Scoring and management method for road construction traffic organization adjustment

Abstract

The invention discloses a road construction traffic organization adjustment-oriented scoring and management method, and belongs to the field of road traffic planning and management, and the method comprises the steps: dividing the road network grade of a road construction section and a surrounding regional road network; constructing a road network basic database; calculating each evaluation index by using the road network basic database to obtain a final score value; key intersections and road sections are found out based on the final score values, and corresponding traffic organization schemes are made according to the regional road network levels where the key intersections and the road sections are located; performing score deduction processing on the traffic organization scheme, performing feedback according to score deduction conditions, and performing improvement management; the traffic organization scheme submitted by the construction unit can be ensured to have high scientificity and practicability, the management department can be helped to more effectively fulfill the supervision responsibility, and the travel benefit of the public and the road safety during the construction period are guaranteed.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of road traffic planning and management, and particularly relates to a scoring and management method for road construction traffic organization adjustment. BACKGROUND

[0002] In the current traffic management environment, the traffic organization scheme of the construction section is often independently planned and designed by the construction unit, and when the relevant departments evaluate and supervise these schemes, they often lack independent and objective third-party evaluation methods. Due to the lack of a unified evaluation standard system, the relevant management departments have difficulty in accurately and objectively evaluating the traffic organization scheme of the construction unit, and also lack effective control means, which also increases the difficulty of the relevant departments in controlling the traffic order of the construction section. This situation may lead to chaos of the traffic order of the construction section, affecting the travel experience of citizens; it is more likely to cause a series of unnecessary traffic accidents, threatening the safety of people's life and property.

[0003] Therefore, establishing a perfect scoring and management method for road construction traffic organization adjustment and an effective control mechanism is the problem to be solved by the present application. SUMMARY

[0004] In order to make up for the deficiencies of the prior art, the purpose of the present application is to provide a scoring and management method for road construction traffic organization adjustment, which classifies the regional road network, obtains the score F of the entire regional road network by using the evaluation index values of the intersections and road sections before and after the construction, formulates the traffic organization scheme according to the score F of the key intersections and road sections, and performs the deduction processing on the key intersections and road sections before and after the implementation of the traffic organization scheme, so as to feed back and improve the traffic organization scheme. Not only can it ensure that the traffic organization scheme submitted by the construction unit has high scientificity and practicability, but also can help the management department to more effectively perform its supervisory duties and protect the travel interests and road safety of the public during the construction period.

[0005] To achieve the above purpose, the present application provides the following technical scheme: A scoring and management method for road construction traffic organization adjustment, comprising the following steps: (1) According to the influence degree of each intersection and road section in the road network on the construction section, the road network level is divided, and the corresponding road network level weight is determined; (2) Obtain the intersection intersection vehicle data, signal control scheme data, geometric structure, channelization data and basic information of each road section in the road network, establish a road network basic database, and record the changes of the intersections and road sections before and after the construction; (3) determining intersection indexes and road section indexes of the evaluation area road network, establishing scoring standards of each index, calculating average values of score value difference of intersection indexes and road section indexes of each grade before and after construction, summing up average values of scores of corresponding grade intersections and road sections, multiplying by corresponding weight coefficients, and then summing up to obtain a score F of the entire area road network; (4) determining whether to optimize the traffic organization scheme according to the score F, if the traffic organization scheme is to be optimized, finding out intersections and road sections with a sum of score value difference of each index before and after construction greater than a set threshold value as key intersections and road sections, and formulating a corresponding traffic organization scheme according to the area road network grade where the key intersections and road sections are located; (5) comparing differences and changes of traffic flow, road usage rate, vehicle driving speed and traffic accident rate of the key intersections and road sections before and after implementation of the optimized traffic organization scheme, analyzing reasons for the differences and changes, and deducting scores, feeding back and improving the traffic organization scheme according to the reasons for the differences.

[0006] In the application, the road network grade includes four grades, Grade I: intersections and road sections closely connected with the construction road section, and the grade I weight coefficient a1 is 0.4; Grade II: intersections and road sections connected with intersections and road sections in grade I, and the grade II weight coefficient a2 is 0.3; Grade III: intersections and road sections connected with intersections and road sections in grade II, and the grade III weight coefficient a3 is 0.2; Grade IV: intersections and road sections connected with intersections and road sections in grade III, and the grade IV weight coefficient a4 is 0.1.

[0007] In the application, intersection and card mouth vehicle data, traffic flow, vehicle composition ratio, upstream and downstream vehicle matching data, intersection time period division data, phase scheme design data, intersection signal timing data, road intersection geometric structure, road section information data and channelization data are obtained by combining electronic police background data, signal control platform, electronic map and artificial field investigation. The collected data is cleaned, different sources of data are matched, traffic parameters are calculated by using the cleaned and matched data, the processed data is stored in a database, and a road network basic database is established.

[0008] In the application, the changes of intersections before and after construction include channelization change and signal timing change, and the changes of road sections before and after construction include lane allocation change and path guidance indication change.

[0009] In the application, the intersection channelization change: the lane layout of the intersection before construction is recorded, including the position and number of straight lanes, left turn lanes and right turn lanes; the lane layout after construction is recorded in detail, including newly added or removed lanes and lane position changes; The signal timing change case: collect the signal timing data of the intersection in peak period and non-peak period before construction, including green light duration, red light duration, yellow light duration; collect the signal timing data after construction; The lane allocation change case: record the number, type and width of the lanes of the road section before construction; record the lane allocation after construction, including the added or removed lanes, and the changes of the lane width and type; The path guidance indication change case: record the position and type of the traffic signs, markings and traffic signal lights, path guidance indication signs of the road section before construction; record the added or removed traffic signs, markings and traffic signal lights, path guidance indication signs and guide signs after construction.

[0010] In the application, the intersection index in step (3) is saturation, average delay and queue length; the section index is flow and speed, and the index scoring standard is as follows: 1) Saturation ① Calculate the capacity of each lane group of each intersection Effective green light time: ; Effective green light time of i intersection j flow direction; Display green light duration of i intersection j flow direction; Yellow light time; Start-up loss; ② Calculate the green ratio of each flow direction of each intersection: ; C i Cycle time of i intersection; Capacity of each flow direction lane group of the intersection: ; Capacity of j flow direction lane group of i intersection; Complex saturation flow rate of j flow direction lane group of i intersection; ③ Calculate the saturation of each lane group of the intersection: ; Hourly traffic flow of j flow direction of i intersection; ④ Calculate the saturation of each intersection in each period in each grade, and take the maximum saturation of each period as the saturation of the period; ⑤When the calculated saturation value is greater than 0 and less than 0.6, the score is 75-100 points, when the saturation value is greater than 0.6 and less than 0.8, the score is 50-75 points, when the saturation is greater than 0.8 and less than 1, the score is 0-50 points, when the saturation value is greater than 1, the score is 0 points, and finally the score value of the saturation of the i intersection before and after construction is calculated and ; 2) Average delay ① Average delay of each lane group of each intersection Calculate the average delay of each lane group of the intersection: ; i intersection j flow lane group average delay; i intersection j flow lane group saturation; i intersection cycle length; ② Average delay of each approach After calculating the delay of each approach lane, the average delay of each approach direction of the intersection can be estimated by the weighted average of the delay of each lane in the approach direction: ; i intersection average delay of approach direction A; i intersection average signal delay of j flow lane group in approach direction A; i intersection design peak hour traffic volume of j flow lane group in approach direction A; ③ Average delay of the entire intersection The average delay of the entire intersection is calculated by the weighted average of the delay of each approach direction in the intersection; ④ Calculate the average delay value before and after construction and score, when the calculated vehicle average delay value time is less than or equal to 0, the score is 100 points, when the average delay is greater than 40s, the score is 0 points, when the average delay value is greater than 0s and less than 40s, the score is calculated by interpolation method, and finally the score value of the average delay of the i intersection before and after construction is calculated and ; 3) Queue length ① The card mouth passing vehicle data structure obtained by using electronic police equipment mainly includes passing vehicle id, intersection number, approach direction, flow direction, lane number, license plate number, vehicle type, and passing vehicle time; ②Calculate the number of vehicles queuing at the intersection separately for straight and left turns; calculate the passing time of each vehicle through the upstream and downstream intersections, and obtain the minimum passing time of the vehicle under the condition of not speeding according to the distance between the upstream and downstream intersections and the maximum speed limit of the road section, and eliminate the speeding vehicles with passing time less than the minimum passing time; ③Use k-means algorithm to cluster analyze the vehicle passing time to determine the non-queuing passing time; ④Calculate the vehicle queuing time interval, and count the number of vehicles queuing on the road per unit time; according to the time of vehicle passing through the upstream and downstream intersections, judge whether it is in the queuing state, and calculate the real-time queuing vehicle number per second of the road in the statistical period; ⑤Calculate the queuing peak value and the number of queuing vehicles at the start of green light to obtain the peak value of queuing vehicles in the study period; calculate the average number of queuing vehicles per lane to obtain the maximum number of queuing vehicles per lane in the statistical period; ⑥Calculate the queuing length before and after the construction, and score according to the queuing length value; when the calculated queuing length value is less than or equal to 3 vehicles, the score is 100 points, when the queuing length value is greater than 30 vehicles, the score is 0 points, when the queuing length value is greater than 3 vehicles and less than 30 vehicles, use interpolation method to score, and finally calculate the score value of the queuing length of i intersection before and after the construction and ; 4) Speed ①The data structure of the vehicle passing through the card mouth obtained by the electronic police equipment mainly includes passing vehicle id, intersection number, import direction, flow direction, lane number, license plate number, vehicle type, passing time; ②Calculate the passing time of each vehicle through the upstream and downstream intersections, eliminate the vehicles with too long passing time, and obtain the weighted average speed of the vehicle according to the distance between the upstream and downstream intersections, calculate the speed value of the road section before and after the construction; ③When the calculated speed value is greater than 60km / h, the score is 100 points, when the calculated speed value is less than or equal to 10km / h, the score is 0 points, when the speed value is greater than 10km / h and less than 60km / h, use interpolation method to score, and finally calculate the score value of the road section before and after the construction k f 1kV and f 2kV ; 5) Flow According to the hourly traffic flow of i intersection j flow direction Q ij and the traffic capacity of i intersection j flow direction lane group CAP ij Obtain the total flow and total traffic capacity of each period, and score the vehicle flow indicators of each flow direction before and after the construction: ​like , the score is 100 points; like , the score is 0; like , then use interpolation method to score; Finally, the flow score of the intersection’s incoming road section is obtained, and the flow rate before and after construction can be obtained. k Score of road traffic flow f 1kQ and f 2kQ .

[0011] In the present invention, in step (4), whether to optimize the traffic organization plan is determined according to the score F, as follows: When F<10, the road construction traffic organization plan is in a relatively good state and does not need to be optimized; When 10≤F<30, the traffic organization plan for road construction is slightly unreasonable and needs to be partially adjusted; When 30≤F<50, the traffic organization plan for road construction is relatively unreasonable and needs to be deeply optimized; When F≥50, the traffic organization plan design for road construction is unreasonable and requires overall optimization.

[0012] In the present invention, the reasons for the changes in traffic flow, road usage, vehicle speed, and traffic accident rate at key intersections and sections under the new and old schemes include: The unreasonable signal timing design leads to poor traffic flow; Mismatched entrance and exit lanes cause traffic congestion or long queues; The lane direction at the intersection is set incorrectly, affecting the normal driving of vehicles; Lack of effective traffic control measures.

[0013] In the present invention, a very reasonable traffic organization plan is set as a full score of 100 points, and different deduction standards are set according to the reasons for changes in traffic flow, road utilization rate, vehicle speed, and traffic accident rate at key intersections and sections under the new and old plans.

[0014] In the present invention, the deduction points are divided into three levels: If the points deducted are less than 20, it is grade A; if the points deducted are between 20 and 50, it is grade B; if the points deducted are greater than 50, it is grade C. The more points deducted, the more unreasonable the traffic organization plan design is. The evaluation results and the points deducted will be fed back to the relevant management departments to encourage them to improve the traffic police management measures. At the same time, the traffic organization plan will be evaluated and optimized regularly to establish a long-term monitoring and evaluation mechanism.

[0015] Compared with the prior art, the present invention has the following beneficial effects: 1. The present invention classifies each intersection and road section in the road network into different levels according to the degree to which the construction section affects it. The scores F of the entire regional road network are obtained by using the evaluation index values ​​of each intersection and road section before and after construction. The key intersections and road sections are identified based on the score F, and corresponding traffic organization plans are formulated according to the regional road network level where the key intersections and road sections are located. The graded scoring and traffic organization plans are more in line with the management needs of key intersections and road sections, providing strong support for road traffic construction management and improving the traffic capacity of the regional road network.

[0016] 2. The present invention determines the effectiveness of the traffic organization plan based on whether there are improvements in traffic flow, road utilization, vehicle speed, traffic accident rate, etc., and establishes traffic organization plan deduction rules based on the reasons why key intersections and sections have not improved in traffic flow, road utilization, vehicle speed, traffic accident rate, etc. after the implementation of the new plan, and provides feedback based on the deduction situation to improve management; it enables relevant management departments to accurately and objectively evaluate the traffic organization plans of construction units, helps traffic management departments to more effectively perform their supervisory duties, and protect the public's travel interests and road safety during construction. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 Flow chart of the method of the present invention.

[0018] Figure 2 This is a schematic diagram of the road section grade at the intersections surrounding the construction section of the present invention.

[0019] Figure 3 This is a schematic diagram of the channelization of intersection A before construction in the present invention.

[0020] Figure 4 This is a schematic diagram of the channelization of intersection A after construction in the present invention. DETAILED DESCRIPTION

[0021] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0022] like Figures 1-4 As shown, a scoring and management method for road construction traffic organization adjustment of the present invention is specifically described.

[0023] 1. Establish road network levels based on construction sections and build a road network information database in conjunction with electronic police at intersections like Figure 2As shown in the figure, the entire regional road network is divided into four levels based on the degree to which each intersection and road section is affected by the construction section: intersections and sections closely connected to the construction section constitute Level I; next, intersections and sections connected to intersections and sections within Level I are classified as Level II; intersections and sections connected to Level II constitute Level III; and intersections and sections connected to Level III constitute Level IV. Level I, which is closely connected to the construction section, has a weight coefficient a1 of 0.4; next, Level II, which is slightly distant from the construction section but still has a high degree of correlation, has a weight coefficient a2 of 0.3; Level III, which is relatively indirectly related to the construction section but may still be affected by it, has a weight coefficient a3 of 0.2; and Level IV, which is less affected by the construction section, has a weight coefficient a4 of 0.1.

[0024] Electronic police equipment is typically deployed near the stop line at each entrance to an intersection, 10 to 30 meters from the stop line. They monitor and photograph vehicles violating intersection regulations, while also recording every vehicle passing through the intersection in real time. The structure of vehicle traffic data captured by electronic police equipment at intersection checkpoints is shown in Table 1. This data primarily includes the vehicle ID, intersection number, entrance direction, flow direction, lane number, license plate number, vehicle type, and time of passage. Through data processing, hourly traffic flow for each direction at each intersection in the regional road network can be derived. , Designed peak hour traffic volume for each direction at each intersection q ij The intersection signal control plan data is mainly obtained by the signal control platform, including intersection time division data, phase plan design data and intersection signal timing data. After data processing, the green light time displayed for each direction at each intersection in the regional road network can be obtained. g ij , Cycle duration of each intersection C i Through electronic maps and manual on-site surveys, we can obtain the geometric structure of regional road network intersections, basic road section information, and intersection channelization data. To ensure data accuracy and reliability, all collected data is cleaned to remove outliers or erroneous data. Data from different sources is matched, such as electronic police backend data and on-site survey data, to ensure data integrity and consistency. Traffic parameters are calculated using the cleaned and matched data, and the processed data is stored in a database. This establishes a basic road network database for subsequent data analysis and mining, providing a basis for scoring traffic organization during subsequent road construction.

[0025] Table 1 Checkpoint vehicle passing data structure

[0026] 2. Record changes before and after construction at each level of intersection and section in the regional road network (2.1) Intersection channelization records Before construction: Record the lane layout of the intersection, including the location and number of straight lanes, left-turn lanes, right-turn lanes, etc.

[0027] After construction: Record the lane layout in detail after construction, including newly added or removed lanes, and changes in lane location.

[0028] (2.2) Signal timing change record Before construction: Collect signal timing data of the intersection during peak hours and off-peak hours, including green light duration, red light duration, yellow light duration, etc.

[0029] After construction: Collect signal timing data after construction.

[0030] (2.3) Lane assignment change Before construction: Record the number of lanes, types (such as main lanes, auxiliary lanes, non-motorized lanes, etc.) and lane width of the road section.

[0031] After construction: Record the lane assignment after construction, including newly added or removed lanes, and changes in lane width and type.

[0032] (2.4) Path guidance indication change Before construction: Record the location and type of traffic signs, markings and traffic signal lights, path guidance signs on the road section.

[0033] After construction: Record the newly added or removed traffic signs, markings and traffic signal lights, road signs and guide signs after construction.

[0034] For example, Figure 3 , Figure 4 is the channelization map of A intersection before and after construction connected to the construction section. As shown in the figure, the lane layout of the east entrance changes from one left-turn lane and straight-right lane to one left-turn lane, left and right-turn lanes. The west direction of the intersection is closed due to construction, and the west direction signal is reduced.

[0035] Record the changes before and after construction of each grade intersection and road section. Intersections include channelization changes and signal timing changes. Road sections include lane assignment changes and path guidance indication changes. Use professional cameras or smartphones to take photos of the site before and after construction, ensuring that the photos are clear, detailed, and labeled with key information, recording lane numbers, lane widths, signal timings, etc. for subsequent analysis and comparison.

[0036] Three, use intersection information database to calculate each evaluation index to get the final score value For each level, the key indicators of the intersection and road section before and after construction are calculated respectively, including intersection indicators: saturation, average delay, queue length, and road section indicators: flow and speed.

[0037] (3.1) Saturation ① Calculate the capacity of each lane group at each intersection Effective green time: ; Effective green time of i intersection j flow, unit: s; Display green time of i intersection j flow, unit: s; Yellow light time, take 3s; Start-up loss, take 3s.

[0038] ② Calculate the green ratio of each flow at each intersection: ; C i Cycle time of i intersection.

[0039] Intersection lane group capacity: ; Lane group capacity of i intersection j flow, unit: pcu / h; Complex saturation flow rate of i intersection j flow lane group, unit: pcu / h; take the recommended value: left turn S Lij = 1550 pcu / h, straight S Tij = 1650 pcu / h).

[0040] ③ Take each 15-minute as a statistical unit, take the maximum lane flow in 15 minutes and multiply it by 4 to get the hourly flow of that period .

[0041] Calculate the saturation of each lane group at the intersection: ; Q ij Hourly traffic flow of i intersection j flow.

[0042] ④ Calculate the saturation of each intersection, each period, and each flow in each level, take the maximum saturation of each period as the saturation of that period.

[0043] ⑤When the calculated saturation value is greater than 0 and less than 0.6 (75-100 points), when the saturation value is greater than 0.6 and less than 0.8 (50-75 points), when the saturation is greater than 0.8 and less than 1 (0-50 points), when the saturation value is greater than 1 (0 points), the final calculated score value of the saturation of the i intersection before and after construction and .

[0044] (3.2) Average delay ① Average delay of each lane group of each intersection Calculate the average delay of each lane group of the intersection: ; — Average delay of j flow lane group of i intersection, s / pcu — Saturation of j flow lane group of i intersection — Cycle length of i intersection, s

[0045] ② Average delay of each approach After calculating the delay of each approach lane, the average delay of each approach direction of the intersection can be estimated by the weighted average of the delay of each lane in the approach direction: ; — Average delay of approach direction A of i intersection, unit: s / pcu — Average signal control delay of j flow lane group in approach direction A of i intersection, unit: s / pcu — Design peak hour traffic volume of j flow lane group in approach direction A of i intersection, unit: pcu / h

[0046] ③ Average delay of the entire intersection The average delay of the entire intersection is calculated by the weighted average of the delay of each approach direction in the intersection.

[0047] ④ Calculate the average delay value before and after construction and score, when the calculated average delay value of the vehicle is equal to 0s (100 points), when the calculated average delay is greater than 40s (0 points), when the average delay value is greater than 0s and less than 40s, the score is calculated by interpolation method, and the final calculated score value of the average delay of the i intersection before and after construction and .

[0048] (3.3) Queue length ①The data structure of the passing vehicle obtained by the electronic police equipment mainly includes passing vehicle id, intersection number, import direction, flow direction, lane number, license plate number, vehicle type, and passing time.

[0049] ②The number of vehicles queuing at the intersection is calculated separately for straight and left turns. The passing time of each vehicle through upstream and downstream intersections is calculated, and the minimum passing time of the vehicle under non-excessive speed conditions is obtained according to the distance between the upstream and downstream intersections and the maximum speed limit of the section. The excessive speed vehicles with passing time less than the minimum passing time are removed.

[0050] ③The k-means algorithm is used for clustering analysis of vehicle passing time to determine the non-queuing passing time.

[0051] ④The vehicle queuing time interval is calculated, and the number of queuing vehicles per unit time on the section is counted. Whether a vehicle is in a queuing state is determined according to the time of the vehicle passing through the upstream and downstream intersections, and the real-time queuing vehicle number per second of the section in the statistical period is calculated.

[0052] ⑤The queuing peak value, especially the number of queuing vehicles at the moment when the green light starts, is calculated to obtain the queuing vehicle number peak value in the research period. The average number of queuing vehicles per lane is calculated to obtain the maximum number of queuing vehicles per lane in the statistical period.

[0053] ⑥The queuing length before and after construction is calculated, and the score is calculated according to the queuing length value. When the calculated queuing length value is less than or equal to 3 vehicles, the score is 100 points. When the queuing length value is greater than 30 vehicles, the score is 0 points. When the queuing length value is greater than 3 vehicles and less than 30 vehicles, the score is calculated by interpolation method. The final score value of the queuing length of intersection i before and after construction is calculated and .

[0054] (3.4) Speed ①The data structure of the passing vehicle obtained by the electronic police equipment mainly includes passing vehicle id, intersection number, import direction, flow direction, lane number, license plate number, vehicle type, and passing time.

[0055] ②The passing time of each vehicle through upstream and downstream intersections is calculated, and the vehicles with excessively long passing time are removed. The weighted average speed of the vehicle is calculated according to the distance between the upstream and downstream intersections, and the speed value of the section before and after construction is calculated.

[0056] ③When the calculated speed value is greater than 60 km / h, the score is 100 points. When the calculated speed value is less than or equal to 10 km / h, the score is 0 points. When the speed value is greater than 10 km / h and less than 60 km / h, the score is calculated by interpolation method. The final score value of the section before and after construction is calculated k f 1kV and​f 2kV .

[0057] (3.5) Flow ①Calculate the traffic volume of each flow direction at each intersection and convert it to hourly flow .

[0058] ②Calculate the saturation flow of each flow direction at the intersection (Take the recommended value: left turn S Lij = 1550 pcu / h, straight S Tij = 1650 pcu / h).

[0059] ③Calculate the green signal ratio of each direction corresponding to the left turn and straight direction according to the effective green time and cycle length, i.e. ; -- The green signal ratio of i intersection j flow direction; -- The effective green time of i intersection j flow direction.

[0060] ④Calculate the traffic capacity of each flow direction at the intersection ; -- The traffic capacity of i intersection j flow direction, pcu / h.

[0061] ⑤Get the total flow and total traffic capacity of each period, and score the traffic flow indicators of each flow direction before and after construction: If , the score is 100 points; If , the score is 0 points; If , use interpolation method to score; Finally, get the flow score value of the intersection merging road segment, i.e. get the flow score value of the road segment before and after construction k f 1kQ and f 2kQ .

[0062] (3.6) According to the evaluation index score value of each level of intersection and road segment in the regional road network before and after construction, calculate the difference value of the evaluation index score value of each intersection and road segment before and after construction by grade and take the average value, get the road network score of each grade, then multiply the road network score of each grade by the corresponding weight coefficient to get the score F of the entire regional road network, according to the F grade, establish a rule, ;​ F——final road network score; f 1iB , f 2iB ——The saturation score of intersection i in the Grade A area before and after construction; f 1iY , f 2iY ——The average delay score before and after construction at intersection i in the Grade A area; f 1iL , f 2iL ——The score of the queue length before and after construction at intersection i in the Grade A area; f 1kV , f 2kV ——In the Level A area k The speed rating of the road section before and after construction; f 1kQ , f 2kQ ——In the Level A area k Traffic flow score values ​​before and after construction of the road section; ——Total number of intersections in the Class A area; ——Total number of road sections within the Class A area; ——Grade A road network weight coefficient, where a1 is 0.4, a2 is 0.3, a3 is 0.2, and a4 is 0.1.

[0063] ① When F < 10, the current road construction traffic organization plan is already in a relatively ideal state and does not require large-scale optimization. This indicates that the traffic flow at the intersection is moderate, the signal control is reasonable, and the intersection design is appropriate. The current status quo should be maintained and traffic conditions should be continuously monitored to ensure smooth traffic flow.

[0064] ② When 10≤F<30, it is recommended to partially adjust the traffic organization plan for road construction. To further improve traffic efficiency and reduce traffic congestion, fine-tuning signal light timing settings, releasing traffic information, optimizing public transportation routes and schedules, and other measures can be adopted to guide vehicle flow.

[0065] ③ When 30≤F<50, it is recommended to optimize the traffic organization scheme for road construction. To further improve traffic efficiency and reduce traffic congestion, measures such as adjusting the traffic organization structure of the surrounding road network, optimizing the signal control of some intersections, adding temporary parking spaces, and implementing traffic control during certain periods can be taken.

[0066] ④ When F≥50, it indicates that the traffic organization scheme for road construction is not reasonable and needs to be optimized. Possible reasons include but are not limited to: a surge in traffic flow, unreasonable setting of signal control time, potential problems in intersection design, etc. In-depth investigation and targeted measures such as adjusting the duration of signal lights, redesigning intersection layout, and enhancing traffic relief efforts are needed to ensure smooth and safe traffic.

[0067] Four, find out the key intersections and road segments based on the size of the score value Based on the overall score of the regional road network, determine whether the traffic organization scheme for road construction needs to be optimized. If optimization is needed, screen out key intersections and road segments, and the sum of the score value difference of each index of the key intersections and road segments before and after construction is greater than the set threshold, i.e. f 1iB - f 2iB |+| f 1iY - f 2iY |+| f 1iL - f 2iL |>F1,| f 1kV - f 2kV |+| f 1kQ - f 2kQ |>F2,F1, F2 is the set threshold; develop optimization measures for key intersections and road segments by grade, as shown in Table 2.

[0068] Table 2 Optimization adjustment of each grade

[0069] (4.1) Develop traffic organization schemes for different grades of intersections and road segments Level I: This level covers intersections and road segments directly connected to the construction section. They are most significantly affected due to their direct connection to the construction section, and the most stringent traffic control measures are required. For traffic conditions in Level I areas, temporary traffic control, setting up temporary traffic signs, adjusting signal timing, setting up detour signs, etc. can be used; according to the change of traffic flow, the allocation of road lanes is adjusted; the communication with surrounding residents and businesses is strengthened to ensure their understanding of traffic changes during construction; traffic control information is released in a timely manner through media and network platforms to remind drivers to plan their routes in advance to avoid traffic delays caused by construction.

[0070] Level II: The intersections and road segments of this level are not directly connected to the construction section, but they are also significantly affected due to the diversion of traffic flow. For traffic conditions in Level II areas, the main focus is to alleviate traffic pressure caused by construction and ensure the reasonable distribution of traffic flow, such as adjusting the traffic organization structure of the surrounding road network, optimizing the signal control of some intersections; additional temporary parking spaces are provided; partial traffic control measures are taken, and traffic conditions are monitored in real-time through intelligent transportation systems to release traffic information in a timely manner and guide drivers to choose travel routes reasonably; public transportation services are enhanced, and temporary bus routes or frequencies are increased to encourage citizens to use public transportation.

[0071] Level III: The intersections and road segments of this level are directly connected to those of Level II, and the impact on Level III areas is relatively small. For traffic conditions in Level III areas, conventional traffic organization schemes can be adopted, such as regular patrols and maintaining traffic order; traffic information is released, public transportation routes and frequencies are optimized, and vehicles are guided to flow reasonably; temporary traffic signs and detour signs are set up, and traffic alert information is released through media and network platforms to remind drivers to be aware of road condition changes.

[0072] Level IV: The intersections and road segments of this level are far from the construction section, and these areas are minimally affected during construction. For these areas, the main focus is to maintain normal traffic management and regular monitoring and management to ensure that no unexpected traffic problems occur during construction. These areas can also be used as temporary parking lots or construction material storage sites to alleviate pressure on other road networks.

[0073] When developing optimization measures, the correlation between intersections and road segments in different levels of road networks should be considered to ensure the coherence and effectiveness of the measures; measures taken in high-impact levels may need to be supplemented in medium-impact levels to ensure smooth traffic flow. Optimization measures should consider long-term effects, not just during construction, but also long-term traffic improvements after construction.

[0074] (4.2) Implementation and Monitoring After the implementation of optimization measures, continuous monitoring of traffic conditions is needed. If new problems are found or the effect is not good, timely adjustment and optimization are needed.

[0075] Through the above steps, the regional road network traffic organization scheme during road construction is effectively optimized, and the traffic flow and passing efficiency are improved.

[0076] Five, establish traffic organization scheme deduction rules (5.1) Comparative analysis Compare the traffic organization scheme of key intersections and road sections after construction with the newly developed traffic organization optimization scheme. Analyze the differences in traffic flow, road usage rate, vehicle speed, and traffic accident rate between the new and old schemes. If the new scheme does not improve traffic flow, road usage rate, vehicle speed, and traffic accident rate compared to the old scheme, the traffic organization scheme needs to be deducted.

[0077] (5.2) Find out the reasons Analyze the reasons why key intersections and road sections have not improved in traffic flow, road usage rate, vehicle speed, and traffic accident rate after implementing the new scheme, including but not limited to: Unreasonable signal timing design leads to traffic flow.

[0078] The import and export lane settings do not match, causing traffic congestion or long vehicle queues.

[0079] The intersection lane direction is set incorrectly, affecting normal vehicle travel.

[0080] Lack of effective traffic control measures, such as unreasonable or missing traffic signs and markings.

[0081] (5.3) Establish traffic organization scheme deduction rules Based on the reasons analyzed in step (5.2), establish traffic organization scheme deduction rules. Set the traffic organization scheme design as full score 100 points, and set different deduction standards according to the severity and impact of the problem.

[0082] (5.4) Deduction and grade division According to the deduction rules, deduct the traffic organization scheme, and divide the deduction into three levels: Level A (deduction less than 20 points): The traffic organization scheme design is reasonable, with only some small and non-critical errors, such as unreasonable signal timing design, lack of effective traffic control measures, etc.

[0083] Grade B (score deduction between 20 and 50 points): There are major problems in the design of traffic organization scheme, which may violate the basic principles of traffic engineering, such as mismatch of key intersection entrance and exit lanes, etc.

[0084] Grade C (score deduction greater than 50 points): The traffic organization scheme is completely unreasonable and does not optimize key issues, such as incorrect lane direction setting at intersections, etc.

[0085] (5.5) Penalty measures According to the score deduction level of the traffic organization scheme, corresponding penalties are implemented, and the penalty standards are set according to the severity and impact range of the problem to have sufficient warning effect.

[0086] (5.6) Feedback and improvement The evaluation results and score deduction are fed back to the relevant management departments to promote the improvement of the traffic organization scheme, and the traffic organization scheme is evaluated and optimized regularly to ensure the efficient operation of the traffic system, and a long-term monitoring and evaluation mechanism is established to evaluate the implementation effect of the traffic organization scheme regularly. According to the evaluation results, the traffic organization scheme is adjusted and optimized in time to ensure the continuous optimization and development of the traffic system.

[0087] The above is only the preferred specific implementation of the present application, but the protection scope of the present application is not limited thereto, any person skilled in the art can make equivalent replacement or change according to the technical solution and inventive concept of the present application within the technical range disclosed by the present application, which should be covered within the protection scope of the present application.

Claims

1. A scoring and management method for road construction traffic organization adjustment, characterized in that: The steps include: (1) Divide the road network into different levels according to the degree to which each intersection and section in the road network is affected by the construction section, and determine the corresponding road network level weights; (2) Obtain the traffic data, signal control scheme data, geometry, channelization data and basic information of each road section at each intersection in the road network, establish a basic road network database, and record the changes before and after the construction of intersections and road sections; (3) Determine the intersection and section indicators of the evaluation area road network, establish the scoring standards for each indicator, calculate the average value of the difference between the intersection and section indicators before and after construction for each level, sum the average values ​​of the intersection and section scores of the corresponding level, multiply them by the corresponding weight coefficient, and then sum them to obtain the score F of the entire regional road network; (4) Determine whether to optimize the traffic organization plan based on the score F. If the traffic organization plan is to be optimized, find the intersections and sections in the road network where the sum of the difference in the score before and after construction of each indicator is greater than the set threshold. These intersections and sections are regarded as key intersections and sections, and the corresponding traffic organization plan is formulated according to the regional road network level where they are located. (5) Compare the differences in traffic flow, road utilization, vehicle speed, and traffic accident rate at key intersections and sections before and after the implementation of the optimized traffic organization plan, analyze the reasons for the differences, and deduct points, provide feedback, and improve the traffic organization plan based on the reasons for the differences.

2. The scoring and management method for road construction traffic organization adjustment according to claim 1 is characterized in that: The road network level includes four levels: Level I: For intersections and sections closely connected to the construction section, the weight coefficient a1 of Level I is 0.4; Level II: intersections and sections connected to intersections and sections within Level I, the Level II weight coefficient a2 is 0.3; Level III: For intersections and sections connected to intersections and sections within Level II, the Level III weight coefficient a3 is 0.2; Level IV: For intersections and road sections connected to intersections and road sections within Level III, the Level IV weight coefficient a4 is 0.

1.

3. The scoring and management method for road construction traffic organization adjustment according to claim 1 is characterized in that: Combined with electronic police backend data, signal control platforms, electronic maps, and manual on-site surveys, we obtain intersection checkpoint traffic data, traffic flow, vehicle composition ratio, upstream and downstream vehicle matching data, intersection time division data, phase scheme design data, intersection signal timing data, intersection geometry, road section information data, and channelization data. Clean the collected data, match data from different sources, calculate traffic parameters using the cleaned and matched data, store the processed data in the database, and establish a basic road network database.

4. The scoring and management method for road construction traffic organization adjustment according to claim 1 is characterized in that: Changes before and after intersection construction include changes in channelization and signal timing, and changes before and after road section construction include changes in lane allocation and path guidance instructions.

5. The scoring and management method for road construction traffic organization adjustment according to claim 4 is characterized in that: Changes in intersection channelization: Before construction, record the lane layout of the intersection, including the location and number of through lanes, left-turn lanes, and right-turn lanes. After construction, record the lane layout in detail, including any added or removed lanes, as well as changes in lane positions. The signal timing changes: Before construction, collect the signal timing data of the intersection during peak hours and non-peak hours, including the duration of green lights, red lights, and yellow lights; after construction, collect the signal timing data after construction; Lane allocation changes: Before construction, the number, type, and width of lanes on the road section are recorded; after construction, the lane allocation after construction is recorded, including newly added or removed lanes, and changes in lane width and type; The changes in the path guidance signs: before construction, the location and type of traffic signs, markings and traffic lights, and path guidance signs of the road section are recorded; after construction, the newly added or removed traffic signs, markings and traffic lights, road signs and direction signs are recorded.

6. The scoring and management method for road construction traffic organization adjustment according to claim 1 is characterized in that: The intersection indicators in step (3) are saturation, average delay, and queue length; the section indicators are flow rate and speed. The scoring criteria for each indicator are as follows: 1) Saturation ① Calculate the traffic capacity of each lane group at each intersection Effective green light time: ; ——Effective green light time for direction j at intersection i; ——The duration of the green light at intersection i in direction j; —— Yellow light time; - Start-up losses; ② Calculate the green-signal ratio of each direction at each intersection: ; C i ——the cycle time of intersection i; Traffic capacity of each direction lane group at the intersection: ; ——the capacity of the lane group with direction j at intersection i; ——Complex saturation flow rate of lane group j at intersection i; ③Calculate the saturation of each lane group at the intersection: ; ——Hourly traffic flow in direction j at intersection i; ④ Calculate the saturation of each flow direction at each intersection in each time period within each level, and take the maximum saturation of each time period as the saturation of that time period; ⑤ When the calculated saturation value is greater than 0 and less than 0.6, the score is 75-100 points; when the saturation value is greater than 0.6 and less than 0.8, the score is 50-75 points; when the saturation value is greater than 0.8 and less than 1, the score is 0-50 points; when the saturation value is greater than 1, the score is 0 points. Finally, the score values ​​of the saturation of intersection i before and after construction are calculated. and ; 2) Average delay ① Calculation of average delay for each lane group at each intersection Calculate the average delay for each lane group at the intersection: ; ——Average delay of the lane group in the j direction at intersection i; ——the saturation of the lane group in the j direction at intersection i; ——i intersection cycle duration; ②Average delay at each entrance After calculating the delay for each entrance lane, the average delay for each entrance direction of the intersection can be estimated as the weighted average of the delays for each lane in that entrance direction: ; ——the average delay of the entrance direction A at intersection i; —The average signal control delay of the j-direction lane group in the entrance direction A of intersection i; —Designed peak hour traffic volume of the j-direction lane group in the entrance direction A of intersection i; ③ Average delay of the entire intersection The average delay for the entire intersection is calculated as the weighted average of the delays for each entrance direction in the intersection; ④ Calculate the average delay value before and after construction and score it. When the calculated average vehicle delay value time is less than or equal to 0, the score is 100 points. When the average delay value time is greater than 40s, the score is 0 points. When the average delay value time is greater than 0s and less than 40s, the interpolation method is used for scoring. Finally, the score value of the average delay of intersection i before and after construction is calculated. and ; 3) Queue length ① The data structure of the vehicle passing through the checkpoint obtained by electronic police equipment mainly includes the vehicle ID, intersection number, entrance lane direction, flow direction, lane number, license plate number, vehicle type, and passing time; ② Calculate the number of vehicles queuing at the intersection separately for those going straight and turning left. Calculate the time it takes for each vehicle to pass through the upstream and downstream intersections. Based on the distance between the upstream and downstream intersections and the maximum speed limit of the road section, determine the minimum time a vehicle can travel without exceeding the speed limit. Remove speeding vehicles whose passing time is less than the minimum passing time. ③ Use the k-means algorithm to perform cluster analysis on vehicle passing time to determine the non-queuing travel time; ④ Calculate the vehicle queuing time interval and count the number of vehicles queuing in the road section per unit time; determine whether the vehicle is in a queue state based on the time it takes for the vehicle to pass through the upstream and downstream intersections, and calculate the real-time number of vehicles queuing per second in the road section during the statistical period; ⑤ Calculate the peak number of queued vehicles at the time the green light turns on to obtain the peak number of queued vehicles during the study period; calculate the average number of queued vehicles per lane to obtain the maximum number of queued vehicles per lane during the statistical period; ⑥ Calculate the queue length before and after construction and score it based on the queue length value; when the calculated queue length value is less than or equal to 3 vehicles, the score is 100 points; when the queue length value is greater than 3 vehicles, the score is 0 points; when the queue length value is greater than 3 vehicles but less than 30 vehicles, the score is scored using the interpolation method, and finally the score value of the queue length at intersection i before and after construction is calculated. and ; 4) Speed ① The data structure of the vehicle passing through the checkpoint obtained by electronic police equipment mainly includes the vehicle ID, intersection number, entrance lane direction, flow direction, lane number, license plate number, vehicle type, and passing time; ② Calculate the transit time of each vehicle through the upstream and downstream intersections, eliminate vehicles with excessively long transit times, and take a weighted average of the vehicle speeds obtained based on the distance between the upstream and downstream intersections to calculate the speed values ​​of the road section before and after the construction; ③ When the calculated speed value is greater than 60km / h, the score is 100 points; when the calculated speed value is less than or equal to 10km / h, the score is 0 points; when the speed value is greater than 10km / h and less than 60km / h, the score is scored using the interpolation method, and the final calculation is the speed before and after construction. k Segment rating f 1kV and f 2kV ; 5) Traffic According to the hourly traffic flow of intersection i in direction j Q ij The capacity of the j-direction lane group at intersection i CAP ij The total traffic volume and total traffic capacity in each period were calculated, and the traffic flow indicators in each direction were scored before and after construction: like , the score is 100 points; like , the score is 0; like , then use interpolation method to score; Finally, the flow score of the intersection’s incoming road section is obtained, and the flow rate before and after construction can be obtained. k Score of road traffic flow f 1kQ and f 2kQ .

7. The scoring and management method for road construction traffic organization adjustment according to claim 1 is characterized in that: In step (4), whether to optimize the traffic organization plan is determined according to the score F, as follows: When F<10, the road construction traffic organization plan is in a relatively good state and does not need to be optimized; When 10≤F<30, the traffic organization plan for road construction is slightly unreasonable and needs to be partially adjusted; When 30≤F<50, the traffic organization plan for road construction is relatively unreasonable and needs to be deeply optimized; When F≥50, the traffic organization plan design for road construction is unreasonable and requires overall optimization.

8. The scoring and management method for road construction traffic organization adjustment according to claim 1 is characterized in that: The reasons for the changes in traffic flow, road usage, vehicle speed, and traffic accident rate at key intersections and sections under the new and old plans include: The unreasonable signal timing design leads to poor traffic flow; Mismatched entrance and exit lanes cause traffic congestion or long queues; The lane direction at the intersection is set incorrectly, affecting the normal driving of vehicles; Lack of effective traffic control measures.

9. The scoring and management method for road construction traffic organization adjustment according to claim 8, characterized in that: A very reasonable traffic organization plan will be given a full score of 100 points, and different deduction standards will be set based on the reasons for changes in traffic flow, road utilization, vehicle speed and traffic accident rate under the new and old plans at key intersections and sections.

10. The scoring and management method for road construction traffic organization adjustment according to claim 9, characterized in that: Point deductions are divided into three levels: If the points deducted are less than 20, it is grade A; if the points deducted are between 20 and 50, it is grade B; if the points deducted are greater than 50, it is grade C. The more points deducted, the more unreasonable the traffic organization plan design is. The evaluation results and the points deducted will be fed back to the relevant management departments to encourage them to improve the traffic police management measures. At the same time, the traffic organization plan will be evaluated and optimized regularly to establish a long-term monitoring and evaluation mechanism.

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