CN104408916B - Based on section speed, the road traffic running status appraisal procedure of data on flows - Google Patents

Abstract

The invention discloses a road traffic operation state evaluation method based on road section speed and flow data. Firstly, the speed and flow data of the vehicle detector in each comparison period of the road section to be evaluated are obtained, and the upper and lower limits of the integral are determined by using the speed and flow relationship curve; and The total interval of the integral is divided into multiple sub-sections for processing, and at the same time, the proportion of the data volume of each interval to the total number is used as the weight of the integral value of each interval to obtain the respective traffic operation status characterization values, and finally through comparative analysis of the characterization values. Judge relative advantages and disadvantages and obtain quantitative analysis results. Realize the qualitative and quantitative comparative analysis of the traffic operation status, and comprehensively reflect the operation efficiency of the road section in the same period of time from the overall average effect of the traffic operation status. Use the upper and lower positions of each speed-flow relationship curve involved in the comparative analysis and their respective change trends to intuitively and qualitatively reflect the relative advantages and disadvantages of their respective traffic operation states; it is practical, simple and easy to understand.

Description

Evaluation method of road traffic operation status based on road section speed and flow data

technical field

The invention relates to the field of traffic running state analysis, in particular to a road traffic running state evaluation method.

Background technique

With the rapid development of the economy, the operation scale of urban traffic and expressways is getting larger and larger, and the impact of traffic operation on the overall operation efficiency of the city is becoming more and more prominent. However, there are many problems in the current traffic, such as the increasing traffic congestion. severe, the traffic environment is deteriorating, and the use of traffic roads is unreasonable. This requires the establishment of an analysis and evaluation method for the traffic operation status while actively developing the traffic operation status monitoring system. In addition, the analysis and evaluation of the traffic operation status of the road section is an , The key to giving full play to its potential, scientific and effective evaluation of traffic operation status can provide the operation management department with methods and basis for analysis, management, and decision-making, and help to improve the level of road section operation management and service level.

The current evaluation of road traffic operation status is based on the design of evaluation indicators to represent the operation status based on multiple aspects reflecting the efficiency of road traffic operation. Commonly used evaluation indicators are: traffic volume, saturation, instantaneous speed, average driving speed, average journey Speed, traffic density, headway and headway distance, occupancy rate, average travel time, average travel delay, congestion coefficient or congestion degree of road sections, etc. Moreover, most studies use a single index value or a multi-index comprehensive evaluation based on a comprehensive evaluation method to compare and analyze the traffic operation status of road sections in different periods. But this is relatively cumbersome and slightly unintuitive.

Therefore, there is a need for a state assessment method that can comprehensively reflect the operating efficiency of road sections in the same period.

Contents of the invention

In view of this, the technical problem to be solved by the present invention is to provide a road traffic operation state evaluation method based on road section speed and flow data.

The purpose of the present invention is achieved like this:

The road traffic operating state evaluation method based on road section speed and flow data provided by the present invention comprises the following steps:

S1: Obtain the vehicle detector data of each comparison period of the road section to be evaluated, and store the data in a data table in a standardized manner. The data items in the data table include the speed and flow of each lane;

S2: Carry out data preprocessing on the obtained vehicle detector, and process the data of each lane separately, and store the processed data in the data table in a standardized manner; the data preprocessing includes two parts: the vehicle detector Convert traffic flow to standard traffic flow, and remove abnormal data;

S3: Use the actual vehicle detector speed and flow data of the road section after data preprocessing to implement the fitting of the speed-flow relationship curve of the road section to be evaluated in different periods; use the following quadratic curve to fit the actual speed-flow rate of the road section relation:

V＝AQ ² +BQ+C

In the formula: V represents speed; Q represents flow; A, B, C are regression coefficients;

S4: Determine the analysis method for the evaluation of road traffic operation status. If qualitative analysis is performed, the qualitative analysis results can be given according to the position relationship of the curves and their respective change trends, and the evaluation process of road traffic operation status will be ended; if quantitative analysis is performed , go to step S5 to implement quantitative analysis;

S5: The quantitative analysis uses the obtained speed-flow relationship curve to determine the upper and lower limits of the integral according to the effective data range; and divides the entire flow integration total interval into multiple sub-sections for processing, and obtains quantitative analysis by integral operation result.

Further, the specific steps of the quantitative analysis in the step S5 are as follows:

S51: Determine the total integral interval in the entire flow interval according to the design speed per hour of the road section and the detection performance of the vehicle detector;

S52: Divide the total integral interval into multiple small intervals according to a certain group distance, obtain multiple integral intervals, and use the start and end points of each interval as the upper and lower limits of the respective integrals;

S53: Perform statistical analysis on the data samples of each curve, determine the proportion p _{i of the data volume in each sub-interval to the total number of samples, and use the proportion p i as} the weight of the integral value of each interval;

S54: Aiming at the curves in different periods of the road section, perform integral calculations on the above-mentioned multiple intervals along the curves, and obtain the traffic operation state characterization value in each interval section or the relative traffic operation state characterization value between each other, which is defined according to the following formula Two indicators to characterize:

(1) Significant value of difference in traffic operation state ΔS=S ₂ -S ₁ ;

(2) Relative difference ratio of traffic operation status

Among them, S ₁ and S ₂ respectively represent the characteristic values of the traffic operation status corresponding to each curve within a certain flow interval; the quantitative calculation is carried out by integrating the flow along the curve within a certain flow interval, and the quantitative calculation adopts the following formula:

In the formula, Q _b1 represents the integral upper limit value in the comparison period 1 within a certain flow range; Q _a1 represents the integral lower limit value in the comparison period 1 within a certain flow range; A ₁ represents the speed-flow relationship in the comparison period 1 Sub-term coefficient; B ₁ represents the coefficient of the primary term of the speed-flow relational expression in the comparison period 1; C ₁ represents the constant term of the speed-flow relational expression in the comparison period 1; Q _b2 represents the integral upper limit of the comparison period 2 within a certain flow range value; Q _a2 represents the integral lower limit value in a certain flow range in the comparison period 2; A ₂ represents the quadratic term coefficient of the speed-flow relational expression in the comparison period 2; B ₂ represents the first-order term of the speed-flow relational expression in the comparison period 2 Coefficient; C ₂ represents the constant term of the speed-flow relationship in the comparison period 2;

S55: For the curves of the road section in different periods, use the respective proportions p _i to weight the quantitative characterization values related to the traffic operation state of each section, and obtain the relevant characterization values of the traffic operation state corresponding to the respective speed-flow relationship curves of the road sections to be evaluated in different periods Or the relative characterization values (S1, S2, ΔS, _ΔO ) of the traffic operation state between each other; the quantitative analysis results are given in the following way:

( ₁ ) According to the integral _formula and the ratio p _i , the corresponding characteristic values of the traffic operation state corresponding to each curve are calculated. Characteristic value ΔS and relative difference ratio _ΔO of traffic operation state;

(2) According to the relationship between ΔS or _ΔO and "0", judge the relative quality of the traffic operation status of the road section in different periods, and give the quantitative analysis results;

(3) If multiple lanes are selected for comparative analysis, after the quantitative analysis of each lane is completed according to the above steps, the mean value of the quantitative analysis results ΔS or _ΔO of each lane is calculated.

Further, the traffic flow of the vehicle detector in the step S2 is converted into the standard vehicle traffic flow according to the following formula:

In the formula, Q is the converted standard vehicle flow; q _i is the flow value of the i-th type of vehicle; w _i is the conversion coefficient of the i-th type of vehicle; m is the number of vehicle types.

Further, the removal of abnormal data in the step S2 is carried out in the following steps:

S21: According to the actual effectiveness of the speed and flow rate, eliminate the data with obvious errors in the following way, specifically as follows:

The following types of data are excluded:

Eliminate data whose speed is greater than 0 but whose flow rate is equal to 0;

Eliminate data whose speed is equal to 0 but whose flow rate is greater than 0;

S22: Use the mean value and standard deviation of the speed data of the vehicle detector to eliminate abnormal data. The specific rules are as follows:

1) if exists is valid data and will not be excluded;

2) If exists or Then it is determined that the piece of data corresponding to v _i is abnormal data and should be eliminated; among them, 3σ is the screening standard, which means that the speed normal distribution in the measured road section vehicle detector data is obtained three times the mean square error; is the mean value of the speed data of the vehicle detector in the period to be analyzed, the standard deviation is σ _v , and the actual speed value of the vehicle detector is v _i .

Further, the total integration interval in the step S51 is determined according to the following steps:

S511: Determine the upper limit of the total integral interval, perform statistical analysis on the sample data used to fit each curve, obtain the maximum flow rate, and use it as the upper limit value of the entire flow interval;

S512: Determine the lower limit of the total integral interval, specifically as follows:

Note that the maximum speed limit of the road section is V0, and the speed is the vertical axis. From the maximum speed limit V0 on the vertical axis, make a straight line V=V0; use the maximum speed limit to assist in determining the lower limit of the integral;

When the straight line V=V0 intersects the two curves to be analyzed in the low flow area, the lower limit of the total integral interval is the maximum speed limit V0;

When the straight line V=V0 is above the two curves to be analyzed, then the integral lower limit is set in the following manner: obtain the vehicle detector detection performance requirement unit detection time traffic flow value Q0, make the straight line Q=Q0 ; Respectively intersect with the two curves, as the lower limit of integration corresponding to each curve;

When the straight line V=V0 intersects the two curves, if the intersection point on the curve is at a low flow rate, then take the flow value corresponding to the respective intersection point as the lower limit value of the integration; if the set lower limit value is unreasonable, Then obtain the vehicle detector detection performance requirement unit detection time traffic flow value Q0, make a straight line Q=Q0; respectively intersect with the two curves, as the lower limit of the integral corresponding to each curve;

When the straight line V=V0 only intersects with a certain curve in the low flow area, take the average value of the flow value at this point and Q0 as the integral lower limit;

When the straight line V=V0 is located below the two curves in the low-flow area or does not intersect, then the vehicle flow rate value per unit detection time is required to obtain the detection performance of the vehicle detector, and the straight line Q=Q0 is made; respectively with the two curves The intersection point is used as the lower limit of the integral corresponding to each curve;

When there is no actual data point at the integral lower limit determined by the above method, judge whether the integral lower limit is greater than Q0, if the judgment result is "greater than", then take the minimum flow rate in the preprocessed data sample as the integral lower limit;

Otherwise, to obtain the detection performance of the vehicle detector, the vehicle flow rate value per unit detection time is Q0, and the straight line Q=Q0 is made; the intersection points with the two curves are used as the lower limit of the integral corresponding to each curve; if the lower limit of the integral is Q0, it is also If there are no actual data points, the minimum flow rate in the preprocessed data samples is taken as the lower limit of integration.

Further, the total integral interval corresponding to the respective speed-flow relationship curves in different periods is calculated by processing the entire flow interval in sections, as follows:

1) If it is not necessary to ensure that each sub-section is compared under the same flow rate, then the total interval of the curve integration in each comparison period is different, and the total integration interval of each curve is obtained according to the method described in step S51.

[Q _a(i) ,Q _b(i) ];

Wherein, i=1, 2..., represents the total interval of curve integration in different periods, that is, the interval of curve integration in comparison period i.

2) If it is necessary to ensure that each sub-interval is compared under the same flow rate, that is, the curve integral of each comparison period takes the same integral total interval. Obtain the interval corresponding to each curve, select the smaller lower limit value of each interval as the lower limit of the total integral interval, select the larger upper limit value as the upper limit of the total integral interval, and take the total integral interval of each curve as the same total integral interval, so The determination rules for the total interval [Q _a , Q _b ] of the same integral are as follows:

A. If Q _a1 ≥ Q _a2 , and there is Q _a1 ≤ Q _a2 , then the total interval of the integral is: [Q _a2 , Q _b2 ];

B. If Q _a1 > Q _a2 , and there is Q _b1 > Q _b2 , then the total interval of the integral is: [Q _a2 , Q _b1 ];

C. If Q _a1 < Q _a2 , and there is Q _b1 < Q _b2 , then the total interval of the integral is: [Q _a1 , Q _b2 ];

D. If Q _a1 ≤ Q _a2 , and there is Q _b1 ≥ Q _b2 , then the total interval of the integral is: [Q _a1 , Q _b1 ].

Further, the total integral interval [Q _a(i) , Q _b(i) ] (or [Q _a , Q _b ]) is determined by the following steps to determine the upper and lower limits of the interval:

Divide the total interval of each curve integral [Q _a(i) , Q _b(i) ] (or the same integral interval [Q _a , Q _b ]) into n small intervals according to a certain group distance m, and each For small intervals, the starting and ending points of each interval are used as the upper and lower limits of the respective integrals, as follows:

1) If the total interval of the integral of each curve is not taken from the same interval, the sub-integral intervals divided by each are as follows:

[Q _a(i) ,Q _a(i) +m];

[Q _a(i) +m,Q _a(i) +2m];

[Q _a(i) +2m,Q _a(i) +3m];

...;

[Q _a(i) +(n-2)m,Q _a(i) +(n-1)m];

[Q _a(i) + (n-1)m, Q _b(i) ].

Wherein, i=1, 2..., which means that the above-mentioned intervals correspond to the curve i in different periods, that is, the above-mentioned intervals are the sub-integration intervals of the curve integration of the comparison period i.

2) If the same interval [Q _a , Q _b ] is used for the total interval of the integral of each curve, the sub-integral intervals are divided as follows:

[Q _a , Q _a +m];

[Q _a +m,Q _a +2m];

[Q _a +2m, Q _a +3m];

...;

[Q _a +(n-2)m,Q _a +(n-1)m];

[Q _a + (n-1) m, Q _b ].

The beneficial effect of the present invention is that: the present invention has adopted a kind of road traffic running state evaluation method based on road section speed, flow data, utilizes the speed-flow actual relation curve that obtains based on road section vehicle detector data (speed, flow) to comprehensively analyze The traffic operation state realizes the qualitative and quantitative comparative analysis of the traffic operation state, and comprehensively reflects the operation efficiency of the road section in the same period from the overall average effect of the traffic operation state. Based on the speed-flow actual relationship curve obtained from the vehicle detector data of the road section, the qualitative and quantitative comparative analysis of the traffic operation status is realized. Use the upper and lower positions of each speed-flow relationship curve participating in the comparative analysis and their respective change trends to intuitively and qualitatively reflect the relative advantages and disadvantages of their respective traffic operation states; for quantitative analysis, according to the speed-flow coordinate plane of each curve According to a certain rule (valid range of data) to compare and analyze a certain area intercepted, first divide the curve into multiple intervals within a certain valid data range (flow range), and integrate the flow along the curve in sections, and at the same time use The proportion of the data volume in each interval to the total amount is used as the weight of the integral value of each interval, and then the weighted calculation of the integral value of each segment is carried out to obtain the respective traffic operation status characterization value, and finally the relative pros and cons are judged by comparing and analyzing the characterization value, and Get quantitative analysis results. The analysis results can help explain the effectiveness of other evaluation methods (such as evaluation using evaluation indicators), and can also assist road traffic management personnel to evaluate the road's operating status and historical control measures. Provide references to guide management decisions, formulate or optimize control measures, and promote the improvement of operational management and service levels.

Using the speed-flow relationship curve obtained based on the speed and flow data of the road section vehicle detector to evaluate and analyze the traffic operation status of the road section in different periods can more intuitively reflect the traffic operation status as a whole without analyzing multiple evaluation indicators, and It can help explain the validity of the evaluation results of other evaluation methods (such as evaluation using evaluation indicators). In addition, it is practical, simple, and easy to understand.

Description of drawings

In order to make the purpose, technical solutions and advantages of the present invention clearer, the present invention will be described in further detail below in conjunction with the accompanying drawings, wherein:

Fig. 1 is the implementation flowchart of the method for evaluating the road traffic running state based on road section speed and flow data provided by the embodiment of the present invention;

Fig. 2 provides for the speed-flow actual relationship curve (from Chongqing Expressway Yuwu Road descending) based on road section speed, flow data provided by the embodiment of the present invention;

Fig. 3 is a schematic diagram of the analysis of the speed-flow relationship curve of the road section provided by the embodiment of the present invention.

detailed description

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. It should be understood that the preferred embodiments are only for illustrating the present invention, but not for limiting the protection scope of the present invention.

Example 1

As shown in Fig. 1-Fig. 3, the road traffic operating state assessment method based on road section speed and flow data provided by the present invention comprises the following steps:

S1: Obtain the vehicle detector data of each comparison period of the road section to be evaluated, and store the data in a data table in a standardized manner. The data items in the data table include the speed and flow of each lane;

S2: Carry out data preprocessing on the obtained vehicle detector, and process the data of each lane separately, and store the processed data in the data table in a standardized manner; the data preprocessing includes two parts: the vehicle detector Convert traffic flow to standard traffic flow, and remove abnormal data;

S3: Use the actual vehicle detector speed and flow data of the road section after data preprocessing to implement the fitting of the speed-flow relationship curve of the road section to be evaluated in different periods; use the following quadratic curve to fit the actual speed-flow rate of the road section relation:

V＝AQ ² +BQ+C

In the formula: V represents speed; Q represents flow; A, B, C are regression coefficients;

S4: Determine the analysis method for the evaluation of road traffic operation status. If qualitative analysis is performed, the qualitative analysis results can be given according to the position relationship of the curves and their respective change trends, and the evaluation process of road traffic operation status will be ended; if quantitative analysis is performed , go to step S5 to implement quantitative analysis;

S5: The quantitative analysis uses the obtained speed-flow relationship curve to determine the upper and lower limits of the integral according to the effective data range; and divides the entire flow integration total interval into multiple sub-sections for processing, and obtains quantitative analysis by integral operation result.

The specific steps of the quantitative analysis in the step S5 are as follows:

S51: Determine the total integral interval in the entire flow interval according to the design speed per hour of the road section and the detection performance of the vehicle detector;

S52: Divide the total integral interval into multiple small intervals according to a certain group distance, obtain multiple integral intervals, and use the start and end points of each interval as the upper and lower limits of the respective integrals;

S53: Perform statistical analysis on the data samples of each curve, determine the proportion p _{i of the data volume in each sub-interval to the total number of samples, and use the proportion p i as} the weight of the integral value of each interval;

S54: Aiming at the curves in different periods of the road section, perform integral calculations on the above-mentioned multiple intervals along the curves, and obtain the traffic operation state characterization value in each interval section or the relative traffic operation state characterization value between each other, which is defined according to the following formula Two indicators to characterize:

(1) Significant value of difference in traffic operation state ΔS=S ₂ -S ₁ ;

(2) Relative difference ratio of traffic operation status

Among them, S ₁ and S ₂ respectively represent the characteristic values of the traffic operation status corresponding to each curve within a certain flow interval; the quantitative calculation is carried out by integrating the flow along the curve within a certain flow interval, and the quantitative calculation adopts the following formula:

In the formula, Q _b1 represents the integral upper limit value in the comparison period 1 within a certain flow range; Q _a1 represents the integral lower limit value in the comparison period 1 within a certain flow range; A ₁ represents the speed-flow relationship in the comparison period 1 Sub-term coefficient; B ₁ represents the coefficient of the primary term of the speed-flow relational expression in the comparison period 1; C ₁ represents the constant term of the speed-flow relational expression in the comparison period 1; Q _b2 represents the integral upper limit of the comparison period 2 within a certain flow range value; Q _a2 represents the integral lower limit value in a certain flow range in the comparison period 2; A ₂ represents the quadratic term coefficient of the speed-flow relational expression in the comparison period 2; B ₂ represents the first-order term of the speed-flow relational expression in the comparison period 2 Coefficient; C ₂ represents the constant term of the speed-flow relationship in the comparison period 2;

The curves for the two comparative periods are used here only to illustrate the method.

S55: For the curves of the road section in different periods, use the respective proportions p _i to weight the quantitative characterization values related to the traffic operation state of each section, and obtain the relevant characterization values of the traffic operation state corresponding to the respective speed-flow relationship curves of the road sections to be evaluated in different periods Or the relative characterization values (S1, S2, ΔS, _ΔO ) of the traffic operation state between each other; the quantitative analysis results are given in the following way:

( ₁ ) According to the integral _formula and the ratio p _i , the corresponding characteristic values of the traffic operation state corresponding to each curve are calculated. The characteristic value ΔS and the relative difference ratio Δ _O of the traffic operation state; the characteristic values S ₁ , S ₂ , ΔS and Δ _O related to the traffic operation state are calculated as follows:

1) If the total intervals of the integrals of each curve are different, that is, the intervals of each subdivision are different, then ΔS _i and _ΔOi (that is, the representative value of the difference in traffic operation state and the relative difference ratio in each subdivision) cannot be obtained directly. First obtain S _{1(i) and S 2(i) of each sub-section of each curve, and then use S 1(i) and S 2(i) of each} sub-section of each curve to obtain ΔS and _ΔO ;

In the formula: Q _b1(i) , Q _a1(i) and p _1(i) represent the upper limit of integration, the lower limit of integration, and the proportion of sample data in the i-th partition of the comparison period 1 curve respectively; Q _{b2 (i)} , Q _a2(i) and p _2(i) represent the integral upper limit value, integral lower limit value, and sample data volume proportion of the i-th partition of the curve in the comparison period 2 respectively; S _1(i) and S _2(i) represent the traffic operation status characterization values of the i-th sub-section of the curve in each comparison period; n ₁ indicates the number of sub-sections included in the total curve integral interval of the comparison period 1; n ₂ indicates the total curve integration interval of the comparison period 2 The number of sub-intervals included;

Note: The curves for the two comparative periods are used here only to illustrate the methodology.

2) If the total interval of the integral of each curve is the same, that is, the intervals of each subdivision are the same, then:

In the formula, ΔS _i represents the characteristic value of the traffic operation state difference in each sub-interval; _ΔOi represents the relative difference ratio of the traffic operation state in each sub-interval; n represents the number of sub-intervals contained in the total integral interval of each curve. The number of intervals of each curve is the same; the meanings of other parameters are similar to the above.

(2) According to the relationship between ΔS or _ΔO and "0", judge the relative quality of the traffic operation status of the road section in different periods, and give the quantitative analysis results (ΔS or _ΔO ); the discrimination method is as follows:

A. If ΔS>0 or _ΔO >0, it means that the traffic operation status of the road section in period 2 is better than that in period 1, and the improvement value is ΔS or relative increase _ΔO ;

B. If ΔS<0 or _ΔO <0, it means that the traffic operation status of the road section in period 2 is worse than that in period 1, and the negative improvement value is ΔS or relative improvement _ΔO ;

C. If ΔS=0 or Δ _O =0, it means that the traffic operation state of the link in period 2 is basically the same as that in period 1. At this point, further qualitative judgment is required. If the curves are basically completely overlapped, it means that the traffic operation status of the two periods of comparison is basically the same; , then it can be judged by the flatness of the curve. A flatter curve means that the speed decreases more slowly when the flow increases, and the traffic operation in this period is more stable, that is, the traffic operation state is relatively slightly better.

(3) If multiple lanes are selected for comparative analysis, after the quantitative analysis of each lane is completed according to the above steps, the mean value of the quantitative analysis results ΔS or _ΔO of each lane is calculated.

The traffic flow of the vehicle detector in the step S2 is converted into the standard vehicle traffic flow according to the following formula:

In the formula, Q is the converted standard vehicle flow; q _i is the flow value of the i-th type of vehicle; w _i is the conversion coefficient of the i-th type of vehicle; m is the number of vehicle types.

The removal of abnormal data in the step S2 is carried out according to the following formula:

S21: According to the actual effectiveness of the speed and flow rate, eliminate the data with obvious errors in the following way, specifically as follows:

The following types of data are excluded:

Eliminate data whose speed is greater than 0 but whose flow rate is equal to 0;

Eliminate data whose speed is equal to 0 but whose flow rate is greater than 0;

S22: Use the mean value and standard deviation of the speed data of the vehicle detector to eliminate abnormal data. The specific rules are as follows:

1) if exists is valid data and will not be excluded;

2) If exists or Then it is determined that the piece of data corresponding to v _i is abnormal data and should be eliminated; among them, 3σ is the screening standard, which means that the speed normal distribution in the measured road section vehicle detector data is obtained three times the mean square error; is the mean value of the speed data of the vehicle detector in the period to be analyzed, the standard deviation is σ _v , and the actual speed value of the vehicle detector is v _i .

The total integration interval in the step S51 is determined according to the following steps:

S511: Determine the upper limit of the total integral interval, perform statistical analysis on the sample data used to fit each curve, obtain the maximum flow rate, and use it as the upper limit value of the entire flow interval;

S512: Determine the lower limit of the total integral interval, specifically as follows:

Note that the maximum speed limit of the road section is V0, and the speed is the vertical axis. From the maximum speed limit V0 on the vertical axis, make a straight line V=V0; use the maximum speed limit to assist in determining the lower limit of the integral;

When the straight line V=V0 intersects the two curves to be analyzed in the low flow area, the lower limit of the total integral interval is the maximum speed limit V0;

When the straight line V=V0 is above the two curves to be analyzed, then the integral lower limit is set in the following manner: obtain the vehicle detector detection performance requirement unit detection time traffic flow value Q0, make the straight line Q=Q0 ; Respectively intersect with the two curves, as the lower limit of integration corresponding to each curve;

When the straight line V=V0 intersects the two curves, if the intersection point on the curve is at a low flow rate, then take the flow value corresponding to the respective intersection point as the lower limit value of the integration; if the set lower limit value is unreasonable, Then obtain the vehicle detector detection performance requirement unit detection time traffic flow value Q0, make a straight line Q=Q0; respectively intersect with the two curves, as the lower limit of the integral corresponding to each curve;

When the straight line V=V0 only intersects with a certain curve in the low flow area, take the average value of the flow value at this point and Q0 as the integral lower limit;

When the straight line V=V0 is located below the two curves in the low-flow area or does not intersect, then the vehicle flow rate value per unit detection time is required to obtain the detection performance of the vehicle detector, and the straight line Q=Q0 is made; respectively with the two curves The intersection point is used as the lower limit of the integral corresponding to each curve;

When there is no actual data point at the integral lower limit determined by the above method, judge whether the integral lower limit is greater than Q0, if the judgment result is "greater than", then take the minimum flow rate in the preprocessed data sample as the integral lower limit;

Otherwise, to obtain the detection performance of the vehicle detector, the vehicle flow rate value per unit detection time is Q0, and the straight line Q=Q0 is made; the intersection points with the two curves are used as the lower limit of the integral corresponding to each curve; if the lower limit of the integral is Q0, it is also If there are no actual data points, the minimum flow rate in the preprocessed data samples is taken as the lower limit of integration.

The total integral interval corresponding to the respective speed-flow relationship curves in different periods is calculated by processing the entire flow interval in sections, as follows:

1) If it is not necessary to ensure that each sub-section is compared under the same flow rate, then the total interval of the curve integration in each comparison period is different, and the total integration interval of each curve is obtained according to the method described in step S51.

[Q _a(i) ,Q _b(i) ];

Wherein, i=1, 2..., represents the total interval of curve integration in different periods, that is, the interval of curve integration in comparison period i.

2) If it is necessary to ensure that each sub-interval is compared under the same flow rate, that is, the curve integral of each comparison period takes the same integral total interval. Obtain the interval corresponding to each curve, select the smaller lower limit value of each interval as the lower limit of the total integral interval, select the larger upper limit value as the upper limit of the total integral interval, and take the total integral interval of each curve as the same total integral interval, so The determination rules for the total interval [Q _a , Q _b ] of the same integral are as follows:

A. If Q _a1 ≥ Q _a2 , and there is Q _a1 ≤ Q _a2 , then the total interval of the integral is: [Q _a2 , Q _b2 ];

B. If Q _a1 > Q _a2 , and there is Q _b1 > Q _b2 , then the total interval of the integral is: [Q _a2 , Q _b1 ];

C. If Q _a1 < Q _a2 , and there is Q _b1 < Q _b2 , then the total interval of the integral is: [Q _a1 , Q _b2 ];

D. If Q _a1 ≤ Q _a2 , and there is Q _b1 ≥ Q _b2 , then the total interval of the integral is: [Q _a1 , Q _b1 ].

The total integral interval [Q _a(i) , Q _b(i) ] (or [Q _a , Q _b ]) is determined by the following steps to determine the upper and lower limits of the interval:

According to a certain group distance m, the total interval [Q _a(i) , Q _b(i) ] (or [Q _a , Q _b ]) of the integral of each curve is divided into n small intervals, and each small interval is The start and end points of each interval are used as the upper and lower limits of the respective integrals, as follows:

1) If the total interval of the integral of each curve is not taken from the same interval, the sub-integral intervals divided by each are as follows:

[Q _a(i) ,Q _a(i) +m];

[Q _a(i) +m,Q _a(i) +2m];

[Q _a(i) +2m,Q _a(i) +3m];

...;

[Q _a(i) +(n-2)m,Q _a(i) +(n-1)m];

[Q _a(i) + (n-1)m, Q _b(i) ].

Wherein, i=1, 2..., which means that the above-mentioned intervals correspond to the curve i in different periods, that is, the above-mentioned intervals are the sub-integration intervals of the curve integration of the comparison period i.

2) If the same interval [Q _a , Q _b ] is used for the total interval of the integral of each curve, the sub-integral intervals are divided as follows:

[Q _a , Q _a +m];

[Q _a +m,Q _a +2m];

[Q _a +2m, Q _a +3m];

...;

[Q _a +(n-2)m,Q _a +(n-1)m];

[Q _a + (n-1) m, Q _b ].

Example 2

The difference between this embodiment and embodiment 1 is only:

The present embodiment provides a method for assessing the road traffic operating state based on road section speed and flow data, using the speed-flow actual relationship curve obtained based on the road section vehicle detector data (speed, flow) to comprehensively analyze the traffic operating state, from the traffic The overall average effect of the operating status is used to comprehensively reflect the operating efficiency of the road section in the same period of time. Based on the speed-flow actual relationship curve obtained from the vehicle detector data of the road section, the qualitative and quantitative comparative analysis of the traffic operation status can be realized. The analysis results can help explain the effectiveness of other evaluation methods (such as evaluation using evaluation indicators), and can also assist road traffic management personnel to evaluate the road's operating status and historical control measures. Provide references to guide management decisions, formulate or optimize control measures, and promote the improvement of operational management and service levels.

The present invention solves the above technical problems by the following technical means:

The road traffic operation state evaluation method based on road section speed and flow data includes the following steps:

Step 1: Obtain the vehicle detector data of each comparison period of the road section to be evaluated, and store the data in a data table in a standardized manner. 5 minutes (or 3 minutes) data is selected for the vehicle detector data, and the data items must include the speed and flow of each lane, and the selected data comes from one or more vehicle detectors with relatively large traffic on the road section.

In the research on the speed-flow relationship model at home and abroad, it is generally considered that 15 minutes and 5 minutes are the statistical intervals for analyzing the statistical analysis model of traffic flow, and the "Road Capacity Handbook HCM2000" also recommends this. According to relevant statistical analysis research, the analysis effect obtained by using the statistical interval of 3 minutes and 5 minutes is equivalent to or even better than the analysis effect of 15 minutes. In addition, the shorter the statistical interval used, the larger the effective range of the fitted curve. Therefore, it is more inclined to use shorter statistical intervals. Using the vehicle detector data with a large flow rate can better characterize the actual traffic operation status of the road section.

Step 2: Preprocess the acquired vehicle detector data, process the data of each lane separately, and store the processed data in the data table in a standardized manner. Data preprocessing mainly includes two parts: converting the traffic flow of the vehicle detector into standard vehicle traffic, and eliminating abnormal data.

(1) Convert the flow data of the vehicle detector to the standard vehicle flow value

Different types of vehicles have different influences on the traffic operation status, and all of them need to be converted into standard traffic volumes to reflect the impact of different types of vehicles. Usually, the vehicle type conversion coefficient is used to convert the flow rate values of different types of vehicles into standard vehicle flow rates.

According to relevant technical manuals such as "Road Traffic Capacity Manual", "Highway Traffic Capacity Manual", etc., combined with the vehicle inspection equipment to detect the division of vehicle models, take every 5 minutes as a data unit, and use the model conversion coefficient for the flow value of different models Weighted summation to obtain the standard traffic flow value every 5 minutes. See below for the treatment method.

In the formula, Q is the converted standard vehicle flow; q _i is the flow value of the i-th type of vehicle; w _i is the conversion coefficient of the i-th type of vehicle; m is the number of vehicle types.

(2) Eliminate abnormal data

During the detection process, due to the influence of the vehicle detector equipment itself and other factors, some detection data may be abnormal data, and the abnormal data cannot reflect the actual traffic operation status, and the fitting effect of the speed-flow relationship curve have a large impact and must be eliminated. Here, the elimination of abnormal data is completed in two steps:

1) First, eliminate obviously wrong data according to the actual effectiveness of speed and flow;

2) Use the mean value and standard deviation of the speed data of the vehicle detector to eliminate abnormal data.

Step 3: Using the actual vehicle detector speed and flow data of the road section after data preprocessing, implement the fitting of the speed-flow relationship curve in different periods of the road section to be evaluated. The data used for analysis generally selects the data on the lanes with heavy traffic or processes and analyzes the data of each lane separately, and according to relevant research, the form of a quadratic curve is used to represent the actual speed-flow relationship of the road section.

For some road sections, the actual speed-flow relationship curve can better reflect the actual traffic operation state in the form of a linear curve or a quadratic curve. —The fitting analysis of the actual flow relationship curve, the fitting effect of the quadratic curve is better than that of the primary curve, that is, it can better reflect the actual traffic operation state of the road. In addition, the "Handbook of Highway Capacity" recommends that the traffic flow characteristic curve at each calculation speed be in the form of a quadratic curve (for details, please refer to the handbook). To this end, the following mathematical model is used to describe the velocity-flow relationship.

V＝AQ ² +BQ+C

In the formula: V represents speed; Q represents flow; A, B, C are regression coefficients.

The fitting of the curve can be realized with the help of MATLAB or other analysis software.

Step 4: Determine the qualitative analysis or quantitative analysis method. If only qualitative analysis is required, the analysis results can be given according to the positional relationship of the curves and their respective changing trends, and the analysis ends. Otherwise, quantitative analysis can be carried out directly. In addition, if qualitative analysis cannot be used to judge the quality of traffic operation status in each comparison period of the road section, quantitative analysis should be carried out and go to step 5. When multiple lanes are selected for comparative analysis, it is necessary to distinguish the lanes, that is, to conduct comparative analysis on the speed-flow relationship curves of each lane in the comparison period.

Step 5: Based on the obtained speed-flow relationship curve, determine the upper and lower limits of the integral according to the valid data range. In the quantitative analysis, the integral operation is used to obtain the quantitative analysis results, and the entire flow interval (integral total interval) is divided into multiple small intervals for processing. Therefore, the first thing is to determine the integral interval. The steps to determine the integral interval mainly include the following parts:

(1) First, determine a reasonable interval (the total integral interval in the entire flow interval) according to the design speed per hour of the road section and the detection performance of the vehicle detector;

(2) Secondly, divide the interval obtained in the previous step into multiple small intervals according to a certain group interval (for example, 10pcu/ln/5min as the group interval), obtain multiple integral intervals, and use the starting and ending points of each interval as the upper and lower limits of their respective integrals.

Since there are upper and lower limits on the actual flow of road sections within a certain period of time, when performing integral operations in quantitative analysis, the integral interval cannot be selected as [0,+∞). In addition, in the entire flow range, all the data cannot be used for integrals in general, and it is necessary to select data points that can reflect the actual traffic operation status in a centralized manner, and different flow rates have different influences on the overall traffic operation status of the road section. In different traffic intervals, the amount of data representing the traffic operation state is different, and the degree of response to the traffic operation state is also different, which needs to be treated differently, otherwise it will affect the results. For this reason, it is necessary to divide the entire flow interval into multiple sub-sections for different processing, and then determine a reasonable integral interval to improve the reliability of the calculation.

Step 6: Statistically analyze the data samples of each curve, determine the amount of data in each interval or its proportion p _i (frequency) to the total number of samples, and use p _i as the weight of the integral value of each interval.

Different flow rates have different influences on the overall traffic operation status of road sections, and their differences need to be reflected. Although there are few data points in the high-flow interval, it still reflects the actual traffic operation status of the road at certain times, and the overall quality of the road traffic operation status is also greatly affected by the high flow, so it needs to be reasonable consideration, but it is not suitable to directly integrate the entire large flow sub-section. For this reason, the proportion of the data volume in each interval to the total number of samples is used as the weight of the integral value of each interval to reflect the difference in traffic operation status under different flow rates.

Step 7: For the curves in different periods of the road section, perform integral calculations on the above-mentioned multiple intervals along the curves to obtain the representative value of the traffic operation state in each interval or the relative representation value of the traffic operation state between each interval. And define two indicators to characterize:

(1) Significant value of difference in traffic operation state ΔS=S ₂ -S ₁ ;

(2) Relative difference ratio of traffic operation status

Among them, S1 and S2 respectively represent the characteristic values of the traffic operation state corresponding to each curve (two different periods of the road section) in a certain flow interval. Quantitative calculation is carried out by integrating the flow along the curve within a certain flow range, and the quantitative calculation method is:

When multiple lanes are selected for comparative analysis, lanes need to be differentiated, that is, the speed-flow relationship curves of each lane in the comparison period are separately processed by segmental integration.

Step 8: For the curves in different periods of the road section, use the respective p _i to weight the quantitative representation value of the traffic operation state in each section, and obtain the traffic operation state correlation representation value corresponding to the respective speed-flow relationship curves of the road section to be evaluated in different periods Or the relative characteristic values (S1, S2, ΔS, Δ _O ) of the traffic operation state between each other. Then carry out quantitative analysis, and give the quantitative analysis results. When multiple lanes are selected for comparative analysis, it is necessary to distinguish the lanes, that is, to conduct comparative analysis of the speed-flow relationship curves of each lane in the comparison period, and finally give the mean value of the quantitative results of each lane to represent the overall traffic operation of the road section situation. The implementation steps mainly include the following parts:

(1) According to the integral formula and p _i , the corresponding representative values of the traffic operation state corresponding to each curve are obtained: the representative value of the traffic operation state in different periods (such as: S ₁ , S ₂ ), the representative value of the difference of the traffic operation state ΔS, and the traffic operation state State relative difference ratio Δ _O .

(2) According to the relationship between ΔS or _ΔO and "0", judge the relative quality of the traffic operation status of the road section in different periods, and give the quantitative analysis results.

(3) If multiple lanes are selected for comparative analysis, after the quantitative analysis of each lane is completed according to the above steps, the mean value of the quantitative analysis results ΔS or _ΔO of each lane can be further obtained.

The present invention is simple, easy to implement, easy to understand, and in the road traffic operation data, the data of the vehicle detector is relatively abundant, and the method is easy to realize in actual conditions. Based on the speed-flow actual relationship curve obtained by the vehicle detector data (speed, flow) of the road section to compare and analyze the traffic operation status of the same road section in different periods, it can be applied to the evaluation and analysis of the road operation status, and the analysis results can assist the transportation management department A more accurate overall grasp of the road traffic operation status can also assist in explaining the validity of the evaluation results of other evaluation methods (such as evaluation using evaluation indicators).

Example 3

The difference between this embodiment and embodiment 1 is only:

Referring to Fig. 1, the road traffic operation state evaluation method based on road section speed and flow data includes the following steps:

Step 1: Obtain the vehicle detector data of each comparison period of the road section to be evaluated, and store the data in a data table in a standardized manner. 5 minutes (or 3 minutes) data is selected for the vehicle detector data, and the data items must include the speed and flow of each lane, and the selected data comes from one or more vehicle detectors with relatively large traffic on the road section.

In the research on the speed-flow relationship model at home and abroad, it is generally considered that 15 and 5 minutes are the statistical intervals for analyzing the statistical analysis model of traffic flow, and the "Road Capacity Handbook HCM2000" also recommends this. According to relevant statistical analysis research, the analysis effect obtained by using the statistical interval of 3 minutes and 5 minutes is equivalent to or even better than the analysis effect of 15 minutes. In addition, the shorter the statistical interval used, the larger the effective range of the fitted curve. Therefore, it is more inclined to use shorter statistical intervals. Using the vehicle detector data with a large flow rate can better characterize the actual traffic operation status of the road section.

Step 2: Preprocess the acquired vehicle detector data, process the data of each lane separately, and store the processed data in the data table in a standardized manner. Data preprocessing mainly includes two parts: converting the traffic flow of the vehicle detector into standard vehicle traffic, and eliminating abnormal data.

(1) Convert the flow data of the vehicle detector to the standard vehicle flow value

Different types of vehicles have different influences on the traffic operation status, and all of them need to be converted into standard traffic volumes to reflect the impact of different types of vehicles. Usually, the vehicle type conversion coefficient is used to convert the flow rate values of different types of vehicles into standard vehicle flow rates.

According to relevant technical manuals such as "Road Traffic Capacity Manual", "Highway Traffic Capacity Manual", etc., combined with the vehicle inspection equipment to detect the division of vehicle models, take every 5 minutes as a data unit, and use the model conversion coefficient for the flow value of different models Weighted summation to obtain the standard traffic flow value every 5 minutes. See below for the treatment method.

In the formula, Q is the converted standard vehicle flow; q _i is the flow value of the i-th type of vehicle; w _i is the conversion coefficient of the i-th type of vehicle; m is the number of vehicle types.

(2) Eliminate abnormal data

During the detection process, due to the influence of the vehicle detector equipment itself and other factors, some detection data may be abnormal data, and the abnormal data cannot reflect the actual traffic operation status, and the fitting effect of the speed-flow relationship curve have a large impact and must be eliminated. Here, the elimination of abnormal data is completed in two steps. First, the obviously wrong data is eliminated according to the actual effectiveness of speed and flow, and then the mean value and standard deviation of the speed data of the vehicle detector are used to eliminate abnormal data.

First, the data in the following categories are excluded:

1) The speed is greater than 0, but the flow rate is equal to 0;

2) The speed is equal to 0, but the flow is greater than 0.

Second, do further data processing. According to relevant statistical analysis and research, the speed values in the measured road section vehicle detector data obey the normal distribution, and from the knowledge of probability theory, the sample deviation of the normal population is greater than twice the mean square error (2σ) and three times the mean square error ( 3σ) are less than 5% and 0.3% respectively, which is a small probability event. If the deviation of the outlier is greater than 2σ or 3σ, it is reasonable to judge it as an outlier and remove it. For this reason, 3σ is selected as the screening standard, and the average speed data of the vehicle detector in the period to be analyzed is set to be The standard deviation is σ _v , and the actual speed value of the vehicle detector is v _i , then the rule of removing abnormal data is:

1) if exists Then the data is considered to be valid data and will not be excluded;

2) If exists or Then it is determined that the piece of data corresponding to v _i is abnormal data and should be eliminated.

Step 3: Using the actual vehicle detector speed and flow data of the road section after data preprocessing, implement the fitting of the speed-flow relationship curve in different periods of the road section to be evaluated. The data used for analysis generally selects the data on the lanes with heavy traffic or processes and analyzes the data of each lane separately, and according to relevant research, the form of a quadratic curve is used to represent the actual speed-flow relationship of the road section.

For some road sections, the actual speed-flow relationship curve can better reflect the actual traffic operation state in the form of a linear curve or a quadratic curve, but according to the fitting analysis of the actual speed-flow relationship curve of the road section, the two-dimensional curve is adopted The fitting effect of the secondary curve form is better than that of the primary curve form, that is, it can better reflect the actual traffic operation state of the road. In addition, the "Handbook of Highway Capacity" recommends that the traffic flow characteristic curve at each calculation speed be in the form of a quadratic curve (for details, please refer to the handbook). For this reason, the following mathematical model is used to describe the velocity-flow relationship.

V＝AQ ² +BQ+C

In the formula: V represents speed; Q represents flow; A, B, C are regression coefficients.

The fitting of the curve can be realized with the help of MATLAB or other analysis software. The actual speed-flow relationship curve of the road section based on the vehicle detector data (speed, flow) fitting of the road section is shown in Figure 2—the speed-flow relationship curve of Chongqing Expressway Yuwu Road (downlink) in two comparison periods.

Step 4: Determine the qualitative analysis or quantitative analysis method. If only qualitative analysis is required, the analysis results can be given according to the positional relationship of the curves and their respective changing trends, and the analysis ends. Otherwise, quantitative analysis can be performed directly. When multiple lanes are selected for comparative analysis, it is necessary to distinguish the lanes, that is, to conduct comparative analysis on the speed-flow relationship curves of each lane in the comparison period.

If qualitative analysis is currently selected, the analysis method is as follows:

According to the relationship between the upper and lower positions of each curve, the quality of the traffic operation status of the road section to be compared and evaluated during the comparison period is judged. The judgment rules are as follows:

1) If the speed-flow relationship curves involved in the comparison are quite different, and it is obvious that most of the area of one curve is above the other curve, it can be considered that the traffic operation state represented by the upper curve is better than the lower curve on the whole The represented traffic operation state. Referring to Figure 2, all or most of the curves in period 2 are above the curves in period 1, and it can be qualitatively considered that the operating status of road sections in period 2 is generally better than that in period 1;

2) If the two curves are basically completely coincident, it can be qualitatively considered that the traffic operation status during the comparison period is basically the same;

3) If the curves do not completely overlap, but there is an intersection and it is impossible to distinguish which curve is more at the top, if a certain curve is gentler, it means that the speed decreases more slowly when the flow increases, and the traffic operation in this period is more stable and better;

4) If the qualitative analysis cannot well judge the quality of the traffic operation status in each comparison period of the road section or there is no need to do only qualitative analysis at present, perform quantitative analysis and go to step 5.

Step 5: Based on the obtained speed-flow relationship curve, determine the upper and lower limits of the integral according to the valid data range. In quantitative analysis, the integral operation is used to obtain the analysis results, and the entire flow interval (integral total interval) is divided into multiple small intervals for processing. Therefore, the first thing is to determine the integral interval. Firstly, according to the design speed per hour of the road section and the detection performance of the vehicle detector, a reasonable interval (the total interval of the integral in the entire flow interval) is determined; secondly, according to a certain group distance (such as 10pcu/ln/5min as the group distance) the The interval obtained in the previous step is divided into multiple small intervals to obtain multiple integral intervals, and the start and end points of each interval are used as the upper and lower limits of the respective integrals.

Since there are upper and lower limits on the actual flow of road sections within a certain period of time, when performing integral operations in quantitative analysis, the integral interval cannot be selected as [0,+∞). In addition, in the entire flow range, all the data cannot be used for integrals in general, and it is necessary to select data points that can reflect the actual traffic operation status in a centralized manner, and different flow rates have different influences on the overall traffic operation status of the road section. In different traffic intervals, the amount of data representing the traffic operation state is different, and the degree of response to the traffic operation state is also different, which needs to be treated differently, otherwise it will affect the results. For this reason, it is necessary to divide the entire flow interval into multiple sub-sections for different processing, and then determine a reasonable integral interval to improve the reliability of the calculation.

Referring to Figure 3, assume that the curves corresponding to two comparison periods of a road section are as shown in the figure, wherein the shaded part in the figure represents the difference between the traffic operation status of a certain road section during the two comparison periods. At the same time, V is used to represent the speed, and Q is used to represent the flow rate.

Assume that the regression coefficients corresponding to the speed-flow relationship curve of the road section in period 1 are A ₁ , B ₁ , and C ₁ , and the mathematical expression corresponding to the curve is:

V＝A ₁ Q ² +B ₁ Q+C ₁

The regression coefficients corresponding to the speed-flow relationship curve of the road section in period 2 are A ₂ , B ₂ , and C ₂ , and the mathematical expression corresponding to the curve is:

V＝A ₂ Q ² +B ₂ Q+C ₂

The steps to determine the upper and lower limits of the integral are as follows:

(1) Determine a reasonable data range according to the design speed of the road section and the detection performance of the vehicle detector, so as to determine the entire reasonable range of the integral.

A. Determination of the total upper limit of the integral interval. Statistically analyze the sample data used to fit each curve, obtain the maximum flow rate, and use it as the upper limit of the entire flow range, as shown in the figure, Qb, that is, make a straight line Q=Qb, which is connected to the two curves respectively Intersect to determine the upper limit of the reasonable interval corresponding to the integral of each curve.

B. Determination of the total lower limit of the integral interval. Record the design speed per hour (or maximum speed limit) of the road section as V0, and draw a straight line V=V0 from V0 on the vertical axis (speed axis). Use design speed (or maximum speed limit) to help determine the lower limit of integration. When the straight line V=V0 intersects the two curves to be analyzed in the low flow area, most of the valid data can be included in the integration interval.

If the straight line is above the two curves, then the lower limit of the integral will be set to "0", which is unreasonable according to the analysis of the actual situation, therefore, the lower limit of the integral cannot be directly delineated by this. Assuming that the detection performance of the vehicle detector requires a unit detection time (such as 5 minutes), when the traffic flow is lower than a certain value, it is recorded as Q0, and the detection accuracy is low. At this time, use this value to delineate the lower limit of the integral, as shown in the figure Qa = Q0. Make a straight line Q=Qa, intersect with the two curves respectively, and determine the lower limit of integration corresponding to each curve with the straight line Qa;

When the straight line V=V0 intersects the two curves, if the intersection point on the curve is at a low flow rate, that is, it is within a reasonable range (the flow value corresponding to the intersection point is located near Q0), and the flow value corresponding to each intersection point can be taken as The integral lower limit value can also take half of the two points. If the set lower limit value is unreasonable, then combined with Q0, reset the integral lower limit in the above way.

When the straight line V=V0 only intersects with a certain curve in the low flow area, the average value of the flow value at this point and Q0 is taken as the lower limit of the integration to ensure that there are actual data points at the lower limit of the integration as much as possible.

When the straight line V=V0 is located below the two curves in the low flow area or neither of them intersects, the lower limit of the integral can be directly combined with Q0, which is taken as Qa=Q0.

In addition, if there is no actual data point at the integral lower limit value determined by the above method, then judge whether the integral lower limit value is greater than Q0, if the judgment result is "greater than", you can directly take the minimum flow rate in the preprocessed data sample The value is taken as the integral lower limit, otherwise Q0 is taken. However, if there is no actual data point when the lower limit of integration is Q0, then the minimum flow rate in the preprocessed data sample is also taken as the lower limit of integration.

In this way, the total integral interval corresponding to each curve is obtained. Assuming that two periods are compared, the total integral intervals corresponding to the respective velocity-flow relationship curves are: [Q _a1 , Q _b1 ] and [Q _a2 , Q _b2 ]. If multiple periods are compared, the total interval of curve integrals in each period is [Q _a(i) , Q _b(i) ], where i=1, 2..., indicating the total interval of curve integrals in different periods, that is, the comparison period The curve integration interval of i.

Since in the quantitative calculation, the entire flow range is processed in sections, if it is necessary to ensure that each sub-section is compared under the same flow rate, after obtaining the reasonable interval corresponding to each curve, select each interval to compare. The small lower limit value is used as the lower limit of the total integral interval, and the larger upper limit value is selected as the upper limit of the total integral interval, that is, the total integral interval of each curve is taken as the same, so that the interval segments divided by each curve are the same. However, the part obtained in this way and the total integral interval of each curve will be slightly larger than the actual interval, and there is a certain error. Since the expanded interval is distributed at both ends of the curve (mainly located in the large flow area), the amount of data is relatively small, and the existing The error is also very small, so it is reasonable to deal with it. For this reason, the determination rule for the same integral total interval [Q _a , Q _b ] is:

A. If Q _a1 ≥ Q _a2 , and there is Q _a1 ≤ Q _a2 , then the total interval of the integral is: [Q _a2 , Q _b2 ];

B. If Q _a1 > Q _a2 , and there is Q _b1 > Q _b2 , then the total interval of the integral is: [Q _a2 , Q _b1 ];

C. If Q _a1 < Q _a2 , and there is Q _b1 < Q _b2 , then the total interval of the integral is: [Q _a1 , Q _b2 ];

D. If Q _a1 ≤ Q _a2 , and there is Q _b1 ≥ Q _b2 , then the total interval of the integral is: [Q _a1 , Q _b1 ].

(2) According to a certain group distance m (such as m=10pcu/ln/5min as the group distance,) the interval obtained in the previous step [Q _a(i) , Q _b(i) ] (or [Q _a , Q _b ]) is divided into multiple small intervals n, and multiple integral intervals are obtained, and the start and end points of each interval are used as the upper and lower limits of the respective integrals. The upper and lower limits of the integration of each division thus obtained are:

1) If the total interval of the integral of each curve is not taken from the same interval, the sub-integral intervals divided by each are as follows:

[Q _a(i) ,Q _a(i) +m];

[Q _a(i) +m,Q _a(i) +2m];

[Q _a(i) +2m,Q _a(i) +3m];

...;

[Q _a(i) +(n-2)m,Q _a(i) +(n-1)m];

[Q _a(i) + (n-1)m, Q _b(i) ].

Wherein, i=1, 2..., which means that the above-mentioned intervals correspond to the curve i in different periods, that is, the above-mentioned intervals are the sub-integration intervals of the curve integration of the comparison period i.

2) If the same interval [Q _a , Q _b ] is used for the total interval of each curve integral, no distinction will be made, and the sub-integral intervals divided are as follows:

[Q _a , Q _a +m];

[Q _a +m,Q _a +2m];

[Q _a +2m, Q _a +3m];

...;

[Q _a +(n-2)m,Q _a +(n-1)m];

[Q _a + (n-1) m, Q _b ].

Step 6: Statistically analyze the data samples of each curve, determine the amount of data in each interval or its proportion p _i (frequency) to the total number of samples, and use p _i as the weight of the integral value of each interval.

Different flow rates have different influences on the overall traffic operation status of road sections, and their differences need to be reflected. Although there are few data points in the high-flow interval, it still reflects the actual traffic operation status of the road at certain times, and the overall quality of the road traffic operation status is also greatly affected by the high flow, so it needs to be reasonable consideration, but it is not suitable to directly integrate the entire large flow sub-section. For this reason, the proportion of the data volume in each interval to the total number of samples is used as the weight of the integral value of each interval to reflect the difference in traffic operation status under different flow rates.

Step 7: For the curves in different periods of the road section, perform integral calculations on the above-mentioned multiple intervals along the curves to obtain the representative value of the traffic operation state in each interval or the relative representation value of the traffic operation state between each interval. And define two indicators to characterize: the characteristic value of traffic operation state difference ΔS, the relative difference ratio of traffic operation state _ΔO ; when multiple lanes are selected for comparative analysis, it is necessary to distinguish the lanes, that is, the speed-flow rate of each lane in the comparison period The relationship curves are processed by piecewise integration respectively.

(1) Define quantitative indicators and give quantitative calculation methods

A. The characteristic value ΔS of the difference in traffic operation state. Indicates the difference in traffic operation status between different comparative analysis objects, which is quantitatively characterized by the difference of their respective characterization values, that is, the quantitative calculation formula is: ΔS=S ₂ -S ₁ ;

B. Relative difference ratio Δ _O of traffic operation status. Indicates the relative difference in the traffic operation status among different comparative analysis objects, which is quantitatively represented by the difference between the respective characteristic values and the percentage of the characteristic values in the comparison period, that is, the quantitative measurement formula is:

According to the following integral formula, the characteristic values S1, S2, ΔS and _ΔO corresponding to the traffic operation state of each curve in a certain flow range are obtained.

If the upper and lower limits of the integral corresponding to each curve are the same, that is, if each integral interval is [Qa,Qb], then:

The above formula is to average the relative speed increase value in the entire flow range under the same flow rate, which represents the average relative difference of the traffic operation status of the road section at different times.

(2) Quantitative calculation of each section

1) If the total interval of the integral of each curve is different, that is, the intervals of each subdivision are different, then ΔS _i and Δ _Oi cannot be obtained directly, and S _1(i) and S ₂ of each subdivision of each curve need to be obtained first _(i) .

2) If the total interval of the integral of each curve is the same, that is, the intervals of each subdivision are the same, then:

Step 8: For the curves in different periods of the road section, use the respective p _i to weight the quantitative representation value of the traffic operation state in each section, and obtain the traffic operation state correlation representation value corresponding to the respective speed-flow relationship curves of the road section to be evaluated in different periods Or the relative characteristic values (S1, S2, ΔS, Δ _O ) of the traffic operation state between each other. Then carry out quantitative analysis, and give the quantitative analysis results. When multiple lanes are selected for comparative analysis, it is necessary to distinguish the lanes, that is, to conduct comparative analysis of the speed-flow relationship curves of each lane in the comparison period, and finally give the mean value of the quantitative results of each lane to represent the overall traffic operation of the road section situation. The implementation steps mainly include the following parts:

(1) Use _pi to weight the traffic operation state characterization values of each section to obtain the relevant characterization values for the comparative analysis of the traffic operation state.

1) If the total interval of the integral of each curve is different, that is, the intervals of each partition are different, since ΔS _i and Δ _Oi are not directly calculated, it is necessary to use S _1(i) and S _{2(i )} to obtain.

2) If the total interval of the integral of each curve is the same, that is, the intervals of each subdivision are the same, then:

(2) Discriminate and give quantitative analysis results according to ΔS or _ΔO .

A. If ΔS>0 or _ΔO >0, it means that the traffic operation status of the road section in period 2 is better than that in period 1, and the improvement value is ΔS or relative increase _ΔO ;

B. If ΔS<0 or _ΔO <0, it means that the traffic operation status of the road section in period 2 is worse than that in period 1, and the negative improvement value is ΔS or relative improvement _ΔO ;

C. If ΔS=0 or Δ _O =0, it means that the traffic operation state of the link in period 2 is basically the same as that in period 1. At this point, further qualitative judgment is required. If the curves are basically completely overlapped, it means that the traffic operation status of the two periods of comparison is basically the same; , then it can be judged by the flatness of the curve. A flatter curve means that the speed decreases more slowly when the flow increases, and the traffic operation in this period is more stable, that is, the traffic operation state is relatively slightly better.

(3) If multiple lanes are selected for comparative analysis, after the quantitative analysis of each lane is completed according to the above steps, the mean value of the quantitative analysis results ΔS or _ΔO of each lane can be further obtained.

Finally, it is noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit them. Although the present invention has been described with reference to the preferred embodiments of the present invention, those skilled in the art should understand that it can be described in the form Various changes may be made in matter and details thereof without departing from the spirit and scope of the invention as defined.

Claims (6)

1. The road traffic operating state evaluation method based on road section speed, flow data, is characterized in that: comprise the following steps: S1: Obtain the vehicle detector data of each comparison period of the road section to be evaluated, and store the data in a data table in a standardized manner. The data items in the data table include the speed and flow of each lane; S2: Carry out data preprocessing on the obtained vehicle detector data, and process the data of each lane separately, and store the processed data in the data table in a standardized manner; the data preprocessing includes two parts: Convert vehicle traffic flow to standard vehicle traffic flow, and remove abnormal data; S3: Use the actual vehicle detector speed and flow data of the road section after data preprocessing to implement the fitting of the speed-flow relationship curve of the road section to be evaluated in different periods; use the following quadratic curve to fit the actual speed-flow rate of the road section relation: V＝AQ ² +BQ+C In the formula: V represents speed; Q represents flow; A, B, C are regression coefficients; S4: Determine the analysis method for the evaluation of road traffic operation status. If qualitative analysis is performed, the qualitative analysis results will be given according to the position relationship of the curves and their respective change trends, and the evaluation process of road traffic operation status will be ended; if quantitative analysis is performed, Go to step S5 and implement quantitative analysis; S5: The quantitative analysis uses the obtained speed-flow relationship curve to determine the upper and lower limits of the integral according to the effective data range; and divides the entire flow integration total interval into multiple sub-sections for processing, and obtains quantitative analysis by integral operation result; The specific steps of the quantitative analysis in the step S5 are as follows: S51: Determine the total integral interval in the entire flow interval according to the design speed per hour of the road section and the detection performance of the vehicle detector; S52: Divide the total integral interval into multiple small intervals according to a certain group distance, obtain multiple integral intervals, and use the start and end points of each interval as the upper and lower limits of the respective integrals; S53: Statistically analyze the data samples of each curve, determine the proportion p _i′ of the data volume in each sub-interval to the total number of samples, and use the proportion p _i′ as the weight of the integral value of each interval segment; the proportion p _i′ Calculate according to the following formula: ${\mathrm{<span\; class="notranslate">\; p</span>}}_{{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}}<span\; class="notranslate">\; =</span>\frac{{\mathrm{<span\; class="notranslate">\; N</span>}}_{{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}}}{{\mathrm{<span\; class="notranslate">\; N</span>}}_{\mathrm{<span\; class="notranslate">\; 0</span>}}}<span\; class="notranslate">\; ;</span>$ In the formula, N ₀ is the total number of speed-flow curve samples in a certain comparison period of the road section; N _i' is the sample data volume in each section of the curve in a certain comparison period of the road section; S54: Aiming at the curves in different periods of the road section, perform integral calculations on the above-mentioned multiple intervals along the curves, and obtain the traffic operation state characterization value in each interval section or the relative traffic operation state characterization value between each other, which is defined according to the following formula Two indicators to characterize: (1) Significant value of difference in traffic operation state ΔS=S ₂ -S ₁ ; (2) Relative difference ratio of traffic operation status Among them, S ₁ and S ₂ respectively represent the characteristic values of the traffic operation status corresponding to each curve within a certain flow interval; the quantitative calculation is carried out by integrating the flow along the curve within a certain flow interval, and the quantitative calculation adopts the following formula: ${\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; =</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; 1</span>}}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; ;</span>$ ${\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; =</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; 2</span>}}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; ;</span>$ In the formula, Q _b1 represents the integral upper limit value in the comparison period 1 within a certain flow range; Q _a1 represents the integral lower limit value in the comparison period 1 within a certain flow range; A ₁ represents the speed-flow relationship in the comparison period 1 Sub-term coefficient; B ₁ represents the coefficient of the primary term of the speed-flow relational expression in the comparison period 1; C ₁ represents the constant term of the speed-flow relational expression in the comparison period 1; Q _b2 represents the integral upper limit of the comparison period 2 within a certain flow range value; Q _a2 represents the integral lower limit value in a certain flow range in the comparison period 2; A ₂ represents the quadratic term coefficient of the speed-flow relational expression in the comparison period 2; B ₂ represents the first-order term of the speed-flow relational expression in the comparison period 2 Coefficient; C ₂ represents the constant term of the speed-flow relationship in the comparison period 2; S55: For the curves of the road section in different periods, use the respective proportions p _i′ to weight the quantitative characterization values of the traffic operation state in each section, and obtain the traffic operation state correlation characterization corresponding to the respective speed-flow relationship curves of the road section to be evaluated in different periods Values or the relative characteristic values S1, S2, ΔS, _ΔO of the traffic operation state between each other; the quantitative analysis results are given in the following way: (1) According to the integral formula and the proportion p _i′ , calculate the corresponding characteristic values of the traffic operation state corresponding to each curve, and the relevant characteristic values of the traffic operation state include the characteristic values S ₁ , S ₂ The difference characterization value ΔS and the relative difference ratio Δ _O of the traffic operation state; the relevant characterization values S ₁ , S ₂ , ΔS and Δ _O of the traffic operation state are calculated as follows: 1) If the total intervals of the integrals of each curve are different, that is, there are different partitions, then ΔS _i and Δ _Oi cannot be directly obtained, that is, the representative value of the difference in traffic operation state and the relative difference ratio of traffic operation state in each partition, It is necessary to obtain S _{1(i) and S 2(i) of each section of each curve first, and then use S 1(i) and} S _{2(i) of} each section of each curve to obtain ΔS and _ΔO ; ${\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; =</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}$ ${\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; =</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}$ $\mathrm{<span\; class="notranslate">\; \&Delta;</span>}\mathrm{<span\; class="notranslate">\; S</span>}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; =</span>\underset{\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{{\mathrm{<span\; class="notranslate">\; no</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}{<span\; class="notranslate">\; \&Sigma;</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; *</span>{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>\underset{\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{{\mathrm{<span\; class="notranslate">\; no</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}{<span\; class="notranslate">\; \&Sigma;</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; *</span>{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; )</span>$ ${\mathrm{<span\; class="notranslate">\; \&Delta;</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}}<span\; class="notranslate">\; =</span>\frac{{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}{{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}<span\; class="notranslate">\; =</span>\frac{\underset{\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{{\mathrm{<span\; class="notranslate">\; no</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}}{<span\; class="notranslate">\; \&Sigma;</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; *</span>{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>\underset{\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{{\mathrm{<span\; class="notranslate">\; no</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}{<span\; class="notranslate">\; \&Sigma;</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; *</span>{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; )</span>}{\underset{\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{{\mathrm{<span\; class="notranslate">\; no</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}}{<span\; class="notranslate">\; \&Sigma;</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; *</span>{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; )</span>}$ In the formula: Q _b1(i) , Q _a1(i) and p _1(i) represent the upper limit of integration, the lower limit of integration, and the proportion of sample data in the i-th partition of the comparison period 1 curve respectively; Q _{b2 (i)} , Q _a2(i) and p _2(i) represent the integral upper limit value, integral lower limit value, and sample data volume proportion of the i-th partition of the curve in the comparison period 2 respectively; S _1(i) and S _2(i) represent the characteristic values of the traffic operation state in the i-th sub-interval of the curves in each comparison period; n ₁ indicates the number of sub-sections contained in the total interval of the curve integral in the comparison period 1; n ₂ indicates the total interval of the curve integral in the comparison period 2 contains The number of sub-intervals; 2) If the total interval of the integral of each curve is the same, that is, the intervals of each subdivision are the same, then: ${\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; =</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}$ ${\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; =</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}$ $\begin{array}{c}{\mathrm{<span\; class="notranslate">\; \&Delta;S</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; *</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; *</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}\\ <span\; class="notranslate">\; =</span>{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; *</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; \&lsqb;</span><span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span><span\; class="notranslate">\; (</span>\frac{{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}{{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; *</span><span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&rsqb;</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}\end{array}$ $\begin{array}{c}{\mathrm{<span\; class="notranslate">\; \&Delta;</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; =</span>\frac{{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}{{\mathrm{<span\; class="notranslate">\; S</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; 100</span>}\mathrm{<span\; class="notranslate">\; \%</span>}\\ <span\; class="notranslate">\; =</span>\frac{{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; *</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; -</span>{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; *</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}}{{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; *</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}}<span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; 100</span>}\mathrm{<span\; class="notranslate">\; \%</span>}\\ <span\; class="notranslate">\; =</span><span\; class="notranslate">\; (</span>\frac{{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; *</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}}{{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}<span\; class="notranslate">\; *</span>{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}}<span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; 100</span>}\mathrm{<span\; class="notranslate">\; \%</span>}\\ <span\; class="notranslate">\; =</span><span\; class="notranslate">\; \&lsqb;</span><span\; class="notranslate">\; (</span>\frac{{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}{{\mathrm{<span\; class="notranslate">\; p</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; (</span>\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; *</span><span\; class="notranslate">\; (</span>\frac{{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}}{{<span\; class="notranslate">\; \&Integral;</span>}_{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; a</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}^{{\mathrm{<span\; class="notranslate">\; Q</span>}}_{\mathrm{<span\; class="notranslate">\; b</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; )</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; A</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}{\mathrm{<span\; class="notranslate">\; Q</span>}}^{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; B</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; +</span>{\mathrm{<span\; class="notranslate">\; C</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; )</span>\mathrm{<span\; class="notranslate">\; d</span>}\mathrm{<span\; class="notranslate">\; Q</span>}}<span\; class="notranslate">\; )</span><span\; class="notranslate">\; -</span>\mathrm{<span\; class="notranslate">\; 1</span>}<span\; class="notranslate">\; \&rsqb;</span><span\; class="notranslate">\; \&times;</span>\mathrm{<span\; class="notranslate">\; 100</span>}\mathrm{<span\; class="notranslate">\; \%</span>}\end{array}$ $\mathrm{<span\; class="notranslate">\; \&Delta;</span>}\mathrm{<span\; class="notranslate">\; S</span>}<span\; class="notranslate">\; =</span>\underset{\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{\mathrm{<span\; class="notranslate">\; no</span>}}{<span\; class="notranslate">\; \&Sigma;</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; \&Delta;S</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; )</span>$ ${\mathrm{<span\; class="notranslate">\; \&Delta;</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}}<span\; class="notranslate">\; =</span>\underset{\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{\mathrm{<span\; class="notranslate">\; no</span>}}{<span\; class="notranslate">\; \&Sigma;</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; \&Delta;</span>}}_{\mathrm{<span\; class="notranslate">\; o</span>}\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; )</span>$ In the formula, ΔS _i represents the characteristic value of the traffic operation state difference in each sub-interval; _ΔOi represents the relative difference ratio of the traffic operation state in each sub-interval; n represents the number of sub-intervals contained in the total integral interval of each curve. The number of interval segments of each curve is the same; [Q _a(i′) , Q _b(i′) ] represents the total interval of the curve integral of the comparison period i′, wherein, i′=1, 2…; (2) According to the relationship between ΔS or _ΔO and "0", judge the relative quality of the traffic operation state in different periods of the road section, and give the quantitative analysis result ΔS or _ΔO ; the discrimination method is as follows: A. If ΔS>0 or _ΔO >0, it means that the traffic operation status of the road section in period 2 is better than that in period 1, and the improvement value is ΔS or relative increase _ΔO ; B. If ΔS<0 or _ΔO <0, it means that the traffic operation status of the road section in period 2 is worse than that in period 1, and the negative improvement value is ΔS or relative improvement _ΔO ; C. If ΔS = 0 or Δ _O = 0, it means that the traffic operation status of the road section in period 2 is basically the same as that in period 1; at this time, further qualitative judgment is required. If the curves basically overlap completely, it means that the two periods of comparison if the curves do not completely overlap, but there is an intersection and it is impossible to distinguish which curve is more on the top, it can be judged by the degree of gentleness of the curve. A gentler curve means that the speed decreases more when the flow rate increases. Slower, the traffic operation in period 2 is more stable, that is, the traffic operation status is relatively slightly better; (3) If multiple lanes are selected for comparative analysis, after the quantitative analysis of each lane is completed according to the above steps, the mean value of the quantitative analysis results ΔS or _ΔO of each lane is obtained. 2. the road traffic operating state evaluation method based on road section speed and flow data according to claim 1, characterized in that: the vehicle inspection device traffic flow in the described step S2 is converted into a standard vehicle traffic flow according to the following formula: $\mathrm{<span\; class="notranslate">\; Q</span>}<span\; class="notranslate">\; =</span>\underset{{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span><span\; class="notranslate">\; \&prime;</span>}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; 1</span>}}{\overset{\mathrm{<span\; class="notranslate">\; m</span>}}{<span\; class="notranslate">\; \&Sigma;</span>}}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; w</span>}}_{{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span><span\; class="notranslate">\; \&prime;</span>}}<span\; class="notranslate">\; \&CenterDot;</span>{\mathrm{<span\; class="notranslate">\; q</span>}}_{{\mathrm{<span\; class="notranslate">\; i</span>}}^{<span\; class="notranslate">\; \&prime;</span><span\; class="notranslate">\; \&prime;</span>}}<span\; class="notranslate">\; )</span>$ In the formula, Q is the standard vehicle flow rate after conversion; q _i″ is the flow value of the i’th vehicle type; w _i″ is the conversion coefficient of the i’th type of vehicle type; m is the number of vehicle types. 3. The road traffic operating state evaluation method based on road section speed and flow data according to claim 1, characterized in that: the removal of abnormal data in the step S2 is carried out according to the following formula: S21: According to the actual effectiveness of the speed and flow rate, eliminate the data with obvious errors in the following way, specifically as follows: The following types of data are excluded: Eliminate data whose speed is greater than 0 but whose flow rate is equal to 0; Eliminate data whose speed is equal to 0 but whose flow rate is greater than 0; S22: Use the mean value and standard deviation of the speed data of the vehicle detector to eliminate abnormal data. The specific rules are as follows: 1) if exists is valid data and will not be excluded; 2) If exists or Then it is determined that the piece of data corresponding to v _I is abnormal data and should be removed; wherein, 3σ is a screening criterion, which means obtaining three times the mean square error of the normal distribution of speed in the measured road section vehicle detector data; is the mean value of the speed data of the vehicle detector in the period to be analyzed, the standard deviation is σ _v , and the actual speed value of the vehicle detector is v _I . 4. The road traffic operating state evaluation method based on road section speed and flow data according to claim 1, characterized in that: the integral total interval in the step S51 is determined according to the following steps: S511: Determine the upper limit of the total integral interval, perform statistical analysis on the sample data used to fit each curve, obtain the maximum flow rate, and use it as the upper limit value of the entire flow interval; S512: Determine the lower limit of the total integral interval, specifically as follows: Note that the maximum speed limit of the road section is V0, and the speed is the vertical axis. From the maximum speed limit V0 on the vertical axis, make a straight line V=V0; use the maximum speed limit to assist in determining the lower limit of the integral; When the straight line V=V0 intersects the two curves to be analyzed in the low flow area, the lower limit of the total integral interval is the maximum speed limit V0; When the straight line V=V0 is above the two curves to be analyzed, then the integral lower limit is set in the following manner: obtain the vehicle detector detection performance requirement unit detection time traffic flow value Q0, make the straight line Q=Q0 ; Respectively intersect with the two curves, as the lower limit of integration corresponding to each curve; When the straight line V=V0 intersects the two curves, if the intersection point on the curve is at a low flow rate, then take the flow value corresponding to the respective intersection point as the lower limit value of the integration; if the set lower limit value is unreasonable, Then obtain the vehicle detector detection performance requirement unit detection time traffic flow value Q0, make a straight line Q=Q0; respectively intersect with the two curves, as the lower limit of the integral corresponding to each curve; When the straight line V=V0 only intersects with a certain curve in the low flow area, take the mean value of the flow value and Q0 at the point of intersection with the curve as the integral lower limit; When the straight line V=V0 is located below the two curves in the low-flow area or does not intersect, then the vehicle flow rate value per unit detection time is required to obtain the detection performance of the vehicle detector, and the straight line Q=Q0 is made; respectively with the two curves The intersection point is used as the lower limit of the integral corresponding to each curve; When there is no actual data point at the integral lower limit determined by the above method, judge whether the integral lower limit is greater than Q0, if the judgment result is "greater than", then take the minimum flow rate in the preprocessed data sample as the integral lower limit; Otherwise, to obtain the detection performance of the vehicle detector, the vehicle flow rate value per unit detection time is Q0, and the straight line Q=Q0 is made; the intersection points with the two curves are used as the lower limit of the integral corresponding to each curve; if the lower limit of the integral is Q0, it is also If there are no actual data points, the minimum flow rate in the preprocessed data samples is taken as the lower limit of integration. 5. The road traffic operating state evaluation method based on road section speed and flow data according to claim 4, characterized in that: the integral total intervals corresponding to the respective speed-flow relationship curves in different periods adopt the method of dividing the entire flow interval The method of segment processing is calculated as follows: 1) If it is not necessary to ensure that each sub-interval is compared under the same flow rate, the total interval of the curve integral in each comparison period is different, and the total interval of the integral of each curve is calculated; [Q _a(i′) ,Q _b(i′) ]; Among them, i'=1, 2..., represents the total interval of the curve integral in different periods, that is, the interval of the curve integral in the comparison period i'; 2) If it is necessary to ensure that each sub-interval is compared under the same flow rate, that is, the curve integral of each comparison period takes the same integral total interval; to obtain the interval corresponding to each curve, select the smaller lower limit value of each interval as the total integral interval The lower limit, select a larger upper limit value as the upper limit of the total integral interval, and take the total integral interval of each curve as the same total integral interval, and the determination rule for the same total integral interval [Q _a , Q _b ] is: A. If Q _a1 ≥ Q _a2 , and there is Q _a1 ≤ Q _a2 , then the total interval of the integral is: [Q _a2 , Q _b2 ]; B. If Q _a1 > Q _a2 , and there is Q _b1 > Q _b2 , then the total interval of the integral is: [Q _a2 , Q _b1 ]; C. If Q _a1 < Q _a2 , and there is Q _b1 < Q _b2 , then the total interval of the integral is: [Q _a1 , Q _b2 ]; D. If Q _a1 ≤ Q _a2 , and there is Q _b1 ≥ Q _b2 , then the total interval of the integral is: [Q _a1 , Q _b1 ]. 6. The road traffic operating state evaluation method based on road section speed and flow data according to claim 5, characterized in that: the integral total interval [Q _a(i′) , Q _b(i′) ] or [Q _a , Q _b ] Follow the steps below to determine the upper and lower limits of the partition interval: According to a certain group distance m, the total interval of each curve integral [Q _a(i′) , Q _b(i′) ] or the same integral interval [Q _a , Q _b ] is divided into n small intervals, each For small intervals, the starting and ending points of each interval are used as the upper and lower limits of the respective integrals, as follows: 1) If the total interval of the integral of each curve is not taken from the same interval, the sub-integral intervals divided by each are as follows: [Q _a(i′) ,Q _a(i′) +m]; [Q _a(i′) +m, Q _a(i′) +2m]; [Q _a(i′) +2m, Q _a(i′) +3m]; ...; [Q _a(i′) + (n-2)m, Q _a(i′) + (n-1)m]; [Q _a(i′) + (n-1)m, Q _b(i′) ]; The above-mentioned intervals are the sub-integration intervals of the i' curve integral in the comparison period, wherein, i'=1, 2...; 2) If the same interval [Q _a , Q _b ] is used for the total interval of the integral of each curve, the sub-integral intervals are divided as follows: [Q _a , Q _a +m]; [Q _a +m,Q _a +2m]; [Q _a +2m, Q _a +3m]; ...; [Q _a +(n-2)m,Q _a +(n-1)m]; [Q _a + (n-1) m, Q _b ].