CN115497301A - Evaluation method of traffic organization optimization scheme, electronic device and storage medium - Google Patents

Evaluation method of traffic organization optimization scheme, electronic device and storage medium Download PDF

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CN115497301A
CN115497301A CN202211451597.2A CN202211451597A CN115497301A CN 115497301 A CN115497301 A CN 115497301A CN 202211451597 A CN202211451597 A CN 202211451597A CN 115497301 A CN115497301 A CN 115497301A
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张晓春
李月欢
屈新明
刘晓玲
刘星
李鋆元
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Shenzhen Urban Transport Planning Center Co Ltd
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Abstract

An evaluation method, electronic equipment and a storage medium of a traffic organization optimization scheme belong to the technical field of urban traffic. The method aims to solve the problem that the traffic organization scheme evaluation method with quick response lacks objective basis and scheme evaluation results. The method comprises the steps of obtaining road distribution results of an OD matrix and a traffic organization basic scheme based on a four-stage traffic model, inputting traffic organization measures into the four-stage traffic model, updating a road network, carrying out traffic distribution, obtaining road distribution results used for evaluating the traffic organization optimization scheme, constructing an evaluation index of the traffic organization optimization scheme, an evaluation method of individual road sections and road intersections and an evaluation method of regions, substituting the road distribution results of the traffic organization basic scheme and the road distribution results of the traffic organization optimization scheme into the evaluation index of the traffic organization optimization scheme for calculation, and obtaining the evaluation result of the traffic organization optimization scheme. The invention is used for evaluating the traffic organization measures with quick response.

Description

Evaluation method of traffic organization optimization scheme, electronic device and storage medium
Technical Field
The invention belongs to the technical field of urban traffic, and particularly relates to an evaluation method of a traffic organization optimization scheme, electronic equipment and a storage medium.
Background
With the rapid development of cities, traffic congestion becomes the comprehensive embodiment of various contradictions in social development and restricts the development of cities. The problems to be solved in the technical aspect of traffic jam are as follows: the positioning of private cars in urban traffic is unclear, macroscopic design of road capacity from the perspective of network requirements is lacked, overall optimization of road traffic resource utilization is lacked, good matching design of trunk line and branch line functions is lacked, road construction and traffic organization are not coordinated, and intersection signal control systems need to be optimized.
Therefore, a plurality of cities start to optimize and transform traffic organizations to different degrees, and the investment on traffic infrastructure is continuously increased. Aiming at the self traffic characteristics, the scientific and effective traffic organization optimization design is systematically carried out on limited road resources so as to achieve the purposes of fully excavating the potential of the existing and newly-built roads, timely coping with order disorder points, traffic jam points and accident black points caused by traffic flow change, effectively reducing the travel time delay of traffic participants, effectively improving the traffic capacity of regional road networks, road sections and intersections and the like, and simultaneously laying a solid foundation for the traffic efficiency of urban expressway and the control of modern traffic signals.
The traffic organization optimization method mainly comprises the following specific measures and means: green wave band, surface control system, microcirculation, restriction measure, mark and marking, intersection canalization adjustment, bus priority special lane setting and signal priority. Although these measures are basically investigated in advance, a system evaluation and evaluation device aiming at the scheme effect is lacked, when multiple schemes are compared, objective basis and scheme evaluation results are lacked, the situation of 'no pre-evaluation in advance and no post-evaluation in the future' is basically existed, when a traffic decision maker faces multiple design schemes, the decision can be made only by experience, and the scientific and systematic evaluation on the scheme effect cannot be performed.
The traffic organization measures are divided into traffic organization measures capable of quickly responding and traffic organization measures needing to be built for a medium-term and a long-term according to construction complexity and construction cost, after instant feasibility and cost minimization are considered, traffic jam problems and traffic operation conditions are improved, the traffic organization measures capable of quickly responding are utilized more, and the traffic problems are quickly solved in a point-to-point mode with low cost and low manpower.
Disclosure of Invention
The invention aims to solve the problem that an evaluation method, electronic equipment and a storage medium of a traffic organization optimization scheme are provided aiming at the current situation that an objective basis and a scheme evaluation result are often lacked in a traffic organization scheme evaluation method with quick response.
In order to realize the purpose, the invention is realized by the following technical scheme:
a method for evaluating a traffic organization optimization scheme comprises the following steps:
s1, based on a four-stage traffic model, obtaining road distribution results of an OD matrix and a traffic organization basic scheme through travel generation, comprehensive impedance, travel distribution, mode division, time division and road distribution;
s2, inputting traffic organization measures including forbidden ways, single-way, lane changing and steering into the four-stage traffic model to obtain a changed road network structure;
s3, updating the road network based on the OD matrix obtained in the step S1 and the changed road network structure obtained in the step S2, and performing road distribution to obtain a road distribution result of the traffic organization optimization scheme for evaluation of the traffic organization optimization scheme;
s4, constructing an evaluation index of a road traffic organization optimization scheme, an evaluation method of an individual road section and a road intersection and an evaluation method of an area;
and S5, substituting the road distribution result of the traffic organization basic scheme obtained in the step S1 and the road distribution result of the traffic organization optimization scheme obtained in the step S3 into the evaluation index of the traffic organization optimization scheme obtained in the step S4 for calculation to obtain the evaluation result of the traffic organization optimization scheme.
Further, the specific implementation method of step S3 includes:
a path table and a flow table in a road distribution result of the traffic organization optimization scheme are used for evaluating individual road sections and road intersections;
and a path table, a TIME TIME matrix, a LENGTH path matrix, a TRIP flow matrix and a flow table in the road distribution result of the traffic organization optimization scheme are used for regional evaluation.
Further, the specific implementation method of step S4 includes the following steps:
s4.1, setting evaluation indexes of individual road sections and road intersections;
s4.2, setting an evaluation method of the individual road section and the road intersection;
s4.3, setting an evaluation index of the region;
and S4.4, setting an area evaluation method.
Further, the evaluation indexes of the individual road sections and the road intersections in the step S4.1 comprise average delay time of the intersections, traffic capacity of the intersections, running speed of the road sections, traffic capacity of the road sections, road section saturation and intersection saturation;
s4.1.1, average delay time of an intersection: the method is characterized in that the time prolonged by the fact that vehicles are queued at an intersection or interfered by others and pass through the intersection smoothly is used for evaluating the running efficiency and the service level of the intersection, and the calculation formula is as follows:
Figure 141129DEST_PATH_IMAGE001
wherein, the first and the second end of the pipe are connected with each other,
Figure 895458DEST_PATH_IMAGE002
the free flow transit time of the k-th inlet lane of the intersection,
Figure 976678DEST_PATH_IMAGE003
the actual transit time of the k-th entrance lane at the intersection,
Figure 765642DEST_PATH_IMAGE004
the average delay at the intersection is determined by the average delay,
Figure 742957DEST_PATH_IMAGE002
、
Figure 312478DEST_PATH_IMAGE003
taking values in an output field of the flow meter, wherein n is the number of intersection inlets;
s4.1.2, intersection traffic capacity: the intersection traffic capacity is equal to the sum of the traffic capacities of all the entrance lanes, and the entrance lane traffic capacity is equal to the sum of the traffic capacities of all the lanes:
s4.1.2.1, the traffic capacity calculation formula of 1 straight lane is as follows:
Figure 118760DEST_PATH_IMAGE005
wherein the content of the first and second substances,
Figure 309701DEST_PATH_IMAGE006
in order to be the period of the signal lamp,
Figure 238343DEST_PATH_IMAGE007
the time of the green light of the signal light,
Figure 717997DEST_PATH_IMAGE008
for the time when the first vehicle starts to pass the stop line after the green light is on,
Figure 124707DEST_PATH_IMAGE009
the average time for a straight-ahead or right-turn vehicle to pass the stop line,
Figure 701313DEST_PATH_IMAGE010
in order to reduce the coefficient of the light beam,
Figure 269698DEST_PATH_IMAGE011
the traffic capacity of 1 straight lane is provided,
Figure 751495DEST_PATH_IMAGE006
、
Figure 915891DEST_PATH_IMAGE007
values are taken from the traffic control data and,
Figure 330692DEST_PATH_IMAGE008
the value of the time is 2.3s,
Figure 538819DEST_PATH_IMAGE009
values are taken from the local survey data,
Figure 55383DEST_PATH_IMAGE010
a value of 0.9;
s4.1.2.2, the traffic capacity calculation formula of the straight right lane is as follows:
Figure 803896DEST_PATH_IMAGE012
wherein the content of the first and second substances,
Figure 558356DEST_PATH_IMAGE013
the straight right lane traffic capacity;
s4.1.2.3, the straight left lane traffic capacity calculation formula is as follows:
Figure 999702DEST_PATH_IMAGE014
wherein the content of the first and second substances,
Figure 472403DEST_PATH_IMAGE015
in order to achieve the straight left lane traffic capacity,
Figure 24607DEST_PATH_IMAGE016
the proportion of left-turning vehicles in the straight left lane,
Figure 141295DEST_PATH_IMAGE016
taking values from local survey data;
s4.1.2.4, the traffic capacity calculation formula of the straight left lane and the straight right lane is as follows:
Figure 691225DEST_PATH_IMAGE017
wherein the content of the first and second substances,
Figure 916801DEST_PATH_IMAGE018
the traffic capacity of straight left and right lanes is obtained;
s4.1.2.5, when the entrance lane is provided with the special left-turn lane and the special right-turn lane, the entrance lane traffic capacity of the special left-turn lane and the special right-turn lane is set
Figure 210379DEST_PATH_IMAGE019
The calculation formula is as follows:
Figure 719858DEST_PATH_IMAGE020
wherein the content of the first and second substances,
Figure 722580DEST_PATH_IMAGE021
is the sum of the traffic capacity of the straight lane on the same plane,
Figure 684720DEST_PATH_IMAGE022
the proportion of the left-turning vehicles in the vehicles on the entrance lane is,
Figure 329459DEST_PATH_IMAGE023
the right-turning vehicle accounts for the vehicle on the entrance lane,
Figure 631127DEST_PATH_IMAGE022
、
Figure 335909DEST_PATH_IMAGE023
taking values from local survey data;
special left-turn lane traffic capacity
Figure 723028DEST_PATH_IMAGE024
The calculation formula is as follows:
Figure 420726DEST_PATH_IMAGE025
right-turn lane traffic capacity
Figure 593212DEST_PATH_IMAGE026
The calculation formula is as follows:
Figure 452584DEST_PATH_IMAGE027
；
s4.1.2.6, when the entrance way is provided with a special left-turn lane but not with a special right-turn lane, the entrance way traffic capacity of the special left-turn lane is set
Figure 140048DEST_PATH_IMAGE028
The calculation formula is as follows:
Figure 313540DEST_PATH_IMAGE029
s4.1.2.7, when the entrance lane is provided with a special right-turn lane but not provided with a special left-turn lane, the entrance lane traffic capacity of the special right-turn lane is set
Figure 386539DEST_PATH_IMAGE030
The calculation formula is as follows:
Figure 433123DEST_PATH_IMAGE031
；
s4.1.3, road section running speed: the average speed of each vehicle on the road section after being converted into a passenger car is used for evaluating the traffic running quality of the road section, and the calculation formula is as follows:
Figure 794834DEST_PATH_IMAGE032
wherein the content of the first and second substances,Las regards the length of the road section,Tis the actual transit time for the road segment,Tthe value is taken in the output field of the flow meter,Ltaking values from road section attributes;
s4.1.4, road section traffic capacity: the road section traffic capacity belongs to road attributes and is related to road grade and number of lanes, and the traffic capacity calculation method is obtained according to a road traffic capacity calculation standard table;
s4.1.5 road segment saturation
Figure 319488DEST_PATH_IMAGE033
: the road section saturation is the traffic flow of the road section divided by the traffic capacity of the road section or the intersection, and is used for evaluating the traffic service level of the road section, and the calculation formula is as follows:
Figure 778151DEST_PATH_IMAGE034
q is the traffic flow of the road section, C is the traffic capacity of the road section, Q takes values in the flow field output by the flow meter, and C takes values in the attribute of the road section;
s4.1.6, intersection saturation
Figure 182588DEST_PATH_IMAGE035
: reflecting the balance degree between all the traffic supply and demand of the entrance road, and being used for evaluating the traffic service level of the intersection, the calculation formula is as follows:
Figure 579065DEST_PATH_IMAGE036
Figure 156677DEST_PATH_IMAGE037
wherein, the first and the second end of the pipe are connected with each other,
Figure 423841DEST_PATH_IMAGE038
is the saturation of the k-th inlet channel,
Figure 999179DEST_PATH_IMAGE039
to take a maximum function, Q k Is the traffic flow of the k-th entrance lane,
Figure 866641DEST_PATH_IMAGE040
is the traffic capacity of the k-th entrance lane.
Further, step S4.2 the method for evaluating individual road segments and road crossings comprises the steps of:
s4.2.1, calculating evaluation indexes of a traffic organization basic scheme and a traffic organization optimization scheme according to the evaluation indexes of the individual road sections and the road intersections in the step S4.1;
s4.2.2, evaluating the individual road sections by adopting three indexes of road section saturation, road section traffic capacity and road section running speed, evaluating the intersection road sections by adopting three indexes of intersection saturation, intersection traffic capacity and intersection average delay time, giving the relative weight scores of the indexes by adopting a five-score scoring method, and determining the evaluation standards of the individual road sections and the intersection road sections by using a weighted average method;
and S4.2.3, comparing the evaluation indexes of the traffic organization basic scheme and the traffic organization optimization scheme which are obtained by calculation in the step S4.2.1 with the evaluation standard in the step S4.2.2, calculating the evaluation difference d between the optimization scheme and the basic scheme after obtaining the evaluation scores of the individual road sections and the intersection road sections, and obtaining the evaluation grade.
Further, the evaluation indexes of the area in the step S4.3 include a route saving proportion, a time saving proportion, an efficiency improvement index and a weight evaluation difference;
s4.3.1, saving the route in proportion: route saving ratio
Figure 733097DEST_PATH_IMAGE041
For meeting the same traffic demandUnder the condition, the path length difference is generated by the basic scheme and the optimization scheme due to different routes, and the calculation formula of the route saving proportion is as follows:
Figure 635194DEST_PATH_IMAGE042
wherein, the first and the second end of the pipe are connected with each other,
Figure 194482DEST_PATH_IMAGE043
the starting point is the output quantity of i and the end point is j,
Figure 18082DEST_PATH_IMAGE044
、
Figure 688229DEST_PATH_IMAGE045
respectively starting points of the basic scheme and the optimization scheme are travel routes with i and j as end points,
Figure 444832DEST_PATH_IMAGE046
as a set of starting points, the system can be,
Figure 175022DEST_PATH_IMAGE047
is a set of endpoints;
s4.3.2, time saving ratio
Figure 220338DEST_PATH_IMAGE048
In order to solve the difference of the basic scheme and the optimization scheme in the journey time caused by different routes under the same traffic demand condition, the calculation formula of the time saving proportion is as follows:
Figure 677864DEST_PATH_IMAGE049
wherein the content of the first and second substances,
Figure 570865DEST_PATH_IMAGE050
、
Figure 658907DEST_PATH_IMAGE051
respectively as a starting point for the base plan and the optimized planThe travel time with the terminal point of i being j;
s4.3.3, efficiency improvement index: efficiency improvement index
Figure 4569DEST_PATH_IMAGE052
In order to improve the operation efficiency of the basic scheme and the optimization scheme in the road network under the same traffic demand condition, the calculation formula of the efficiency improvement index is as follows:
Figure 265786DEST_PATH_IMAGE053
；
s4.3.4, weight evaluation difference value: the weight evaluation difference is calculated and obtained based on the evaluation difference of the individual road section and the intersection, in the designated area, the weighted average of the evaluation differences of all the intersections and the road sections in the area is calculated, and the weight evaluation difference of the road network in the area is obtained
Figure 465823DEST_PATH_IMAGE054
。
Further, the method for evaluating the region of step S4.4 comprises the steps of:
s4.4.1, setting corresponding score standards of all indexes by adopting a five-score scoring method in the regional evaluation method;
and S4.4.2, calculating the overall regional assessment score s which is the average value of all index scores in the S4.4.1 to obtain the regional assessment grade.
Electronic equipment, comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the method for evaluating a traffic organization optimization plan when executing the computer program.
A computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the method of assessing a traffic organization optimization plan.
The invention has the beneficial effects that:
the assessment method of the traffic organization optimization scheme is suitable for evaluating the implementation results of traffic organization measures for testing quick response, such as forbidden, single-way, lane change and steering setting. By setting different traffic organization schemes, the road network running conditions before and after the implementation of the test scheme are tested. The invention supports the simultaneous test of a plurality of schemes, and obtains the comparison of the optimization effects of different schemes on the improvement of traffic operation.
The invention relates to an evaluation method of a traffic organization optimization scheme, which aims to analyze the driving track of a vehicle route target road, can research the vehicle source and the vehicle destination of the route target road, realize congestion cause analysis and support slow congestion strategy formulation. When the traffic organization scheme is evaluated, fine adjustment can be performed on a single road, and reference is provided for modifying the scheme.
According to the method for evaluating the traffic organization optimization scheme, the scheme with excellent and better evaluation grade has active guidance on the actual traffic organization, and the scheme with general and poor evaluation grade needs to be further optimized.
Drawings
Fig. 1 is a flowchart of an evaluation method of a traffic organization optimization scheme according to the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in detail with reference to the accompanying drawings and the detailed description. It is to be understood that the embodiments described herein are illustrative only and are not limiting, i.e., that the embodiments described are only a few embodiments, rather than all, of the present invention. The components of the embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations, and the present invention may have other embodiments.
Thus, the following detailed description of specific embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the detailed description of the invention without inventive step, are within the scope of protection of the invention.
In order to further understand the contents, features and effects of the present invention, the following embodiments are illustrated and described in detail with reference to fig. 1:
the first specific implementation way is as follows:
a method for evaluating a traffic organization optimization scheme, as shown in fig. 1, includes the following steps:
s1, based on a four-stage traffic model, obtaining road distribution results of an OD matrix and a traffic organization basic scheme through travel generation, comprehensive impedance, travel distribution, mode division, time interval division and road distribution;
s2, inputting traffic organization measures including forbidden lanes, single lanes, lane changing and steering into the four-stage traffic model to obtain a changed road network structure;
s3, updating the road network based on the OD matrix obtained in the step S1 and the changed road network structure obtained in the step S2, and performing road distribution to obtain a road distribution result of the traffic organization optimization scheme for evaluation of the traffic organization optimization scheme;
further, a path table and a flow table in the road distribution result of the traffic organization optimization scheme in the step S3 are used for evaluating the individual road sections and the road intersections; the flow meter is shown in table 1, and the path table is shown in table 2:
TABLE 1 flow Meter example
Figure 6657DEST_PATH_IMAGE055
Table 2 example of path table
Figure 823303DEST_PATH_IMAGE056
S4, constructing an evaluation index of a road traffic organization optimization scheme and an evaluation method of an individual road section and a road intersection;
further, the specific implementation method of step S4 includes the following steps:
s4.1, setting evaluation indexes of individual road sections and road intersections;
further, the evaluation indexes of the individual road sections and the road intersections in the step S4.1 comprise average delay time of the intersections, traffic capacity of the intersections, running speed of the road sections, traffic capacity of the road sections, road section saturation and intersection saturation;
s4.1.1, crossing average delay time: the method is characterized in that the time prolonged by the passing ratio of the vehicle passing through the intersection due to queuing or other interference at the intersection is used for evaluating the running efficiency and the service level of the intersection, and the calculation formula is as follows:
Figure 170102DEST_PATH_IMAGE057
wherein the content of the first and second substances,
Figure 772116DEST_PATH_IMAGE058
the free flow transit time of the k-th inlet lane of the intersection,
Figure 201960DEST_PATH_IMAGE059
the actual transit time of the k-th entrance lane at the intersection,
Figure 771482DEST_PATH_IMAGE060
the average delay at the intersection is determined by the average delay,
Figure 328496DEST_PATH_IMAGE058
、
Figure 768705DEST_PATH_IMAGE059
taking values in an output field of the flow meter, wherein n is the number of intersection inlets;
s4.1.2, intersection traffic capacity: the intersection traffic capacity is equal to the sum of the traffic capacities of all the entrance lanes, and the entrance lane traffic capacity is equal to the sum of the traffic capacities of all the lanes:
s4.1.2.1, the traffic capacity calculation formula of 1 straight lane is as follows:
Figure 448079DEST_PATH_IMAGE061
wherein, the first and the second end of the pipe are connected with each other,
Figure 177000DEST_PATH_IMAGE062
in order to be the period of the signal lamp,
Figure 583711DEST_PATH_IMAGE063
the time of the green light of the signal light,
Figure 894738DEST_PATH_IMAGE064
for the time when the first vehicle starts to pass the stop line after the green light is on,
Figure 931964DEST_PATH_IMAGE065
the average time for a straight-ahead or right-turn vehicle to pass the stop line,
Figure 695652DEST_PATH_IMAGE066
in order to reduce the coefficient of the light beam,
Figure 640474DEST_PATH_IMAGE067
the traffic capacity of 1 straight lane is ensured,
Figure 806007DEST_PATH_IMAGE062
、
Figure 76451DEST_PATH_IMAGE063
the value is taken from the traffic control data,
Figure 779965DEST_PATH_IMAGE064
the value of the time is 2.3s,
Figure 544790DEST_PATH_IMAGE065
values are taken from the local survey data,
Figure 17360DEST_PATH_IMAGE066
the value is 0.9;
further, t k Local survey data may be used in the calculations relating to vehicle composition, vehicle performance, and driver condition. Without survey data, a straight fleet may refer to the following values:
fleet of small vehicles, t k =2.5s; fleet of large vehicles, t k =3.5s; fleet of towed vehicles, t k =7.5s; motorcade that hybrid motorcade constitutes, refer to table 3 and take the value:
TABLE 3 hybrid vehicle fleet t k
Big: small 2:8 3:7 4:6 5:5 6:4 7:3 8:2
t k 2.65 2.96 3.12 3.26 3.30 3.34 3.43
S4.1.2.2, the traffic capacity calculation formula of the straight right lane is as follows:
Figure 209438DEST_PATH_IMAGE068
wherein the content of the first and second substances,
Figure 400248DEST_PATH_IMAGE069
the straight right lane traffic capacity;
s4.1.2.3, the straight left lane traffic capacity calculation formula is as follows:
Figure 686872DEST_PATH_IMAGE070
wherein the content of the first and second substances,
Figure 92577DEST_PATH_IMAGE071
in order to achieve the straight left lane traffic capacity,
Figure 376928DEST_PATH_IMAGE072
is the proportion of left-turning vehicles in a straight left lane,
Figure 868083DEST_PATH_IMAGE072
taking values from local survey data;
s4.1.2.4, the traffic capacity calculation formula of the straight left lane and the straight right lane is as follows:
Figure 161661DEST_PATH_IMAGE073
wherein the content of the first and second substances,
Figure 671140DEST_PATH_IMAGE074
straight left and right lane traffic capacity;
s4.1.2.5, when the entrance lane is provided with the special left-turn lane and the special right-turn lane, the entrance lane traffic capacity of the special left-turn lane and the special right-turn lane is set
Figure 939442DEST_PATH_IMAGE075
The calculation formula is as follows:
Figure 636002DEST_PATH_IMAGE076
wherein the content of the first and second substances,
Figure 218424DEST_PATH_IMAGE077
is the sum of the traffic capacity of the straight lane on the same plane,
Figure 847989DEST_PATH_IMAGE078
the proportion of the left-turning vehicles in the vehicles on the entrance lane is,
Figure 739721DEST_PATH_IMAGE079
the proportion of the right-turning vehicles in the vehicle on the entrance lane is,
Figure 674311DEST_PATH_IMAGE078
、
Figure 372008DEST_PATH_IMAGE079
taking values from local area survey data;
special left-turn lane traffic capacity
Figure 380432DEST_PATH_IMAGE080
The calculation formula is as follows:
Figure 239804DEST_PATH_IMAGE081
right-turn lane capacity
Figure 927268DEST_PATH_IMAGE082
The calculation formula is as follows:
Figure 100760DEST_PATH_IMAGE083
；
s4.1.2.6, when the entrance way is provided with a special left-turn lane but not with a special right-turn lane, the entrance way traffic capacity of the special left-turn lane is set
Figure 439338DEST_PATH_IMAGE084
The calculation formula is as follows:
Figure 220343DEST_PATH_IMAGE085
s4.1.2.7, when the entrance lane is provided with a special right-turn lane but not provided with a special left-turn lane, the entrance lane traffic capacity of the special right-turn lane is set
Figure 378792DEST_PATH_IMAGE086
The calculation formula is as follows:
Figure 903445DEST_PATH_IMAGE087
；
s4.1.3, road section running speed: the average speed of each vehicle on the road section after being converted into a passenger car is used for evaluating the traffic operation quality of the road section, and the calculation formula is as follows:
Figure 830950DEST_PATH_IMAGE088
wherein the content of the first and second substances,Lis the length of the road section and,Tis the actual transit time for the road segment,Tthe value is taken in the output field of the flow meter,Ltaking values from road section attributes;
further, the smoothness degree refers to the smoothness of traffic flow running in a road network, and reflects the service level of road network traffic, and the smoothness of the road network indicates that the higher the vehicle speed in the road network is, the lower the delay is, and the traffic running condition is good; otherwise, the road network is in a congestion state if the smooth degree is poor. When the running condition of a traffic system is evaluated, the index of speed is indispensable, and the requirement of a road user on rapidity is reflected;
s4.1.4, road section traffic capacity: the road section traffic capacity belongs to road attributes and is related to road grade and number of lanes, and the traffic capacity calculation method is obtained according to a road traffic capacity calculation standard table; the traffic capacity calculation method is detailed in tables 4-1, 4-2, 4-3 and 4-4:
TABLE 4-1 road traffic capacity calculation Standard TABLE 1
Figure 986119DEST_PATH_IMAGE089
TABLE 4-2 Standard table (II) for calculating road traffic capacity
Figure 428602DEST_PATH_IMAGE090
TABLE 4-3 Standard table (III) for calculating road traffic capacity
Figure 491367DEST_PATH_IMAGE091
Table 4-4 road traffic capacity calculation standard table (four)
Figure 820848DEST_PATH_IMAGE092
S4.1.5 road segment saturation
Figure 724082DEST_PATH_IMAGE093
: the road section saturation is the traffic flow of the road section divided by the traffic capacity of the road section or the intersection, and is used for evaluating the traffic service level of the road section, and the calculation formula is as follows:
Figure 811118DEST_PATH_IMAGE094
q is the traffic flow of the road section, C is the traffic capacity of the road section, Q takes the value of the flow field output by the flow meter, and C takes the value of the attribute of the road section;
s4.1.6 and saturation degree of intersection
Figure 192421DEST_PATH_IMAGE095
: reflecting the balance degree between all the traffic supply and demand of the entrance road, and being used for evaluating the traffic service level of the intersection, the calculation formula is as follows:
Figure 845250DEST_PATH_IMAGE096
Figure 591489DEST_PATH_IMAGE097
wherein, the first and the second end of the pipe are connected with each other,
Figure 211826DEST_PATH_IMAGE098
is the saturation of the k-th inlet channel,
Figure 881973DEST_PATH_IMAGE099
to take a maximum function, Q k Is the traffic flow of the k-th entrance lane,
Figure 638577DEST_PATH_IMAGE100
the capacity of the kth entrance lane;
s4.2, setting an evaluation method of the individual road sections and the road intersections;
because the invention aims at the optimization and adjustment of the traffic organization scheme, the schemes such as traffic control, traffic facility construction, traffic law enforcement and the like are not involved, the invention has no great influence on the indexes such as road conditions, intersection conditions, traffic management, safety rate and the like, and the evaluation method does not consider the condition change; secondly, in the road distribution algorithm, the principle is that the fixed traffic demand is kept unchanged, and the road network structure is changed to carry out multiple road distribution, so that the traffic flow change and the pedestrian flow change when pedestrians cross the street are not considered;
further, the step S4.2 of the method for evaluating individual road sections and road intersections comprises the steps of:
s4.2.1, calculating evaluation indexes of a traffic organization basic scheme and a traffic organization optimization scheme according to the evaluation indexes of the individual road sections and the road intersections in the step S4.1;
s4.2.2, evaluating the individual road sections by adopting three indexes of road section saturation, road section traffic capacity and road section running speed, evaluating the intersection road sections by adopting three indexes of intersection saturation, intersection traffic capacity and intersection average delay time, giving out relative weight scores of the indexes by adopting a five-score scoring method, and determining evaluation standards of the individual road sections and the intersection road sections by using a weighted average method;
the evaluation standard weight coefficient of the individual link is shown in table 5:
TABLE 5 evaluation criteria weight coefficients for individual road segments
Figure 572029DEST_PATH_IMAGE101
The reference value of the evaluation standard weight coefficient of the individual road section is that the saturation of the road section is 0.35, the traffic capacity is 0.24 and the running speed is 0.41;
the evaluation standard weight coefficients for the intersection segments are shown in table 6:
TABLE 6 evaluation Standard weight coefficients for road segments at intersections
Figure 210820DEST_PATH_IMAGE103
The standard evaluation weight coefficient reference value of the intersection is that the saturation of the intersection is 0.35, the traffic capacity is 0.24, and the average delay time is 0.41;
s4.2.3, comparing the traffic organization basic scheme and the evaluation index of the traffic organization optimization scheme obtained by calculation in the step S4.2.1 with the evaluation standard in the step S4.2.2, calculating the evaluation scores of the individual road sections and the intersection road sections, and then calculating the evaluation difference d between the optimization scheme and the basic scheme to obtain the evaluation grade; d is greater than 0, the optimization effect is positive, the difference value is positively correlated with the optimization effect, and the larger the difference value is, the better the optimization effect is. Conversely, a smaller difference indicates that no optimization effect or scheme negatively affects the road segment or intersection. The difference and the evaluation rating of the protocol are shown in table 7:
TABLE 7 Individual road segment and index plan evaluation level
Figure 153500DEST_PATH_IMAGE104
And S5, substituting the road distribution result of the traffic organization basic scheme obtained in the step S1 and the road distribution result of the traffic organization optimization scheme obtained in the step S3 into the evaluation index of the traffic organization optimization scheme obtained in the step S4 for calculation to obtain the evaluation result of the traffic organization optimization scheme.
The method for evaluating a traffic organization optimization scheme according to the embodiment is used for evaluating traffic organization measures which are quickly responded, a target road section is selected according to an evaluation result of the traffic organization optimization scheme, the target road section is generally a road section which needs to be further optimized after the optimization scheme and generally has the characteristic of being more congested or traffic flow, after the target road section is selected, the road flow tracing source is calculated according to a road distribution result of the traffic organization optimization scheme obtained in the step S3, the flow tracing source is specific to the target road section, a road section number sequence of a driving track of a passing vehicle is integrated, and the number of times that the vehicle passes through other road sections is counted, namely the road flow tracing source of the target road section.
The second embodiment is as follows:
according to a first embodiment, the method for evaluating a traffic organization optimization scheme includes the following steps:
s1, based on a four-stage traffic model, obtaining road distribution results of an OD matrix and a traffic organization basic scheme through travel generation, comprehensive impedance, travel distribution, mode division, time interval division and road distribution;
s2, inputting traffic organization measures including forbidden ways, single-way, lane changing and steering into the four-stage traffic model to obtain a changed road network structure;
s3, updating a road network based on the OD matrix obtained in the step S1 and the changed road network structure obtained in the step S2, and performing road distribution to obtain a road distribution result of a traffic organization optimization scheme for evaluation of the traffic organization optimization scheme;
further, a path table, a TIME TIME matrix, a LENGTH path matrix, a TRIP flow matrix and a flow table in a road distribution result of the traffic organization optimization scheme are used for regional evaluation;
s4, constructing an evaluation index of a road traffic organization optimization scheme and an evaluation method of a region;
further, the specific implementation method of step S4 includes the following steps:
s4.3, setting an evaluation index of the region;
s4.3, evaluating indexes of the area comprise a distance saving proportion, a time saving proportion, an efficiency improvement index and a weight evaluation difference value;
s4.3.1, the route saving proportion is as follows: route saving ratio
Figure 30189DEST_PATH_IMAGE105
In order to solve the path length difference between the basic scheme and the optimization scheme caused by different routes under the same traffic demand condition, the calculation formula of the route saving ratio is as follows:
Figure 931280DEST_PATH_IMAGE106
wherein, the first and the second end of the pipe are connected with each other,
Figure 260630DEST_PATH_IMAGE107
the starting point is the output quantity of i and the end point is j,
Figure 475842DEST_PATH_IMAGE108
、
Figure 207038DEST_PATH_IMAGE109
respectively taking travel routes with the starting points i and the end points j as the basic scheme and the optimization scheme, taking O as a set of the starting points and taking D as a set of the end points; the larger the route saving proportion is, the more the route saved by the optimization scheme is, and the better the traffic effect is improved by the optimization scheme;
s4.3.2, time saving ratio
Figure 810188DEST_PATH_IMAGE110
In order to solve the difference of the basic scheme and the optimization scheme in the journey time caused by different routes under the same traffic demand condition, the calculation formula of the time saving proportion is as follows:
Figure 830097DEST_PATH_IMAGE111
wherein, the first and the second end of the pipe are connected with each other,
Figure 380158DEST_PATH_IMAGE112
、
Figure 231440DEST_PATH_IMAGE113
respectively taking the starting point of the basic scheme and the starting point of the optimization scheme as the travel time with the terminal point of i as j; the larger the time saving proportion is, the more time is saved by the optimization scheme, and the better the traffic effect is improved by the optimization scheme;
s4.3.3, efficiency improvement index: efficiency improvement index
Figure 926863DEST_PATH_IMAGE114
In order to improve the operation efficiency of the basic scheme and the optimization scheme in the road network under the same traffic demand condition, the calculation formula of the efficiency improvement index is as follows:
Figure 981538DEST_PATH_IMAGE115
；
the larger the efficiency improvement index is, the higher the efficiency of the optimization scheme is, and the better the traffic improvement effect of the optimization scheme is;
s4.3.4, weight evaluation difference value: the weight evaluation difference is calculated based on the evaluation difference between the individual road section and the intersection, and in the designated area, the weighted average of the evaluation differences between all the intersections and the road sections in the area is calculated to obtain the weight evaluation difference of the road network of the area (the
Figure 584558DEST_PATH_IMAGE116
）；
Furthermore, the weighted values of the road sections and the intersections need to consider a plurality of aspects such as traffic flow, people flow, optimization priority, project requirements and the like. This embodiment does not constrain the weight value;
s4.4, setting an evaluation method of the region;
further, the method for evaluating the region of step S4.4 comprises the steps of:
s4.4.1, setting corresponding score standards of all indexes by adopting a five-score scoring method according to the regional evaluation method, wherein the regional evaluation standard is shown in a table 8:
table 8 evaluation score criteria for region
Figure 244340DEST_PATH_IMAGE117
S4.4.2, calculating the overall regional assessment score(s), wherein the overall regional assessment score(s) is the average value of the scores of all indexes in the S4.4.1, and obtaining assessment grades by comparing the following table, wherein the assessment grades are shown in a table 9:
evaluation rating of Table 9 region
Figure 438561DEST_PATH_IMAGE118
And S5, substituting the road distribution result of the traffic organization basic scheme obtained in the step S1 and the road distribution result of the traffic organization optimization scheme obtained in the step S3 into the evaluation index of the traffic organization optimization scheme obtained in the step S4 for calculation to obtain the evaluation result of the traffic organization optimization scheme.
The method for evaluating the traffic organization optimization scheme is used for evaluating traffic organization measures which are quickly reflected, a target road section is selected according to an evaluation result of the traffic organization optimization scheme, the target road section is generally a road section which needs to be further optimized after the optimization scheme and generally has the characteristic of being relatively congested or having large traffic flow, after the target road section is selected, the road flow tracing source is calculated according to the road distribution result of the traffic organization optimization scheme obtained in the step S3, the flow tracing source is specific to the target road section, the road section number sequence of the driving track of passing vehicles is integrated, and the number of times that the vehicles pass through other road sections is counted, namely the road flow tracing source of the target road section.
The third concrete implementation mode:
electronic equipment, comprising a memory and a processor, the memory storing a computer program, the processor implementing the steps of the method for assessing a traffic organization optimization plan when executing the computer program.
The computer device of the present invention may be a device including a processor, a memory, and the like, for example, a single chip microcomputer including a central processing unit and the like. And the processor is used for implementing the steps of the recommendation method capable of modifying the relationship-driven recommendation data based on the CREO software when executing the computer program stored in the memory.
The Processor may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required by at least one function (such as a sound playing function, an image playing function, etc.), and the like; the storage data area may store data (such as audio data, a phonebook, etc.) created according to the use of the cellular phone, and the like. In addition, the memory may include high-speed random access memory, and may also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), at least one magnetic disk storage device, a Flash memory device, or other volatile solid state storage device.
The fourth concrete implementation mode is as follows:
a computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the method of assessing a traffic organization optimization plan.
The computer readable storage medium of the present invention may be any form of storage medium read by a processor of a computer device, including but not limited to non-volatile memory, ferroelectric memory, etc., on which a computer program is stored, which when read and executed by the processor of the computer device, may implement the steps of the above-described CREO software-based modeling method that can modify relationship-driven modeling data.
The computer program comprises computer program code which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, usb disk, removable hard disk, magnetic disk, optical disk, computer Memory, read-Only Memory (ROM), random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution medium, and the like. It should be noted that the computer readable medium may contain content that is subject to appropriate increase or decrease as required by legislation and patent practice in jurisdictions, for example, in some jurisdictions, computer readable media does not include electrical carrier signals and telecommunications signals as is required by legislation and patent practice.
It is noted that relational terms such as "first" and "second," and the like, may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of additional like elements in a process, method, article, or apparatus that comprises the element.
While the application has been described above with reference to specific embodiments, various modifications may be made and equivalents may be substituted for elements thereof without departing from the scope of the application. In particular, the various features of the embodiments disclosed herein may be used in any combination that is not inconsistent with the structure, and the failure to exhaustively describe such combinations in this specification is merely for brevity and resource conservation. Therefore, it is intended that the application not be limited to the particular embodiments disclosed, but that the application will include all embodiments falling within the scope of the appended claims.

Claims (9)

1. An evaluation method of a traffic organization optimization scheme is characterized by comprising the following steps:
s1, based on a four-stage traffic model, obtaining road distribution results of an OD matrix and a traffic organization basic scheme through travel generation, comprehensive impedance, travel distribution, mode division, time interval division and road distribution;
s2, inputting traffic organization measures including forbidden ways, single-way, lane changing and steering into the four-stage traffic model to obtain a changed road network structure;
s3, updating the road network based on the OD matrix obtained in the step S1 and the changed road network structure obtained in the step S2, and performing road distribution to obtain a road distribution result of the traffic organization optimization scheme for evaluation of the traffic organization optimization scheme;
s4, constructing an evaluation index of a road traffic organization optimization scheme, an evaluation method of an individual road section and a road intersection and an evaluation method of an area;
and S5, substituting the road distribution result of the traffic organization basic scheme obtained in the step S1 and the road distribution result of the traffic organization optimization scheme obtained in the step S3 into the evaluation index of the traffic organization optimization scheme obtained in the step S4 for calculation to obtain the evaluation result of the traffic organization optimization scheme.
2. The method for evaluating a traffic organization optimization scheme according to claim 1, wherein the step S3 is implemented by:
a path table and a flow table in a road distribution result of the traffic organization optimization scheme are used for evaluating individual road sections and road intersections;
and a path table, a TIME TIME matrix, a LENGTH path matrix, a TRIP flow matrix and a flow table in the road distribution result of the traffic organization optimization scheme are used for regional evaluation.
3. The method for evaluating a traffic organization optimization scheme according to claim 2, wherein the step S4 is implemented by the following steps:
s4.1, setting evaluation indexes of individual road sections and road intersections;
s4.2, setting an evaluation method of the individual road sections and the road intersections;
s4.3, setting an evaluation index of the region;
and S4.4, setting an evaluation method of the region.
4. The method for evaluating the traffic organization optimization scheme according to claim 3, wherein the evaluation indexes of the individual road sections and the road intersections in the step S4.1 comprise average delay time of the intersections, traffic capacity of the intersections, running speed of the road sections, traffic capacity of the road sections, road section saturation and intersection saturation;
s4.1.1, average delay time of an intersection: the method is characterized in that the time prolonged by the passing ratio of the vehicle passing through the intersection due to queuing or other interference at the intersection is used for evaluating the running efficiency and the service level of the intersection, and the calculation formula is as follows:
Figure 189432DEST_PATH_IMAGE001
wherein the content of the first and second substances,
Figure 882582DEST_PATH_IMAGE002
the free flow transit time of the k-th inlet lane of the intersection,
Figure 803133DEST_PATH_IMAGE003
the actual transit time of the k-th entrance lane at the intersection,
Figure 556326DEST_PATH_IMAGE004
the average delay at the intersection is the average delay,
Figure 811595DEST_PATH_IMAGE002
、
Figure 308436DEST_PATH_IMAGE003
taking values in an output field of the flow meter, wherein n is the number of intersection inlets; s4.1.2, intersection traffic capacity:
the traffic capacity of the intersection is equal to the sum of the traffic capacities of all the entrance lanes, and the traffic capacity of the entrance lane is equal to the sum of the traffic capacities of all the lanes; s4.1.2.1, the traffic capacity calculation formula of 1 straight lane is as follows:
Figure 83494DEST_PATH_IMAGE005
wherein, the first and the second end of the pipe are connected with each other,
Figure 7587DEST_PATH_IMAGE006
in order to be the period of the signal lamp,
Figure 986039DEST_PATH_IMAGE007
the time of the green light of the signal light,
Figure 20991DEST_PATH_IMAGE008
for the time when the first vehicle starts to pass the stop line after the green light is on,
Figure 916135DEST_PATH_IMAGE009
the average time for a straight-ahead or right-turn vehicle to pass the stop line,
Figure 11129DEST_PATH_IMAGE010
in order to reduce the coefficient of the light beam,
Figure 975412DEST_PATH_IMAGE011
the traffic capacity of 1 straight lane is ensured,
Figure 814055DEST_PATH_IMAGE006
、
Figure 563705DEST_PATH_IMAGE007
the value is taken from the traffic control data,
Figure 829602DEST_PATH_IMAGE008
the value of the second time is 2.3s,
Figure 782645DEST_PATH_IMAGE009
values are taken from the local survey data,
Figure 159400DEST_PATH_IMAGE010
a value of 0.9;
s4.1.2.2, the traffic capacity calculation formula of the straight right lane is as follows:
Figure 497977DEST_PATH_IMAGE012
wherein the content of the first and second substances,
Figure 934775DEST_PATH_IMAGE013
the straight right lane traffic capacity;
s4.1.2.3, the straight left lane traffic capacity calculation formula is as follows:
Figure 879509DEST_PATH_IMAGE014
wherein, the first and the second end of the pipe are connected with each other,
Figure 653430DEST_PATH_IMAGE015
in order to achieve the straight left lane traffic capacity,
Figure 987460DEST_PATH_IMAGE016
is the proportion of left-turning vehicles in a straight left lane,
Figure 470525DEST_PATH_IMAGE016
taking values from local survey data;
s4.1.2.4, the traffic capacity calculation formula of the straight left lane and the straight right lane is as follows:
Figure 319532DEST_PATH_IMAGE017
wherein the content of the first and second substances,
Figure 631565DEST_PATH_IMAGE018
the traffic capacity of straight left and right lanes is obtained;
s4.1.2.5, when the entrance lane is provided with a special left-turn lane and a special right-turn lane, the entrance lane traffic capacity of the special left-turn lane and the special right-turn lane is set
Figure 820100DEST_PATH_IMAGE019
The calculation formula is as follows:
Figure 972602DEST_PATH_IMAGE020
wherein the content of the first and second substances,
Figure 512168DEST_PATH_IMAGE021
is the sum of the traffic capacity of the straight lane on the same plane,
Figure 159050DEST_PATH_IMAGE022
the proportion of the left-turning vehicles in the vehicles on the entrance lane is,
Figure 467671DEST_PATH_IMAGE023
the proportion of the right-turning vehicles in the vehicle on the entrance lane is,
Figure 558118DEST_PATH_IMAGE022
、
Figure 319401DEST_PATH_IMAGE023
taking values from local area survey data;
special left-turn lane traffic capacity
Figure 504395DEST_PATH_IMAGE024
The calculation formula is as follows:
Figure 667523DEST_PATH_IMAGE025
right-turn lane capacity
Figure 692985DEST_PATH_IMAGE026
The calculation formula is as follows:
Figure 941564DEST_PATH_IMAGE027
；
s4.1.2.6, when the entrance way is provided with a special left-turn lane but not with a special right-turn lane, the entrance way traffic capacity of the special left-turn lane is set
Figure 930248DEST_PATH_IMAGE028
The calculation formula is as follows:
Figure 213462DEST_PATH_IMAGE029
s4.1.2.7, when the entrance way is provided with a special right-turn lane but not a special left-turn lane, the entrance way traffic capacity of the special right-turn lane is set
Figure 380133DEST_PATH_IMAGE030
The calculation formula is as follows:
Figure 443904DEST_PATH_IMAGE031
；
s4.1.3, road section running speed: the average speed of each vehicle on the road section after being converted into a passenger car is used for evaluating the traffic running quality of the road section, and the calculation formula is as follows:
Figure 111645DEST_PATH_IMAGE032
wherein the content of the first and second substances,Las regards the length of the road section,Tis the actual transit time for the road segment,Tthe value is taken in the output field of the flow meter,Ltaking values in road section attributes;
s4.1.4, road section traffic capacity: the road section traffic capacity belongs to road attributes and is related to road grade and number of lanes, and the traffic capacity calculation method is obtained according to a road traffic capacity calculation standard table;
s4.1.5 road segment saturation
Figure 623267DEST_PATH_IMAGE033
: the road section saturation is the traffic flow of the road section divided by the traffic capacity of the road section or the intersection, and is used for evaluating the traffic service level of the road section, and the calculation formula is as follows:
Figure 85472DEST_PATH_IMAGE034
q is the traffic flow of the road section, C is the traffic capacity of the road section, Q takes values in the flow field output by the flow meter, and C takes values in the attribute of the road section;
s4.1.6, intersection saturation
Figure 433277DEST_PATH_IMAGE035
: reflecting the balance degree between all the traffic supply and demand of the entrance road, and being used for evaluating the traffic service level of the intersection, the calculation formula is as follows:
Figure 904710DEST_PATH_IMAGE036
Figure 772303DEST_PATH_IMAGE037
wherein, the first and the second end of the pipe are connected with each other,
Figure 405409DEST_PATH_IMAGE038
is the saturation of the k-th inlet channel,
Figure 240510DEST_PATH_IMAGE039
to take a maximum function, Q k Is the traffic flow of the k-th entrance lane,
Figure 250054DEST_PATH_IMAGE040
is the traffic capacity of the k-th entrance lane.
5. The method for evaluating a traffic organization optimization scheme according to claim 4, wherein the step S4.2 of evaluating the individual road sections and road crossings comprises the steps of:
s4.2.1, calculating evaluation indexes of a traffic organization basic scheme and a traffic organization optimization scheme according to the evaluation indexes of the individual road sections and the road intersections in the step S4.1;
s4.2.2, evaluating the individual road sections by adopting three indexes of road section saturation, road section traffic capacity and road section running speed, evaluating the intersection road sections by adopting three indexes of intersection saturation, intersection traffic capacity and intersection average delay time, giving the relative weight scores of the indexes by adopting a five-score scoring method, and determining the evaluation standards of the individual road sections and the intersection road sections by using a weighted average method;
and S4.2.3, comparing the evaluation indexes of the traffic organization basic scheme and the traffic organization optimization scheme which are obtained by calculation in the step S4.2.1 with the evaluation standard in the step S4.2.2, calculating the evaluation scores of the individual road sections and the intersection road sections, and then calculating the evaluation difference d between the optimization scheme and the basic scheme to obtain the evaluation grade.
6. The method for evaluating a traffic organization optimization scheme according to claim 5, wherein the evaluation indexes of the area of the step S4.3 comprise a distance saving proportion, a time saving proportion, an efficiency improvement index and a weight evaluation difference;
s4.3.1, the route saving proportion is as follows: route saving ratio
Figure 753846DEST_PATH_IMAGE041
In order to solve the path length difference between the basic scheme and the optimization scheme caused by different routes under the same traffic demand condition, the calculation formula of the route saving ratio is as follows:
Figure 557854DEST_PATH_IMAGE042
wherein the content of the first and second substances,
Figure 880251DEST_PATH_IMAGE043
the starting point is the output quantity of i and the end point is j,
Figure 427907DEST_PATH_IMAGE044
、
Figure 270092DEST_PATH_IMAGE045
starting points of the basic scheme and the optimization scheme are travel distances with i and j as end points respectively,
Figure 245002DEST_PATH_IMAGE046
as a set of starting points, the system can be,
Figure 789115DEST_PATH_IMAGE047
is a set of endpoints;
s4.3.2, time saving ratio
Figure 140462DEST_PATH_IMAGE048
In order to solve the difference of the basic scheme and the optimization scheme in the journey time caused by different routes under the same traffic demand condition, the calculation formula of the time saving proportion is as follows:
Figure 601268DEST_PATH_IMAGE049
wherein the content of the first and second substances,
Figure 12658DEST_PATH_IMAGE050
、
Figure 44068DEST_PATH_IMAGE051
respectively starting points of the basic scheme and the optimization scheme are travel time with i and ending points of j;
s4.3.3, efficiency improvement index: efficiency improvement index
Figure 933527DEST_PATH_IMAGE052
In order to improve the operation efficiency of the basic scheme and the optimization scheme in the road network under the same traffic demand condition, the calculation formula of the efficiency improvement index is as follows:
Figure 953566DEST_PATH_IMAGE053
；
s4.3.4, weight evaluation difference value: the weight evaluation difference is calculated and obtained based on the evaluation difference of the individual road section and the intersection, in the designated area, the weighted average of the evaluation differences of all the intersections and the road sections in the area is calculated, and the weight evaluation difference of the road network in the area is obtained
Figure 660491DEST_PATH_IMAGE054
。
7. The method of claim 6, wherein the step S4.4 comprises the steps of:
s4.4.1, setting corresponding score standards of all indexes by adopting a five-score scoring method in the regional evaluation method;
and S4.4.2, calculating the overall regional assessment score which is the average value of all index scores in the S4.4.1 to obtain the regional assessment grade.
8. Electronic device, characterized in that it comprises a memory and a processor, the memory storing a computer program which, when executed by the processor, carries out the steps of a method for assessing a traffic organisation optimisation scenario as claimed in any one of claims 1 to 7.
9. Computer-readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out a method for assessing a traffic organization optimization scenario according to any one of claims 1 to 7.
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