A method for evaluating and optimizing a traffic guide improvement scheme for expressway reconstruction and expansion

Abstract

The application discloses a highway reconstruction and expansion traffic guide and reconstruction scheme evaluation optimization method, relates to the road engineering measurement technical field, and comprises the following steps: based on a road stake guide and reconstruction boundary line set and a road stake movement measurement point cloud set, forming a guide and reconstruction corridor width and a measured passing width at a road stake position, recording a width difference value, and simultaneously generating a road stake position marker; through the width difference value and the road stake position marker, performing width deficiency discrimination on a continuous road stake section of a traffic guide and reconstruction scheme, and determining a guide and reconstruction scheme failure section; for the guide and reconstruction scheme failure section, determining a minimum concession adjustment amount, generating an adjustment transition section according to an outer expansion of a start and end road stake of the failure section, and performing concession adjustment on the road stake guide and reconstruction boundary line set according to the road stake position in the failure section and the adjustment transition section. The application realizes width deficiency discrimination on a continuous road stake section of a traffic guide and reconstruction scheme.

Description

Technical Field

[0001] This invention relates to the field of road engineering surveying technology, and in particular to a method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion. Background Technology

[0002] During highway reconstruction and expansion, it is necessary to organize vehicle traffic under existing traffic conditions. The review of traffic diversion plans usually focuses on the geometric boundaries of the traffic corridor, the net width of the cross-section, the continuity of facility layout, and the consistency with the existing road space conditions. Conventional reviews often use the route centerline and the chainage system as mileage indexes, combined with design drawings, survey results, and on-site measurement data, to verify the diversion boundaries and traffic space, and form review conclusions and adjustment suggestions for mileage sections.

[0003] However, existing methods still have two limitations: First, width verification often stops at discrete sections or local points, making it difficult to uniformly distinguish the width of the diversion corridor from the measured traffic width within continuous road chainage sections, resulting in unstable identification boundaries for failed sections and inconsistent section scales; Second, scheme optimization often adopts empirical boundary movement, lacking a mechanism for determining the transfer adjustment amount based on the insufficient section width, and lacking transition control that coordinates with the measured traffic boundary, making it difficult to ensure that the adjustment is continuous and verifiable in the mileage direction. Summary of the Invention

[0004] In view of the aforementioned existing problems, the present invention is proposed.

[0005] Therefore, this invention provides a method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion, which solves the problem that it is difficult to uniformly determine insufficient width in traffic diversion schemes within continuous road chainage sections and to determine calculable and verifiable transfer adjustments and transition controls accordingly.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0007] This invention provides a method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion. The method includes: selecting the road centerline of the reviewed section as a linear reference base, establishing a linear reference system for road station numbers, and forming a set of road station number diversion boundary lines and a set of road station number moving measurement point clouds; based on the set of road station number diversion boundary lines and the set of road station number moving measurement point clouds, forming the width of the diversion corridor and the measured traffic width at the road station number locations, recording the width difference, and simultaneously generating road station number location markers; using the width difference and road station number location markers, performing a width deficiency judgment on the traffic diversion scheme for continuous road station number segments, and identifying the failed sections of the diversion scheme; for the failed sections of the diversion scheme, determining the minimum transfer adjustment amount, generating an adjustment transition section based on the starting and ending road station numbers of the failed section, and performing transfer adjustments on the set of road station number diversion boundary lines according to the road station number locations within the failed section and the adjustment transition section.

[0008] As a preferred embodiment of the traffic diversion scheme review and optimization method for highway reconstruction and expansion as described in this invention, the establishment of a linear reference system for road stationing includes: determining the starting point and ending point of the review section and selecting the road centerline; determining a fixed stationing step and sampling the spatial coordinate points of the road centerline along the geometric path of the road centerline according to the fixed stationing step; generating road stationings from the spatial coordinate point sequence of the road centerline, with the zero point of the road stationing taken as the starting point of the review section, and writing the road stationings and the spatial coordinate point sequence of the road centerline into a stationing record table, thereby forming a linear reference system for road stationings using the stationing record table.

[0009] As a preferred embodiment of the method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion as described in this invention, the following steps are included: forming a set of road stationing diversion boundary lines and a set of road stationing moving measurement point clouds: under the linear reference system of road stationings, dividing the diversion boundary lines in the traffic diversion scheme into a left diversion boundary line and a right diversion boundary line; calculating the normal lateral distance of the left diversion boundary line and the normal lateral distance of the right diversion boundary line at the road stationing position, and converging them to form a set of road stationing diversion boundary lines; converting the spatial points in the original spatial point set of the moving measurement point cloud into perpendicular point road stationings, and performing rounding and normalization according to fixed stationing steps; using the rounded and normalized perpendicular point road stationings as spatial point aggregation indexes, and a set of road stationing moving measurement point clouds is formed by aggregating the points according to the spatial point aggregation indexes.

[0010] As a preferred embodiment of the traffic diversion scheme review and optimization method for highway reconstruction and expansion as described in this invention, the steps of forming the diversion corridor width and the measured traffic width, and recording the width difference, include: at each road station position, reading the normal lateral distance of the left boundary line and the normal lateral distance of the right boundary line from the road station diversion boundary line set, and taking the distance between the two along the normal direction of the road centerline as the diversion corridor width; reading the point cloud points collected at the road station position from the road station moving measurement point cloud set, calculating the lateral distance of the point cloud, selecting the left traffic boundary point and the right traffic boundary point, recording the absolute value of the lateral distance of the point cloud of the left boundary point as the left boundary constraint lateral distance, recording the absolute value of the lateral distance of the point cloud of the right boundary point as the right boundary constraint lateral distance, and taking the distance between the left boundary point and the right boundary point along the normal direction of the road centerline as the measured traffic width; and taking the difference between the diversion corridor width and the measured traffic width as the width difference.

[0011] As a preferred embodiment of the method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion as described in this invention, the generation of road station location markings includes: at the same road station location, when the left or right traffic boundary point cannot be selected, marking the road station location as an unreliable road station location at the point cloud boundary, and recording the width difference at the road station location as zero; when the normal lateral distance of the diversion left boundary line or the normal lateral distance of the diversion right boundary line is missing, marking the road station location as an unreliable road station location at the diversion boundary, and recording the width difference at the road station location as zero; when the left traffic boundary point cannot be selected and the normal lateral distance of the diversion left boundary line is missing, and the right traffic boundary point cannot be selected and the normal lateral distance of the diversion right boundary line is missing, marking the road station location as a double unreliable road station location; the unreliable road station location at the point cloud boundary, the unreliable road station location at the diversion boundary, and the double unreliable road station location at the boundary are collectively referred to as unreliable road station locations.

[0012] As a preferred embodiment of the method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion as described in this invention, the step of performing width deficiency judgment on continuous road station sections of the traffic diversion scheme includes: skipping the width deficiency judgment when the road station position is marked as an unreliable road station position; determining whether the road station position has a width deficiency or not based on whether the width difference is greater than zero for the road station position that has not a width deficiency; and performing a sliding window traversal on the road station positions at fixed station step to generate candidate review sections.

[0013] As a preferred embodiment of the traffic diversion scheme review and optimization method for highway reconstruction and expansion as described in this invention, the determination of the ineffective diversion scheme section includes: for each candidate review section, removing unreliable road station locations, accumulating the width difference at the remaining road station locations, and normalizing it according to the effective road station coverage length to obtain the average width deficiency of the candidate review section; arranging the average width deficiency of candidate review sections with qualified effective coverage ratios from smallest to largest to form a sorted sequence of average width deficiency, and determining the average width deficiency judgment threshold based on the sorted sequence of average width deficiency; comparing the average width deficiency of the candidate review section with the average width deficiency judgment threshold, and determining the candidate review section as an ineffective diversion scheme section when the average width deficiency exceeds the average width deficiency judgment threshold.

[0014] As a preferred embodiment of the method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion as described in this invention, the determination of the minimum transfer adjustment amount includes: for the failed section of the diversion scheme, reading the width difference and road station position markers within the range from the starting road station to the ending road station of the section, eliminating unreliable road station positions, forming a valid set of width differences within the failed section, and taking the maximum value of the width difference greater than zero from the valid set of width differences within the failed section as the minimum transfer adjustment amount.

[0015] As a preferred embodiment of the traffic diversion scheme review and optimization method for highway reconstruction and expansion as described in this invention, the step of generating an adjustment transition section by expanding outward based on the starting and ending road station numbers of the failed section includes: setting the number of expansion window points and using a fixed station number step as the step length; retracting the starting road station number of the failed section of the diversion scheme by the number of expansion window points several times to obtain the previous transition starting road station number; advancing the ending road station number of the failed section of the diversion scheme by the number of expansion window points several times to obtain the subsequent transition ending road station number; and forming the adjustment transition section from the previous transition starting road station number to the section starting road station number, and from the section ending road station number to the subsequent transition ending road station number.

[0016] As a preferred embodiment of the traffic diversion scheme review and optimization method for highway reconstruction and expansion as described in this invention, the following steps are included: Adjusting the set of traffic diversion boundary lines based on road station locations by constructing a transition ratio function within the failure zone and the adjustment transition zone. This transition ratio function continuously changes from zero to one in the adjustment transition zone and remains one in the failure zone. At each road station location, the minimum transfer adjustment amount is scaled according to the value of the transition ratio function to obtain a transfer increment. The normal lateral distance of the left boundary line and the normal lateral distance of the right boundary line are adjusted using this transfer increment. The adjusted normal lateral distance of the left boundary line is limited to be no greater than the left boundary constraint lateral distance at the road station location, and the adjusted normal lateral distance of the right boundary line is limited to be no greater than the right boundary constraint lateral distance at the road station location.

[0017] The beneficial effects of this invention are as follows: by using width difference and road station position marking, it can identify insufficient width of continuous road station sections in traffic diversion schemes, and determine the failure section of the diversion scheme by the threshold of insufficient average width of the section; by scaling the minimum transfer adjustment amount through the transition ratio function to obtain the transfer increment, and performing transfer adjustment under the constraints of the lateral distance of the left boundary constraint and the lateral distance of the right boundary constraint, it can achieve continuous optimization of the road station diversion boundary line set within the failure section and the adjustment transition section. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 A flowchart for the review and optimization method of traffic diversion schemes for highway reconstruction and expansion.

[0020] Figure 2 A flowchart for establishing a linear reference system for road stationings and forming a data set.

[0021] Figure 3 This is a flowchart for determining insufficient width and identifying the failure section of the modification scheme.

[0022] Figure 4 A flowchart for optimizing the handover adjustment and transition control. Detailed Implementation

[0023] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0024] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0025] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0026] Reference Figures 1-4 As an embodiment of the present invention, this embodiment provides a method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion, including the following steps:

[0027] S1. Select the road centerline of the review section as the linear reference basis, establish a linear reference system for road stationing, and form a set of road stationing guide boundary lines and a set of road stationing movement measurement point clouds.

[0028] Furthermore, based on the design documents, construction drawings, and existing road survey data of the highway reconstruction and expansion project, the starting point and ending point of the review section are determined, and the road centerline is selected within the range from the starting point to the ending point of the review section.

[0029] The road centerline is based on the route centerline given in the design documents. When there are construction stage change documents in the design documents, the route centerline is selected to be consistent with the route centerline in the construction stage change documents. When the design documents do not provide a route centerline, the lateral geometric midpoint trajectory of the left and right boundary lines of the road is calculated based on the road left and right boundary lines given in the existing road surveying data to obtain the road centerline.

[0030] Furthermore, sampling is conducted along the geometric path of the road centerline using fixed stationing steps. These fixed stationing steps are determined by the minimum longitudinal layout variation scale of the traffic diversion facilities. This minimum longitudinal layout variation scale is obtained from the traffic diversion facility layout list in the design documents, construction drawings, or traffic organization design during the construction phase of the highway reconstruction and expansion project. The traffic diversion facility layout list records the starting and ending road stationings of each traffic diversion facility. When using engineering stationing measurement standards for the traffic diversion facility layout list, the starting engineering stationing of the reviewed road section is used as the zero point for conversion to road stationings before summarization, deduplication, and sorting. All starting and ending road stationings are then summed to form the layout boundary. The set of boundary station numbers is deduplicated and sorted in the direction of increasing road mileage. The sorted set of boundary station numbers is then traversed, and the difference in road station numbers between two adjacent boundary station numbers is calculated. The minimum difference in road station numbers is taken as the minimum longitudinal layout change scale for the traffic diversion facilities. The fixed station step is an increment in road station numbers not greater than the minimum longitudinal layout change scale for the traffic diversion facilities, ensuring that the changes in the geometric shape of the road centerline and the diversion boundary line in the road station direction are fully reflected in the sampling results. When the traffic diversion facilities are deployed continuously, the fixed station step example is 1 to 5 meters; when the traffic diversion facilities are deployed in segments, the fixed station step example is 5 to 10 meters.

[0031] Within the range from the starting point to the ending point of the review section, the sampling station positions are determined sequentially according to the fixed station number step, and the spatial coordinates of the road centerline are read at each sampling station position. These coordinates are then arranged in the direction of increasing road mileage to form a sequence of spatial coordinate points of the road centerline. The direction of increasing road mileage refers to the direction that extends continuously from the starting point of the review section along the geometric path of the road centerline to the ending point of the review section.

[0032] Based on the spatial distance between adjacent spatial coordinate points in the spatial coordinate point sequence of the road centerline, the cumulative distance value is obtained by sequentially accumulating along the direction of increasing road mileage, and the cumulative distance value is recorded as the road station number; the zero point of the road station number is taken as the starting point of the review section, and the road station number is continuously increased along the direction of increasing road mileage.

[0033] The spatial coordinates of the road centerline are arranged sequentially in the direction of increasing road mileage. Under the same arrangement order, each spatial coordinate of the road centerline and the road station number are written into the station number record table. Each record in the station number record table contains the road station number, the plane coordinates of the road centerline, and the elevation coordinates of the road centerline. The station number record table serves as the index carrier for the road station numbers and the spatial coordinates of the road centerline, forming a linear reference system of road station numbers covering the range from the start point to the end point of the review section.

[0034] Furthermore, the traffic diversion boundary lines in the traffic diversion plan are read. The traffic diversion boundary lines are the geometric boundary lines that limit the outer boundary of the vehicle passage space during the highway reconstruction and expansion construction. The traffic diversion boundary lines are divided into the left traffic diversion boundary line and the right traffic diversion boundary line.

[0035] The road stationing ranges for the left and right boundary lines of the relocation are calculated under the linear reference system for road stationing. The calculation process for the road stationing range of the left boundary line includes selecting boundary sampling points along the left boundary line, calculating the perpendicular point for each boundary sampling point on the geometric path of the road centerline, converting the road stationing of the perpendicular point in the stationing record table, recording the minimum value among all the road stationings of the perpendicular points of the left boundary line as the starting road stationing of the left boundary line, and recording the maximum value as the ending road stationing of the left boundary line. The same process is used to obtain the starting and ending road stationings of the right boundary line.

[0036] Along the road station range of the left and right boundary lines of the traffic diversion, calculate the normal lateral distance between the left and right boundary lines of the traffic diversion relative to the road centerline at each road station location, and combine them to form a set of road station boundary lines for traffic diversion.

[0037] The normal direction of the road centerline is obtained by rotating the tangential direction of the road centerline around the normal to the road plane. The tangential direction of the road centerline is determined by the road centerline segment formed by connecting two adjacent records in the stationing record table. The left and right sides of the normal lateral distance are distinguished based on the tangential direction of the road centerline determined by the direction of road mileage increase. The normal lateral distances of the left and right boundary lines of the guide are recorded as non-negative distance values. The lateral distance of the point cloud is used to distinguish the left and right sides, with the left side recorded as a negative value and the right side recorded as a positive value.

[0038] Furthermore, the original spatial point set of the mobile measurement point cloud is read. The original spatial point set of the mobile measurement point cloud is a set of spatial points collected by the mobile measurement vehicle during its journey on the review section. Each spatial point in the set contains both planar coordinates and elevation coordinates.

[0039] For each spatial point in the original spatial point set of the moving measurement point cloud, a road centerline segment adjacent to the spatial point is selected in the road stationing linear reference system. This adjacent road centerline segment is the road centerline segment formed by connecting two adjacent records in the stationing record table. The perpendicular point of the spatial point is calculated on this adjacent road centerline segment, taking the position with the minimum distance from the spatial point to the road centerline segment. The road stationings at both ends of the road centerline segment containing the perpendicular point are read from the stationing record table, and the road stationing of the perpendicular point is converted according to its position on the road centerline segment. The road stationing of the perpendicular point is then rounded down according to a fixed stationing step. The rounded-down rounding is used. The road station number at the perpendicular point is not greater than the road station number at the perpendicular point. The difference between the road station number at the perpendicular point after rounding and normalizing and the road station number at the starting point of the review section is an integer multiple of the fixed station number step, and the maximum value is taken among the road station numbers that meet the conditions. When the road station number at the perpendicular point after rounding and normalizing is less than the road station number at the starting point of the review section, the road station number at the starting point of the review section is taken. When the road station number at the perpendicular point after rounding and normalizing is greater than the road station number at the ending point of the review section, the road station number at the ending point of the review section is taken. The road station number at the perpendicular point after rounding and normalizing is used as the spatial point aggregation index. The spatial points are aggregated and organized using the spatial point aggregation index. Spatial points under the same spatial point aggregation index are gathered to form a set of moving measurement points based on road station numbers.

[0040] In the point cloud set of road station movement measurement, the lateral distance of the point cloud relative to the road centerline is recorded for each spatial point. The lateral distance of the point cloud is calculated along the normal direction of the road centerline. The left and right sides of the lateral distance of the point cloud are distinguished based on the tangential direction of the road centerline determined by the direction of road mileage increase.

[0041] S2. Based on the set of road station guide boundary lines and the set of road station movement measurement point clouds, the width of the guide corridor and the measured passage width are formed at the road station location, and the width difference is recorded. At the same time, road station location markers are generated.

[0042] Furthermore, within the range from the starting point to the ending point of the review section, the road station positions are determined sequentially according to fixed station numbers. At each road station position, the normal lateral distance of the left boundary line and the normal lateral distance of the right boundary line are read from the set of road station guide boundary lines. The distance between the normal lateral distance of the left boundary line and the normal lateral distance of the right boundary line along the normal direction of the road centerline is taken as the width of the guide corridor at the road station position, and the width of the guide corridor is recorded using the road station as an index.

[0043] The width of the traffic diversion corridor refers to the width of the lateral space that vehicles are allowed to pass through at the road marker location, defined by the left and right boundary lines of the traffic diversion scheme.

[0044] Furthermore, at each road station location, the point cloud points collected at that road station location are read from the point cloud set of the road station movement measurement. The lateral distance of the point cloud points is calculated according to the normal direction of the road centerline, and the left and right sides of the lateral distance are distinguished by the tangential direction of the road centerline determined by the direction of road mileage increase. When the lateral distance of the point cloud points is to the left of the road centerline, the point cloud point with the largest absolute value of the lateral distance is selected as the left traffic boundary point, and the absolute value of the lateral distance of the left traffic boundary point is recorded as the left boundary constraint lateral distance. When the lateral distance of the point cloud points is to the right of the road centerline, the point cloud point with the largest absolute value of the lateral distance is selected as the right traffic boundary point, and the absolute value of the lateral distance of the right traffic boundary point is recorded as the right boundary constraint lateral distance. The distance between the left and right traffic boundary points along the normal direction of the road centerline is taken as the measured traffic width at the road station location, and the measured traffic width is recorded using the road station as an index.

[0045] The measured traffic width refers to the width of the actual passable lateral space of the road, determined by moving the measurement point cloud at the road station location.

[0046] Furthermore, at the same road station number, the width of the diversion corridor and the measured passage width are read, and the difference between the width of the diversion corridor and the measured passage width is taken as the width difference, and the width difference is recorded using the road station number as an index.

[0047] When the width of the diversion corridor is greater than the actual passage width, the width difference is a positive value; when the width of the diversion corridor is less than the actual passage width, the width difference is a negative value.

[0048] It should be noted that, at the same road station location, if the point cloud point cannot be obtained on either the left or right side of the road centerline, it is determined that the left or right traffic boundary point cannot be selected, the road station location is marked as an unreliable road station location for the point cloud boundary, the width difference at the road station location is recorded as zero, and the lateral distances of the left and right boundary constraints at the road station location are recorded as empty.

[0049] At the same road station, if the normal lateral distance of the left boundary line or the normal lateral distance of the right boundary line of the diversion is missing, the road station will be marked as an unreliable road station location of the diversion boundary, and the width difference at the road station will be recorded as zero.

[0050] At the same road station location, if the left traffic boundary point cannot be selected and the lateral distance of the guide left boundary line is missing, and the right traffic boundary point cannot be selected and the lateral distance of the guide right boundary line is missing, the road station location is marked as a road station location with double unreliable boundaries, and the lateral distance of the left boundary constraint and the lateral distance of the right boundary constraint at the road station location are recorded as missing.

[0051] S3. By using the width difference and road station mark, determine the insufficient width of the continuous road station section of the traffic diversion plan and identify the ineffective section of the diversion plan.

[0052] Furthermore, within the range from the start to the end of the review section, the width difference and road station mark recorded at each road station are read sequentially along the direction of increasing road mileage. When the road station mark is an unreliable road station at the point cloud boundary, an unreliable road station at the guide boundary, or a road station at the boundary with double unreliability, the width deficiency judgment is skipped. Road station locations with a width difference greater than zero are determined to be road station locations with insufficient width, while road station locations with a width difference less than or equal to zero are determined to be road station locations without insufficient width.

[0053] Furthermore, the road markers within the review section are sorted in ascending order along the direction of increasing road mileage, and the sorted road markers are used as the objects of the sliding window traversal. Any road marker is selected as the starting road marker of the window, and subsequent road markers are added sequentially in the direction of increasing road mileage at a fixed number of markers. When the number of road markers in the sliding window reaches the fixed number of window points, the starting road marker of the window is used as the starting road marker of the segment, and the road marker corresponding to the last road marker in the sliding window is used as the ending road marker of the segment, resulting in a candidate review segment. The sliding window moves forward once at a fixed number of markers, and the candidate review segments are generated repeatedly until the end point of the review section is covered.

[0054] The fixed window point count is determined by the change in road station direction based on the width difference. The determination process includes sequentially reading the width difference between two adjacent road station positions, calculating the absolute value of the width difference change (the width difference change is the difference between the width differences at two adjacent road station positions), and sorting all absolute values ​​of width difference change in ascending order. The absolute value of the width difference change in the middle position is taken as the baseline for width difference change. Then, the absolute values ​​of the width difference change at each adjacent road station position are compared with the baseline for width difference change along the direction of increasing road mileage. When the absolute value of the width difference change is not... When the width difference change is greater than the baseline, adjacent road station pairs are merged into a stable continuous segment; when multiple adjacent road station pairs continuously satisfy the condition that the absolute value of the width difference change is not greater than the baseline in the direction of increasing road mileage, multiple adjacent road station pairs are merged to form the same stable continuous segment; the stable continuous segment is continuously advanced by fixed station step to obtain the road station coverage length of the stable continuous segment; the minimum value is selected from the road station coverage lengths of all stable continuous segments as the minimum stable window length; when a stable continuous segment cannot be formed, the road station coverage length obtained by continuously advancing the fixed station step twice is taken as the minimum stable window length.

[0055] Using any road station position as the starting road station position of the window, subsequent road station positions are added successively in fixed station step, and the road station coverage length formed by the fixed station step is accumulated simultaneously. When the road station coverage length of the sliding window reaches or exceeds the minimum stable window length for the first time, the addition of subsequent road station positions is stopped, and the number of road station positions in the sliding window at this time is taken as the fixed window point number.

[0056] Furthermore, for any candidate review segment, the road station locations covered by the candidate review segment are traversed. Road station locations marked as unreliable road station locations at the point cloud boundary, unreliable road station locations at the guide boundary, and double unreliable road station locations at the boundary are removed from the segment discrimination. Only the width difference at the remaining road station locations is accumulated for the segment and normalized using the effective road station coverage length within the candidate review segment to obtain the average width deficiency of the candidate review segment, which is used to characterize the overall intensity of the width deficiency within the candidate review segment.

[0057] The specific calculation process for the insufficient average width of candidate review sections includes: for each road station within the range from the starting road station to the ending road station of the candidate review section, accumulating the positive part of the width difference, and normalizing it according to the effective road station coverage length to obtain the insufficient average width of the candidate review section, expressed as:

[0058] ;

[0059] Or, in the case of discrete road station numbers, it can be represented as:

[0060] ;

[0061] in, The starting road chainage of the candidate review section is The termination road mileage is The average width of the section is insufficient; The starting road chainage of the candidate review section; The end road marker of the candidate review section; The effective road mileage coverage length within the candidate review section indicates the length of the road mileage coverage within the candidate review section. Within the range, the coverage length of the remaining road stations after removing road station locations marked as unreliable road station locations at the point cloud boundary, unreliable road station locations at the guide boundary, and road station locations with double unreliable boundaries; The location of the road mileage marker is The width difference; The location of the road mileage marker is The validity indicator is determined by the road station location marker. When the road station location marker is an unreliable road station location at the point cloud boundary, an unreliable road station location at the guide boundary, or a road station location with double unreliability at the boundary, it is set to zero. For other road station location markers, it is set to one. This is a function for the positive part of the width difference, used to accumulate only the portion where the width is insufficient. For fixed station step, it represents the discrete interval between road station positions.

[0062] Furthermore, the average width deficiency of all candidate review segments is summarized, and the effective road station coverage length is calculated within each candidate review segment. Simultaneously, the road station coverage length along the increasing road mileage direction between the starting and ending road station of a candidate review segment is taken as the theoretical road station coverage length of the candidate review segment. The ratio of the effective road station coverage length to the theoretical road station coverage length is taken as the effective coverage ratio. Candidate review segments whose effective coverage ratio meets the qualification rules are considered to have qualified effective coverage ratios. The qualification rules are as follows: within a candidate review segment, except for the starting and ending road station positions, which are allowed to be missing one road station position generated by fixed station step progression, all other road station positions are included in the effective road station coverage length. When the qualification rules are met, the candidate review segment is determined to have qualified effective coverage ratios. The average width deficiency of the candidate review segments with qualified effective coverage ratios is arranged from smallest to largest to obtain a sorted sequence of average width deficiency.

[0063] The total number of elements in the sorted sequence with insufficient average width is taken as the sample size. If the sample size is odd, the average width of the middle segment in the sorted sequence is taken as the baseline average width of insufficient segment. If the sample size is even, the average width of the middle-to-late segment in the sorted sequence is taken as the baseline average width of insufficient segment. The sample size is then square-rooted, and the result is rounded up to a positive integer not less than one to obtain the sorting step size. Starting from the position of the baseline average width of insufficient segment in the sorted sequence, the sorting step size is increased in ascending order. If the position after the increase does not exceed the end of the sorted sequence, the average width of insufficient segment at the increased position is taken as the threshold for determining insufficient average width. If the position after the increase exceeds the end of the sorted sequence, the average width of insufficient segment at the end position is taken as the threshold for determining insufficient average width.

[0064] The average width deficiency of each candidate review section is compared with the threshold for judging the average width deficiency of the section. When the average width deficiency of the section exceeds the threshold for judging the average width deficiency of the section, the candidate review section is determined as the failure section of the relocation plan, and the starting road station number, ending road station number and average width deficiency of the failure section are recorded.

[0065] S4. For the sections where the relocation plan fails, determine the minimum transfer adjustment amount, generate an adjustment transition section by expanding outward from the starting and ending road station numbers of the failed section, and perform transfer adjustment on the road station number relocation boundary line set according to the road station number position within the failed section and the adjustment transition section.

[0066] Furthermore, the starting and ending road station numbers of each failed section in the relocation scheme are read, and the width difference and road station position markers at each road station position within the range from the starting to the ending road station number are read. Road station positions marked as unreliable point cloud boundary, unreliable relocation boundary, or double unreliable boundary are removed, and the width difference at the remaining road station positions is retained to form a valid set of width difference values ​​within the failed section.

[0067] From the valid set of width differences within the failure zone, select width differences with a value greater than zero, and determine the maximum value of the width difference as the minimum transfer adjustment amount, so that the minimum transfer adjustment amount covers the road station position with the most severe width deficiency within the failure zone.

[0068] Furthermore, adjustment transition sections are generated on both sides of the starting and ending road station numbers of the affected sections where the relocation plan has failed.

[0069] The adjustment method for expanding the transition section is as follows: A fixed number of window points is set as the expansion window point number, which is a positive integer, and a fixed station number step is used as the step length. The starting road station number of the failed section of the relocation plan is moved back several times along the decreasing road mileage direction to obtain the previous transition starting road station number. When the current transition starting road station number is less than the starting road station number of the review section, the starting road station number of the review section is taken as the previous transition starting road station number. The ending road station number of the failed section of the relocation plan is moved forward several times along the increasing road mileage direction to obtain the subsequent transition ending road station number. When the subsequent transition ending road station number is greater than the ending road station number of the review section, the ending road station number of the review section is taken as the subsequent transition ending road station number. The previous transition starting road station number to the starting road station number of the failed section of the relocation plan forms the previous transition section, and the previous transition ending road station number to the subsequent transition ending road station number forms the subsequent transition section.

[0070] Furthermore, a transition ratio function with road station number as the independent variable is constructed, such that the minimum yield adjustment amount continuously changes from zero to one in the first transition section, remains at one in the failure section, and continuously changes from one to zero in the second transition section. The transition ratio function is expressed as:

[0071] ;

[0072] in, The location of the road mileage marker is The value of the transition ratio function; ( (The location is the road station number) is the road station number variable; This refers to the road station number at the previous transition starting point; The starting road station number for the section where the diversion plan has failed; The termination road station number for the section where the diversion plan has failed; This is the station number of the road at the end of the transition period.

[0073] When the road marker position meets hour, It is a linearly increasing ratio and its value range is When the road mileage position meets the requirements hour, When the road mileage position meets the requirements hour, It is a linearly decreasing ratio and its value range is When the road mileage position meets the requirements or hour, .

[0074] Furthermore, within the coverage area of ​​the failed section and the adjustment transition section, the normal lateral distance of the left boundary line and the normal lateral distance of the right boundary line of the road station are read from the road station location in the road station guide boundary line set. Within the coverage area of ​​the failed section and the adjustment transition section, the road station locations are traversed, and the left boundary constraint lateral distance and the right boundary constraint lateral distance recorded at the road station location by the road station movement measurement point cloud set are read.

[0075] When the lateral distance of the left boundary constraint at the road station location is vacant, the maximum value of the lateral distance of the left boundary constraint within the coverage area of ​​the failed section and the adjustment transition section is taken as the value of the lateral distance of the left boundary constraint at the road station location. When the lateral distance of the left boundary constraint within the coverage area of ​​both the failed section and the adjustment transition section is vacant, the maximum value of the normal lateral distance of the left boundary line of the guide within the coverage area of ​​the failed section and the adjustment transition section is taken as the value of the lateral distance of the left boundary constraint at the road station location. The lateral distance of the right boundary constraint is obtained in the same way. The normal lateral distance of the left boundary line of the guide after the transfer adjustment is restricted not to be greater than the lateral distance of the left boundary constraint at the road station location, and the normal lateral distance of the right boundary line of the guide after the transfer adjustment is restricted not to be greater than the lateral distance of the right boundary constraint at the road station location.

[0076] Based on the value of the transition ratio function, the boundary line set of the road stationing is adjusted to increase the width of the diversion corridor at the road stationing location by the product of the minimum adjustment amount and the value of the transition ratio function.

[0077] Specifically, for each road station location, the transfer increment is calculated as the product of the minimum transfer adjustment amount and the value of the transition ratio function. The transfer increment is allocated to the left and right sides, with the left and right transfer increments preferably being equal. The left transfer increment is used to adjust the normal lateral distance of the left boundary line of the guide, and the right transfer increment is used to adjust the normal lateral distance of the right boundary line of the guide. When the left transfer increment causes the left boundary line of the guide to reach the left boundary constraint lateral distance at the road station location, the left transfer increment is taken as the increment that causes the left boundary line of the guide to reach the left boundary constraint lateral distance at the road station location, and the transfer increment is then calculated. The remaining portion of the increment is incorporated into the right-side transfer increment; when the right-side transfer increment causes the right boundary line of the guide to reach the right boundary constraint lateral distance at the road station position, the right-side transfer increment is taken as the increment that causes the right boundary line of the guide to reach the right boundary constraint lateral distance at the road station position, and the remaining portion of the transfer increment is incorporated into the left-side transfer increment; when the left boundary line of the guide reaches the left boundary constraint lateral distance at the road station position and the right boundary line of the guide reaches the right boundary constraint lateral distance at the road station position, the transfer adjustment at the road station position is stopped, and the transfer adjustment of the road station guide boundary line set at the road station position is completed.

[0078] It should be noted that after the transfer adjustment is completed, the width of the diversion corridor at the road station location is recalculated within the coverage area of ​​the failed section, and compared with the measured passage width at the road station location to obtain the updated width difference; road station locations marked as unreliable road station locations at the point cloud boundary, unreliable road station locations at the diversion boundary, and road station locations with double unreliable boundaries are removed to obtain the effective set of updated width difference values.

[0079] In the updated set of valid width differences, filter for width differences greater than zero. If the filter result is empty, stop updating the minimum transfer adjustment amount and end the transfer adjustment. If the filter result is not empty, take the maximum value in the filter result as the remaining insufficient width. When there is a road station position that meets the lateral distance constraint of the left boundary line of the guide line not reaching the left boundary of the road station position or the lateral distance constraint of the right boundary line of the guide line not reaching the right boundary of the road station position, update the minimum transfer adjustment amount to the sum of the minimum transfer adjustment amount and the remaining insufficient width, and repeat the transfer adjustment in the failure section and the adjustment transition section. When each road station position meets the lateral distance constraint of the left boundary line of the guide line reaching the left boundary of the road station position and the lateral distance constraint of the right boundary line of the guide line reaching the right boundary of the road station position, end the transfer adjustment.

[0080] Record the adjusted road stationing boundary lines at the locations of the failed section and the transition section according to the road stationing index, and associate the starting road stationing, ending road stationing, starting road stationing, ending road stationing, and minimum transfer adjustment amount of the failed section.

[0081] In summary, this invention uses width difference and road station location marking to determine insufficient width of continuous road station sections in traffic diversion schemes, and identifies the failure sections of the diversion scheme based on the threshold of insufficient average width of the sections; it obtains the transfer increment by scaling the minimum transfer adjustment amount through a transition ratio function, and performs transfer adjustment under the constraints of the lateral distance of the left and right boundary constraints, thereby achieving continuous optimization of the road station diversion boundary line set within the failure section and the adjustment transition section.

[0082] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion, characterized in that: include, The road centerline of the review section is selected as the linear reference basis to establish a linear reference system for road stationing, and a set of road stationing guidance boundary lines and a set of road stationing movement measurement point clouds are formed. Based on the set of road station guide boundary lines and the set of road station movement measurement point clouds, the width of the guide corridor and the measured passage width are formed at the road station location, and the width difference is recorded. At the same time, road station location markers are generated. By using the width difference and road station mark, the width of the continuous road station section of the traffic diversion plan is insufficient, and the section where the diversion plan fails is determined. For the sections where the relocation plan fails, determine the minimum transfer adjustment amount, generate an adjustment transition section by expanding outward from the starting and ending road station numbers of the failed section, and perform transfer adjustment on the road station number relocation boundary line set according to the road station number position within the failed section and the adjustment transition section.

2. The method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion as described in claim 1, characterized in that: The establishment of the linear reference system for road stationing includes determining the starting point and ending point of the review road segment, and selecting the road centerline; Determine the fixed station step and sample the spatial coordinate point sequence of the road centerline along the geometric path of the road centerline according to the fixed station step; Road station numbers are generated from the spatial coordinate point sequence of the road centerline, with the zero point of the road station number taken as the starting point of the review section. The road station numbers and the spatial coordinate point sequence of the road centerline are written into the station number record table to form a linear reference system for road station numbers.

3. The method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion as described in claim 2, characterized in that: The process of forming the set of road station guidance boundary lines and the set of road station movement measurement point clouds includes, under the linear reference system of road station, dividing the guidance boundary lines in the traffic guidance scheme into the left guidance boundary line and the right guidance boundary line, and calculating the normal lateral distance of the left guidance boundary line and the normal lateral distance of the right guidance boundary line at the road station location, and combining them to form the set of road station guidance boundary lines. The spatial points in the original spatial point set of the moving measurement point cloud are converted into perpendicular road station numbers, and then rounded down and normalized step by step according to the fixed station numbers. The rounded and normalized perpendicular road station numbers are used as spatial point aggregation indexes, and the moving measurement point cloud set of road station numbers is formed by aggregation according to the spatial point aggregation index.

4. The method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion as described in claim 3, characterized in that: The process of forming the width of the diversion corridor and the measured passage width, and recording the width difference, includes reading the normal lateral distance of the left boundary line and the normal lateral distance of the right boundary line from the set of road station diversion boundary lines at each road station location, and taking the distance between the two along the normal direction of the road centerline as the width of the diversion corridor. Read the point cloud points collected under the road station position from the point cloud set of the road station movement measurement, calculate the lateral distance of the point cloud, select the left and right traffic boundary points, record the absolute value of the lateral distance of the point cloud of the left boundary point as the left boundary constraint lateral distance, record the absolute value of the lateral distance of the point cloud of the right boundary point as the right boundary constraint lateral distance, and take the distance between the left and right boundary points along the normal direction of the road centerline as the measured traffic width; The difference between the width of the diversion corridor and the actual measured passage width is taken as the width difference.

5. The method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion as described in claim 4, characterized in that: The generation of road station location markers includes marking the road station location as an unreliable road station location of the point cloud boundary when the left or right traffic boundary point cannot be selected at the same road station location, and recording the width difference at the road station location as zero. When the normal lateral distance of the left boundary line or the normal lateral distance of the right boundary line of the diversion is missing, the road station position is marked as the unreliable road station position of the diversion boundary, and the width difference at the road station position is recorded as zero. When the left-hand traffic boundary point cannot be selected and the normal lateral distance of the left boundary line is missing, and the right-hand traffic boundary point cannot be selected and the normal lateral distance of the right boundary line is missing, the road station position will be marked as a double unreliable road station position. The unreliable road station locations at the point cloud boundary, the unreliable road station locations at the guide boundary, and the double unreliable road station locations at the boundary are collectively referred to as unreliable road station locations.

6. The method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion as described in claim 5, characterized in that: The method for determining insufficient width of continuous road station sections in the traffic diversion scheme includes skipping the insufficient width determination when the road station position is marked as an unreliable road station position. For road station locations that have not been skipped, determine whether the road station location has insufficient width or does not have insufficient width based on whether the width difference is greater than zero; By stepping through the fixed chainages, a sliding window traversal is performed at the road chainage positions to generate candidate review sections.

7. The method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion as described in claim 6, characterized in that: The determination of the failure section of the guidance and modification scheme includes, for each candidate review section, removing unreliable road station positions, only performing section accumulation on the width difference at the remaining road station positions, and normalizing it according to the effective road station coverage length to obtain the average insufficient width of the candidate review section. The average width of candidate review segments with qualified effective coverage ratios is arranged from smallest to largest to form a sorted sequence of average width insufficiency. The threshold for judging the average width insufficiency is determined from the sorted sequence of average width insufficiency. The average width of the candidate review section is insufficient compared with the threshold for determining the average width of the section. When the average width of the section is insufficient, the candidate review section is determined as the section where the improvement plan fails.

8. The method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion as described in claim 7, characterized in that: The determination of the minimum transfer adjustment amount includes, for the section where the diversion scheme fails, reading the width difference and road station position markers within the range from the starting road station to the ending road station of the section, eliminating unreliable road station positions, forming a valid set of width differences within the section where the failure scheme fails, and taking the maximum value of the width difference greater than zero from the valid set of width differences within the section where the minimum transfer adjustment amount is determined.

9. The method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion as described in claim 8, characterized in that: The process of generating an adjustment transition section by expanding outward from the starting and ending road station numbers of the failed section includes: setting the number of expansion window points and using a fixed station number step as the step length; retracting the starting road station number of the failed section of the relocation plan by the expansion window points several times to obtain the previous transition starting road station number; advancing the ending road station number of the failed section of the relocation plan by the expansion window points several times to obtain the next transition ending road station number; and forming the adjustment transition section by moving from the previous transition starting road station number to the section starting road station number and from the section ending road station number to the next transition ending road station number.

10. The method for reviewing and optimizing traffic diversion schemes for highway reconstruction and expansion as described in claim 9, characterized in that: The transfer adjustment of the road stationing boundary line set according to the road stationing location includes constructing a transition ratio function in the failure section and the adjustment transition section. The transition ratio function changes continuously from zero to one in the adjustment transition section and remains one in the failure section. At the road station, the minimum transfer adjustment amount is scaled according to the transition ratio function to obtain the transfer increment, and the normal lateral distance of the left boundary line and the normal lateral distance of the right boundary line of the guide are adjusted by the transfer increment. The normal lateral distance of the adjusted left boundary line of the guide should not be greater than the left boundary constraint lateral distance at the road station location, and the normal lateral distance of the adjusted right boundary line of the guide should not be greater than the right boundary constraint lateral distance at the road station location.

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