Construction area traffic guide optimization control method

Abstract

The application provides a construction area traffic guide improvement optimization control method, and belongs to the technical field of guide improvement optimization control, which is based on a BIM and GIS platform to construct a three-dimensional digital basic model of a construction area and a surrounding road system; three-dimensional model parameters are introduced into VISSIM software, a traffic simulation model is built and parameters are configured, and a data intercommunication interface is established; traffic operation states under different guide improvement schemes are simulated, simulation data is output; potential congestion nodes and risk points are identified, schemes are dynamically optimized, and targeted relief and safety management measures are formulated; after the schemes are implemented, the BIM and GIS platforms are used to monitor and fine-tune in real time. The application realizes deep integration of VISSIM, BIM and GIS, avoids traffic risks in advance through quantitative evaluation and dynamic optimization, effectively reduces traffic interference on schools and residential areas, improves the scientificity and adaptability of guide improvement schemes, reduces construction costs and safety risks, and is suitable for various construction traffic guide improvement projects involving sensitive areas.

Description

Technical Field

[0001] This invention belongs to the field of traffic diversion and optimization control technology, specifically relating to a method for traffic diversion and optimization control in construction areas. Background Technology

[0002] With the acceleration of urbanization, the number of municipal road reconstruction and expansion projects, pipeline laying, and other projects is increasing. Construction areas often occupy existing road resources, leading to the reorganization of traffic flow in the surrounding road network and easily causing traffic congestion and reduced traffic efficiency. Especially when schools and residential areas are located near the construction area, traffic diversions during construction not only affect normal traffic order but may also seriously disrupt the safety and convenience of students going to and from school and residents' daily travel, and even cause traffic accidents, with painful lessons learned.

[0003] Currently, the formulation of traffic diversion schemes in construction areas largely relies on the experience and judgment of designers, combined with simple on-site surveys. This approach has the following prominent shortcomings: First, traditional diversion schemes lack quantitative analysis, making it impossible to accurately predict traffic flow speed distribution, node capacity, and queue length under different diversion schemes, and making it difficult to identify potential congestion nodes and safety risks in advance. Second, the diversion schemes have low compatibility with the three-dimensional terrain of the construction area, surrounding buildings (schools, residential areas), and existing road networks. They are mostly two-dimensional planar designs, which cannot intuitively present the spatial relationship between the traffic flow lines after diversion and the construction area and sensitive areas, easily leading to flow line conflicts. Third, the scheme optimization lacks a dynamic adjustment mechanism. If traffic flow fluctuations or changes in construction progress occur during construction, the diversion schemes cannot be adapted and optimized in a timely manner, resulting in persistent traffic interference. Fourth, although some existing technologies have attempted to use a single simulation software or platform, they have not achieved deep integration of VISSIM traffic simulation, BIM 3D modeling, and GIS spatial analysis. Data cannot be shared, and the accuracy and practicality of simulation results are insufficient, making it difficult to meet the refined management needs of traffic diversion for construction around sensitive areas.

[0004] For example, in existing technologies, traffic simulation using VISSIM requires manual input of road network parameters, making it impossible to directly reuse the 3D data from the BIM model. This results in low modeling efficiency and large parameter errors. Furthermore, BIM models lack traffic simulation analysis capabilities, and GIS platforms can only achieve spatial positioning, failing to simulate dynamic changes in traffic flow. These three systems operate independently, failing to form a closed-loop management system of "modeling-simulation-evaluation-optimization." Simultaneously, for traffic interference control in sensitive areas such as schools and residential areas, there is a lack of targeted quantitative evaluation indicators and optimization methods, making it difficult to effectively reduce the impact of traffic diversion schemes on sensitive areas. Therefore, there is an urgent need for a construction area traffic diversion method that integrates 3D digital modeling, dynamic simulation, and quantitative evaluation and optimization to solve the aforementioned technical challenges. Summary of the Invention

[0005] To address the problems of existing traffic diversion schemes in construction areas lacking quantitative basis, poor 3D adaptability, insufficient dynamic optimization, and ineffective interference control in sensitive areas such as schools and residential areas, this invention provides a traffic diversion optimization and control method for construction areas. By integrating VISSIM traffic simulation software, BIM and GIS platforms, a 3D digital model of the construction area and surrounding road system is established. This model simulates the traffic operation status under different diversion schemes, performs quantitative evaluation and dynamic optimization, identifies potential congestion nodes and risk points in advance, and formulates targeted diversion and safety management measures to minimize interference with the traffic order of schools and residential areas, ensuring construction and traffic safety.

[0006] The present invention employs the following technical solution.

[0007] A method for optimizing and controlling traffic diversion in construction areas includes:

[0008] Step 1: Data collection and preprocessing for traffic diversion optimization control in the construction area;

[0009] Step 2: Construct a 3D digital basic model of the construction area based on the BIM and GIS platform;

[0010] Step 3: Build and configure the parameters of the VISSIM traffic simulation model;

[0011] Step 4: Conduct multi-scenario traffic simulation for the construction area;

[0012] Step 5: Conduct a quantitative assessment of the construction area and select the optimal solution;

[0013] Step 6: Dynamically optimize the optimal solution and formulate safety management measures;

[0014] Step 7: Implement the optimized traffic diversion plan and monitor it in real time.

[0015] Preferably, step 1 specifically includes:

[0016] Collect basic road network data, construction-related data, sensitive area data, and traffic flow data of the construction area and surrounding road system, and perform standardized preprocessing on the data.

[0017] Preferably, in step 1, the basic road network data includes road data collected within a 2km radius of the construction area through on-site surveys, GIS map downloads, and retrieval from traffic management departments. This data includes road grade, number of lanes, lane width, intersection locations, signal control parameters, etc., while also collecting topographic data and high-resolution satellite maps. Construction-related data includes collecting construction drawings and construction schedules for the construction area, determining the scope of the construction area, the width of the road occupied by construction, the construction period, and the location of construction entrances and exits. Sensitive area data includes collecting the location of primary schools around the construction area, the orientation of school gates, peak hours for going to and from school, and student travel volume; the location of residential areas, the number of entrances and exits, and peak travel times for residents. Traffic flow data includes collecting traffic flow data for the month prior to construction through a combination of installing traffic flow monitoring equipment at key nodes around the construction area and manual statistics. This data includes traffic flow during peak and off-peak hours, vehicle type composition, and vehicle speed. All collected data are standardized, i.e., outliers are removed, data formats are unified, and BIM model data, GIS spatial data, and traffic flow data are converted into interoperable formats.

[0018] Preferably, step 2 specifically includes:

[0019] BIM software is used to construct a 3D model of the construction area, surrounding roads, schools, and residential areas. The topography, road network distribution, and spatial data of sensitive areas of the construction area are imported into the GIS platform. The BIM model and GIS spatial data are then integrated to generate a 3D digital basic model of the construction area and the surrounding road system.

[0020] Preferably, step 3 specifically includes:

[0021] The core parameters of the 3D digital basic model are imported into the VISSIM traffic simulation software. Combined with traffic flow data, traffic flow parameters, signal control parameters, lane setting parameters, and diversion route parameters are configured to build the VISSIM traffic simulation model. A data exchange interface between the BIM-GIS model and the VISSIM traffic simulation model is established to achieve real-time data synchronization.

[0022] Preferably, step 4 specifically includes:

[0023] Based on the construction schedule, design at least two different traffic diversion schemes, and use VISSIM traffic simulation software to simulate the changes in traffic flow, vehicle speed distribution, node capacity and queue length under different diversion schemes, and output simulation data.

[0024] Preferably, step 5 specifically includes:

[0025] A quantitative evaluation system including interference indicators for sensitive areas is constructed. Based on the output simulation data, the values ​​of each evaluation indicator are calculated through quantitative formulas. The advantages and disadvantages of different traffic diversion schemes are compared and analyzed, and the optimal traffic diversion scheme is selected.

[0026] Preferably, in step 5, the quantization formula includes:

[0027] The node throughput quantification formula is shown below:

[0028] ;

[0029] in, The traffic capacity of traffic nodes; The number of effective lanes at the entrance of a traffic node; This is the lane width correction factor; The traffic flow is subject to a correction factor; This refers to the average headway of a standard passenger car.

[0030] The formula for quantifying queue length is divided into two traffic conditions: normal and oversaturated, corresponding to the following formulas respectively:

[0031] Formula for quantifying queue length under general traffic conditions:

[0032] ;

[0033] The formula for quantifying queue length under oversaturation conditions:

[0034] ;

[0035] in, This represents the maximum periodic queue length under normal traffic conditions. This represents the maximum periodic queue length under oversaturated traffic conditions. To decelerate the wave speed; Queue formation time s is the time interval from the appearance of the first vehicle in the queue to the end of the red light. Traffic density; The average length occupied by a single vehicle includes the vehicle's own length and the safety distance. This represents the maximum queue length in the previous cycle. To accelerate the wave speed; Green light duration;

[0036] The following is a formula for quantifying traffic disturbance in sensitive areas:

[0037] ;

[0038] in, Sensitive area; , , All are weighting coefficients; The average traffic speed on roads within a 50m radius of the sensitive area; Design speed for roads surrounding sensitive areas; This represents the maximum queue length for key nodes surrounding the sensitive area. The maximum allowed queue length at traffic nodes surrounding sensitive areas; The number of traffic conflicts around the sensitive area during the simulation period; This represents the total traffic flow around the sensitive area during the simulation period.

[0039] Preferably, in step 5, the method for selecting the optimal solution includes:

[0040] Execute the comprehensive evaluation formula for the following scheme:

[0041] ;

[0042] in, The comprehensive evaluation score for the improvement plan; To ensure the traffic capacity of the traffic nodes before construction; This represents the average queue length of each key node during the simulation period. This represents the maximum queue length for each key node before construction; 0.4, 0.3, and 0.3 are the weighting coefficients for each evaluation indicator.

[0043] Will The modification scheme with the largest value is taken as the optimal scheme.

[0044] Preferably, step 6 specifically includes:

[0045] Based on the optimal diversion scheme, VISSIM simulation software is used to simulate traffic flow fluctuations and sudden changes in construction schedule during the construction process, identify potential congestion nodes and safety risk points, and dynamically adjust and optimize the diversion scheme; at the same time, targeted traffic diversion and safety management measures are formulated for sensitive areas.

[0046] Preferably, step 7 specifically includes:

[0047] The optimized traffic diversion plan and safety management measures were applied to the actual construction process. The construction progress and traffic operation status were monitored in real time using the BIM-GIS platform. The diversion plan was then fine-tuned in real time based on the prediction results of the VISSIM traffic simulation model.

[0048] The beneficial effects of the present invention are as follows, compared with the prior art:

[0049] This invention breaks through the limitations of traditional traffic diversion schemes that rely on experience-based judgment. Through a 3D digital model constructed using BIM-GIS, it accurately presents the spatial relationship between the construction area and schools, residential areas, and the existing road network, avoiding flow line conflicts between diversion routes and sensitive areas. Combined with VISSIM traffic simulation software, it can simulate traffic operation states under different diversion schemes, predict traffic flow speed distribution, node capacity, and queue length in advance, and accurately identify potential congestion nodes and safety risk points. Compared to traditional schemes, the diversion scheme of this invention significantly improves traffic capacity recovery efficiency, reduces queue length, and keeps the error between simulation data and actual operation data within a reasonable range, greatly improving the scientific rigor and accuracy of the diversion scheme. Simultaneously, through data interoperability interfaces, it significantly improves modeling and simulation efficiency, avoiding errors caused by repetitive modeling. This invention constructs a quantitative evaluation system including a sensitive area interference index, achieving precise control of the interference level in sensitive areas through multi-dimensional quantitative formulas. Targeted traffic diversion and safety management measures are formulated based on the travel characteristics of schools and residential areas, optimizing diversion routes and signal timing to avoid peak travel times in sensitive areas. Verification through implementation examples shows that after adopting the traffic diversion scheme of this invention, the average traffic flow speed around the school is effectively controlled, the maximum queue length is reduced, the number of traffic conflicts is decreased, and traffic interference in sensitive areas is reduced. Traffic noise around residential areas is also reduced, and the interference of construction vehicles on residents' travel is significantly reduced, effectively ensuring the safety and convenience of students going to and from school and residents' daily travel, and solving the problem of insufficient interference control in sensitive areas in traditional schemes. This invention establishes a data interoperability mechanism between the BIM-GIS model and the VISSIM traffic simulation model, which can synchronize construction progress, traffic flow, and other data in real time. Combined with VISSIM simulation, it can respond promptly to emergencies during construction and dynamically adjust and optimize the traffic diversion scheme. At the same time, the actual traffic operation status is monitored in real time through the BIM-GIS platform, and the monitoring data is compared and analyzed with the simulation data to achieve real-time fine-tuning of the traffic diversion scheme, forming a closed-loop management of "modeling-simulation-evaluation-optimization-implementation-monitoring". Compared to traditional solutions, the modified solution of this invention has improved adaptability and can effectively cope with emergencies such as traffic flow fluctuations and changes in construction schedule, avoiding traffic congestion and safety risks caused by rigid solutions, and ensuring orderly traffic flow and construction safety during construction.This invention, through advance simulation of different traffic diversion schemes and selection of the optimal scheme, can reduce rework and traffic congestion management costs caused by unreasonable schemes, thereby lowering construction costs. Simultaneously, by identifying potential safety risks in advance and developing targeted safety management measures, it can effectively reduce the occurrence of traffic accidents. Verification through examples shows that the incidence of construction safety accidents has decreased by more than 65%, ensuring the safety of construction workers and traffic participants. Furthermore, by dynamically optimizing traffic diversion schemes, it reduces traffic congestion duration and improves traffic efficiency, indirectly reducing economic losses caused by traffic delays, demonstrating significant economic and social benefits. This invention is applicable to various municipal road construction projects, pipeline laying projects, and other projects involving traffic diversion, especially those involving sensitive areas such as surrounding schools and residential areas. The method can flexibly adjust the weight coefficients and parameter values ​​of the quantitative formula according to different construction scenarios and the characteristics of different sensitive areas, adapting to the needs of different projects. Moreover, this method integrates existing mature VISSIM, BIM, and GIS technologies, is easy to operate, requires no additional large-scale equipment investment, is easy for engineering technicians to master and apply, and has broad applicability and promotional value, providing a reference for traffic diversion optimization in similar construction projects. Attached Figure Description

[0050] Figure 1 This is a flowchart of the traffic diversion and optimization control method for the construction area in this invention. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of this invention. The embodiments described in this application are merely some embodiments of this invention, and not all embodiments. Based on the spirit of this invention, other embodiments obtained by those skilled in the art without creative effort are all within the protection scope of this invention.

[0052] like Figure 1 As shown, this invention proposes a traffic diversion and optimization control method for construction areas, comprising the following steps:

[0053] This invention achieves deep integration of VISSIM, BIM, and GIS, establishing a data interoperability interface. It combines the high-resolution 3D modeling of BIM, the spatial analysis capabilities of GIS, and the traffic simulation advantages of VISSIM, solving the problems of isolated models and inability to share data in traditional technologies. This improves the accuracy and practicality of simulation models. Furthermore, through a self-developed data interoperability interface, it enables bidirectional data transmission between VISSIM and BIM combined with the GIS platform, significantly improving modeling and simulation efficiency. Finally, it constructs a quantitative evaluation system including a sensitive area interference index, using multi-dimensional quantitative formulas to achieve objective evaluation of the modification plan. Precise assessment breaks through the limitations of traditional experience-based judgment, especially for sensitive areas such as schools and residential areas, enabling quantitative control of the degree of interference; a dynamic optimization mechanism for traffic diversion schemes is established, combining VISSIM simulation and BIM-GIS real-time monitoring data, which can respond promptly to emergencies such as changes in construction progress and fluctuations in traffic flow, dynamically adjusting the diversion schemes to ensure their adaptability; a closed-loop management process is formed, encompassing data collection, 3D modeling, simulation, quantitative assessment, dynamic optimization, and implementation monitoring, achieving refined and intelligent management of traffic diversion in construction areas and effectively reducing traffic interference in sensitive areas. The specific steps are as follows:

[0054] Step 1: Data collection and preprocessing for traffic diversion optimization control in the construction area;

[0055] In a preferred but non-limiting embodiment of the present invention, step 1 specifically includes:

[0056] Collect basic road network data, construction-related data, sensitive area data, and traffic flow data for the construction area and surrounding road system. Perform standardized preprocessing on the data to ensure its integrity and consistency. Sensitive areas include schools and residential areas surrounding the construction area.

[0057] In a preferred but non-limiting embodiment of the present invention, in step 1, the basic road network data includes road data collected within a 2km radius of the construction area through on-site surveys, GIS map downloads, and retrieval from traffic management departments. This data includes road grade, number of lanes, lane width, intersection location, signal control parameters, etc. Simultaneously, topographic data and high-resolution satellite maps are collected to ensure data accuracy. Construction-related data includes collecting construction drawings and construction schedules for the construction area, determining the scope of the construction area, the width of the road occupied by construction, the construction period, and the location of construction entrances and exits. Sensitive area data includes collecting the location, gate orientation, peak school hours (e.g., 7:00-8:00, 16:30-17:30), and student travel volume of primary schools surrounding the construction area; and the location, number of entrances and exits of residential areas, and peak resident travel hours (e.g., 7:30-9:00, 18:00-20:00). Data such as 0:00 (the peak hours for school commuting) is collected, with student travel volume during peak hours for primary schools reaching 800 person-times per hour and peak travel volume for residential areas reaching 500 person-times per hour. Traffic flow data includes data collected one month prior to construction, obtained through a combination of installing traffic flow monitoring equipment at key nodes around the construction area and manual statistics. This data includes traffic flow during peak hours (e.g., 7:00-9:00, 17:00-19:00) and off-peak hours, vehicle type composition (e.g., 85% small cars, 15% large cars), and vehicle speed. All collected data undergoes standardization processing, namely, removing outliers (such as abnormal data caused by traffic flow monitoring equipment malfunctions), unifying data formats, and converting BIM model data, GIS spatial data, and traffic flow data into interoperable formats to ensure data integrity and consistency, laying the foundation for subsequent model building.

[0058] Step 2: Construct a 3D digital basic model of the construction area based on the BIM and GIS platform;

[0059] In a preferred but non-limiting embodiment of the present invention, step 2 specifically includes:

[0060] Using BIM software, a detailed 3D model of the construction area, surrounding roads, schools, and residential areas is constructed. Spatial data such as topography, road network distribution, and location of sensitive areas in the construction area are imported using a GIS platform. The BIM model and GIS spatial data are then integrated to generate a 3D digital basic model of the construction area and its surrounding road system.

[0061] For example, in step 2, Revit software is used to construct a 3D model of the construction area (including construction fences, construction machinery, temporary construction facilities, etc.), a 3D model of the surrounding roads (including lanes, sidewalks, guardrails, traffic signs and markings, etc.), and a 3D model of the primary school and residential area (including building outlines, entrance and exit locations, surrounding greenery, etc.) based on construction drawings and site survey data. The modeling accuracy reaches LOD400 to ensure that the model can accurately reflect the spatial relationships of the actual scene. ArcGIS software is used to import topographic data, road network distribution data, and sensitive area location data of the construction area and its surroundings to establish a GIS spatial database. The interface imports the BIM model into the ArcGIS platform, performs coordinate calibration and overlay fusion of the BIM model and GIS spatial data, and generates a 3D digital basic model of the construction area and surrounding road system. This model can intuitively present the spatial relationship between the construction area and schools, residential areas, and existing road networks, facilitating subsequent route planning. The fused 3D digital basic model is optimized by adding detailed elements such as traffic signs, traffic lights, and pedestrian crossings to ensure that the model is highly consistent with the actual scene. At the same time, according to the VISSIM simulation modeling requirements, core parameters (such as lane width, node positions, and sensitive area boundaries) are extracted from the model to facilitate subsequent import into the VISSIM software.

[0062] Step 3: Build and configure the parameters of the VISSIM traffic simulation model;

[0063] In a preferred but non-limiting embodiment of the present invention, step 3 specifically includes:

[0064] Import the core parameters of the 3D digital basic model in step 2 into the VISSIM traffic simulation software. Combine the traffic flow data collected in step 1, configure the traffic flow parameters, signal control parameters, lane setting parameters, and diversion route parameters to build the VISSIM traffic simulation model. Establish a data exchange interface between the BIM-GIS model and the VISSIM traffic simulation model to achieve real-time data synchronization.

[0065] For example, in step 3, the core parameters extracted from the 3D digital basic model in step 2, such as the number of lanes, lane width, node location, and road network topology, are imported into the VISSIM traffic simulation software (using VISSIM version 11.0) through the data exchange interface. This automatically generates a VISSIM simulation road network, eliminating the need for manual drawing and reducing modeling errors. Simultaneously, an initial simulation road network with elevation information is generated based on the road centerline to ensure that the road network elevation matches the actual terrain. Combining the traffic flow data collected in step 1, the traffic flow parameters of the VISSIM traffic simulation model are configured, including traffic flow during peak and off-peak hours, vehicle type composition, vehicle speed, and headway. The vehicle type composition is configured through the vehicle type editing function in the VISSIM software to match the actual traffic flow characteristics. Based on the pre-construction signal control data and the requirements of the diversion plan, the intersection signal control parameters are configured, including signal cycle, green light duration, and yellow light duration, which can be adjusted later according to different diversion plans. An interface for setting diversion routes is reserved, and parameters such as temporary lane width, detour route direction, and temporary traffic sign location are configured according to the subsequently designed diversion plan. Simultaneously, a simulation model of the construction area enclosure is set up to simulate the impact of construction on traffic. The data interoperability between the BIM-GIS model and the VISSIM traffic simulation model is verified, ensuring that changes in construction progress in the BIM model and spatial location adjustments in the GIS model can be synchronized to the VISSIM traffic simulation model in real time. Conversely, traffic operation data from the VISSIM traffic simulation model can be synchronized back to the BIM-GIS platform, achieving real-time data sharing.

[0066] Step 4: Conduct multi-scenario traffic simulation for the construction area;

[0067] In a preferred but non-limiting embodiment of the present invention, step 4 specifically includes:

[0068] Based on the construction schedule, design at least two different traffic diversion schemes (including temporary lane setup, detour route planning, signal timing adjustment, etc.), and use VISSIM traffic simulation software to simulate the changes in traffic flow, vehicle speed distribution, node capacity and queue length under different diversion schemes, and output simulation data.

[0069] For example, in step 4, based on the construction schedule, two different traffic diversion schemes are designed, with a focus on the travel needs of schools and residential areas:

[0070] Option 1: Temporary detour plan. Close half of the road in the construction area and guide vehicles to detour via surrounding side roads. The detour route will avoid the entrance of the primary school and the entrances and exits of residential areas. Temporary traffic guidance signs will be set up along the detour route. During the peak hours of primary school drop-off and pick-up, temporary pedestrian crossings and simulated traffic assistant models will be set up at the school entrance.

[0071] Option 2: Temporary lane solution. Close half of the road in the construction area and divide the remaining half into temporary two-way lanes (one lane each, 3.5m wide). Retain the pedestrian crossing, adjust the intersection signal timing, extend the green light duration during peak hours to 35s, and set up temporary stop and yield signs at the construction entrance and exit.

[0072] The parameters of the two traffic diversion schemes were input into the VISSIM traffic simulation model. The simulation period was set to 120 minutes (including 60 minutes of peak hours and 60 minutes of off-peak hours), and the simulation step size was 1 second. Virtual detectors were set up at key locations such as within 50 meters of the sensitive area, construction entrances / exits, and intersections to collect simulation data such as traffic flow speed, queue length, and number of traffic conflicts. The VISSIM traffic simulation models of the two diversion schemes were run separately, and the simulation data were output, including the capacity of each key node, average traffic flow speed, maximum queue length, number of traffic conflicts around the sensitive area, and traffic interference index of the sensitive area, providing data support for subsequent quantitative evaluation. Among them, the simulation of Scheme 1 showed that the average capacity of the node during peak hours was 1500 pcu / h, and that of Scheme 2 was 1400 pcu / h.

[0073] Step 5: Conduct a quantitative assessment of the construction area and select the optimal solution;

[0074] In a preferred but non-limiting embodiment of the present invention, step 5 specifically includes:

[0075] A quantitative evaluation system including interference indicators for sensitive areas is constructed. Based on the simulation data output in step 4, the values ​​of each evaluation indicator are calculated using quantitative formulas. The advantages and disadvantages of different traffic diversion schemes are compared and analyzed, and the optimal traffic diversion scheme is selected.

[0076] In a preferred but non-limiting embodiment of the present invention, in step 5, the quantification formula includes:

[0077] The node throughput quantification formula is shown below:

[0078] ;

[0079] in, The capacity of traffic nodes (such as intersections and construction entrances / exits) is expressed in pcu / h (standard passenger cars per hour). The effective number of lanes at the entrance of a traffic node is determined by the lane width and lane quantity parameters extracted from the BIM-GIS model, and invalid lanes occupied by construction are excluded. This is the lane width correction factor, determined based on the actual lane width. When the lane width is 3.5m, f_w = 1.0. For every 0.1m increase or decrease in lane width, The corresponding increase or decrease is 0.02; The traffic flow composition correction coefficient is determined by combining the vehicle type data collected in step 1. When the proportion of small cars is ≥80%, =1.0, for every 10% increase in the proportion of large vehicles, Decrease by 0.05; The average headway for a standard passenger car is expressed in seconds per cubic centimeter (s / pcu), output by the VISSIM traffic simulation model and can be dynamically adjusted based on simulation results.

[0080] The formula for quantifying queue length is divided into two types of traffic conditions: general (non-saturated) and oversaturated, corresponding to the following formulas respectively:

[0081] The formula for quantifying queue length under general traffic conditions (number of vehicles arriving within one hour cycle < node capacity):

[0082] ;

[0083] The formula for quantifying queue length under oversaturation conditions (number of vehicles arriving within one hour ≥ node capacity):

[0084] ;

[0085] in, This represents the maximum periodic queue length under normal traffic conditions. This represents the maximum periodic queue length under oversaturated traffic conditions. The deceleration wave velocity is calculated from vehicle speed and position data extracted by VISSIM simulation software, and is a negative value (representing that the wave propagates upstream of the inlet lane). Queue formation time s is the time interval from the appearance of the first vehicle in the queue to the end of the red light. The traffic flow density is output by the VISSIM traffic simulation model software, and the calculation formula is as follows: = (Number of vehicles in the simulation area / Length of roads in the simulation area) × Permeability correction factor; The average length occupied by a single vehicle includes the vehicle's own length and the safety distance. This represents the maximum queue length in the previous cycle. To accelerate the wave speed, the data was calculated from the vehicle's speed and position during the starting phase, extracted by the VISSIM simulation software. The result was a positive value (representing the wave propagating downstream of the inlet channel). The duration of the green light is determined by the signal timing parameters in the relocation plan.

[0086] The following is a formula for quantifying traffic disturbance in sensitive areas:

[0087] ;

[0088] in, Sensitive area; , , All are weighting coefficients, satisfying + + =1, adjusted according to the type of sensitive area (school area: =0.3, =0.4, =0.3; Residential area: =0.4, =0.3, =0.3); The average traffic speed within a 50m radius of the sensitive area is output by the VISSIM traffic simulation model. The design speed for roads around sensitive areas is determined by basic road network data (30km / h by default around schools, and 40km / h by default around residential areas). The maximum queue length at key nodes around sensitive areas (such as school gates and residential entrances) is calculated using a queue length quantification formula. The maximum allowed queue length for traffic nodes around sensitive areas (L_limit=5m at school gates, L_limit=10m at residential area entrances). The number of traffic conflicts (such as vehicle-pedestrian conflicts and vehicle-non-motorized vehicle conflicts) around the sensitive area during the simulation period is output by the VISSIM traffic simulation model. The total traffic flow around the sensitive area during the simulation period is output by the VISSIM traffic simulation model.

[0089] In a preferred but non-limiting embodiment of the present invention, the method for selecting the optimal solution in step 5 includes:

[0090] Execute the comprehensive evaluation formula for the following scheme:

[0091] ;

[0092] in, To determine the comprehensive evaluation score of the improvement plan, The higher the value, the better the solution; The traffic capacity of the traffic nodes before construction is calculated from the traffic flow data collected in step 1 before construction. The average queue length of each key node during the simulation period is output by the VISSIM traffic simulation model. The maximum queue length at each key node before construction is calculated from the traffic data collected in step 1 before construction; 0.4, 0.3, and 0.3 are the weight coefficients of each evaluation indicator, corresponding to the traffic capacity recovery rate, the degree of congestion improvement, and the effect of interference control in sensitive areas, respectively.

[0093] Will The modification scheme with the largest value is taken as the optimal scheme.

[0094] Step 6: Dynamically optimize the optimal solution and formulate safety management measures;

[0095] In a preferred but non-limiting embodiment of the present invention, step 6 specifically includes:

[0096] Based on the optimal diversion plan, VISSIM simulation software is used to simulate unexpected situations such as traffic flow fluctuations and changes in construction progress during the construction process, identify potential congestion nodes and safety risk points, and dynamically adjust and optimize the diversion plan; at the same time, targeted traffic diversion and safety management measures are formulated for sensitive areas (schools, residential areas).

[0097] For example, in step 6, based on the optimal traffic diversion scheme (Scheme 1), VISSIM simulation software is used to simulate possible emergencies during construction, including a sudden increase in traffic flow during peak hours (20% increase from the original flow), a temporary increase in road width occupied by construction (to 4m), and a sudden increase in student travel during peak hours for primary school arrival and departure. Potential congestion nodes and safety risk points are identified. Simulation results show that the potential congestion node is the intersection of the detour route and the main road, and the potential safety risk point is the entrance to the primary school (the conflict point between the pedestrian crossing and the detour route). For the identified potential congestion nodes and risk points, the traffic diversion scheme is dynamically adjusted: at the intersection of the detour route and the main road, the signal timing is adjusted. The green light duration during peak hours was extended to 35 seconds, and one temporary entrance lane was added to improve the node's throughput. VISSIM simulation verified that the optimized maximum queue length at this node decreased from 7 meters to 4 meters. For safety risk points near primary school entrances, detour routes were adjusted to avoid pedestrian crossings near the school, and temporary speed bumps were installed at the school entrances (speed bump parameters were set in the simulation model to reduce vehicle speeds to below 20 km / h). Traffic management time during peak school hours was extended. Targeted traffic diversion and safety management measures were developed based on the characteristics of sensitive areas, adhering to relevant management requirements: during peak school hours (7:00-8:00, 16:30-17:30), two traffic police officers were assigned to manage traffic. Traffic assistants are stationed at school gates to guide vehicles to slow down and give way to students. Simulation nodes for these assistants are set up in the VISSIM simulation model to simulate their guidance effect. Warning signs reading "Slow Down, Caution: Students" and speed limit signs (20 km / h) are placed within a 50m radius of the school gate. Perforated barriers are installed to facilitate observation of vehicles and pedestrians, and warning lights are activated at night. The pedestrian crossing at the primary school gate is optimized with colored crossings and extended green light duration to ensure student safety. Temporary stop signs are installed at residential community entrances to prohibit construction vehicles from stopping there. Construction vehicle entrances are equipped with video surveillance systems and vehicle washing facilities. Dedicated personnel will be assigned to wash the surfaces; the connection between detour routes and residential entrances / exits will be optimized to avoid conflicts between detour vehicles and resident vehicles, and temporary traffic guidance signs will be set up at conflict points; noise from construction machinery will be reduced at night (22:00-6:00 the next day), and construction vehicles will be prevented from honking at night to minimize disturbance to residents' rest; continuous fencing with a height of 2.5m will be set up in the construction area, safety warning signs will be posted, and the fencing sprinklers will be turned on at regular intervals, and water will be sprayed on the construction road surface to suppress dust; dedicated safety managers will be assigned to the construction entrances / exits to assist traffic police in directing and managing traffic, and additional traffic control personnel will be added during peak hours; an emergency plan for road construction traffic safety accidents will be developed, and on-site drills will be organized every six months to ensure timely handling of emergencies.

[0098] Step 7: Implement the optimized traffic diversion plan and monitor it in real time.

[0099] In a preferred but non-limiting embodiment of the present invention, step 7 specifically includes:

[0100] The optimized traffic diversion plan and safety management measures were applied to the actual construction process. The construction progress and traffic operation status were monitored in real time using the BIM-GIS platform. Combined with the prediction results of the VISSIM traffic simulation model, the diversion plan was fine-tuned in real time to ensure traffic order and construction safety.

[0101] For example, in step 7, the optimized traffic diversion plan and safety management measures are applied to the actual construction process. Construction personnel and traffic assistants are trained to clarify the diversion routes, signal control requirements, and safety management responsibilities. Temporary traffic signs, markings, barriers, speed bumps, and other facilities are set up according to the plan to guide vehicles to travel along the detour routes. The construction progress and traffic operation status are monitored in real time using the BIM-GIS platform. Real-time traffic flow, vehicle speed, queue length, and other data are collected through monitoring equipment installed in the construction area and surrounding key nodes, and synchronized to the BIM-GIS platform for comparison and analysis with the predicted data from the VISSIM simulation model. Based on the comparison results between the real-time monitoring data and the simulation prediction data, the diversion plan is fine-tuned in real time. For example, when the queue length at a certain node exceeds the allowable value, the signal timing is adjusted in a timely manner. When the construction progress is ahead of schedule or behind schedule, the position of the construction barriers and the parameters of the diversion routes are adjusted to ensure traffic order and construction safety until the construction is completed, at which point the diversion plan is terminated.

[0102] The beneficial effects of the present invention are as follows, compared with the prior art:

[0103] This invention breaks through the limitations of traditional traffic diversion schemes that rely on experience-based judgment. Through a 3D digital model constructed using BIM-GIS, it accurately presents the spatial relationship between the construction area and schools, residential areas, and the existing road network, avoiding flow line conflicts between diversion routes and sensitive areas. Combined with VISSIM traffic simulation software, it can simulate traffic operation states under different diversion schemes, predict traffic flow speed distribution, node capacity, and queue length in advance, and accurately identify potential congestion nodes and safety risk points. Compared to traditional schemes, the diversion scheme of this invention significantly improves traffic capacity recovery efficiency, reduces queue length, and keeps the error between simulation data and actual operation data within a reasonable range, greatly improving the scientific rigor and accuracy of the diversion scheme. Simultaneously, through data interoperability interfaces, it significantly improves modeling and simulation efficiency, avoiding errors caused by repetitive modeling. This invention constructs a quantitative evaluation system including a sensitive area interference index, achieving precise control of the interference level in sensitive areas through multi-dimensional quantitative formulas. Targeted traffic diversion and safety management measures are formulated based on the travel characteristics of schools and residential areas, optimizing diversion routes and signal timing to avoid peak travel times in sensitive areas. Verification through implementation examples shows that after adopting the traffic diversion scheme of this invention, the average traffic flow speed around the school is effectively controlled, the maximum queue length is reduced, the number of traffic conflicts is decreased, and traffic interference in sensitive areas is reduced. Traffic noise around residential areas is also reduced, and the interference of construction vehicles on residents' travel is significantly reduced, effectively ensuring the safety and convenience of students going to and from school and residents' daily travel, and solving the problem of insufficient interference control in sensitive areas in traditional schemes. This invention establishes a data interoperability mechanism between the BIM-GIS model and the VISSIM traffic simulation model, which can synchronize construction progress, traffic flow, and other data in real time. Combined with VISSIM simulation, it can respond promptly to emergencies during construction and dynamically adjust and optimize the traffic diversion scheme. At the same time, the actual traffic operation status is monitored in real time through the BIM-GIS platform, and the monitoring data is compared and analyzed with the simulation data to achieve real-time fine-tuning of the traffic diversion scheme, forming a closed-loop management of "modeling-simulation-evaluation-optimization-implementation-monitoring". Compared to traditional solutions, the modified solution of this invention has improved adaptability and can effectively cope with emergencies such as traffic flow fluctuations and changes in construction schedule, avoiding traffic congestion and safety risks caused by rigid solutions, and ensuring orderly traffic flow and construction safety during construction.This invention, through advance simulation of different traffic diversion schemes and selection of the optimal scheme, can reduce rework and traffic congestion management costs caused by unreasonable schemes, thereby lowering construction costs. Simultaneously, by identifying potential safety risks in advance and developing targeted safety management measures, it can effectively reduce the occurrence of traffic accidents. Verification through examples shows that the incidence of construction safety accidents has decreased by more than 65%, ensuring the safety of construction workers and traffic participants. Furthermore, by dynamically optimizing traffic diversion schemes, it reduces traffic congestion duration and improves traffic efficiency, indirectly reducing economic losses caused by traffic delays, demonstrating significant economic and social benefits. This invention is applicable to various municipal road construction projects, pipeline laying projects, and other projects involving traffic diversion, especially those involving sensitive areas such as surrounding schools and residential areas. The method can flexibly adjust the weight coefficients and parameter values ​​of the quantitative formula according to different construction scenarios and the characteristics of different sensitive areas, adapting to the needs of different projects. Moreover, this method integrates existing mature VISSIM, BIM, and GIS technologies, is easy to operate, requires no additional large-scale equipment investment, is easy for engineering technicians to master and apply, and has broad applicability and promotional value, providing a reference for traffic diversion optimization in similar construction projects.

[0104] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the specific implementation of the present invention without departing from the spirit and scope of the present invention. Any modifications or equivalent substitutions should be covered within the scope of protection of the claims of the present invention.

Claims

1. A method for optimizing and controlling traffic diversion in a construction area, characterized in that, include: Step 1: Data collection and preprocessing for traffic diversion optimization control in the construction area; Step 2: Construct a 3D digital basic model of the construction area based on the BIM and GIS platform; Step 3: Build and configure the parameters of the VISSIM traffic simulation model; Step 4: Conduct multi-scenario traffic simulation for the construction area; Step 5: Conduct a quantitative assessment of the construction area and select the optimal solution; Step 6: Dynamically optimize the optimal solution and formulate safety management measures; Step 7: Implement the optimized traffic diversion plan and monitor it in real time; Step 5 specifically includes: A quantitative evaluation system including interference indicators for sensitive areas is constructed. Based on the output simulation data, the values ​​of each evaluation indicator are calculated through quantitative formulas. The advantages and disadvantages of different traffic diversion schemes are compared and analyzed, and the optimal traffic diversion scheme is selected. In step 5, the quantization formula includes: The node throughput quantification formula is shown below: ； in, The traffic capacity of traffic nodes; This refers to the number of effective lanes at the entrance of a traffic node. This is the lane width correction factor; The traffic flow is subject to a correction factor; This refers to the average headway of a standard passenger car. The formula for quantifying queue length is divided into two traffic conditions: normal and oversaturated, corresponding to the following formulas respectively: Formula for quantifying queue length under general traffic conditions: ； Quantification formula for queue length under oversaturation conditions: ； in, This represents the maximum periodic queue length under normal traffic conditions. This represents the maximum periodic queue length under oversaturated traffic conditions. To decelerate the wave speed; Queue formation time s is the time interval from the appearance of the first vehicle in the queue to the end of the red light. Traffic density; The average length occupied by a single vehicle includes the vehicle's own length and the safety distance. This represents the maximum queue length in the previous cycle. To accelerate the wave speed; Green light duration; The following is a formula for quantifying traffic disturbance in sensitive areas: ； in, Sensitive area; , , All are weighting coefficients; The average traffic speed on roads within a 50m radius of the sensitive area; Design speed for roads surrounding sensitive areas; This represents the maximum queue length for key nodes surrounding the sensitive area. The maximum allowed queue length at traffic nodes surrounding sensitive areas; The number of traffic conflicts around the sensitive area during the simulation period; This represents the total traffic flow around the sensitive area during the simulation period.

2. The traffic diversion and optimization control method for construction areas according to claim 1, characterized in that, Step 1 specifically includes: Collect basic road network data, construction-related data, sensitive area data, and traffic flow data of the construction area and surrounding road system, and perform standardized preprocessing on the data.

3. The traffic diversion and optimization control method for construction areas according to claim 2, characterized in that, In step 1, the basic road network data includes road data collected within a 2km radius of the construction area through on-site surveys, GIS map downloads, and retrieval from traffic management departments. This data includes road grade, number of lanes, lane width, intersection locations, signal control parameters, etc., while also collecting topographic data and high-resolution satellite maps. Construction-related data includes collecting construction drawings and construction schedules for the construction area, determining the scope of the construction area, the width of the road occupied by construction, the construction period, and the location of construction entrances and exits. Sensitive area data includes collecting the location of primary schools around the construction area, the orientation of school gates, peak hours for going to and from school, and student travel volume; the location of residential areas, the number of entrances and exits, and peak travel times for residents. Traffic flow data includes collecting traffic flow data for the month prior to construction through a combination of installing traffic flow monitoring equipment at key nodes around the construction area and manual statistics. This data includes traffic flow during peak and off-peak hours, vehicle type composition, and vehicle speed. All collected data undergoes standardization processing, i.e., outliers are removed, data formats are unified, and BIM model data, GIS spatial data, and traffic flow data are converted into interoperable formats.

4. The traffic diversion and optimization control method for construction areas according to claim 3, characterized in that, Step 2 specifically includes: BIM software is used to construct a 3D model of the construction area, surrounding roads, schools, and residential areas. The topography, road network distribution, and spatial data of sensitive areas of the construction area are imported into the GIS platform. The BIM model and GIS spatial data are then integrated to generate a 3D digital basic model of the construction area and the surrounding road system. Step 3 specifically includes: The core parameters of the 3D digital basic model are imported into the VISSIM traffic simulation software. Combined with traffic flow data, traffic flow parameters, signal control parameters, lane setting parameters, and diversion route parameters are configured to build the VISSIM traffic simulation model. A data exchange interface between the BIM-GIS model and the VISSIM traffic simulation model is established to achieve real-time data synchronization.

5. The traffic diversion and optimization control method for construction areas according to claim 4, characterized in that, Step 4 specifically includes: Based on the construction schedule, design at least two different traffic diversion schemes, and use VISSIM traffic simulation software to simulate the changes in traffic flow, vehicle speed distribution, node capacity and queue length under different diversion schemes, and output simulation data.

6. The traffic diversion and optimization control method for construction areas according to claim 5, characterized in that, In step 5, the method for selecting the optimal solution includes: Execute the comprehensive evaluation formula for the following scheme: ； in, The comprehensive evaluation score for the guidance and improvement plan; To ensure the traffic capacity of the traffic nodes before construction; This represents the average queue length of each key node during the simulation period. This represents the maximum queue length for each key node before construction; 0.4, 0.3, and 0.3 are the weighting coefficients for each evaluation indicator. Will The modification scheme with the largest value is taken as the optimal scheme.

7. The traffic diversion and optimization control method for construction areas according to claim 6, characterized in that, Step 6 specifically includes: Based on the optimal diversion scheme, VISSIM simulation software is used to simulate traffic flow fluctuations and sudden changes in construction schedule during the construction process, identify potential congestion nodes and safety risk points, and dynamically adjust and optimize the diversion scheme; at the same time, targeted traffic diversion and safety management measures are formulated for sensitive areas.

8. The traffic diversion and optimization control method for construction areas according to claim 7, characterized in that, Step 7 specifically includes: The optimized traffic diversion plan and safety management measures were applied to the actual construction process. The construction progress and traffic operation status were monitored in real time using the BIM-GIS platform. The diversion plan was then fine-tuned in real time based on the prediction results of the VISSIM traffic simulation model.

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