CN112419719A - Method and system for evaluating traffic operation safety of highway - Google Patents
Method and system for evaluating traffic operation safety of highway Download PDFInfo
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- CN112419719A CN112419719A CN202011293643.1A CN202011293643A CN112419719A CN 112419719 A CN112419719 A CN 112419719A CN 202011293643 A CN202011293643 A CN 202011293643A CN 112419719 A CN112419719 A CN 112419719A
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
- G08G1/0129—Traffic data processing for creating historical data or processing based on historical data
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
Abstract
The invention provides a method and a system for evaluating traffic operation safety of a highway, belonging to the technical field of highway traffic.A traffic safety driving simulation system and a physiological and psychological test system are relied on to obtain psychological and physiological indexes of a driver and corresponding vehicle operation parameters under a virtual traffic environment of the highway as virtual driving data; selecting different vehicle types, and monitoring psychological and physiological indexes of a driver and corresponding vehicle operation parameters in real time under the real traffic environment of the expressway to serve as real vehicle test data; accident analysis is carried out on historical data of traffic accidents occurring on a highway within a period of time, and accident characteristics and accident causes are obtained; determining a risk road section with danger or potential safety hazard on the expressway by combining the virtual driving data, the real vehicle test data, the road traffic safety influence factors and the accident cause data; and evaluating the traffic safety level of the highway aiming at the risk road section, and determining an improvement suggestion of the highway according to the evaluation result.
Description
Technical Field
The invention relates to the technical field of highway traffic, in particular to a method and a system for evaluating the traffic operation safety of a highway.
Background
With the great development of road traffic infrastructure construction in China, the road traffic mileage and the motor vehicle reserve are both rapidly increased, so that the road traffic transportation industry is rapidly developed, and the road traffic infrastructure construction method plays an important role in promoting the development of national economy. But the traffic accidents are getting more serious, and particularly, serious casualties and huge property loss are often caused by group death and serious traffic accidents, and great social influence is generated. Aiming at the expressway operated by the passing vehicles, how to evaluate the operation safety under the dynamic traffic conditions of the people, the vehicles, the roads and the environment, analyzing potential dangerous factors and potential safety hazards of expressway projects, researching and providing effective comprehensive countermeasures such as technology, emergency, scheduling and the like, and having important significance for comprehensively improving the operation traffic safety and the emergency disposal level of the expressway.
Disclosure of Invention
The invention aims to provide a method and a system for evaluating the traffic operation safety of an expressway, so as to solve at least one technical problem in the background technology.
In order to achieve the purpose, the invention adopts the following technical scheme:
on one hand, the invention provides a method for evaluating the traffic operation safety of a highway, which comprises the following steps:
acquiring psychological and physiological indexes of a driver and corresponding vehicle running parameters under the virtual traffic environment of the expressway as virtual driving data by depending on a traffic safety driving simulation system and a physiological and psychological test system;
selecting different vehicle types, and monitoring psychological and physiological indexes of a driver and corresponding vehicle operation parameters in real time under the real traffic environment of the expressway to serve as real vehicle test data;
the method comprises the steps of checking the road condition of the highway, knowing the current situation of traffic safety of the highway and acquiring road traffic safety influence factors;
accident analysis is carried out on historical data of traffic accidents occurring on a highway within a period of time, and accident characteristics and accident causes are obtained and used as road and accident cause data;
determining a risk road section with danger or potential safety hazard on the expressway by combining the virtual driving data, the real vehicle test data, the road traffic safety influence factors and the accident cause data;
and evaluating the traffic safety level of the highway aiming at the risk road section, and determining an improvement suggestion of the highway according to the evaluation result.
Preferably, an expressway virtual environment in the traffic safety driving simulation system is constructed based on an expressway scene reconstruction technology of the road point cloud, a driver conducts driving behaviors in the expressway virtual environment through a driving simulator, and physiological and psychological index data and virtual vehicle operation parameters of the driver in the virtual driving process are detected by using psychophysiological detection equipment.
Preferably, the road line elements with similar road attributes are classified to obtain different road line elements, including tunnels, straight road sections, longitudinal slope road sections, interchange sections and short flat road sections;
the psychology and the physiology indexes of the driver under different road line elements are detected through psychology and physiology detection equipment.
Preferably, the driver drives the selected different types of vehicles to run in the real highway traffic environment, and the psychophysiological detection device is used for detecting the physiological and psychological index data of the driver in the real driving process and the real vehicle running parameters.
Preferably, the physiological and psychological indexes of the driver include: electrocardio data, skin electricity data, myoelectricity data and eye movement parameters; the vehicle operating parameters include: running speed, running speed difference, interval acceleration, deceleration and steering angle speed.
Preferably, classifying the road line elements with similar road attributes to obtain 5 types of road line elements of a tunnel, a straight road section, a longitudinal slope road section, an interchange section and a short and flat road section;
and carrying out normalization calculation on the measured electrocardio data, the measured skin electricity data, the measured myoelectricity data and the measured eye movement parameters under the corresponding road line elements, and comparing the obtained calculation result with a preset threshold value to obtain a comparison result.
Preferably, the collected running speed is drawn into a running speed and road line element speed difference curve, and running speed concentration areas of different types of vehicles are determined; comparing and analyzing the speed difference with the flat curve parameters of the route to determine the cause of the speed difference;
and determining an interval acceleration change factor, a deceleration change factor and a steering angular speed change factor by combining the actual current running situation of the expressway.
Preferably, the risk section in the road element is determined according to the comparison result, the operation speed concentration area, the speed difference cause, the section acceleration variation factor, the deceleration variation factor and the steering angular speed variation factor.
Preferably, the current situation of the risk road section is improved by combining with the safety evaluation specification of the road project.
In a second aspect, the present invention further provides a system for evaluating highway traffic operation safety based on the method for evaluating highway traffic operation safety, including:
the virtual driving data input unit is used for receiving psychological and physiological indexes of a driver and corresponding vehicle running parameters under the virtual traffic environment of the expressway, wherein the psychological and physiological indexes and the corresponding vehicle running parameters are acquired by relying on a traffic safety driving simulation system and a physiological and psychological test system;
the real vehicle experiment data input unit is used for receiving and monitoring psychological and physiological indexes of a driver and corresponding vehicle operation parameters in real traffic environment of the expressway in real time by selecting different vehicle types;
the road traffic safety influence factor input unit is used for receiving and checking the highway condition, knowing the current situation of highway traffic safety and acquiring road traffic safety influence factors;
the road and accident cause data analysis unit is used for receiving historical data of traffic accidents occurring in a period of time on the expressway, performing accident analysis, and acquiring accident characteristics and accident causes as road and accident cause data;
and the risk road section judging unit is used for determining the risk road section with danger or potential safety hazard on the expressway by combining the virtual driving data, the real vehicle test data, the road traffic safety influence factors and the accident cause data.
The invention has the beneficial effects that: the method comprises the steps of analyzing and evaluating existing operation safety risk factors from the aspects of traffic management, operating environment, road facility standard conformity, traffic adaptability and the like, comprehensively analyzing key roads, sections easy to send traffic accidents and the like in the potential traffic safety hazards, summarizing and integrating the key roads by using methods such as cluster analysis and the like, excavating and extracting main problems existing in each road section, and providing technical support for developing design and building safety and high speed in the next step.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a distribution diagram of a driver driving fixation hot spot area according to an embodiment of the present invention.
Fig. 2 is a schematic diagram illustrating a change of a driving fixation time of a driver according to a travel distance according to an embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below by way of the drawings are illustrative only and are not to be construed as limiting the invention.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.
It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
For the purpose of facilitating an understanding of the present invention, the present invention will be further explained by way of specific embodiments with reference to the accompanying drawings, which are not intended to limit the present invention.
It should be understood by those skilled in the art that the drawings are merely schematic representations of embodiments and that the elements shown in the drawings are not necessarily required to practice the invention.
Examples
The embodiment of the invention provides a method for evaluating traffic operation safety of a highway, which specifically comprises the following steps: acquiring psychological and physiological indexes of a driver and corresponding vehicle running parameters under the virtual traffic environment of the expressway as virtual driving data by depending on a traffic safety driving simulation system and a physiological and psychological test system;
selecting different vehicle types, and monitoring psychological and physiological indexes of a driver and corresponding vehicle operation parameters in real time under the real traffic environment of the expressway to serve as real vehicle test data;
the method comprises the steps of checking the road condition of the highway, knowing the current situation of traffic safety of the highway and acquiring road traffic safety influence factors;
accident analysis is carried out on historical data of traffic accidents occurring on a highway within a period of time, and accident characteristics and accident causes are obtained and used as road and accident cause data;
determining a risk road section with danger or potential safety hazard on the expressway by combining the virtual driving data, the real vehicle test data, the road traffic safety influence factors and the accident cause data;
and evaluating the traffic safety level of the highway aiming at the risk road section, and determining an improvement suggestion of the highway according to the evaluation result.
The highway scene reconstruction technology based on the road point cloud is used for constructing a highway virtual environment in a traffic safety driving simulation system, a driver performs driving behaviors in the highway virtual environment through a driving simulator, and physiological and psychological index data and virtual vehicle operation parameters of the driver in the virtual driving process are detected by using psychophysiological detection equipment.
Classifying the road line elements with similar road attributes to obtain different road line elements, wherein the different road line elements comprise a tunnel, a straight road section, a longitudinal slope road section, an interchange section and a short flat road section;
the psychology and the physiology indexes of the driver under different road line elements are detected through psychology and physiology detection equipment.
The method comprises the steps that a driver drives different types of vehicles selected by the driver to run in a real highway traffic environment, and physiological and psychological index data and real vehicle running parameters of the driver in the real driving process are detected by using psychophysiological detection equipment.
The driver physiological and psychological indexes include: electrocardio data, skin electricity data, myoelectricity data and eye movement parameters; the vehicle operating parameters include: running speed, running speed difference, interval acceleration, deceleration and steering angle speed.
Classifying the road line elements with similar road attributes to obtain 5 types of road line elements of a tunnel, a straight road section, a longitudinal slope road section, an interchange section and a short and flat road section;
and carrying out normalization calculation on the measured electrocardio data, the measured skin electricity data, the measured myoelectricity data and the measured eye movement parameters under the corresponding road line elements, and comparing the obtained calculation result with a preset threshold value to obtain a comparison result.
Drawing the collected running speeds into running speed and road line element speed difference curves, and determining running speed concentration areas of different types of vehicles; comparing and analyzing the speed difference with the flat curve parameters of the route to determine the cause of the speed difference;
and determining an interval acceleration change factor, a deceleration change factor and a steering angular speed change factor by combining the actual current running situation of the expressway.
And determining the risk road section in the road line element according to the comparison result, the running speed concentration area, the speed difference cause, the interval acceleration change factor, the deceleration change factor and the steering angular speed change factor.
And improving the current situation of the risk road section by combining with the safety evaluation standard of the road project.
And according to the highway design data, establishing a driving simulation virtual reality environment of the highway by using the UC-winRoad system. The virtual reality environment is constructed completely according to the design indexes of planes, longitudinal planes and cross sections, and the real appearance of the expressway can be truly and accurately reproduced.
The driver adopts the existing driving simulator and wears the psychophysiological detection equipment to drive in the driving simulation virtual reality environment of the constructed expressway, for example, the driving simulator of Fulangba company is adopted.
The psychophysiology detection equipment can record and detect the physiological change condition of a driver individual during testing when the driver individual drives the simulator in real time, analyzes the physical and mental health state, emotional stability and the like of the individual according to the physiological change trend under specific stimulation, adopts a wireless radio frequency physiology recording technology, synchronously records indexes of the individual such as ECG electrocardio, GSR skin electricity, EMG electromyography, HR heart rate, HRV heart rate variability and the like, and is used as the basis and foundation for analyzing the psychophysiology behavior of the driver.
Eye movement information testing equipment can adopt a latest Glasses2(G2) Glasses type eye movement instrument produced by Tobii company in Sweden to collect tested eye movement, and collects visual information of a driver through a dark pupil tracking technology, G2 ensures that the safety of the driver is guaranteed to the maximum while collecting complete, accurate and effective eye movement data, and has a plurality of eye movement index recording and analyzing functions of a fixation point, a sweep point, a pupil and the like.
The heart, like the electrical source in the human body, has its activity regulated by sympathetic and parasympathetic nerves. The heart is excited sequentially by the pace-making point, the atrium and the ventricle in each cardiac cycle, and the bioelectricity is conducted and reflected to a specific area on the body surface along with the change of action potential of the myocardial cells, which is called Electrocardiogram (ECG). Heart Rate (HR) and Heart Rate Variability (HRV) parameters can be calculated from the raw ecg signals, which are common indicators for driving stress studies. The heart rate is positioned as the heart beat frequency in a certain time interval, and the method has the characteristics of easiness in acquisition and strong anti-interference capability. An increase in mental load will lead to an increase in cardiovascular activity, an increase in energy transfer to the cerebral cortex and a corresponding increase in metabolic activity, which in turn will lead to an increase in heart rate, and thus heart rate parameters are the most commonly used parameters for assessing mental load or fatigue in various circumstances.
The Electrodermal Activity (SC, Skin Conductance or EDA) is a psychogenic sweating in the central nervous system, which is not like a hot sweating but is regulated by the higher cortex of the brain, and belongs to a process of information processing, and is one of the most commonly used key physiological signals in psychophysiological testing technology. When a person is in a state of high mental concentration or stress, the sweat gland activity is enhanced due to sympathetic nerve excitation, and much sweat is secreted. The skin conductivity is improved due to the fact that salt in sweat is high in content, a large galvanic skin reaction is formed on the surface of the skin, sweat glands can be regarded as resistors connected in series, and the sweat can change the resistance of the resistors.
The electromyogram is a waveform diagram in which an electromyogram is recorded by a specific method, and is a potential change that occurs with conduction and dispersion of muscle fiber action potential when a muscle is excited. Since the activity of facial muscles is closely related to emotional expression and is affected by blood flow and thermoregulation, EMG of facial muscles can be one of the indicators for mental load assessment.
In this embodiment, in order to study the influence of different road line shapes, landscapes and traffic facilities on the psychophysiological behaviors of the driver, the line elements with similar road attributes are classified according to the result of line element division, and the classification includes 5 categories: the number of the tunnels and the straight road sections is 10 (1 basic road section +9 general straight road sections), the number of the longitudinal slope road sections is 6, the number of the interchange sections is 3, and the number of the short straight road sections is 2.
The AVHR rules of different tested line element attributes can be seen from the AVHR values of different line elements, the AVHR values of different tested individuals are between 65 and 105 times per minute, the AVHR value of a single individual is stable, and the difference between individuals is obvious. The rule of the SDNN of each tested line element in different line element attributes can be seen from the SDNN values of different line elements, a large peak value appears in an individual tested line element, the line elements with the SDNN values larger than the individual 95% quantiles are screened out in the range of the SDNN normal values in the reference documents, and the SDNN values have more peak values and large heart rate variability of drivers in the line elements of 5(4 times), 8(3 times) of a straight road and 5(3 times) of a longitudinal slope road.
The line element difference of different tested electromyography peak values is large, wherein the electromyography peak value frequency is high in the short and flat road section 1(6 times), the flat road section 9(6 times), the tunnel (4 times) and the short and flat road section 1(3 times), and different from the electrocardio information, the line element coverage distance of the EMG peak value is mostly short, and the line element coverage distance is also one of the reasons for the peak value.
The line element difference of the EDA peak values of different tested roads is large, wherein the frequency of the EDA peak values appearing on the straight road section 9(7 times), the longitudinal slope road 2(3 times) and the longitudinal slope road 1(3 times) is high.
As shown in fig. 1, the gaze hot spot region is divided into 2 parts, wherein the gaze hot spot region is a region where the driver observes the road conditions in front of and on both sides as shown in fig. 1(a), and the gaze hot spot region is a region where the driver focuses on the dashboard as shown in fig. 1 (b).
Paying attention to the gazing behaviors of drivers in different road environments, so that a driver gazing hot spot area is extracted according to the distribution condition of the gazing points, and further analysis is carried out by combining the road environment. As shown in fig. 2, the change of the gazing duration along with the distance can be found that the individuals have great difference, but the gazing duration does not have obvious sudden change due to different road line types and surrounding environments, which indicates that the existing road line types and environments basically meet the requirement of drivers on driving.
The running speed of the effective driving to be tested from a starting point to a terminal point is collected, the speed of a car driver is mainly concentrated at 80-130km/h, and the speed of a truck is mainly concentrated at 60-110 km/h. The speed distribution range of the testees is slightly different, and it can be seen that the driving speeds of different drivers are different due to different personal perceptions. The speed difference distribution of the starting point and the ending point of the line element is concentrated under the influence of the road linearity and the actual state of the road.
Through comparison analysis with the flat curve parameters of the route, the majority of large speed differences are mainly caused by changes of large longitudinal slopes and sharp turns, and part of large speed differences are caused by changes of road characteristics (such as tunnels, bridges, interchange flyovers and the like), and specific conclusions and suggestions are as follows:
in the tunnel section, because the road in the tunnel is a curve and is influenced by tunnel light, the speed of the driver is inevitably reduced when the driver drives in the tunnel, so that the speed of the driver is lower when the driver drives out of the tunnel. After the vehicle leaves the tunnel, the vehicle is influenced by light rays, and the vehicle speed cannot be accelerated to 120km/h directly by a driver in a short time, so that the speed difference at the line element is large, and the potential traffic safety hazard exists. In order to ensure the driving safety of roads, the front edge of the speed-limiting sign at the tunnel entrance is suggested to be placed in a more obvious place, the speed reducer at the tunnel entrance is arranged at the proper front edge, and the brightness of the light at the tunnel exit is properly increased for reducing the light and dark light difference at the tunnel exit.
In a straight road section, the downhill section of the road is less than 2.6%, the uphill section of the road is less than 1.3%, the curvature radius of the road and the driving view of a driver are good, and most of the road sections are downward broken road sections; the curvature radius of the road is reduced to some extent but the change is mild, so that the road is more suitable for a driver to drive, and the driver has an overspeed phenomenon on the road section. But the starting position of the line element is influenced by the exit of the tunnel, and the speed of the starting position of the line element is low, so that the speed difference of the driver at the position of the line element is large. In order to ensure the traffic safety of the road, a speed reduction device is properly added at a position with a large slope value on a long downhill section, and a speed limit sign or monitoring equipment and the like are properly added beside the road.
On an uphill road section and a downhill road section, the speed of the vehicle at the starting point of the line element is high, the speed of the vehicle is reduced to some extent under the influence of the uphill road section, but on a long downhill road section, a driver is forced to brake, and therefore the speed difference of the vehicle is large. Corresponding prompt signs are added at proper positions at the starting point of a long downhill for guaranteeing the road traffic safety.
The main reasons for the excessive acceleration are the road slope and the curvature radius of the road, and the road characteristics (such as tunnels, bridges, interchange, etc.). The reason for sudden change of the larger deceleration (namely, the vehicle deceleration larger than 85 percent) is researched, so that the potential safety hazard problem existing on the road is indirectly reflected. Excessive deceleration is more dispersed over the entire road segment as a whole, but more concentrated over some road segments. The excessive deceleration concentrated road section only needs to be concentrated on the road sections with smaller curvature, long downhill, larger gradient and the like, and a driver takes braking measures for ensuring the driving safety of the road.
The steering angular speed of all the tested road sections is stable and concentrated, the turning angle is moderate, and the steering angular speed of a small number of drivers is unstable in some road sections. The reason why the tested steering angular velocity is unstable is mainly that the curvature radius of the road changes, the gradient of the road greatly changes, and the steering angle is greatly changed when the driver performs operations such as steering and braking on the vehicle.
In summary, the method and system for evaluating the traffic safety of the highway according to the embodiments of the present invention analyze and evaluate the existing operational safety risk factors from the perspective of traffic management, operating environment, road facility specification compliance, traffic adaptability, etc., comprehensively analyze the key roads, sections where traffic accidents are likely to occur, etc., which are hidden traffic safety hazards, summarize and integrate the key roads by using the methods of cluster analysis, etc., the main analysis content includes road traffic accidents, traffic flow, traffic composition, on-site survey data, etc., the main problems of each road section are mined and extracted, and technical support is provided for the next step of design development and safe high speed construction.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
The above description is only a preferred embodiment of the present disclosure and is not intended to limit the present disclosure, and various modifications and changes may be made to the present disclosure by those skilled in the art. Any modification, equivalent replacement, improvement and the like made within the spirit and principle of the present disclosure should be included in the protection scope of the present disclosure.
Although the present disclosure has been described with reference to the specific embodiments shown in the drawings, it is not intended to limit the scope of the present disclosure, and it should be understood by those skilled in the art that various modifications and variations can be made without inventive faculty based on the technical solutions disclosed in the present disclosure.
Claims (10)
1. A method for evaluating the traffic operation safety of a highway is characterized by comprising the following steps:
acquiring psychological and physiological indexes of a driver and corresponding vehicle running parameters under the virtual traffic environment of the expressway as virtual driving data by depending on a traffic safety driving simulation system and a physiological and psychological test system;
selecting different vehicle types, and monitoring psychological and physiological indexes of a driver and corresponding vehicle operation parameters in real time under the real traffic environment of the expressway to serve as real vehicle test data;
the method comprises the steps of checking the road condition of the highway, knowing the current situation of traffic safety of the highway and acquiring road traffic safety influence factors;
accident analysis is carried out on historical data of traffic accidents occurring on a highway within a period of time, and accident characteristics and accident causes are obtained and used as road and accident cause data;
determining a risk road section with danger or potential safety hazard on the expressway by combining the virtual driving data, the real vehicle test data, the road traffic safety influence factors and the accident cause data;
and evaluating the traffic safety level of the highway aiming at the risk road section, and determining an improvement suggestion of the highway according to the evaluation result.
2. The method for evaluating the traffic operation safety of the expressway according to claim 1, wherein an expressway virtual environment in a traffic safety driving simulation system is constructed based on an expressway scene reconstruction technology of road point cloud, a driver performs driving behaviors in the expressway virtual environment through a driving simulator, and physiological and psychological index data and virtual vehicle operation parameters of the driver in the virtual driving process are detected by using a psychophysiological detection device.
3. The method for evaluating the traffic operation safety of the expressway according to claim 2, wherein the road line elements with similar road attributes are classified to obtain different road line elements comprising a tunnel, a straight road section, a longitudinal slope road section, an interchange section and a short and flat road section;
the psychology and the physiology indexes of the driver under different road line elements are detected through psychology and physiology detection equipment.
4. The method according to claim 1, wherein the drivers drive different types of vehicles selected to run in real highway traffic environment, and the psychophysiological detection device is used to detect the physiological and psychological index data of the drivers and the real vehicle running parameters in the real driving process.
5. The method for evaluating the traffic operation safety of the expressway according to any one of claims 1 to 4, wherein the driver's physiological and psychological indicators include: electrocardio data, skin electricity data, myoelectricity data and eye movement parameters; the vehicle operating parameters include: running speed, running speed difference, interval acceleration, deceleration and steering angle speed.
6. The method for evaluating the traffic operation safety of the expressway according to claim 5, wherein the road line elements with similar road attributes are classified to obtain 5 types of road line elements of a tunnel, a straight road section, a longitudinal slope road section, an interchange section and a short and flat road section;
and carrying out normalization calculation on the measured electrocardio data, the measured skin electricity data, the measured myoelectricity data and the measured eye movement parameters under the corresponding road line elements, and comparing the obtained calculation result with a preset threshold value to obtain a comparison result.
7. The method for evaluating the traffic operation safety of the expressway according to claim 6, wherein the collected running speed is drawn into a running speed and road line element speed difference curve to determine running speed concentration areas of different types of vehicles; comparing and analyzing the speed difference with the flat curve parameters of the route to determine the cause of the speed difference;
and determining an interval acceleration change factor, a deceleration change factor and a steering angular speed change factor by combining the actual current running situation of the expressway.
8. The method according to claim 7, wherein the risk sections in the road elements are determined according to the comparison result, the operation speed concentration area, the speed difference cause, the interval acceleration change factor, the deceleration change factor and the steering angular speed change factor.
9. The method for evaluating the traffic operation safety of the highway according to claim 8, wherein the current situation of the risk road section is improved in combination with a highway project safety evaluation specification.
10. An expressway traffic operation safety evaluation system based on the expressway traffic operation safety evaluation method according to any one of claims 1 to 9, comprising:
the virtual driving data input unit is used for receiving psychological and physiological indexes of a driver and corresponding vehicle running parameters under the virtual traffic environment of the expressway, wherein the psychological and physiological indexes and the corresponding vehicle running parameters are acquired by relying on a traffic safety driving simulation system and a physiological and psychological test system;
the real vehicle experiment data input unit is used for receiving and monitoring psychological and physiological indexes of a driver and corresponding vehicle operation parameters in real traffic environment of the expressway in real time by selecting different vehicle types;
the road traffic safety influence factor input unit is used for receiving and checking the highway condition, knowing the current situation of highway traffic safety and acquiring road traffic safety influence factors;
the road and accident cause data analysis unit is used for receiving historical data of traffic accidents occurring in a period of time on the expressway, performing accident analysis, and acquiring accident characteristics and accident causes as road and accident cause data;
and the risk road section judging unit is used for determining the risk road section with danger or potential safety hazard on the expressway by combining the virtual driving data, the real vehicle test data, the road traffic safety influence factors and the accident cause data.
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| CN202011293643.1A CN112419719B (en) | 2020-11-18 | 2020-11-18 | Method and system for evaluating traffic operation safety of highway |
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| CN202011293643.1A CN112419719B (en) | 2020-11-18 | 2020-11-18 | Method and system for evaluating traffic operation safety of highway |
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| CN112419719A true CN112419719A (en) | 2021-02-26 |
| CN112419719B CN112419719B (en) | 2022-06-07 |
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