of traffic demand.

[0112] Technology development parameters are parameters representing the progress of technology in the transportation field. Among them, the new energy vehicle penetration curve describes the change trend of the proportion of new energy vehicles (such as electric vehicles and hybrid vehicles) in the total vehicle population over a period of time in the future; the automatic driving maturity evaluation matrix is a set of indicators and standards for evaluating the different stages of automatic driving technology from research and development to widespread application, used to measure the maturity of automatic driving technology at different time points.

[0113] Specifically, the population, population growth rate, age structure, GDP (gross domestic product) and per capita income data of the region where the road location belongs are obtained from the current road database, and are sorted and stored. The urban planning data of the region where the road location belongs is obtained from the current road database, including the latest land use planning map and transportation infrastructure planning document, and these data are digitized and analyzed to extract information related to the current road, such as changes in land use around the road, connections between new planned roads and the current road. For technology development parameters, the new energy vehicle penetration curve and the automatic driving maturity evaluation matrix are obtained from the current road database, and the new energy vehicle penetration curve is converted into time series data to record the penetration rate of new energy vehicles in different years.

[0114] The obtained historical accident data is analyzed, and classified statistics are performed according to factors such as accident type (such as rear-end collision, collision, rollover, etc.), accident location (accurate to road section), etc. For each classification case, the change of traffic flow within a preset time (such as several hours or days after the accident) after the accident is analyzed, and the decay ratio of traffic flow is calculated. According to the statistical analysis results, a traffic flow decay factor matrix is constructed. The rows of the matrix can represent different accident types, the columns represent different accident locations, and the elements in the matrix are the corresponding traffic flow decay ratios. Then, the constructed traffic flow decay factor matrix is combined with the integrated external data source, and a multi-level OD back-propagation model is established. Specifically, in establishing the multi-level OD back-propagation model, the functional zones of different regions are determined according to the urban planning data, and the travel demand of different regions is analyzed in combination with the population and economic indicators. Then, using the traffic flow decay factor matrix, the influence of accidents on traffic flow is considered, starting from the overall regional level, gradually subdividing to local roads, and a multi-level model capable of back-propagating traffic flow origin-destination distribution is established. The model is parameter calibrated and verified to ensure its accuracy.

[0115] Further, the integrated external data source, the relevant information output by the multi-level OD back-propagation model, and the historical traffic volume data are preprocessed to meet the input requirements of the grey system model and the BP neural network model. The grey system model and the BP neural network model are loaded respectively, and the preprocessed data are input into these two models. The grey system model processes the input data, generates a first predicted traffic volume sequence, and predicts the traffic volume at different time points in the future through its internal algorithms (such as accumulation generation, modeling, prediction, etc.). The BP neural network model learns and trains the input data, adjusts the weights and thresholds of the network, and establishes the relationship between the input and the output. Then, the trained model is used to predict the future traffic volume, generating a second predicted traffic volume sequence.

[0116] Further, the first predicted traffic volume sequence and the second predicted traffic volume sequence are analyzed, and the information entropy of the two sequences is calculated by using the entropy weight method. Among them, the information entropy reflects the uncertainty or variability of the data in the sequence. Specifically, according to the information entropy, the weight distribution coefficients of the grey system model and the BP neural network model are calculated. Specifically, the model weight corresponding to the sequence with larger variability is relatively larger, because it contains more information. According to the calculated weight distribution coefficients, the first predicted traffic volume sequence and the second predicted traffic volume sequence are weighted and fused. For each time point, the predicted value in the first predicted traffic volume sequence is multiplied by the weight distribution coefficient of the grey system model, the predicted value in the second predicted traffic volume sequence is multiplied by the weight distribution coefficient of the BP neural network model, and then the two products are added to obtain the benchmark long-term traffic volume prediction value at the time point. By performing the above operation on all time points, a complete benchmark long-term traffic volume prediction value sequence is generated, that is, the long-term predicted traffic volume corresponding to the highway location is obtained.

[0117] Step S105, based on the interchange type, the structure influence, the current turning traffic volume and the long-term predicted traffic volume, determining the geometric layout optimization scheme and the road technical index corresponding to the interchange type.

[0118] Among them, the geometric layout mainly involves the spatial geometric shape and mutual position relationship of the road, ramp, intersection and other traffic facilities in the highway interchange area, can include specific geometric parameters such as lane width, length, curve radius, ramp slope, intersection angle, etc., which directly affect the driving trajectory of the vehicle and the traffic flow smoothness. The road technical index is a series of quantitative parameters for measuring the performance and quality of the road, such as design speed, traffic capacity, service level, pavement structure strength, roadbed stability, etc., which reflect the characteristics of the road in terms of traffic function, structure safety and comfort, etc., and are related and influenced by each other.

[0119] Specifically, the geometric layout and road index corresponding to the interchange type can be determined by running a traffic engineering design software, wherein the traffic engineering design software is built-in with an algorithm model for determining the geometric layout and road index according to different interchange types, reconstruction reasons and turning traffic volume. More specifically, according to the interchange type and the turning traffic volume, the number of lanes and the width adjustment scheme that meet the traffic demand are calculated by using a traffic flow theory model (for example, the LWR model). For example, if the turning traffic volume is large and the existing lane is congested, the model can suggest increasing the number of lanes or widening the existing lane to obtain the set optimization scheme. For the radius of the curve and the ramp slope in the geometric layout, the calculation and determination are performed in combination with the design speed requirement and the vehicle driving mechanics principle to ensure that the vehicle can safely and smoothly travel on the curve and ramp to obtain the set optimization scheme. Specifically, when the vehicle travels on the curve, it is mainly affected by the centrifugal force and the friction between the tire and the road surface. In order to ensure the safe and smooth driving of the vehicle, the centrifugal force cannot exceed the maximum friction between the tire and the road surface. Therefore, the calculation formula of the radius of the curve is , R is the radius of the curve, v is the design speed, is the lateral friction coefficient, and g is the acceleration of gravity. When the vehicle travels on the ramp, it needs to overcome the component force of gravity along the slope direction. At the same time, in order to ensure the safety and comfort of the vehicle, the slope of the ramp cannot be too large. According to the vehicle driving mechanics principle, the driving force of the vehicle traveling on the slope needs to meet the requirements of overcoming the slope resistance and rolling resistance. According to the use function of the ramp and the type of the vehicle expected to pass, the appropriate design speed and vehicle type are determined. Referring to the dynamic performance parameters of the vehicle, the maximum slope that the vehicle can safely travel at different design speeds is determined. For example, a car can generally adapt to a maximum slope of about 8%-10% at a design speed of 40 km / h; the climbing ability of a truck is relatively weak, and it can only adapt to a slope of 5%-7% at the same design speed. In terms of road technical index, the design traffic capacity of the road is determined by the traffic capacity calculation formula according to the traffic flow data and the geometric layout parameters, and the service level grade under different design schemes is evaluated according to the service level evaluation model. The traffic capacity calculation formula is , represents the design traffic capacity; represents the basic traffic capacity, , N is the number of lanes, is the basic traffic capacity of a single lane under ideal conditions, is the lane width correction coefficient, the narrower the lane width, the smaller the coefficient, is the lateral clearance correction coefficient, is the large vehicle correction coefficient, the higher the proportion of large vehicles, the smaller the coefficient, is the driver condition correction coefficient. The service level correction coefficient is determined according to different service level grades, and the higher the service level is, the smaller the correction coefficient is. The traffic flow density k is used as the main parameter for evaluating the service level of the expressway, and the service level is divided into six grades A-F. The specific division standards are as follows: according to (service level grade, (density range), description) division; for example, (A, (0-11), free flow), indicating that the vehicle can freely select the vehicle speed, and there is almost no delay; (B, (11-18), stable flow), indicating that the vehicle speed begins to be affected, but there is still good driving freedom; (C, (18-26), stable flow), indicating that the traffic volume increases, and the vehicle speed and driving freedom are further limited; (D, (26-35), close to unstable flow), indicating that the vehicle speed decreases significantly, and the driving comfort is reduced; (E, (35-45), unstable flow), indicating that the traffic is prone to fluctuation, and the delay is increased; (F, (above 45), forced flow), indicating that the traffic is severely congested, and the vehicle speed is extremely low or even stopped. By calculating the actual traffic flow density on the expressway and comparing it with the above standards, the service level grade of the expressway can be determined. At the same time, considering the reason for the reconstruction, if the reconstruction is caused by the new development area around the interflow type, the elevation, line shape and other factors of the newly connected road need to be considered to affect the geometric layout and road index of the entire interflow area, and the road surface structure strength and roadbed stability index are adjusted accordingly to ensure that the road can withstand the new traffic load and environmental conditions.

[0120] Specifically, in the embodiment, based on the interflow type, the structural influence, the current turning traffic volume and the long-term predicted traffic volume, the geometric layout optimization scheme corresponding to the interflow type is determined, including:

[0121] Based on the structural influence, the predicted reconstruction characteristics corresponding to the current highway are determined.

[0122] Based on the current turning traffic volume, the long-term predicted traffic volume and the predicted reconstruction characteristics, the to-be-reconstructed characteristics are determined, and the feature layout corresponding to each to-be-reconstructed characteristic is determined.

[0123] Based on the interflow type and each feature layout, the geometric layout optimization scheme corresponding to the interflow type is determined.

[0124] The predicted reconstruction characteristics are the specific characteristics that need to be adjusted in terms of geometric layout, facility configuration and the like of the current highway according to the analysis of the structural influence.

[0125] Specifically, based on the obtained construction influence, the rain season reconstruction features corresponding to the current highway are determined. Specifically, if it is found that the traffic flow of a road section increases by more than a certain value (preset value, which can be 30%) of the original design bearing capacity after the interflow reconstruction, the "increasing the number of lanes" is listed as one of the predicted reconstruction features; for example, if the structure influence shows that the connection angle of a ramp and the main line is not conducive to the rapid merging and merging of vehicles, leading to an increase in the accident risk in this area, it is determined that "optimizing the connection angle of the ramp and the main line" is a predicted reconstruction feature. At the same time, the potential demand brought by the regional development plan is considered. For example, if there is a new commercial district to be built in the surrounding area, it is expected that the demand for pedestrian crossing will increase in the future, and then "adding pedestrian overpass or underground passage" is included in the list of predicted reconstruction features. Finally, all the determined predicted reconstruction features are sorted into a structured list for storage, which is convenient for subsequent calling.

[0126] Further, based on the previously obtained present situation turning traffic volume and long-term predicted traffic volume data, each predicted reconstruction feature is compared and investigated one by one. For example, if there is "optimizing ramp layout" in the predicted reconstruction feature, it is found that the queue length of a ramp entrance often exceeds a certain value (preset value, which can be 200 meters) during peak hours according to the present situation turning traffic volume, and it is difficult to merge into the main line, and the long-term predicted traffic volume shows that the traffic pressure of this ramp will continue to increase, it is determined that the layout of this ramp is a to-be-reconstructed feature.

[0127] For each to-be-reconstructed feature determined, a professional traffic engineering design software (such as VISSIM) is used to plan the feature layout. Taking lane widening as an example, according to the present situation and long-term traffic volume, combined with the design speed of the main line, the number of lanes that should be widened is determined by using the traffic capacity calculation formula, the lane width is set according to the vehicle driving safety standard (such as 3.5 meters for car-only lane and 3.75 meters for mixed lane), and the length of the transition section is determined according to the transition section design specification (generally not less than 50 meters). These parameters are integrated to form the feature layout of the to-be-reconstructed feature.

[0128] Further, the current highway interchange type (e.g., trumpet-type interchange) and the feature layout information of each feature to be reconstructed are obtained, and the layout optimization and integration are performed under the given framework of the interchange type. Taking the trumpet-type interchange as an example, if there is a ramp line optimization feature to be reconstructed, the feature layout includes new bend radius and easement curve parameters. The electronic device substitutes these parameters into the ramp design position of the trumpet-type interchange, replacing the original line parameters, to ensure smoother vehicle travel. If lane layout adjustment is involved, such as main line lane widening, the lane widening reconstruction is performed on the basis of the original main line lane, and the shoulder width and central median size are adjusted synchronously to maintain the rationality and coordination of the road cross section. After the integration and optimization of all the features to be reconstructed, a complete geometric layout optimization scheme is generated, including the plan layout graph (showing the optimized layout and connection relationship of the road and ramp), the longitudinal section design graph (presenting the adjusted shape of the vertical slope and vertical curve), and the detailed parameter specification document, which provides accurate basis for subsequent engineering implementation.

[0129] Further, in the present embodiment, the predicted reconstruction features include the lane number feature and the acceleration lane length feature, and based on the current turning traffic volume, the long-term predicted traffic volume, and the predicted reconstruction features, the features to be reconstructed are determined, including:

[0130] The traffic engineering diagram is used to identify the bottleneck road section by reviewing the capacity of each road section.

[0131] Based on the current turning traffic volume and the long-term predicted traffic volume, the VISSIM simulation model is used to test the traffic efficiency of different lane widening schemes.

[0132] The lane number feature reconstruction and the acceleration lane length feature reconstruction are determined based on the bottleneck road section, the structural influence, and the traffic efficiency of different lane widening schemes, to determine the features to be reconstructed.

[0133] The capacity refers to the maximum number of vehicles that can pass through a certain section or lane of a road per unit of time (usually 1 hour) under certain road and traffic conditions. It is an important indicator for measuring the service level and traffic carrying capacity of a road, and is divided into basic capacity, possible capacity, and design capacity.

[0134] The bottleneck road section is a road section in a road network that has a significantly lower traffic capacity than adjacent road sections due to factors such as reduced lane number, poor road line, unreasonable intersection design, etc., causing traffic congestion or vehicle queuing. These road sections limit the smoothness of traffic flow in the entire road system.

[0135] In particular, the traffic engineering map is loaded and each road segment in the map is parsed using the built-in traffic engineering analysis software. More specifically, the geometric characteristics of each road segment are identified, such as the number of lanes, lane width, road slope, horizontal curve radius, and other information. Based on these geometric characteristics, combined with relevant standards and formulas in the field of traffic engineering, the design capacity of each road segment is calculated. For example, for a straight segment, according to factors such as lane width and lateral clearance, the basic capacity of each lane of the segment is calculated according to the specified formula, and then multiplied by the number of lanes to obtain the design capacity of the segment. The calculated capacity of each road segment is compared with the actual traffic flow data (which can be current traffic flow data or historical traffic flow data). If the actual traffic flow of a road segment approaches or exceeds its design capacity, and there is obvious traffic congestion in the peak period, such as long vehicle queue length and significantly reduced vehicle speed, the road segment is marked as a bottleneck road segment and its specific location and related characteristic information are recorded.

[0136] Further, the current turning traffic volume and long-term forecast traffic volume data are sorted and classified according to different time periods (such as peak period, flat peak period) and turning directions (such as left turn, right turn, straight ahead). The VISSIM simulation model is started and the current highway traffic engineering map data is imported, including road geometry, lane distribution, intersection location, and other information. According to different lane widening schemes (for example, widening a road segment from four lanes in both directions to six lanes in both directions, or increasing the number of lanes on a ramp), the lane layout of the road in the VISSIM model is adjusted accordingly.

[0137] The sorted current turning traffic volume data is input into the VISSIM model, preset simulation parameters (such as vehicle type ratio, driving behavior parameters, etc.) are set, the simulation model is run, and the traffic running conditions of different lane widening schemes under the current traffic conditions are simulated, and the average vehicle speed, traffic flow, delay time, etc. Data corresponding to each scheme are recorded. Similarly, the long-term forecast traffic volume data is input into the VISSIM model, and the simulation model is run again according to the above steps to obtain the relevant data of different lane widening schemes under long-term traffic conditions.

[0138] The simulation results of different lane widening schemes under current and long-term traffic volumes are sorted and analyzed, and the traffic efficiency indicators of each scheme are calculated, such as the percentage of average speed improvement, the magnitude of traffic flow increase, and the proportion of delay time reduction.

[0139] Further, the location, characteristics of the bottleneck section and the traffic efficiency data of different lane widening schemes are comprehensively analyzed. If the traffic congestion of a bottleneck section is caused by insufficient number of lanes, and the scheme of increasing the number of lanes in the VISSIM simulation can significantly improve the traffic efficiency of the section (for example, the average speed is increased by more than 20%, and the delay time is reduced by more than 30%), and considering the structural influence (such as the surrounding land use, the influence on other roads, etc.), it is determined that the vehicle lane number characteristic reconstruction is reasonable, and the "increasing the number of lanes" is listed as the reconstruction characteristics to be reconstructed.

[0140] For the acceleration lane length reconstruction, the merging situation of vehicles at the entrance in the current turning traffic volume and the long-term forecast traffic volume is analyzed. If it is found that the acceleration lane length of some entrances is short, which causes difficulties for vehicles to merge into the main line, such as frequent deceleration, waiting for opportunity to merge, etc., which affects the smoothness of the main line traffic flow, and combined with the structural influence (such as the topographic conditions near the entrance, the connection relationship with other roads, etc.), it is determined that it is feasible to extend the acceleration lane length. At the same time, referring to the traffic efficiency data (such as the reduction of vehicle merging time, the reduction of traffic interference on the main line, etc.) of different acceleration lane length schemes in the VISSIM simulation model, it is determined whether to perform the acceleration lane length reconstruction, and it is listed as the reconstruction characteristics to be reconstructed or excluded.

[0141] Finally, the determined vehicle lane number reconstruction characteristics and acceleration lane length reconstruction characteristics are arranged to determine the reconstruction characteristics to be reconstructed.

[0142] Step S106, based on the interchange type, the geometric layout optimization scheme and the road technical index, a reconstruction plan corresponding to the current highway is generated.

[0143] The geometric layout optimization scheme and the road technical indicators are converted into a structured engineering task list, each task containing task name, detailed description, technical requirements, quality standards and other information, such as "widening the main line lane to double six-lane, single lane width 3.75 meters, using asphalt concrete pavement". Then, according to the complexity of the task, resource demand and construction process logic, combined with local construction conditions, climate factors and construction period limit, using critical path method and other scheduling techniques to develop construction steps and time arrangement, for example "first phase: January-March 2024, complete the foundation excavation and foundation treatment of the widening area on both sides of the main line; second phase: April-June 2024, lay the base and surface layer asphalt concrete of the newly widened lane". At the same time, according to the market situation, the engineering cost database and the bill of quantities, estimate the cost of manpower, materials, machinery and other items, generate budget report, such as "total budget of 80 million yuan, of which pavement engineering 30 million yuan, ramp construction 25 million yuan". Finally, the traffic simulation software is used to simulate the traffic running condition of the reconstructed interchange area, compare the current status indicators, and evaluate the expected effect, such as "after the reconstruction, the average speed of the interchange area during peak hours is increased by 25%, and the delay time is reduced by 30%", and these information is integrated into a complete reconstruction plan document, output in PDF, DOC and other formats for use by traffic engineering construction and management departments.

[0144] The embodiment of the present application provides a highway reconstruction method for an interchange area, accurately determines the interchange type by comprehensively considering the current highway traffic engineering map, historical accident data, location information and reconstruction reason, deeply analyzes the structural influence of reconstruction on the existing road network, scientifically formulates the geometric layout optimization scheme and the road technical indicators in combination with the current turning traffic volume and the long-term predicted traffic volume, and finally generates a targeted reconstruction plan, which effectively improves the forward-looking, rationality and safety of the reconstruction project, ensures that the highway can better adapt to future traffic demand after reconstruction, optimizes the road network structure and reduces the traffic accident risk, so that the effectiveness of the reconstruction is improved through comprehensive and detailed data analysis and design optimization.

[0145] The above embodiment introduces a highway reconstruction method for an interchange area from the perspective of method flow, and the following embodiment introduces a highway reconstruction device for an interchange area from the perspective of virtual module or virtual unit. For details, see the following embodiments.

[0146] Referring to Figure 2 , the highway reconstruction device 20 for an interchange area can specifically include an acquisition module 201, a first determination module 202, an analysis module 203, a second determination module 204, a third determination module 205 and a generation module 206, wherein:

[0147] A highway reconstruction device 20 for an interchange area includes:

[0148] The acquisition module 201 is configured to acquire a traffic engineering map, historical accident data and a highway location of a current highway, and acquire a reconstruction reason corresponding to the current highway. The traffic engineering map includes respective connection relationships of the current highway and various roads and existing line shape longitudinal slope parameters.

[0149] The first determination module 202 is configured to determine an interworking type corresponding to the current highway based on the traffic engineering map.

[0150] The analysis module 203 is configured to acquire an existing design index of a crossed road, and analyze a structural influence of interworking reconstruction on an existing road network in combination with the reconstruction reason.

[0151] The second determination module 204 is configured to determine a present situation turning traffic volume and a long-term forecast traffic volume corresponding to the highway location. The long-term forecast traffic volume includes a traffic volume growth forecast in future years.

[0152] The third determination module 205 is configured to determine a geometric layout optimization scheme and a road technical index corresponding to the interworking type based on the interworking type, the structural influence, the present situation turning traffic volume and the long-term forecast traffic volume.

[0153] The generation module 206 is configured to generate a reconstruction plan corresponding to the current highway based on the interworking type, the geometric layout optimization scheme and the road technical index.

[0154] In a possible implementation of the embodiment, when the first determination module 202 determines the interworking type corresponding to the current highway based on the traffic engineering map, the first determination module 202 is specifically configured to:

[0155] identify a crossed road corresponding to the current highway in the traffic engineering map, and determine a crossed road parameter of the crossed road. The crossed road parameter includes a road grade and a design speed.

[0156] acquire a set of interworking types corresponding to different road grades, and extract applicability feature parameters corresponding to each interworking type;

[0157] determine the interworking type corresponding to the current highway from the set of interworking types based on the crossed road parameter, the existing line shape longitudinal slope parameter and the applicability feature parameters through a multi-dimensional matching algorithm.

[0158] In a possible implementation of the embodiment, when the first determination module 202 determines the interworking type corresponding to the current highway through the multi-dimensional matching algorithm, the first determination module 202 is specifically configured to:

[0159] construct a type decision matrix including the road grade, the design speed and a terrain feature;

[0160] collect traffic composition feature values and terrain geological parameters of the current highway;

[0161] Input the type decision matrix, traffic composition characteristic values, and terrain and geological parameters into the pre-trained type selection model, and obtain the output candidate type sequence including suitability scores;

[0162] Based on the economic evaluation of the transformation and the verification of the construction feasibility, the interchange type corresponding to the current highway is selected from the candidate type sequence.

[0163] In one possible implementation of the embodiment of the present application, the second determining module 204 is specifically configured to:

[0164] Integrate external data sources for current highways, including demographic and economic indicators, urban planning data, and technology development parameters, including new energy vehicle penetration curves and autonomous driving maturity assessment matrices;

[0165] A traffic flow attenuation factor matrix is ​​constructed based on historical accident data, and a multi-level OD inverse model is established by combining external data sources;

[0166] A combined prediction algorithm is used to synchronously run the grey system model and the BP neural network model to generate the first predicted traffic volume sequence and the second predicted traffic volume sequence respectively;

[0167] The entropy weight method is introduced to dynamically calculate the weight distribution coefficients of the grey system model and the neural network model, and the benchmark long-term traffic volume forecast value is generated through weighted fusion to obtain the long-term predicted traffic volume corresponding to the highway location.

[0168] In one possible implementation of the embodiment of the present application, the third determination module 205 is specifically configured to:

[0169] Based on the structural impact, determine the expected transformation characteristics corresponding to the current highway;

[0170] Based on the current turning traffic volume, long-term predicted traffic volume and expected transformation characteristics, determine the characteristics to be transformed and determine the characteristic layout corresponding to each characteristic to be transformed;

[0171] Based on the interconnection type and each feature layout, a geometric layout optimization solution corresponding to the interconnection type is determined.

[0172] In one possible implementation of the embodiment of the present application, the expected modification features include a lane number feature and an acceleration lane length feature. The third determination module 205, when determining the features to be modified based on the current turning traffic volume, the long-term predicted traffic volume, and the expected modification features, is specifically configured to:

[0173] Review the traffic capacity of each road section in the traffic engineering map and identify bottleneck sections;

[0174] Based on the current turning traffic volume and long-term predicted traffic volume, the VISSIM simulation model was used to test the traffic efficiency of different lane widening schemes;

[0175] Based on the bottleneck sections, structural impacts, and traffic efficiency of different lane widening schemes, determine whether to modify the vehicle lane number characteristics and whether to modify the acceleration lane length characteristics to determine the characteristics to be modified.

[0176] Those skilled in the art will clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0177] See also Figure 3 , the embodiment of the present application also introduces an electronic device from the perspective of a physical device, such as Figure 3 As shown, Figure 3 The electronic device 300 shown includes a processor 301 and a memory 303. The processor 301 and the memory 303 are connected, for example, via a bus 302. Optionally, the electronic device 300 may further include a transceiver 304. It should be noted that in actual applications, the number of transceivers 304 is not limited to one, and the structure of the electronic device 300 does not constitute a limitation on the embodiments of the present application.

[0178] Processor 301 can be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic device, transistor logic device, hardware component, or any combination thereof. It can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 301 can also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0179] The bus 302 can include a path that transmits information between the above-described components. The bus 302 can be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus, etc. The bus 302 can be divided into an address bus, a data bus, a control bus, etc. For convenience of representation, Figure 3 Only one thick line is used in the figure to represent the bus, but it does not mean that there is only one bus or one type of bus.

[0180] The memory 303 can be a ROM (Read Only Memory) or other type of static storage device that can store static information and instructions, a RAM (Random Access Memory) or other type of dynamic storage device that can store information and instructions, an EEPROM (Electrically Erasable Programmable Read Only Memory), a CD-ROM (Compact Disc Read Only Memory) or other optical disk storage, a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer, but is not limited thereto.

[0181] The memory 303 is used to store application program codes for implementing the scheme of the present application, and is controlled by the processor 301 to perform. The processor 301 is used to execute the application program codes stored in the memory 303 to realize the content shown in the foregoing method embodiments.

[0182] The electronic device includes, but is not limited to, a mobile terminal such as a mobile phone, a notebook computer, a digital broadcast receiver, a PDA (Personal Digital Assistant), a PAD (Tablet Personal Computer), a PMP (Portable Multimedia Player), a vehicle terminal (for example, a car navigation terminal), etc., and a fixed terminal such as a digital TV, a desktop computer, etc., and can also be a server, etc. Figure 3 The electronic device shown is only an example, and should not bring any limitation to the function and use range of the embodiments of the present application.

[0183] The embodiments of the present application provide a computer readable storage medium, and the computer readable storage medium stores a computer program. When the computer program runs on a computer, the computer can execute the corresponding content in the foregoing method embodiments.

[0184] It should be understood that although the steps in the flowcharts of the accompanying drawings are shown in a sequential order following the arrows, the steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated otherwise herein, the execution of the steps is not strictly limited to the order indicated by the arrows, and can be executed in other orders. Moreover, at least some of the steps in the flowcharts of the accompanying drawings can include multiple sub-steps or multiple stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution order is not necessarily sequential, but can be round-robin or alternating with at least some of the other steps or sub-steps or stages of other steps.

[0185] The above is only some embodiments of the present application, and it should be pointed out that for those skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, which should also be considered as the protection scope of the present application.

Claims

1. A method of reconstructing an interchange area highway, characterized by, The method comprises the following steps: acquiring traffic engineering drawings, historical accident data and road location of a current road, and acquiring a reconstruction reason corresponding to the current road, wherein the traffic engineering drawings comprise connection relationships between the current road and each road and existing line shape longitudinal slope parameters; determining an interchange type corresponding to the current road based on the traffic engineering drawings; acquiring existing design indicators of a junction road, and analyzing structural influence of interchange reconstruction on an existing road network in combination with the reconstruction reason; determining present situation turning traffic volume and long-term predicted traffic volume corresponding to the road location, wherein the long-term predicted traffic volume comprises traffic volume growth prediction in future years; determining a geometric layout optimization scheme and road technical indicators corresponding to the interchange type based on the interchange type, the structural influence, the present situation turning traffic volume and the long-term predicted traffic volume; generating a reconstruction plan corresponding to the current road based on the interchange type, the geometric layout optimization scheme and the road technical indicators; the step of determining the interchange type corresponding to the current road based on the traffic engineering drawings comprises the following steps: identifying a junction road corresponding to the current road in the traffic engineering drawings, and determining junction road parameters of the junction road, wherein the junction road parameters comprise road grade and design speed; acquiring an interchange type set corresponding to different road grades, and extracting applicability characteristic parameters corresponding to each interchange type; determining the interchange type corresponding to the current road from the interchange type set by a multi-dimensional matching algorithm based on the junction road parameters, the existing line shape longitudinal slope parameters and the applicability characteristic parameters; the step of determining the interchange type corresponding to the current road by the multi-dimensional matching algorithm comprises the following steps: constructing a type decision matrix comprising the road grade, the design speed and terrain characteristics; collecting traffic composition characteristic values and terrain and geological parameters of the current road; inputting the type decision matrix, the traffic composition characteristic values and the terrain and geological parameters into a pre-trained type selection model, and acquiring a candidate type sequence comprising applicability score output by the type selection model; selecting the interchange type corresponding to the current road from the candidate type sequence based on reconstruction economic evaluation and construction feasibility verification; the step of determining the long-term predicted traffic volume corresponding to the road location comprises the following steps: integrating external data sources of the current road, wherein the external data sources comprise population and economic indicators, urban planning data and technical development parameters, and the technical development parameters comprise new energy vehicle penetration curve and automatic driving maturity evaluation matrix; constructing a traffic flow attenuation factor matrix based on the historical accident data, and establishing a multi-level OD back-propagation model in combination with the external data sources; synchronously running a gray system model and a BP neural network model by a combination prediction algorithm, preprocessing integrated external data sources, information output by the multi-level OD back-propagation model and historical traffic volume data, and inputting the preprocessed data into the gray system model and the BP neural network model to respectively generate a first predicted traffic volume sequence and a second predicted traffic volume sequence; The entropy weight method is introduced to dynamically calculate weight distribution coefficients of the grey system model and the neural network model, and a reference long-term traffic volume prediction value is generated by weighted fusion to obtain a long-term predicted traffic volume corresponding to the highway location.

2. The method of reconstructing an interchange highway according to claim 1, wherein Based on the interchange type, the structure influence, the current turning traffic volume and the long-term predicted traffic volume, a geometric layout optimization scheme corresponding to the interchange type is determined, including: Based on the structure influence, a predicted reconstruction feature corresponding to the current highway is determined; Based on the current turning traffic volume, the long-term predicted traffic volume and the predicted reconstruction feature, a reconstruction feature to be reconstructed is determined, and a feature layout corresponding to each reconstruction feature to be reconstructed is determined; Based on the interchange type and each feature layout, a geometric layout optimization scheme corresponding to the interchange type is determined.

3. The method of reconstructing an interchange highway according to claim 2, wherein The predicted reconstruction feature includes a lane number feature and an acceleration lane length feature, and based on the current turning traffic volume, the long-term predicted traffic volume and the predicted reconstruction feature, the reconstruction feature to be reconstructed is determined, including: The capacity of each road segment in the traffic engineering diagram is reviewed to identify bottleneck road segments; Based on the current turning traffic volume and the long-term predicted traffic volume, a VISSIM simulation model is used to test the traffic efficiency of different lane widening schemes; In combination with the bottleneck road segments, the structure influence and the traffic efficiency of different lane widening schemes, it is determined whether to reconstruct the lane number feature and whether to reconstruct the acceleration lane length feature, so as to determine the reconstruction feature to be reconstructed.

4. An interchange highway reconstruction apparatus characterized by comprising: The method for reconstructing an interchange highway according to any one of claims 1-3, including: An acquisition module is configured to acquire a traffic engineering diagram, historical accident data and a highway location of a current highway, and acquire a reconstruction reason corresponding to the current highway, wherein the traffic engineering diagram includes connection relationships between the current highway and each road and existing line shape and slope parameters; A first determination module is configured to determine an interchange type corresponding to the current highway based on the traffic engineering diagram; An analysis module is configured to acquire existing design indicators of a cross road, and analyze the structure influence of interchange reconstruction on an existing road network in combination with the reconstruction reason; A second determination module is configured to determine a current turning traffic volume and a long-term predicted traffic volume corresponding to the highway location, wherein the long-term predicted traffic volume includes a traffic volume growth prediction in future years; A third determination module is configured to determine a geometric layout optimization scheme and road technical indicators corresponding to the interchange type based on the interchange type, the structure influence, the current turning traffic volume and the long-term predicted traffic volume; A generation module is configured to generate a reconstruction plan corresponding to the current highway based on the interchange type, the geometric layout optimization scheme and the road technical indicators.

5. The interchange highway reconstruction apparatus according to claim 4, characterized by In a specific implementation, when the first determination module determines the interchange type corresponding to the current highway based on the traffic engineering diagram, the first determination module is specifically configured to: Identify a cross road corresponding to the current highway in the traffic engineering diagram, and determine cross road parameters of the cross road, wherein the cross road parameters include a road grade and a design speed; Acquire a set of interchange types corresponding to different road grades, and extract applicability feature parameters corresponding to each interchange type; Based on the interflow parameter, the existing line shape longitudinal slope parameter and the applicability characteristic parameter, an interflow type corresponding to the current highway is determined from the interflow type set through a multi-dimensional matching algorithm.

6. An electronic device, comprising: The electronic device includes: at least one processor; a memory; at least one application program, wherein the at least one application program is stored in the memory and is configured to be executed by the at least one processor, and the at least one application program is configured to execute the interchange highway reconstruction method of any one of claims 1-3.

7. A computer readable storage medium having stored thereon a computer program, characterized in that When the computer program is executed in the computer, the computer executes the interchange highway reconstruction method of any one of claims 1-3.

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