CN110826937B - Highway dangerous section identification method - Google Patents
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Abstract
The invention relates to a technology for identifying dangerous road sections of a road, in particular to a method for identifying dangerous road sections of a road. The method solves the problems that the existing method for identifying the dangerous road sections of the road cannot identify potential dangerous road sections, is low in identification accuracy and long in identification period. A method for identifying dangerous road sections of a road is realized by adopting the following steps: the method comprises the following steps: collecting technical indexes of each road section; step two: determining whether a certain path segment is an evaluation object or not according to the technical index of the path segment; step three: calculating an intrinsic risk value of the road section determined as the evaluation object according to the technical index of the road section; step four: determining an operation risk influence coefficient of the road section determined as the evaluation object; step five: calculating an operation risk value F according to the intrinsic risk value and the operation risk influence coefficient of the road section; step six: and determining the risk level of the road section according to the operation risk value F of the road section. The method is suitable for identifying dangerous road sections of the road.
Description
Technical Field
The invention relates to a technology for identifying dangerous road sections of a road, in particular to a method for identifying dangerous road sections of a road.
Background
The identification of the dangerous road sections of the road is the premise of treating the dangerous road sections of the road, and has great significance for improving the traffic safety level of the road. Under the prior art, the identification method of the dangerous road sections of the highway mainly comprises an accident number method, an accident rate method, a probability theory-mathematical statistics method and the like. However, practice shows that the existing identification method for dangerous road sections of roads has the following problems due to the limitation of the principle of the method: first, the conventional identification method for dangerous road sections on roads needs to rely on accident data for identification, so that only dangerous road sections with accidents can be identified, but potential dangerous road sections cannot be identified, and accidents cannot be prevented in advance. Secondly, the existing identification method for dangerous road sections of the highway generally has the problems of low identification accuracy and long identification period. Therefore, it is necessary to provide a method for identifying dangerous road sections of a road to solve the problems of the conventional method for identifying dangerous road sections of a road that a potential dangerous road section cannot be identified, the identification accuracy is low, and the identification period is long.
Disclosure of Invention
The invention provides a road dangerous road section identification method, aiming at solving the problems that the existing road dangerous road section identification method cannot identify potential dangerous road sections, is low in identification accuracy and long in identification period.
The invention is realized by adopting the following technical scheme:
a method for identifying dangerous road sections of a road is realized by adopting the following steps:
the method comprises the following steps: collecting technical indexes of each road section;
step two: determining whether a certain path is an evaluation object or not according to the technical index of the path;
the technical indexes comprise: flat curve length R, maximum longitudinal slope gradient I max Long and big longitudinal slope length LAverage longitudinal slope gradient I, super high S and parking sight distance L s And the vehicle-meeting visual distance L h The roadbed width change value delta W, the distance D between a tunnel outlet and a toll station and the plane crossing distance S;
the specific determination rule is as follows:
1) If the length R of the flat curve of a certain road section meets one of the following conditions, determining the road section as an evaluation object:
1.1 710m-R-1000m when the designed speed of the road section is 120 km/h;
1.2 440m & lt R & lt 700m when the design speed of a road section is 100 km/h;
1.3 270m-R-400m when the designed speed of the road section is 80 km/h;
1.4 135m-straw R-straw 200m when the designed speed of the road section is 60 km/h;
1.5 60m-R-100m when the designed speed of the road section is 40 km/h;
2) If the maximum longitudinal slope gradient I of a certain road section max And if one of the following conditions is met, determining the road section as an evaluation object:
2.1 4% when the designed speed of the road section is 120km/h>I max >2％；
2.2 When the designed speed of the road section is 100km/h, 5 percent>I max >3％；
2.3 6% when the design speed of the link is 80km/h>I max >4％；
2.4 6% when the designed speed of the road section is 60km/h>I max >5％；
2.5 7 percent when the designed speed of the road section is 40km/h>I max >6％；
3) If the long longitudinal slope length L and the average longitudinal slope I of a certain road section meet one of the following conditions, determining the road section as an evaluation object:
3.1 L >3Km, continuous multiple downhill slopes, I >3.0% when the link design speed is 120Km/h or 100 Km/h;
3.2 L >3Km, continuous multiple downhill slopes, I >4.0% when the link design speed is 80Km/h or 60Km/h or 40 Km/h;
4) If the superelevation S of a certain road section meets the following condition, determining the road section as an evaluation object:
5％<S<6％；
5) If the parking sight distance L of a certain road section s And determining the road section as an evaluation object when one of the following conditions is met:
5.1 210m when the link design speed is 120km/h<L s <315m；
5.2 160m when the link design speed is 100km/h<L s <240m；
5.3 110m when the link design speed is 80km/h<L s <165m；
5.4 75m when the link design speed is 60km/h<L s <115m；
5.5 40m when the link design speed is 40km/h<L s <60m；
6) If the sight distance L for meeting at a certain road section h And determining the road section as an evaluation object when one of the following conditions is met:
6.1 220m when the link design speed is 80km/h<L h <330m；
6.2 150m at a link design speed of 60km/h<L h <225m；
6.3 80m when the link design speed is 40km/h<L h <120m；
7) If the roadbed width variation value delta W of a certain road section meets one of the following conditions, determining the road section as an evaluation object:
7.1 3.75m > Δ W >1.5m when the link design speed is 120km/h or 100km/h or 80 km/h;
7.2 3.5m > Δ W >1.5m when the link design speed is 60km/h or 40 km/h;
8) If the distance D between the tunnel outlet of a certain road section and the toll station meets the following conditions, determining the road section as an evaluation object:
1Km<D<3Km；
9) If the plane crossing distance S of a certain road section meets one of the following conditions, determining the road section as an evaluation object:
9.1 1000m-S-2000m when the road section is a primary trunk line;
9.2 When the road section is distributed at one level, 500m-S-1000m are formed;
9.3 When the road section is a secondary trunk line, 500m-S-800m are formed by the yarn-woven fabrics;
9.4 300m-S-Ap-500m when the road section is in secondary distribution;
step three: calculating an intrinsic risk value of the road section determined as the evaluation object according to the technical index of the road section;
the intrinsic risk values include: flat curve intrinsic risk value B 1 Longitudinal slope intrinsic risk value B 2 Continuous downhill intrinsic risk value B 3 Ultra high intrinsic risk value B 4 Essential risk value of parking apparent distance B 5 Essential risk value B of vehicle meeting sight distance 6 Bound intrinsic risk value B 7 Essential risk value B of distance between tunnel exit and toll station 8 Plane cross pitch intrinsic risk value B 9 ；
The specific calculation method is as follows:
1) Calculating the intrinsic risk value B of the flat curve of the road section according to the length R of the flat curve of the road section 1 (ii) a The specific calculation formula is as follows:
1.1 B) when the link design speed is 120km/h 1 ＝(15-5)/(1000-710)*(R-710)+5；
1.2 B) when the link design speed is 100km/h 1 ＝(15-5)/(700-440)*(R-440)+5；
1.3 B) when the link design speed is 80km/h 1 ＝(15-5)/(400-270)*(R-270)+5；
1.4 B) when the link design speed is 60km/h 1 ＝(15-5)/(200-135)*(R-135)+5；
1.5 B) when the link design speed is 40km/h 1 ＝(15-5)/(100-60)*(R-60)+5；
2) According to the maximum longitudinal slope gradient I of the road section max Calculating the longitudinal slope intrinsic risk value B of the road section 2 (ii) a The specific calculation formula is as follows:
2.1 B) when the link design speed is 120km/h 2 ＝(20-10)/(4-2)*(I max -2)+10；
2.2 B) when the link design speed is 100km/h 2 ＝(20-10)/(5-3)*(I max -3)+10；
2.3 B) when the link design speed is 80km/h 2 ＝(20-10)/(6-4)*(I max -4)+10；
2.4 B) when the link design speed is 60km/h 2 ＝(20-10)/(6-5)*(I max -5)+10；
2.5 B) when the link design speed is 40km/h 2 ＝(20-10)/(7-6)*(I max -6)+10；
3) Calculating a continuous downhill intrinsic risk value B of the road section according to the long longitudinal slope length L and the average longitudinal slope I of the road section 3 (ii) a The specific calculation formula is as follows:
3.1 When the link design speed is 120km/h or 100km/h,
B 3 ＝(12-6)/(9.3-3)*(L-3)+6+(18-9)/(3.5-3.0)*(I-3.0)+9；
3.2 When the link design speed is 80km/h or 60km/h or 40km/h,
B 3 ＝(12-6)/(5.9-3)*(L-3)+6+(18-9)/(5.5-4.0)*(I-4.0)+9；
4) Calculating the ultrahigh intrinsic risk value B of the road section according to the ultrahigh S of the road section 4 (ii) a The specific calculation formula is as follows:
B 4 ＝(15-5)/(6-5)*(S-5)+5；
5) According to the parking sight distance L of the road section s Calculating the intrinsic risk value B of the parking sight distance of the road section 5 (ii) a The specific calculation formula is as follows:
5.1 B) when the link design speed is 120km/h 5 ＝(20-10)/(315-210)*(L s -210)+10；
5.2 B) when the link design speed is 100km/h 5 ＝(20-10)/(240-160)*(L s -160)+10；
5.3 B) when the link design speed is 80km/h 5 ＝(20-10)/(165-110)*(L s -110)+10；
5.4 B) when the link design speed is 60km/h 5 ＝(20-10)/(115-75)*(L s -75)+10；
5.5 ) on the roadWhen the segment design speed is 40km/h, B 5 ＝(20-10)/(60-40)*(L s -40)+10；
6) According to the sight distance L of the vehicles meeting h Calculating the essential risk value B of the vehicle-meeting sight distance of the road section 6 (ii) a The specific calculation formula is as follows:
6.1 B) when the link design speed is 80km/h 6 ＝(20-10)/(330-220)*(L h -220)+10；
6.2 B) when the link design speed is 60km/h 6 ＝(20-10)/(225-150)*(L h -150)+10；
6.3 B) when the link design speed is 40km/h 6 ＝(20-10)/(120-80)*(L h -80)+10；
7) Calculating a limit intrinsic risk value B of the road section according to the roadbed width change value delta W of the road section 7 (ii) a The specific calculation formula is as follows:
7.1 When the speed of the designed route section is 120km/h or 100km/h or 80km/h,
B 7 ＝(10-5)/(3.75-1.5)*(ΔW-1.5)+5；
7.2 When the link design speed is 60km/h or 40km/h,
B 7 ＝(10-5)/(3.5-1.5)*(ΔW-1.5)+5；
8) According to the distance D between the tunnel exit of the road section and the toll station, calculating the intrinsic risk value B between the tunnel exit of the road section and the toll station 8 (ii) a The specific calculation formula is as follows:
B 8 ＝(10-5)/(3-1)*(D-1)+5；
9) Calculating the plane crossing distance intrinsic risk value B of the road section according to the plane crossing distance S of the road section 9 (ii) a The specific calculation formula is as follows:
9.1 When the section is a first-class trunk, B) 9 ＝(10-5)/(2000-1000)*(S-1000)+5；
9.2 When the road section is first-level distributed, B 9 ＝(10-5)/(1000-500)*(S-500)+5；
9.3 When the section is a secondary trunk, B) 9 ＝(10-5)/(800-500)*(S-500)+5；
9.4 When the road section is two-level traffic, B 9 ＝(10-5)/(500-300)*(S-300)+5；
Step four: determining an operation risk influence coefficient of the road section determined as the evaluation object;
the operational risk impact coefficients include: a traffic volume influence coefficient t, an actual running speed influence coefficient s, a traffic composition proportion influence coefficient c, a traffic engineering and along-line facility influence coefficient p and other factor influence coefficients q;
the specific determination rule is as follows:
1) Determining a traffic volume influence coefficient t of the road section according to a ratio k of the actual traffic volume of the road section to the designed traffic volume; the specific determination rule is as follows:
1.1 T =1.3 when k > 1.2;
1.2 When k is more than 0.75 and less than or equal to 1.2, t is more than 1.0 and less than or equal to 1.3;
1.3 T =1.0 when k is 0.75 or less;
2) Determining an actual driving speed influence coefficient s of the road section according to a ratio k of the actual traffic volume of the road section to the designed traffic volume; the specific determination rule is as follows:
2.1 S =1.8 when k > 1.8;
2.2 When k is more than 1.2 and less than or equal to 1.8, s is more than 1.0 and less than or equal to 1.8;
2.3 S = 1.0) when k ≦ 1.2;
3) Determining a traffic composition proportion influence coefficient c of the road section according to the proportion q of the large vehicle flow to the total flow of the road section; the specific determination rule is as follows:
3.1 C =1.5 when q > 65%;
3.2 C is more than 1.0 and less than or equal to 1.5 when q is more than 25 percent and less than or equal to 65 percent;
3.3 C = 1.0) when q is equal to or less than 25%;
4) Determining traffic engineering and facility influence coefficients p along the road according to facility conditions of the road sections; the specific determination rule is as follows:
4.1 P =1.4 when the protective facility is defective;
4.2 P =1.2 when the tunnel ventilation, lighting facility is defective;
4.3 P =1.1 when marking a reticle defect;
4.4 P =1.0 when traffic engineering and along-line facilities are intact;
5) The maximum value of the influence coefficient q of other factors is 1.2;
step five: calculating an operation risk value F according to the intrinsic risk value and the operation risk influence coefficient of the road section; the specific calculation formula is as follows:
step six: determining the risk level of the road section according to the operation risk value F of the road section; the specific determination rule is as follows:
1) When the F is more than or equal to 80, the risk grade of the road section is IV grade;
2) When F is more than or equal to 60 and less than 80, the risk grade of the road section is grade III;
3) When F is more than or equal to 40 and less than 60, the risk grade of the road section is II grade;
4) When F is less than 40, the risk grade of the road section is I grade;
and if the risk level of the road section is III level or IV level, determining the road section as the dangerous road section.
Compared with the existing identification method for dangerous road sections of roads, the identification method for dangerous road sections of roads disclosed by the invention realizes identification of dangerous road sections of roads based on a brand new principle, thereby having the following advantages: firstly, the method does not need to rely on accident data for identification, but utilizes the technical indexes of the road sections for identification, so that the method can identify potential dangerous road sections, and can prevent accidents in advance. Secondly, the invention has higher identification accuracy and shorter identification period.
The method effectively solves the problems that the existing method for identifying the dangerous road sections of the road cannot identify potential dangerous road sections, is low in identification accuracy and long in identification period, and is suitable for identifying the dangerous road sections of the road.
Detailed Description
A method for identifying dangerous road sections of a road is realized by adopting the following steps:
the method comprises the following steps: collecting technical indexes of each road section;
step two: determining whether a certain path segment is an evaluation object or not according to the technical index of the path segment;
the technical indexes comprise: flat curve length R, maximum longitudinal slope gradient I max The length L of the long and large longitudinal slope, the average longitudinal slope gradient I, the height S and the parking sight distance L s And the vehicle-meeting visual distance L h The roadbed width change value delta W, the distance D between a tunnel outlet and a toll station and the plane crossing distance S;
the specific determination rule is as follows:
1) If the length R of the flat curve of a certain road section meets one of the following conditions, determining the road section as an evaluation object:
1.1 710m < -R < -1000m when the design speed of the road section is 120 km/h;
1.2 440m & ltr & gt 700m when the designed speed of the road section is 100 km/h;
1.3 270m-R-400m when the designed speed of the road section is 80 km/h;
1.4 135m < -R < -200m when the road section design speed is 60 km/h;
1.5 60m < -R < -100m when the road section design speed is 40 km/h;
2) If the maximum longitudinal slope gradient I of a certain road section max And if one of the following conditions is met, determining the road section as an evaluation object:
2.1 4% when the designed speed of the road section is 120km/h>I max >2％；
2.2 When the designed speed of the road section is 100km/h, 5 percent>I max >3％；
2.3 6% when the designed speed of the road section is 80km/h>I max >4％；
2.4 6% when the designed speed of the road section is 60km/h>I max >5％；
2.5 7 percent when the designed speed of the road section is 40km/h>I max >6％；
3) If the long longitudinal slope length L and the average longitudinal slope I of a certain road section meet one of the following conditions, determining the road section as an evaluation object:
3.1 L >3Km, continuous multiple downhill, I >3.0% when the road section design speed is 120Km/h or 100 Km/h;
3.2 L >3Km, continuous multiple downhill slopes, I >4.0% when the link design speed is 80Km/h or 60Km/h or 40 Km/h;
4) If the superelevation S of a certain road section meets the following condition, determining the road section as an evaluation object:
5％<S<6％；
5) If the parking sight distance L of a certain road section s And determining the road section as an evaluation object when one of the following conditions is met:
5.1 210m when the link design speed is 120km/h<L s <315m；
5.2 160m when the link design speed is 100km/h<L s <240m；
5.3 110m when the link design speed is 80km/h<L s <165m；
5.4 75m when the link design speed is 60km/h<L s <115m；
5.5 40m when the link design speed is 40km/h<L s <60m；
6) If the sight distance L for meeting at a certain road section h And determining the road section as an evaluation object when one of the following conditions is met:
6.1 220m when the link design speed is 80km/h<L h <330m；
6.2 150m at a link design speed of 60km/h<L h <225m；
6.3 80m at a link design speed of 40km/h<L h <120m；
7) If the roadbed width variation value delta W of a certain road section meets one of the following conditions, determining the road section as an evaluation object:
7.1 3.75m > Δ W >1.5m when the link design speed is 120km/h or 100km/h or 80 km/h;
7.2 3.5m > Δ W >1.5m when the link design speed is 60km/h or 40 km/h;
8) If the distance D between the tunnel outlet of a certain road section and the toll station meets the following conditions, determining the road section as an evaluation object:
1Km<D<3Km；
9) If the plane crossing distance S of a certain road section meets one of the following conditions, determining the road section as an evaluation object:
9.1 1000m-S-2000m when the road section is a primary trunk line;
9.2 500m-S-1000m when the road section is distributed at one level;
9.3 When the road section is a secondary trunk line, 500m-S-800m are formed by the yarn-woven fabrics;
9.4 300m-S-Ap-500m when the road section is in secondary distribution;
step three: calculating an intrinsic risk value of the road section determined as the evaluation object according to the technical index of the road section;
the intrinsic risk values include: flat curve intrinsic risk value B 1 And a longitudinal slope essential risk value B 2 Continuous downhill intrinsic risk value B 3 Ultra high intrinsic risk value B 4 Essential risk value of parking apparent distance B 5 Essential risk value B of vehicle meeting sight distance 6 Bound intrinsic risk value B 7 Essential risk value B of distance between tunnel exit and toll station 8 Plane cross pitch intrinsic risk value B 9 ；
The specific calculation method is as follows:
1) Calculating the intrinsic risk value B of the flat curve of the road section according to the length R of the flat curve of the road section 1 (ii) a The specific calculation formula is as follows:
1.1 B) when the link design speed is 120km/h 1 ＝(15-5)/(1000-710)*(R-710)+5；
1.2 B) when the link design speed is 100km/h 1 ＝(15-5)/(700-440)*(R-440)+5；
1.3 B) when the link design speed is 80km/h 1 ＝(15-5)/(400-270)*(R-270)+5；
1.4 B) when the link design speed is 60km/h 1 ＝(15-5)/(200-135)*(R-135)+5；
1.5 B) when the link design speed is 40km/h 1 ＝(15-5)/(100-60)*(R-60)+5；
2) According to the maximum longitudinal slope gradient I of the road section max CalculatingLongitudinal slope intrinsic risk value B of road section 2 (ii) a The specific calculation formula is as follows:
2.1 B) when the link design speed is 120km/h 2 ＝(20-10)/(4-2)*(I max -2)+10；
2.2 B) when the link design speed is 100km/h 2 ＝(20-10)/(5-3)*(I max -3)+10；
2.3 B) when the link design speed is 80km/h 2 ＝(20-10)/(6-4)*(I max -4)+10；
2.4 B) when the link design speed is 60km/h 2 ＝(20-10)/(6-5)*(I max -5)+10；
2.5 B) when the link design speed is 40km/h 2 ＝(20-10)/(7-6)*(I max -6)+10；
3) Calculating a continuous downhill intrinsic risk value B of the road section according to the long longitudinal slope length L and the average longitudinal slope I of the road section 3 (ii) a The specific calculation formula is as follows:
3.1 When the link design speed is 120km/h or 100km/h,
B 3 ＝(12-6)/(9.3-3)*(L-3)+6+(18-9)/(3.5-3.0)*(I-3.0)+9；
3.2 When the link design speed is 80km/h or 60km/h or 40km/h,
B 3 ＝(12-6)/(5.9-3)*(L-3)+6+(18-9)/(5.5-4.0)*(I-4.0)+9；
4) Calculating the ultrahigh intrinsic risk value B of the road section according to the ultrahigh S of the road section 4 (ii) a The specific calculation formula is as follows:
B 4 ＝(15-5)/(6-5)*(S-5)+5；
5) According to the parking sight distance L of the road section s Calculating the intrinsic risk value B of the parking sight distance of the road section 5 (ii) a The specific calculation formula is as follows:
5.1 B) when the link design speed is 120km/h 5 ＝(20-10)/(315-210)*(L s -210)+10；
5.2 B) when the link design speed is 100km/h 5 ＝(20-10)/(240-160)*(L s -160)+10；
5.3 B) when the link design speed is 80km/h 5 ＝(20-10)/(165-110)*(L s -110)+10；
5.4 B) when the link design speed is 60km/h 5 ＝(20-10)/(115-75)*(L s -75)+10；
5.5 B) when the link design speed is 40km/h 5 ＝(20-10)/(60-40)*(L s -40)+10；
6) According to the sight distance L of vehicles meeting h Calculating the essential risk value B of the vehicle-meeting sight distance of the road section 6 (ii) a The specific calculation formula is as follows:
6.1 B) when the link design speed is 80km/h 6 ＝(20-10)/(330-220)*(L h -220)+10；
6.2 B) when the link design speed is 60km/h 6 ＝(20-10)/(225-150)*(L h -150)+10；
6.3 B) when the link design speed is 40km/h 6 ＝(20-10)/(120-80)*(L h -80)+10；
7) Calculating a limit intrinsic risk value B of the road section according to the roadbed width change value delta W of the road section 7 (ii) a The specific calculation formula is as follows:
7.1 When the link design speed is 120km/h or 100km/h or 80km/h,
B 7 ＝(10-5)/(3.75-1.5)*(ΔW-1.5)+5；
7.2 When the link design speed is 60km/h or 40km/h,
B 7 ＝(10-5)/(3.5-1.5)*(ΔW-1.5)+5；
8) According to the distance D between the tunnel exit of the road section and the toll station, calculating the intrinsic risk value B between the tunnel exit of the road section and the toll station 8 (ii) a The specific calculation formula is as follows:
B 8 ＝(10-5)/(3-1)*(D-1)+5；
9) Calculating the plane crossing distance intrinsic risk value B of the road section according to the plane crossing distance S of the road section 9 (ii) a The specific calculation formula is as follows:
9.1 When the section is a first-class trunk, B) 9 ＝(10-5)/(2000-1000)*(S-1000)+5；
9.2 When the road section is the first-level distribution, B 9 ＝(10-5)/(1000-500)*(S-500)+5；
9.3 When the road section is a secondary trunk, B) 9 ＝(10-5)/(800-500)*(S-500)+5；
9.4 When the road section is the second-level distribution, B 9 ＝(10-5)/(500-300)*(S-300)+5；
Step four: determining an operation risk influence coefficient of the road section determined as the evaluation object;
the operational risk impact coefficients include: a traffic volume influence coefficient t, an actual driving speed influence coefficient s, a traffic composition proportion influence coefficient c, a traffic engineering and along-line facility influence coefficient p and other factor influence coefficients q;
the specific determination rule is as follows:
1) Determining a traffic volume influence coefficient t of the road section according to a ratio k of the actual traffic volume of the road section to the designed traffic volume; the specific determination rule is as follows:
1.1 T = 1.3) when k > 1.2;
1.2 When k is more than 0.75 and less than or equal to 1.2, t is more than 1.0 and less than or equal to 1.3;
1.3 T =1.0 when k is 0.75 or less;
2) Determining an actual driving speed influence coefficient s of the road section according to a ratio k of the actual traffic volume of the road section to the designed traffic volume; the specific determination rule is as follows:
2.1 S =1.8 when k > 1.8;
2.2 When k is more than 1.2 and less than or equal to 1.8, s is more than 1.0 and less than or equal to 1.8;
2.3 S =1.0 when k ≦ 1.2;
3) Determining a traffic composition proportion influence coefficient c of the road section according to the proportion q of the large vehicle flow to the total flow of the road section; the specific determination rule is as follows:
3.1 C = 1.5) when q > 65%;
3.2 C is more than 1.0 and less than or equal to 1.5 when q is more than 25 percent and less than or equal to 65 percent;
3.3 C = 1.0) when q is equal to or less than 25%;
4) Determining a traffic engineering and facility influence coefficient p along a line according to the facility condition of the road section; the specific determination rule is as follows:
4.1 P =1.4 when the protective facility is defective;
4.2 P =1.2 when the tunnel ventilation, lighting facility is defective;
4.3 P =1.1 when marking a reticle defect;
4.4 P =1.0 when traffic engineering and along-line facilities are intact;
5) The maximum value of the influence coefficient q of other factors is 1.2;
step five: calculating an operation risk value F according to the intrinsic risk value and the operation risk influence coefficient of the road section; the specific calculation formula is as follows:
step six: determining the risk level of the road section according to the operation risk value F of the road section; the specific determination rule is as follows:
1) When the F is more than or equal to 80, the risk grade of the road section is IV grade;
2) When F is more than or equal to 60 and less than 80, the risk grade of the road section is grade III;
3) When F is more than or equal to 40 and less than 60, the risk grade of the road section is II grade;
4) When F is less than 40, the risk grade of the road section is I grade;
and if the risk grade of the road section is grade III or grade IV, determining the road section as a dangerous road section.
Claims (1)
1. A method for identifying dangerous road sections of a road is characterized by comprising the following steps: the method is realized by adopting the following steps:
the method comprises the following steps: collecting technical indexes of each road section;
step two: determining whether a certain path segment is an evaluation object or not according to the technical index of the path segment;
the technical indexes comprise: flat curve length R, maximum longitudinal slope gradient I max Long and large longitudinal slope length L, average longitudinal slope gradient I, ultrahigh S and parking visual distance L s And the vehicle-meeting visual distance L h The roadbed width variation value delta W, the distance D between a tunnel outlet and a toll station and the plane crossing distance S;
the specific determination rule is as follows:
1) If the length R of the flat curve of a certain road section meets one of the following conditions, determining the road section as an evaluation object:
1.1 710m-R-1000m when the designed speed of the road section is 120 km/h;
1.2 440m & ltr & gt 700m when the designed speed of the road section is 100 km/h;
1.3 270m-R-400m when the designed speed of the road section is 80 km/h;
1.4 135m < -R < -200m when the road section design speed is 60 km/h;
1.5 60m-R-100m when the designed speed of the road section is 40 km/h;
2) If the maximum longitudinal slope gradient I of a certain road section max And if one of the following conditions is met, determining the road section as an evaluation object:
2.1 4% when the designed speed of the road section is 120km/h>I max >2％；
2.2 When the designed speed of the road section is 100km/h, 5 percent>I max >3％；
2.3 6% when the design speed of the link is 80km/h>I max >4％；
2.4 6% when the designed speed of the road section is 60km/h>I max >5％；
2.5 7 percent when the designed speed of the road section is 40km/h>I max >6％；
3) If the long longitudinal slope length L and the average longitudinal slope I of a certain road section meet one of the following conditions, determining the road section as an evaluation object:
3.1 L >3Km, continuous multiple downhill slopes, I >3.0% when the link design speed is 120Km/h or 100 Km/h;
3.2 L >3Km, continuous multiple downhill slopes, I >4.0% when the link design speed is 80Km/h or 60Km/h or 40 Km/h;
4) If the superelevation S of a certain road section meets the following conditions, determining the road section as an evaluation object:
5％<S<6％；
5) If the parking sight distance L of a certain road section s If one of the following conditions is satisfied, the link is determined as the evaluation object：
5.1 210m when the link design speed is 120km/h<L s <315m；
5.2 160m when the link design speed is 100km/h<L s <240m；
5.3 110m when the link design speed is 80km/h<L s <165m；
5.4 75m when the link design speed is 60km/h<L s <115m；
5.5 40m when the link design speed is 40km/h<L s <60m；
6) If the sight distance L for meeting at a certain road section h And determining the road section as an evaluation object when one of the following conditions is met:
6.1 220m when the link design speed is 80km/h<L h <330m；
6.2 150m when the link design speed is 60km/h<L h <225m；
6.3 80m at a link design speed of 40km/h<L h <120m；
7) If the roadbed width variation value delta W of a certain road section meets one of the following conditions, determining the road section as an evaluation object:
7.1 3.75m > Δ W >1.5m when the link design speed is 120km/h or 100km/h or 80 km/h;
7.2 3.5m > Δ W >1.5m when the link design speed is 60km/h or 40 km/h;
8) If the distance D between the tunnel outlet of a certain road section and the toll station meets the following conditions, determining the road section as an evaluation object:
1Km<D<3Km；
9) If the plane crossing distance S of a certain road section meets one of the following conditions, determining the road section as an evaluation object:
9.1 1000m-S-2000m when the road section is a primary trunk line;
9.2 When the road section is distributed at one level, 500m-S-1000m are formed;
9.3 When the road section is a secondary trunk line, 500m-S-800m are formed by the yarn-woven fabrics;
9.4 300m-S-500m when the road section is two-level distributed;
step three: calculating an intrinsic risk value of the road section determined as the evaluation object according to the technical index of the road section;
the intrinsic risk values include: flat curve intrinsic risk value B 1 Longitudinal slope intrinsic risk value B 2 Continuous downhill intrinsic risk value B 3 Ultra high intrinsic risk value B 4 Essential risk value of parking apparent distance B 5 Essential risk value B of vehicle meeting sight distance 6 Bound intrinsic risk value B 7 Essential risk value B of distance between tunnel exit and toll station 8 Plane cross space intrinsic risk value B 9 ；
The specific calculation method is as follows:
1) Calculating the intrinsic risk value B of the flat curve of the road section according to the length R of the flat curve of the road section 1 (ii) a The specific calculation formula is as follows:
1.1 B) when the link design speed is 120km/h 1 ＝(15-5)/(1000-710)*(R-710)+5；
1.2 B) when the link design speed is 100km/h 1 ＝(15-5)/(700-440)*(R-440)+5；
1.3 B) when the link design speed is 80km/h 1 ＝(15-5)/(400-270)*(R-270)+5；
1.4 B) when the link design speed is 60km/h 1 ＝(15-5)/(200-135)*(R-135)+5；
1.5 B) when the link design speed is 40km/h 1 ＝(15-5)/(100-60)*(R-60)+5；
2) According to the maximum longitudinal slope gradient I of the road section max Calculating the longitudinal slope intrinsic risk value B of the road section 2 (ii) a The specific calculation formula is as follows:
2.1 B) when the link design speed is 120km/h 2 ＝(20-10)/(4-2)*(I max -2)+10；
2.2 B) when the link design speed is 100km/h 2 ＝(20-10)/(5-3)*(I max -3)+10；
2.3 B) when the link design speed is 80km/h 2 ＝(20-10)/(6-4)*(I max -4)+10；
2.4 B) when the link design speed is 60km/h 2 ＝(20-10)/(6-5)*(I max -5)+10；
2.5 B) when the link design speed is 40km/h 2 ＝(20-10)/(7-6)*(I max -6)+10；
3) Calculating a continuous downhill intrinsic risk value B of the road section according to the long longitudinal slope length L and the average longitudinal slope I of the road section 3 (ii) a The specific calculation formula is as follows:
3.1 When the link design speed is 120km/h or 100km/h,
B 3 ＝(12-6)/(9.3-3)*(L-3)+6+(18-9)/(3.5-3.0)*(I-3.0)+9；
3.2 When the link design speed is 80km/h or 60km/h or 40km/h,
B 3 ＝(12-6)/(5.9-3)*(L-3)+6+(18-9)/(5.5-4.0)*(I-4.0)+9；
4) Calculating the ultrahigh intrinsic risk value B of the road section according to the ultrahigh S of the road section 4 (ii) a The specific calculation formula is as follows:
B 4 ＝(15-5)/(6-5)*(S-5)+5；
5) According to the parking sight distance L of the road section s Calculating the intrinsic risk value B of the parking sight distance of the road section 5 (ii) a The specific calculation formula is as follows:
5.1 B) when the link design speed is 120km/h 5 ＝(20-10)/(315-210)*(L s -210)+10；
5.2 B) when the link design speed is 100km/h 5 ＝(20-10)/(240-160)*(L s -160)+10；
5.3 B) when the link design speed is 80km/h 5 ＝(20-10)/(165-110)*(L s -110)+10；
5.4 B) when the link design speed is 60km/h 5 ＝(20-10)/(115-75)*(L s -75)+10；
5.5 B) when the link design speed is 40km/h 5 ＝(20-10)/(60-40)*(L s -40)+10；
6) According to the sight distance L of the vehicles meeting h Calculating the essential risk value B of the vehicle-meeting sight distance of the road section 6 (ii) a The specific calculation formula is as follows:
6.1 B) when the link design speed is 80km/h 6 ＝(20-10)/(330-220)*(L h -220)+10；
6.2 B) when the link design speed is 60km/h 6 ＝(20-10)/(225-150)*(L h -150)+10；
6.3 B) when the link design speed is 40km/h 6 ＝(20-10)/(120-80)*(L h -80)+10；
7) Calculating a limit intrinsic risk value B of the road section according to the roadbed width variation value delta W of the road section 7 (ii) a The specific calculation formula is as follows:
7.1 When the link design speed is 120km/h or 100km/h or 80km/h,
B 7 ＝(10-5)/(3.75-1.5)*(ΔW-1.5)+5；
7.2 When the link design speed is 60km/h or 40km/h,
B 7 ＝(10-5)/(3.5-1.5)*(ΔW-1.5)+5；
8) According to the distance D between the tunnel exit of the road section and the toll station, calculating the intrinsic risk value B between the tunnel exit of the road section and the toll station 8 (ii) a The specific calculation formula is as follows:
B 8 ＝(10-5)/(3-1)*(D-1)+5；
9) Calculating the plane crossing distance intrinsic risk value B of the road section according to the plane crossing distance S of the road section 9 (ii) a The specific calculation formula is as follows:
9.1 When the section is a first-class trunk, B) 9 ＝(10-5)/(2000-1000)*(S-1000)+5；
9.2 When the road section is first-level distributed, B 9 ＝(10-5)/(1000-500)*(S-500)+5；
9.3 When the road section is a secondary trunk, B) 9 ＝(10-5)/(800-500)*(S-500)+5；
9.4 When the road section is the second-level distribution, B 9 ＝(10-5)/(500-300)*(S-300)+5；
Step four: determining an operation risk influence coefficient of the road section determined as the evaluation object;
the operational risk impact coefficients include: a traffic volume influence coefficient t, an actual driving speed influence coefficient s, a traffic composition proportion influence coefficient c, a traffic engineering and along-line facility influence coefficient p and other factor influence coefficients q;
the specific determination rule is as follows:
1) Determining a traffic volume influence coefficient t of the road section according to a ratio k of the actual traffic volume of the road section to the designed traffic volume; the specific determination rule is as follows:
1.1 T =1.3 when k > 1.2;
1.2 When k is more than 0.75 and less than or equal to 1.2, t is more than 1.0 and less than or equal to 1.3;
1.3 T = 1.0) when k ≦ 0.75;
2) Determining an actual driving speed influence coefficient s of the road section according to a ratio k of the actual traffic volume of the road section to the designed traffic volume; the specific determination rule is as follows:
2.1 S =1.8 when k > 1.8;
2.2 When k is more than 1.2 and less than or equal to 1.8, s is more than 1.0 and less than or equal to 1.8;
2.3 S = 1.0) when k ≦ 1.2;
3) Determining a traffic composition proportion influence coefficient c of the road section according to the proportion q of the large vehicle flow to the total flow of the road section; the specific determination rule is as follows:
3.1 C =1.5 when q > 65%;
3.2 C is more than 1.0 and less than or equal to 1.5 when q is more than 25 percent and less than or equal to 65 percent;
3.3 C = 1.0) when q ≦ 25%;
4) Determining a traffic engineering and facility influence coefficient p along a line according to the facility condition of the road section; the specific determination rule is as follows:
4.1 P =1.4 when the protective facility is defective;
4.2 P =1.2 when the tunnel ventilation, lighting facility is defective;
4.3 P =1.1 when marking a reticle defect;
4.4 P =1.0 when traffic engineering and along-line facilities are intact;
5) The maximum value of the influence coefficient q of other factors is 1.2;
step five: calculating an operation risk value F according to the intrinsic risk value and the operation risk influence coefficient of the road section; the specific calculation formula is as follows:
step six: determining the risk level of the road section according to the operation risk value F of the road section; the specific determination rule is as follows:
1) When the F is more than or equal to 80, the risk grade of the road section is grade IV;
2) When F is more than or equal to 60 and less than 80, the risk grade of the road section is grade III;
3) When F is more than or equal to 40 and less than 60, the risk grade of the road section is II grade;
4) When F is less than 40, the risk grade of the road section is I grade;
and if the risk level of the road section is III level or IV level, determining the road section as the dangerous road section.
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