Urban middle and primary school surrounding road traffic organization optimization method and system

Abstract

The invention discloses an urban middle and primary school surrounding road traffic organization optimization method and system, and the method comprises the steps: setting an initially determined traffic influence region of an urban middle and primary school, collecting the traffic volumes in the initially determined traffic influence region during winter and summer vacations and during going to school and going to school respectively, calculating the change degree of the road traffic volume in the initially determined traffic influence region, and calculating the change degree of the road traffic volume in the initially determined traffic influence region; an affected road is determined, and then a traffic affected area is determined; acquiring traffic parameters in the traffic influence area; traffic organization optimization method models of roads around the middle and primary schools of the city are established, the models comprise an overall traffic organization optimal analysis model and an individual traffic organization optimal model, the optimal overall traffic and individual traffic organization are solved according to the models, and then the traffic bearing capacity of the roads in the region is optimized; simulation is carried out through traffic simulation software, and the effectiveness of the model is verified. From qualitative and quantitative perspectives, the urban middle and primary school traffic influence area is determined, and the method is ensured to be scientific and reasonable.

Description

Technical Field

[0001] The present invention relates to the field of urban traffic planning, and in particular to a method and system for optimizing road traffic organization around urban primary and secondary schools. Background Art

[0002] At present, the school hours of urban primary and secondary schools coincide with the morning and evening rush hours of urban road traffic, which brings with it various traffic safety and congestion problems. This problem has caused great trouble to urban residents, students, and various traffic participants, and has gradually become a social pain point. Therefore, it is urgent to optimize the traffic organization of roads around urban primary and secondary schools, alleviate traffic congestion, and ensure traffic safety.

[0003] Although there are some methods for optimizing the organization of roads around schools in the existing technology, such as optimizing the space for picking up and dropping off excellent students, managing temporarily parked vehicles during peak hours, optimizing the flow of traffic organization in and out, and optimizing the timing of traffic lights, there is a lack of consideration in determining the school traffic impact area, and in providing traffic organization solutions for the overall traffic and individual traffic trips within the impact area under optimal conditions. There is also a lack of verification of traffic organization methods. Therefore, the existing methods for optimizing the traffic on the roads around urban primary and secondary schools have certain deficiencies in terms of comprehensiveness, rigor, and effectiveness.

[0004] Based on this, the present invention proposes a method for optimizing road traffic organization around urban primary and secondary schools for reference by urban traffic planning managers. The present invention has important reference and practical significance. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a method and system for optimizing road traffic organization around urban primary and secondary schools in response to the defects in the existing technology.

[0006] The technical solution adopted by the present invention to solve its technical problem is: The present invention provides a method for optimizing road traffic organization around urban primary and secondary schools, the method comprising the following steps: Step 1: Set up a preliminary traffic impact zone for urban primary and secondary schools, collect traffic volume within the preliminary traffic impact zone during summer and winter vacations and during the school commute, calculate the degree of change in road traffic volume within the preliminary traffic impact zone, determine the affected roads, and then determine the traffic impact zone; Step 2: Obtain traffic parameters within the traffic impact area, including road traffic geometry parameters, traffic volume parameters, intersection signal light related parameters, and traffic organization mode parameters; Step 3: Establish a traffic organization optimization method model for roads around urban primary and secondary schools, including an optimal analysis model for overall traffic organization and an optimal model for individual traffic organization. Based on the model, the optimal overall and individual traffic organization are solved to optimize the traffic carrying capacity of the roads within the region. Step 4: Use traffic simulation software to simulate the optimization method in step 3 using the traffic impact area determined in step 1 and the various traffic parameters obtained in step 2; and verify the effectiveness of the model through simulation results.

[0007] Furthermore, the method of step 1 of the present invention specifically includes: Step 1.1: The area enclosed by the first main road immediately surrounding urban primary and secondary schools is used as the preliminary traffic impact zone; Step 1.2: Collect traffic volume within the pre-determined traffic impact area during the winter and summer vacations. Collect morning and evening peak traffic volume for each road within the pre-determined traffic impact area on working days during the winter and summer vacations. Take the average of morning and evening peak traffic volume for no less than five working days. Step 1.3: During the normal school hours for urban primary and secondary schools, collect morning and evening peak traffic volumes for each road within the initially determined traffic impact area. Average morning and evening peak traffic volumes over at least five working days, including at least Monday morning peak and Friday evening peak. Step 1.4, calculate the r Traffic volume variation of the road; Step 1.5: Determine the affected roads based on the degree of change in road traffic volume; Step 1.6, Road r The enclosed area is the traffic impact area of ​​urban primary and secondary schools; if the road r After the connection, it cannot be enclosed as a closed area, so the school is the center and the road r Extend outward and enclose the boundary of the preliminary traffic impact area, which is the impact area.

[0008] Furthermore, the road traffic volume change degree in step 1.4 of the present invention is v r The calculation formula is:

[0009] in, V ai During the winter and summer vacations, the traffic impact area is initially determined to be i Peak hour traffic volume in one direction, i ≥10; V bj During the school commute period, the traffic impact area is initially determined to be j Peak hour traffic volume in one direction, j ≥10.

[0010] Furthermore, the method for determining the affected roads in step 1.5 of the present invention is specifically as follows: If satisfied: v r ≥1, and V ai / c r ≥0.9 or V bj / c r When ≥0.9, it means that the road r are the affected roads; among them, c r For the road r traffic capacity.

[0011] Furthermore, the traffic parameters of step 2 of the present invention are specifically: Road traffic geometric condition parameters include: number of roads within the traffic impact area, road grade, road length, red line width, cross-section layout, number of motor vehicle lanes, sidewalk width, non-motor vehicle lane width, and motor vehicle parking space; Traffic volume parameters include: traffic volume during peak hours on road sections and traffic volume during peak hours at intersections; Intersection signal light related parameters include: intersection control mode, light control duration, signal phase; Traffic organization parameters include: right in and right out, one-way traffic, no left or no right.

[0012] Furthermore, the optimal analysis model for overall traffic organization in step 3 of the present invention is specifically: Based on the traffic impact area, the sum of the shortest travel time of all traffic participants T a To analyze the optimization goal, the traffic saturation of the road section d ≤0.9, comprehensive delay at signalized intersections c ≤55, comprehensive queue length at intersections without signal control L ≤100 is the restriction condition;

[0013]

[0014]

[0015] Restrictions:

[0016]

[0017]

[0018] in, T 1 is the total travel time of the road section; T 2 is the total travel time at the road intersection; V ( p 1)( r ) ij is a one-way (i, j) road section r Peak hour traffic volume; t ( r ) ij For vehicles on road sections r The travel time in one direction (i, j); V( p 2)( c ) ij For road intersections c Peak hour traffic volume of (i, j); t ( c ) ij For vehicles at road intersections c The travel time of (i, j); p 1 is the road section r Traffic organization measures include three types: two-way traffic, one-way traffic, and tidal traffic; p 2 is the traffic organization measures at intersection c, including two measures: no left turn at intersection and no left turn at intersection; c r For the road r traffic capacity; T is the signal cycle length; t g The effective green light duration; l (r) is an intersection without signal lights c The length of the queue.

[0019] Furthermore, the optimal model for individual traffic organization in step 3 of the present invention is specifically: Based on the traffic impact area, the shortest travel time of a traffic participant T b To analyze the optimization objective, the constraint condition is that individual traffic participants have the same OD;

[0020]

[0021]

[0022] Restrictions: Individual traffic participants have the same OD, that is, they have the same starting and ending points within the traffic influence area, which is a restriction condition; there are several different travel paths between the starting and ending points; Among them, T3 is the total time of an individual traveling on a road section; T4 is the total time of an individual traveling at a road intersection; p1 is the traffic organization measure of road section r, including three, namely two-way traffic, one-way traffic, and tidal traffic; p 2 is the traffic organization measures at intersection c, including two measures: no left turn at intersection and no left turn at intersection; For an individual on a single direction of the road ( i , j ) road section r A certain traffic organization measure p 1. The passage time under 1; For individuals at road intersections c ( i , j ) A certain traffic organization measure p 2. The passage time under V ( r ) ij For one-way roads under the same OD conditions ( i , j ) road section r Peak hour traffic volume; V ( c ) ij For road intersections under the same OD conditions c ( i , j ) of peak hour traffic volume.

[0023] Furthermore, the method for solving the optimal overall traffic and individual traffic organization in step 3 of the present invention is specifically as follows: The analysis is based on the roads adjacent to the school, with the road red line conditions as the upper limit and the width of the sidewalk, non-motorized vehicle lane, and motor vehicle lane required by the regulations as the lower limit. The remaining space is used to optimize the road space around the school to obtain the optimal road traffic carrying capacity; specific methods include: adding lanes to the road network, widening intersection entrances and exits, adding school-specific service lanes, closing the road in front of the school as a dedicated slow-moving space during school hours, and setting up special off-campus parking lots.

[0024] Furthermore, the method for performing simulation in step 4 of the present invention specifically includes: Step 4.1: Use traffic simulation software to build a simulated road network using the traffic impact area determined in step 1. Use the various traffic parameters obtained in step 2 to simulate the traffic operation status and output the traffic saturation of the road network in the traffic impact area. oh 1; Step 4.2: Combine the traffic organization methods determined for each road section p 1. Traffic organization methods at each intersection p 2. Optimize the road traffic carrying capacity within the region. Adjust the road traffic geometry parameters, traffic volume parameters, intersection signal parameters, and traffic organization parameters in the traffic simulation software. Simulate the traffic organization optimization of the urban primary and secondary school traffic impact areas and output the road network traffic saturation after the traffic organization is changed in the traffic impact areas. oh 2. Traffic saturation of roads adjacent to the school ψ r ; Step 4.3, if oh 2< oh 1, ψ r ≤0.9, it indicates that the traffic organization mode of each road section output by the analysis model p 1. Traffic organization methods at each intersection p 2. The method for optimizing the road traffic carrying capacity in the region is reasonable, effective and applicable.

[0025] The present invention provides a system for optimizing road traffic organization around urban primary and secondary schools, which is characterized by comprising: a memory for storing executable computer programs; The processor is used to implement the above-mentioned method for optimizing road traffic organization around urban primary and secondary schools when executing the executable computer program stored in the memory.

[0026] The beneficial effects produced by the present invention are: 1. From a qualitative and quantitative perspective, using the traditional circle extrapolation method and traffic volume change as conditions, determine the traffic impact area of ​​urban primary and secondary schools to ensure that the method is scientific and reasonable.

[0027] 2. Based on the traffic characteristics of the traffic impact zone of urban primary and secondary schools, clearly obtain the traffic parameters within the traffic impact zone, including road traffic geometry parameters, traffic volume parameters, intersection signal light related parameters, traffic organization method parameters, etc.

[0028] 3. Optimize road traffic organization around urban primary and secondary schools by focusing on both "speeding up" and "capacity expansion." First, by establishing optimal analysis models for overall traffic organization and optimal models for individual traffic organization, aiming for the shortest travel time, we will achieve the "speeding up" goal. Genetic algorithms will be used to determine the optimal overall and individual traffic organization. Second, by establishing a model for optimizing the carrying capacity of regional road traffic, we will expand the carrying capacity of roads within the traffic impact zone and achieve the "capacity expansion" goal.

[0029] 4. Through traffic simulation, a traffic simulation platform is built for the traffic impact zone of urban primary and secondary schools. The optimal analysis model for overall traffic organization and the optimal model for individual traffic organization are simulated, as well as the optimization space of roads around schools. By comparing the relative traffic saturation of the overall road network before and after the optimization of traffic organization and the traffic saturation of roads adjacent to schools, the effectiveness of the analysis model is determined, providing a reliable basis for the selection of traffic organization plans. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The present invention will be further described below with reference to the accompanying drawings and embodiments, in which: Figure 1 This is a flow chart of a method for optimizing road traffic organization around urban primary and secondary schools; Figure 2 A schematic diagram of the process for determining the traffic impact areas of urban primary and secondary schools; Figure 3 To obtain a schematic diagram of traffic parameters within the traffic impact area; Figure 4 A flow chart of the model for establishing an optimization method for road traffic organization around urban primary and secondary schools; Figure 5 Schematic diagram of the process to verify the effectiveness of the model; DETAILED DESCRIPTION In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0031] like Figure 1 As shown, the present invention provides a method for optimizing road traffic organization around urban primary and secondary schools. The optimization method process is: determine the traffic impact area of ​​urban primary and secondary schools → obtain traffic parameters within the traffic impact area → establish a model for optimizing road traffic organization around urban primary and secondary schools → verify the effectiveness of the model.

[0032] Step 1: Determine the traffic impact area of ​​urban primary and secondary schools from a qualitative and quantitative perspective. Figure 2 The method shown in the figure is as follows: Preliminarily determine the traffic impact zone of urban primary and secondary schools → Investigate the traffic volume in the preliminarily determined traffic impact zone during summer and winter vacations → Investigate the traffic volume in the preliminarily determined traffic impact zone during the school commute → Analyze the degree of change in road traffic volume → Determine the affected roads → Determine the traffic impact zone.

[0033] In order to better understand step 1, the present invention is described below.

[0034] Step 1.1: Preliminary determination of the traffic impact zone for urban primary and secondary schools: The area enclosed by the first main road adjacent to urban primary and secondary schools shall be used as the preliminary traffic impact zone.

[0035] Step 1.2: Investigate the traffic volume in the preliminary traffic impact area during the winter and summer vacations: During the working days when urban primary and secondary schools are on vacation, generally take the working days of winter and summer vacations, investigate the morning and evening peak traffic volume of each road in the preliminary traffic impact area, and generally take the average value of the morning and evening peak traffic flow of no less than 5 working days (10 times).

[0036] Step 1.3: Investigate the traffic volume within the initially determined traffic impact area during the normal school hours: During the normal school hours for urban primary and secondary schools, investigate the morning and evening peak traffic volume on each road within the initially determined traffic impact area. Generally, the average of the morning and evening peak traffic volume for no less than five working days (10 times) is used, including at least Monday morning peak and Friday evening peak.

[0037] Step 1.4, analyze r Traffic volume variation of roads v r

[0038] in, V ai -During the winter and summer vacations, the traffic impact area is initially determined to be i Peak hour traffic volume in one direction, i ≥10; V bj —During the school hours, the first j Peak hour traffic volume in one direction, j ≥10; Step 1.5, determine the affected roads: If: v r ≥1, and V ai / c r ≥0.9 or V bj / c r When ≥0.9, it means that the road r are the affected roads; among them, c r For the road r traffic capacity.

[0039] Step 1.6. Determine the traffic impact area: roads r The enclosed area is the traffic impact area of ​​urban primary and secondary schools; if the road r If the area cannot be enclosed after connection, the school can be taken as the center and the road r can be extended outward to enclose the boundary of the initially determined traffic impact area to serve as the impact area.

[0040] Step 2: Based on the traffic characteristics of the traffic impact area of ​​urban primary and secondary schools, obtain the traffic parameters within the traffic impact area.

[0041] In order to better understand step 2, the present invention is described below.

[0042] Obtain traffic parameters within the traffic impact area, including road traffic geometry parameters, traffic volume parameters, intersection signal light related parameters, and traffic organization method parameters.

[0043] Among them, the road traffic geometric condition parameters include: the number of roads in the traffic impact area, road grade, road length, red line width, cross-section layout, number of motor vehicle lanes, sidewalk width, non-motor vehicle lane width, motor vehicle parking space, etc.

[0044] Among them, traffic volume parameters include: traffic volume during peak periods on road sections and traffic volume during peak periods at intersections.

[0045] Among them, intersection-related parameters include: intersection control method, light control duration, and signal phase.

[0046] Among them, traffic organization parameters include: right in and right out, one-way traffic, no left or right turns, etc.

[0047] Step three: Establish a traffic organization optimization model for roads around urban primary and secondary schools, optimizing traffic flow by both speeding up and expanding it. First, speeding up traffic flow within the impacted area, improving efficiency, and reducing delays, will be achieved through establishing a traffic organization optimization model. Second, expanding capacity will be achieved through establishing a regional road traffic carrying capacity optimization model to expand the carrying capacity of roads within the impacted area.

[0048] In order to better understand step three, the present invention is described below.

[0049] First, "speeding up", that is, by establishing a traffic organization optimization method model to balance traffic flow in the traffic impact area, improve traffic efficiency and reduce driving delays; Step 3.1, optimal regional traffic organization; First, establish the optimal analysis model of overall traffic organization; Based on the traffic impact area, the sum of the shortest travel time of all traffic participants T a To analyze the optimization goal, the traffic saturation of the road section d ≤0.9, comprehensive delay at signalized intersections c ≤55, comprehensive queue length at intersections without signal control L ≤100 is the restriction condition.

[0050]

[0051]

[0052]

[0053] Restrictions:

[0054]

[0055]

[0056] in, T 1—Total travel time of the road section; T 2—Total travel time at the road intersection; V ( p 1)( r ) ij —Road one-way (i, j) section r Peak hour traffic volume; t ( r ) ij —Vehicles on the road r The travel time in one direction (i, j); V( p 2)( c ) ij -Road intersections c Peak hour traffic volume of (i, j); t ( c ) ij —Vehicles at road intersections c The travel time of (i, j); p 1—Road section r Traffic organization measures include three types: two-way traffic, one-way traffic, and tidal traffic; p 2—Traffic organization measures at road intersections c, including two measures: no left turn at intersections and no left turn at intersections; c r —For the road r traffic capacity; T —Signal cycle length; t g —Effective green light duration; l (r)—An intersection without signal lights c The length of the queue; Then, establish the optimal model of individual traffic organization; Based on the traffic impact area, the shortest travel time of a traffic participant T b To analyze the optimization objective, the constraint condition is that individual traffic participants have the same OD.

[0057]

[0058]

[0059]

[0060] Restrictions: Individual traffic participants have the same OD, that is, they have the same starting and ending points within the traffic impact area, as a constraint. Furthermore, there are several different travel paths between the starting and ending points.

[0061] Among them, T3 is the total time of an individual traveling on a road section; T4 is the total time of an individual traveling at a road intersection; p1 is the traffic organization measure of road section r, including three measures: two-way traffic, one-way traffic, and tidal traffic; p 2—Traffic organization measures at road intersections c, including two measures: no left turn at intersections and no left turn at intersections; —Individuals on a single direction of the road ( i , j ) road section r A certain traffic organization measure p 1. The passage time under 1; —Individual at a road intersection c ( i , j ) A certain traffic organization measure p 2. The passage time under V ( r ) ij —One-way road under the same OD conditions ( i , j ) road section r Peak hour traffic volume; V ( c ) ij —Road intersections under the same OD conditions c ( i , j ) peak hour traffic volume; Finally, solve the optimal overall traffic and individual traffic organization Using genetic algorithms, the global optimization iterative calculation of the "overall traffic organization optimal analysis model" and the "individual traffic organization optimal analysis model" is formed, that is, the initial population is formed, the objective function value and the process fitness are calculated, and if the fitness meets the expected value, the calculation is terminated, otherwise the iterative calculation is continued until the fitness meets the expected value, and the results of each road section are output. r ( i , j Optimal traffic organization method p1. Each intersection c ( i , j Optimal traffic organization method p 2.

[0062] Second, “capacity expansion” means expanding the road traffic carrying capacity within the traffic impact area by establishing a model for optimizing the road traffic carrying capacity within the region.

[0063] Step 3.2: Optimize the traffic carrying capacity of regional roads; The analysis is based on the roads adjacent to the school, with the road red line conditions as the upper limit and the width of the sidewalk, non-motorized vehicle lane, and motor vehicle lane required by the regulations as the lower limit. The remaining space is used to optimize the road space around the school to obtain the optimal road traffic carrying capacity.

[0064] Specific methods include: (1) adding more lanes to the road network, (2) widening the entrance and exit lanes at intersections, (3) adding school-specific service lanes, (4) closing the road in front of the school as a dedicated slow-moving space during school hours, and (5) setting up dedicated off-campus parking lots.

[0065] In order to better understand step 4, the present invention is described below.

[0066] Step 4.1: Use traffic simulation software to build a simulated road network using the traffic impact area determined in step 1. Use the various traffic parameters obtained in step 2 to simulate the traffic operation status and output the traffic saturation of the road network in the traffic impact area. oh 1.

[0067] Step 4.2: Combine the traffic organization methods of each road section determined in step 3.1 p 1. Traffic organization methods at each intersection p 2. In step 3.2, the optimization method of regional road traffic carrying capacity is to adjust the road traffic geometry parameters, traffic volume parameters, intersection signal light related parameters, and traffic organization parameters in the traffic simulation software, and simulate the traffic organization optimization of the urban primary and secondary school traffic impact area, and output the road network traffic saturation after the traffic organization is changed in the traffic impact area. oh 2. Traffic saturation of roads adjacent to the school ψ r .

[0068] Step 4.3, if oh 2< oh 1, ψ r ≤0.9, it indicates that the traffic organization mode of each road section output by the analysis model p 1. Traffic organization methods at each intersection p 2. The method for optimizing the road traffic carrying capacity in the region is reasonable, effective and applicable.

[0069] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0070] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all such improvements and changes should fall within the scope of protection of the appended claims of the present invention.

Claims

1. A method for optimizing road traffic organization around urban primary and secondary schools, characterized in that: The method comprises the following steps: Step 1: Set up a preliminary traffic impact zone for urban primary and secondary schools, collect traffic volume within the preliminary traffic impact zone during summer and winter vacations and during the school commute, calculate the degree of change in road traffic volume within the preliminary traffic impact zone, determine the affected roads, and then determine the traffic impact zone; Step 2: Obtain traffic parameters within the traffic impact area, including road traffic geometry parameters, traffic volume parameters, intersection signal light related parameters, and traffic organization mode parameters; Step 3: Establish a traffic organization optimization method model for roads around urban primary and secondary schools, including an optimal analysis model for overall traffic organization and an optimal model for individual traffic organization. Based on the model, the optimal overall and individual traffic organization are solved to optimize the traffic carrying capacity of the roads within the region. Step 4: Use traffic simulation software to simulate the optimization method in step 3 using the traffic impact area determined in step 1 and the various traffic parameters obtained in step 2; and verify the effectiveness of the model through simulation results.

2. The method for optimizing road traffic organization around urban primary and secondary schools according to claim 1 is characterized in that: The method of step 1 specifically includes: Step 1.1: The area enclosed by the first main road immediately surrounding urban primary and secondary schools is used as the preliminary traffic impact zone; Step 1.2: Collect traffic volume within the pre-determined traffic impact area during the winter and summer vacations. Collect morning and evening peak traffic volume for each road within the pre-determined traffic impact area on working days during the winter and summer vacations. Take the average of morning and evening peak traffic volume for no less than five working days. Step 1.3: During the normal school hours for urban primary and secondary schools, collect morning and evening peak traffic volumes for each road within the initially determined traffic impact area. Average morning and evening peak traffic volumes over at least five working days, including at least Monday morning peak and Friday evening peak. Step 1.4, calculate the r Traffic volume variation of the road; Step 1.5: Determine the affected roads based on the degree of change in road traffic volume; Step 1.6, Road r The enclosed area is the traffic impact area of ​​urban primary and secondary schools; if the road r After the connection, it cannot be enclosed as a closed area, so the school is the center and the road r Extend outward and enclose the boundary of the preliminary traffic impact area, which is the impact area.

3. The method for optimizing road traffic organization around urban primary and secondary schools according to claim 2 is characterized in that: The road traffic volume change degree in step 1.4 v r The calculation formula is: in, V ai During the winter and summer vacations, the traffic impact area is initially determined to be i Peak hour traffic volume in one direction, i ≥10; V bj During the school commute period, the traffic impact area is initially determined to be j Peak hour traffic volume in one direction, j ≥10.

4. The method for optimizing road traffic organization around urban primary and secondary schools according to claim 3 is characterized in that: The method for determining the affected roads in step 1.5 is specifically as follows: If satisfied: v r ≥1, and V ai / c r ≥0.9 or V bj / c r When ≥0.9, it means that the road r For the affected roads; in, c r For the road r traffic capacity.

5. The method for optimizing road traffic organization around urban primary and secondary schools according to claim 1 is characterized in that: The traffic parameters of step 2 are specifically: Road traffic geometric condition parameters include: number of roads within the traffic impact area, road grade, road length, red line width, cross-section layout, number of motor vehicle lanes, sidewalk width, non-motor vehicle lane width, and motor vehicle parking space; Traffic volume parameters include: traffic volume during peak hours on road sections and traffic volume during peak hours at intersections; Intersection signal light related parameters include: intersection control mode, light control duration, signal phase; Traffic organization parameters include: right in and right out, one-way traffic, no left or no right.

6. The method for optimizing road traffic organization around urban primary and secondary schools according to claim 1 is characterized in that: The optimal analysis model for overall traffic organization in step 3 is specifically: Based on the traffic impact area, the sum of the shortest travel time of all traffic participants T a To analyze the optimization goal, the traffic saturation of the road section δ ≤0.9, comprehensive delay at signalized intersections γ ≤55, comprehensive queue length at intersections without signal control L ≤100 is the restriction condition; Restrictions: in, T 1 is the total travel time of the road section; T 2 is the total travel time at the road intersection; V ( p 1)( r ) ij is a one-way (i, j) road section r Peak hour traffic volume; t ( r ) ij For vehicles on road sections r The travel time in one direction (i, j); V( p 2)( c ) ij For road intersections c Peak hour traffic volume of (i, j); t ( c ) ij For vehicles at road intersections c The travel time of (i, j); p 1 is the road section r Traffic organization measures include three types: two-way traffic, one-way traffic, and tidal traffic; p 2 is the traffic organization measure of intersection c, including two measures: no left turn at intersection and no left turn at intersection; c r For the road r traffic capacity; T is the signal cycle length; t g The effective green light duration; l (r) is an intersection without signal lights c The length of the queue.

7. The method for optimizing road traffic organization around urban primary and secondary schools according to claim 6 is characterized in that: The optimal model for individual traffic organization in step 3 is specifically: Based on the traffic impact area, the shortest travel time of a traffic participant T b To analyze the optimization objective, the constraint condition is that individual traffic participants have the same OD; Restrictions: Individual traffic participants have the same OD, that is, they have the same starting and ending points within the traffic influence area, which is a restriction condition; there are several different travel paths between the starting and ending points; Among them, T3 is the total time of an individual traveling on a road section; T4 is the total time of an individual traveling at a road intersection; p1 is the traffic organization measure of road section r, including three, namely two-way traffic, one-way traffic, and tidal traffic; p 2 is the traffic organization measure of intersection c, including two measures: no left turn at intersection and no left turn at intersection; For an individual on a single direction of the road ( i , j ) road section r A certain traffic organization measure p 1. The passage time under 1; For individuals at road intersections c ( i , j ) A certain traffic organization measure p 2. The passage time under V ( r ) ij For one-way roads under the same OD conditions ( i , j ) road section r Peak hour traffic volume; V ( c ) ij For road intersections under the same OD conditions c ( i , j ) of peak hour traffic volume.

8. The method for optimizing road traffic organization around urban primary and secondary schools according to claim 7 is characterized in that: The method for solving the optimal overall traffic and individual traffic organization in step 3 is specifically as follows: The analysis is based on the roads adjacent to the school, with the road red line conditions as the upper limit and the width of the sidewalk, non-motorized vehicle lane, and motor vehicle lane required by the regulations as the lower limit. The remaining space is used to optimize the road space around the school to obtain the optimal road traffic carrying capacity; specific methods include: adding lanes to the road network, widening intersection entrances and exits, adding school-specific service lanes, closing the road in front of the school as a dedicated slow-moving space during school hours, and setting up special off-campus parking lots.

9. The method for optimizing road traffic organization around urban primary and secondary schools according to claim 8 is characterized in that: The method for performing simulation in step 4 specifically includes: Step 4.1: Use traffic simulation software to build a simulated road network using the traffic impact area determined in step 1. Use the various traffic parameters obtained in step 2 to simulate the traffic operation status and output the traffic saturation of the road network in the traffic impact area. ω 1; Step 4.2: Combine the traffic organization methods determined for each road section p 1. Traffic organization methods at each intersection p 2. Optimize the road traffic carrying capacity within the region. Adjust the road traffic geometry parameters, traffic volume parameters, intersection signal parameters, and traffic organization parameters in the traffic simulation software. Simulate the traffic organization optimization of the urban primary and secondary school traffic impact areas and output the road network traffic saturation after the traffic organization is changed in the traffic impact areas. ω 2. Traffic saturation of roads adjacent to the school ψ r ; Step 4.3, if ω 2< ω 1, ψ r ≤0.9, it indicates that the traffic organization mode of each road section output by the analysis model p 1. Traffic organization methods at each intersection p 2. The method for optimizing the road traffic carrying capacity in the region is reasonable, effective and applicable.

10. A traffic organization optimization system for roads around urban primary and secondary schools, characterized by: include: a memory for storing executable computer programs; The processor is used to implement the method for optimizing road traffic organization around urban primary and secondary schools as described in any one of claims 1 to 9 when executing the executable computer program stored in the memory.

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