CN107038862B - Traffic distribution correction method under tail number restriction condition - Google Patents
Traffic distribution correction method under tail number restriction condition Download PDFInfo
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- CN107038862B CN107038862B CN201710306621.6A CN201710306621A CN107038862B CN 107038862 B CN107038862 B CN 107038862B CN 201710306621 A CN201710306621 A CN 201710306621A CN 107038862 B CN107038862 B CN 107038862B
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
Abstract
The invention discloses a traffic distribution correction method under the condition of tail number restriction. The method comprises eight steps of obtaining latest urban basic road network information, obtaining an initial road right table for traffic distribution, obtaining traffic cell information for traffic distribution, obtaining latest OD distribution matrixes of all travel modes of an urban, obtaining a motor vehicle tail number restriction scheme for testing, determining the proportion of the OD distribution matrixes used for twice traffic distribution, performing multi-path-capacity restriction iterative traffic distribution, and outputting motor vehicle traffic distributed on all road sections under the tail number restriction scheme. The invention fully considers the existing motor vehicle tail number restriction scheme in China, takes the restricted number of the motor vehicle tail numbers as the basis, divides the travel mode OD distribution matrix restricted by the tail numbers into an unrestricted tail number part and a restricted tail number part, and respectively carries out traffic distribution. The method can be used for the quantitative test of the implementation effect of the motor vehicle tail number restriction strategy in the urban virtual traffic test platform.
Description
The technical field is as follows:
the invention relates to a traffic distribution correction method under a tail number restriction condition, and belongs to the technical field of urban road network traffic distribution.
Background art:
the tail number restriction measure of the motor vehicle is a unique traffic system in China, aims to relieve urban traffic jam when being originally used as a traffic management control strategy, and is the single-double restriction of the tail number of the motor vehicle implemented in Beijing City during a test competition of the Beijing Olympic Games in 2007 at the earliest. In recent years, with the rapid increase of the motor vehicle reserves in each big city in China, the traffic demand is gradually close to or even greater than the traffic supply, the most intuitive expression is the traffic jam of the urban road, and besides the purchase restriction policy of private cars, many cities also want to more directly relieve the traffic jam through a tail number restriction measure, and the effectiveness estimation of the tail number restriction measure is an essential link.
At present, the international and universal urban road network traffic distribution method is mature, but the method for correcting the traffic distribution under the condition of restricting the tail number of the motor vehicle special in China is a blank research. Because the route selection result of the driver under the condition of tail number restriction is completely different from that when the tail number restriction measure is not implemented, and the distribution matrix of the sub-mode OD after the tail number restriction is correspondingly changed, the effectiveness test of the tail number restriction measure is still not suitable by adopting an uncorrected traffic distribution method, so that more than ten cities which have implemented the tail number restriction measure at present can only carry out scheme evaluation according to the traffic volume condition of the road section after the tail number restriction scheme is actually implemented, and further correspondingly adjust the tail number restriction scheme, but can not carry out the effectiveness test on the tail number restriction scheme to be implemented in advance.
Under the background of smart cities and smart traffic construction, a city virtual traffic system test platform is established in many cities, and a tail number restriction scheme test can become one of the functions of a city traffic management control scheme quantitative test platform. According to the latest urban basic road network information, traffic cell information, mode OD distribution matrix data and implementation objects, action time and action range of the tail number restriction scheme for testing, the OD distribution matrix and the specific flow of traffic distribution are corrected to obtain a traffic distribution result under the tail number restriction condition, so that the implementation effect of the tested tail number restriction scheme can be quantitatively evaluated, and inconvenience caused by direct implementation of the improper tail number restriction scheme to urban residents in traffic traveling is avoided. Therefore, the invention provides a traffic distribution correction method under the condition of tail number restriction.
Disclosure of Invention
The invention aims to solve the problems that the route selection result of a driver under the condition of tail number restriction is completely different from the route selection result of the driver without tail number restriction measures, but no traffic distribution correction method under the condition of tail number restriction exists at present, and provides a traffic distribution correction method under the condition of tail number restriction.
The above purpose is realized by the following technical scheme:
a traffic distribution correction method under the condition of tail number restriction comprises the following steps:
a traffic distribution correction method under the condition of tail number restriction comprises the following steps:
(H) obtaining the latest urban basic road network information, including intersection number Node _ ID (dimensionless), road section number Link _ ID (dimensionless), road section length Ll(unit is m) and practical traffic capacity C of road sectionl(units pcu/h);
(I) obtaining an initial road right table W for traffic distribution, wherein the method comprises the steps of firstly obtaining the design speed S corresponding to the number Link _ ID of each road section in the step (A)D(in km/h) and the maximum speed limit SL(the unit is km/h), and then the free stream journey time T corresponding to each road section number Link _ ID is calculated by adopting a formula (1)l0(unit is s), the travel time corresponding to the Link _ ID is the initial road right table W:
Tl0＝3600×{0.001×Ll/min{SD,SL}} (1)；
(J) acquiring traffic Cell information for urban traffic distribution, wherein the traffic Cell information comprises the number Cell _ ID (dimensionless) of each traffic Cell, the Node number Node _ ID and the Link _ ID of each traffic Cell;
(K) obtaining a latest OD distribution matrix of each trip mode of the city;
(L) obtaining a regional motor vehicle tail number restriction scheme for testing, wherein the restriction scheme comprises the number N of limited motor vehicle tail numbers in the daily restriction time in the working dayL(unit is one, value is 1,2, … …, 9), the travel mode (travel mode restricted by tail number) in step (D) corresponding to the tail number restriction scheme, and the number Cell _ ID of the traffic Cell (Cell restricted by tail number) in step (C) completely covered by the tail number restriction area;
or:
obtaining a tail number restriction scheme of motor vehicles of a main road of a city part for testing, wherein the tail number restriction scheme comprises the restriction time of each day in a working dayLimited number of motor vehicle tail numbers NL(the unit is one, the value is 1,2, … …, 9), the travel mode limited by the tail number in the step (D) corresponding to the tail number limitation scheme, and the serial number Link _ ID of the road section limited by the tail number covered by the tail number limitation scheme;
(M) counting the number N of the limited vehicle's tail numbers determined in step (E)LDetermining the ratio P of the OD distribution matrices used for the first and second traffic distribution, respectively1And P2The value rule is as the formula (2):
(N) performing iterative traffic distribution by adopting a multipath-capacity limit traffic distribution method under the tail number limit condition;
(I) outputting the motor vehicle traffic volume V distributed to each road sectionl。
The traffic distribution correction method under the condition of tail number restriction, wherein the OD distribution matrix of each city trip mode in the step (D) comprises the following steps: the system comprises a plurality of private passenger car travel mode OD distribution matrixes CarOD (unit is pcu/h), a conventional bus travel mode OD distribution matrix BusOD (unit is pcu/h), a rail transit travel mode OD distribution matrix RailOD (unit is person/h), a motorcycle travel mode OD distribution matrix MotorOD (unit is pcu/h), a taxi travel mode OD distribution matrix taxi (unit is pcu/h), a non-motor vehicle travel mode OD distribution matrix BikeOD (unit is person/h) and a walking travel mode OD distribution matrix WalkOD (unit is person/h).
In the step (F), the travel mode OD distribution matrix restricted by the tail number is divided into two parts, namely, an unrestricted tail number part and a restricted tail number part, and traffic distribution is performed twice, wherein the OD distribution matrix of the unrestricted tail number part is distributed for the first time, and the OD distribution matrix of the restricted tail number part is distributed for the second time.
The traffic distribution correction method under the condition of tail number restriction is characterized in that the iterative traffic distribution process of the multi-path-capacity restriction traffic distribution method under the condition of tail number restriction adopted in the step (G) comprises the following steps:
(G12) the number of traffic distribution iterations is recorded as K, and the OD quantity proportion loaded by the kth iteration (K is 1,2, … … K) is QkAnd is andlet k equal to 1;
(G13) respectively multiplying the OD distribution matrixes of the travel modes in the step (D) by QkObtaining an OD distribution matrix for the kth iterative traffic distribution, and starting the kth iteration;
(G14) for the travel mode limited by the tail number obtained in the step (E), multiplying the OD distribution matrix obtained in the corresponding step (G2) by P1Obtaining an OD distribution matrix (unrestricted end mark part) for the first traffic distribution, and multiplying the OD distribution matrix obtained in the corresponding step (G2) by P2Then, performing OD distribution matrix transfer correction to obtain an OD distribution matrix (limited tail number part) for second traffic distribution;
or:
for the travel mode limited by the tail number obtained in the step (E), multiplying the OD distribution matrix obtained in the corresponding step (G2) by P1Obtaining an OD distribution matrix (unrestricted end mark part) for the first traffic distribution, and multiplying the OD distribution matrix obtained in the corresponding step (G2) by P2Obtaining an OD distribution matrix (limited tail number part) for second traffic distribution;
(G15) for the travel mode not limited by the tail number in the step (D), updating the travel mode OD distribution matrix not limited by the tail number by using the transfer traffic volume generated during the transfer correction of the OD distribution matrix in the step (G3), performing k-th iterative traffic distribution by combining the road weight table W and the updated travel mode OD distribution matrix not limited by the tail number, and cumulatively loading the distributed traffic volume to the traffic volume V of the motor vehicle on the corresponding road sectionl(unit pcu/h);
(G16) according to the automobile traffic volume V of each road section obtained in the step (G4)lUpdating the travel time T of each road section in the road weight table W by adopting the road resistance function model of the U.S. federal highway administrationl(unit is s), i.e., formula (3):
Tl＝Tl0[1+α(Vl/Cl)β](3)
wherein α is 0.15, β is 4;
(G17) carrying out first traffic distribution by adopting the unlimited tail number part OD distribution matrix obtained in the step (G3) and the road right table W updated in the step (G5), and cumulatively loading the distributed traffic volume to the traffic volume V of the motor vehicles on the corresponding road sectionlThe above step (1);
(G18) according to the automobile traffic volume V of each road section obtained in the step (G6)lUpdating the travel time T of each road section in the road weight table W by adopting a formula (3)l；
(G19) Matching the number Cell _ ID of the Cell restricted by the tail number with the traffic Cell information obtained in the step (C) to obtain the Link _ ID of all road sections contained in the traffic cells, and obtaining the travel time T corresponding to the road section numbers in the road right table W obtained in the step (G7)lChanging the value of the road right table into any value not less than 99999 to obtain the road right table W under the condition of tail number restrictionL；
Or:
the travel time T corresponding to the Link _ ID of the road section number restricted by the tail number in the road right table W obtained in the step (G7)lChanging the value of the road right table into any value not less than 99999 to obtain the road right table W under the condition of tail number restrictionL；
(G20) Adopting the limited tail number part OD distribution matrix obtained in the step (G3) and the road weight table W under the tail number limitation condition obtained in the step (G8)LCarrying out the second traffic distribution, and loading the distributed traffic volume accumulation to the motor vehicle traffic volume V of the corresponding road sectionlThe above step (1);
(G21) according to the automobile traffic volume V of each road section obtained in the step (G9)lUpdating the travel time T of each road section in the road weight table W by adopting a formula (3)l；
(G22) And K is equal to K +1, if K is less than or equal to K, the step is returned to (G2), otherwise, the iterative traffic distribution is ended.
The method for correcting traffic distribution under the condition of tail number restriction comprises the following steps of:
(G3d) recording the distribution traffic quantity between the traffic generation district i and the traffic attraction district j as Qij(i belongs to { Cell _ ID }, j belongs to { Cell _ ID }), and remember QijThe amount of transfer of (A) is QTijFor all traffic occurrence and attraction corresponding to Cell number Cell _ ID restricted by tail number, Q is ordered firstTij＝QijThen Q is givenij＝0；
(G3e) for the remaining Q's in the OD distribution matrixijCalculating the detour rate gamma under the condition of tail number limitationij；
(G3f) binding to OD dose transfer function QTij＝F(γij,Qij) Calculating the remaining QijAmount of transfer Q ofTijThen Q is givenij＝Qij-QTijAnd finishing the OD distribution matrix transfer correction.
In the traffic distribution correction method under the tail number restricted condition, the detour rate gamma under the tail number restricted condition is calculated in the step (G3b)ijThe steps are as follows:
(G3b1) matching the number Cell _ ID of the Cell restricted by the end number with the traffic Cell information obtained in step (C) of claim 1, obtaining Link _ ID of all road segments contained in these traffic cells, and matching the travel time T corresponding to these road segment numbers in the latest road right table W in the current step of claim 4lChanging the value of the road right table into any value not less than 99999 to obtain the road right table W under the condition of tail number restrictionL；
(G3b2) according to the road right table W and the road right table W under the condition of tail number restrictionLCalculating the shortest road weight D between the OD pair ijijAnd DLij；
(G3b3) calculating the detour rate gamma by using the formula (4)ij：
γij＝DLij/Dij(4)。
In the method for correcting traffic distribution under the condition of tail number restriction, the OD transfer function Q in the step (G3c)Tij＝F(γij,Qij) Is formula (5):
β therein1、β0To be calibrated for the coefficient, gamma0Maximum transfer rate of travel mode, gamma, for all traffic at a given confidence level1Minimum transfer rate, γ, for changing travel patterns for all traffic at a given confidence level0And gamma1Can be directly obtained by questionnaire, and can be calibrated β by formula (6)1And β0：
In the method for correcting traffic distribution under the condition of tail number restriction, the method for updating the travel mode OD distribution matrix not restricted by the tail number in the step (G4) is as follows: all the obtained transfer traffic QTijSplitting and overlapping the human-time traffic volume proportion of ij according to the same OD in the travel mode OD distribution matrix which is not limited by the tail number, and converting the split traffic volume proportion into the original unit traffic volume to obtain the updated travel mode OD distribution matrix which is not limited by the tail number.
According to the traffic distribution correction method under the condition of the tail number restriction, conversion coefficients of interconversion between the human time traffic volume and the original unit traffic volume of four travel modes of a private passenger car, a conventional bus, a motorcycle and a taxi are theta respectivelycar＝1.3、θbus＝40.0、θmotor＝1.0、θtaxiMultiplying the original unit traffic volume by a conversion coefficient to obtain a human-time traffic volume, and dividing the human-time traffic volume by the conversion coefficient to obtain the original unit traffic volume; the human-time traffic volume of the three travel modes of rail transit, non-motor vehicles and walking is the original unit traffic volume without conversion.
Has the advantages that:
according to the traffic distribution correction method under the tail number row-limiting condition, the travel mode OD distribution matrix limited by the tail number is divided into the unlimited tail number part and the limited tail number part, traffic distribution is respectively carried out, and the tail number row-limiting scheme of the regional or partial urban trunk road is well integrated into the related flow of traffic distribution from the OD distribution matrix, the right-of-way table and the distribution process, so that the calculation easiness of the traffic distribution method is ensured, and the action object, the action time and the action space of the tail number row-limiting scheme are practically and accurately considered. The invention fully considers the existing motor vehicle tail number restriction schemes in each big city in China, corrects the traffic distribution method, makes up the blank of the traffic distribution correction method under the condition of tail number restriction, and has great significance for accurately and quickly realizing the quantitative test of the implementation effect of the motor vehicle tail number restriction strategy in the city virtual traffic test platform.
Drawings
FIG. 1 is a general flow diagram of the process of the present invention.
Detailed Description
The present invention will be further illustrated below with reference to specific embodiments, which are to be understood as merely illustrative and not limitative of the scope of the present invention.
Example 1:
the method in the embodiment can realize the implementation of the regional motor vehicle tail number restriction scheme, and comprises the following specific steps:
fig. 1 shows a general flow chart of the present invention, which is further described below with reference to the following examples.
(A) Obtaining the latest urban basic road network information, including intersection number Node _ ID (dimensionless), road section number Link _ ID (dimensionless), road section length Ll(unit is m) and practical traffic capacity C of road sectionl(units pcu/h);
the embodiment selects a simplified city, and the basic road network information is as follows:
node _ ID 1,2, … …, 24;
road section information: see table 1.
Table 1 link information acquired in the embodiment
(B) Obtaining an initial road right table W for traffic distribution, wherein the method comprises the steps of firstly obtaining the design speed S corresponding to the number Link _ ID of each road section in the step (A)D(in km/h) and the maximum speed limit SL(the unit is km/h), and then the free stream journey time T corresponding to each road section number Link _ ID is calculated by adopting a formula (1)l0(unit is s), the travel time corresponding to the Link _ ID is the initial road right table W.
In this embodiment, the data required in this step and the free stream journey time T calculated by using the formula (1) are obtainedl0See table 1, and the initial road right table W of the embodiment is shown in table 2.
Table 2 initial road right table W of the present embodiment
| Link _ ID of Link number | Road right(s) |
| 1 | 28 |
| 2 | 18 |
| 3 | 14 |
| 4 | 24 |
| …… | …… |
| 8 | 33 |
| …… | …… |
| 11 | 46 |
| …… | …… |
| 76 | 34 |
(C) Acquiring traffic Cell information for urban traffic distribution, wherein the traffic Cell information comprises the number Cell _ ID (dimensionless) of each traffic Cell, the Node number Node _ ID and the Link _ ID of each traffic Cell;
the traffic cell information in this embodiment is shown in table 3.
Table 3 traffic cell information of the present embodiment
(D) Obtaining a latest OD distribution matrix of each trip mode of the city;
in the embodiment, three travel modes, namely a private passenger car, a conventional bus and a non-motor vehicle, are selected, and the latest OD distribution matrix of each travel mode in a city is shown in tables 4-6.
TABLE 4 CarOD (pcu/h) in this example
| Cell_ID | 1 | 2 | 3 | 4 | 5 | Total traffic occurrence |
| 1 | 3000 | 1000 | 5000 | 1000 | 1000 | 11000 |
| 2 | 1000 | 3000 | 5000 | 1000 | 1000 | 11000 |
| 3 | 5000 | 5000 | 1000 | 5000 | 5000 | 21000 |
| 4 | 1000 | 1000 | 5000 | 3000 | 1000 | 11000 |
| 5 | 1000 | 1000 | 5000 | 1000 | 3000 | 11000 |
| Total of traffic suction | 11000 | 11000 | 21000 | 11000 | 10500 | 65000 |
TABLE 5 BusOD (pcu/h) in this example
| Cell_ID | 1 | 2 | 3 | 4 | 5 | Total traffic occurrence |
| 1 | 70 | 30 | 70 | 30 | 20 | 220 |
| 2 | 30 | 70 | 70 | 20 | 30 | 220 |
| 3 | 70 | 70 | 100 | 70 | 70 | 380 |
| 4 | 30 | 20 | 70 | 70 | 30 | 220 |
| 5 | 20 | 30 | 70 | 30 | 70 | 220 |
| Total of traffic suction | 220 | 220 | 380 | 220 | 220 | 1260 |
TABLE 6 BikeOD (human/h) in this example
(E) Obtaining a regional motor vehicle tail number restriction scheme for testing, wherein the restriction scheme comprises the restricted number N of motor vehicle tail numbers in the restriction time per day in the working dayL(unit is one, value is 1,2, … …, 9), the travel mode (travel mode restricted by tail number) in step (D) corresponding to the tail number restriction scheme, and the number Cell _ ID of the traffic Cell (Cell restricted by tail number) in step (C) completely covered by the tail number restriction area;
the scheme for restricting the tail numbers of regional motor vehicles in the embodiment is that a traffic district 3 restricts 2 tail numbers, namely N, of private buses in working days 07: 00-09: 00 and 17: 00-19: 00LThe traveling mode restricted by the tail number is 2, namely the private passenger car and the district number restricted by the tail numberCell _ ID is 3.
(F) According to the limited number N of the motor vehicle tail numbers determined in the step (E)LDetermining the ratio P of the OD distribution matrices used for the first and second traffic distribution, respectively1And P2The value-taking rule is as formula (2);
in this example P1＝80％、P2＝20％。
(G) The traffic distribution method is carried out by adopting a multi-path-capacity limit traffic distribution method, and comprises the following specific steps:
(G1) the number of traffic distribution iterations is recorded as K, and the OD quantity proportion loaded by the kth iteration (K is 1,2, … … K) is QkAnd is andlet k equal to 1;
in this example, K is 5, Q1＝30％、Q2＝25％、Q3＝20％、Q4＝15％、Q5＝10％。
(G2) Respectively multiplying the OD distribution matrixes of the travel modes in the step (D) by QkObtaining an OD distribution matrix for the kth iterative traffic distribution, and starting the kth iteration;
the OD distribution matrices for this example for iteration 1 are shown in tables 7-9.
TABLE 7 CarOD of iteration 1 (pcu/h)
| Cell_ID | 1 | 2 | 3 | 4 | 5 | Total traffic occurrence |
| 1 | 900 | 300 | 1500 | 300 | 300 | 3300 |
| 2 | 300 | 900 | 1500 | 300 | 300 | 3300 |
| 3 | 1500 | 1500 | 300 | 1500 | 1500 | 6300 |
| 4 | 300 | 300 | 1500 | 900 | 300 | 3300 |
| 5 | 300 | 300 | 1500 | 300 | 900 | 3300 |
| Total of traffic suction | 3300 | 3300 | 6300 | 3300 | 3300 | 19500 |
TABLE 8 BusOD of iteration 1 (pcu/h)
| Cell_ID | 1 | 2 | 3 | 4 | 5 | Total traffic occurrence |
| 1 | 21 | 9 | 21 | 9 | 6 | 66 |
| 2 | 9 | 21 | 21 | 6 | 9 | 66 |
| 3 | 21 | 21 | 30 | 21 | 21 | 114 |
| 4 | 9 | 6 | 21 | 21 | 9 | 66 |
| 5 | 6 | 9 | 21 | 9 | 21 | 66 |
| Total of traffic suction | 66 | 66 | 114 | 66 | 66 | 378 |
TABLE 9 BikeOD of iteration 1 (human/h)
| Cell_ID | 1 | 2 | 3 | 4 | 5 | Total traffic occurrence |
| 1 | 600 | 150 | 150 | 150 | 18 | 1068 |
| 2 | 150 | 600 | 150 | 18 | 150 | 1068 |
| 3 | 150 | 150 | 150 | 150 | 150 | 750 |
| 4 | 150 | 18 | 150 | 600 | 150 | 1068 |
| 5 | 18 | 150 | 150 | 150 | 600 | 1068 |
| Total of traffic suction | 1068 | 1068 | 750 | 1068 | 1068 | 5022 |
(G3) For the subject tails obtained in step (E)The number limits the travel mode, and the OD distribution matrix obtained in the corresponding step (G2) is multiplied by P1Obtaining an OD distribution matrix (unrestricted end mark part) for the first traffic distribution, and multiplying the OD distribution matrix obtained in the corresponding step (G2) by P2Then, performing OD distribution matrix transfer correction to obtain an OD distribution matrix (limited tail number part) for second traffic distribution;
for CarOD in this example, the distribution matrix of OD at the part without the limited tail number is shown in Table 10, multiplied by P2The OD distribution matrices for transfer correction obtained thereafter are shown in table 11, respectively;
TABLE 10 unlimited end part CarOD (pcu/h)
| Cell_ID | 1 | 2 | 3 | 4 | 5 | Total traffic occurrence |
| 1 | 720 | 240 | 1200 | 240 | 240 | 2640 |
| 2 | 240 | 720 | 1200 | 240 | 240 | 2640 |
| 3 | 1200 | 1200 | 240 | 1200 | 1200 | 5040 |
| 4 | 240 | 240 | 1200 | 720 | 240 | 2640 |
| 5 | 240 | 240 | 1200 | 240 | 720 | 2640 |
| Total of traffic suction | 2640 | 2640 | 5040 | 2640 | 2640 | 15600 |
TABLE 11 CarOD for transfer correction (pcu/h)
| Cell_ID | 1 | 2 | 3 | 4 | 5 | Total traffic occurrence |
| 1 | 180 | 60 | 300 | 60 | 60 | 660 |
| 2 | 60 | 180 | 300 | 60 | 60 | 660 |
| 3 | 300 | 300 | 60 | 300 | 300 | 1260 |
| 4 | 60 | 60 | 300 | 180 | 60 | 660 |
| 5 | 60 | 60 | 300 | 60 | 180 | 660 |
| Total of traffic suction | 660 | 660 | 1260 | 660 | 660 | 3900 |
(G3a) recording the distribution traffic quantity between the traffic generation district i and the traffic attraction district j as Qij(i belongs to { Cell _ ID }, j belongs to { Cell _ ID }), and remember QijThe amount of transfer of (A) is QTijFor all traffic corresponding to the Cell number Cell _ ID restricted by the tail numberBirth and suction, first order QTij＝QijThen Q is givenij＝0；
In this embodiment, for the traffic cell 3 in table 11, command Q is given firstT1*＝Q1*、QT2*＝Q2*、QT*1＝Q*1、QT*2＝Q*2Then Q is given1*＝0、Q2*＝0、Q*1＝0、Q*10, where in the subscripts "-" in order 1,2, … …, 5;
(G3b) for the remaining Q's in the OD distribution matrixijCalculating the detour rate gamma under the condition of tail number limitationij；
(G3b1) matching the number Cell _ ID of the Cell restricted by the end number with the traffic Cell information obtained in step (C) of claim 1, obtaining Link _ ID of all road segments contained in these traffic cells, and matching the travel time T corresponding to these road segment numbers in the latest road right table W in the current step of claim 3lChanging the value of the road right table into any value not less than 99999 to obtain the road right table W under the condition of tail number restrictionL(ii) a In the 1 st iteration process of this embodiment, the current latest road right table W in this step is table 2, and the road right of Link _ ID included in cell 3 in table 2 is changed to 99999, so as to obtain WL。
(G3b2) according to the road right table W and the road right table W under the condition of tail number restrictionLCalculating the shortest road weight D between the OD pair ijijAnd DLij；
In the present embodiment, in the current step, the shortest route right between OD pairs is calculated according to table 2, which is shown in table 12, and the route right is shown in table WLThe shortest path between OD pairs is calculated as shown in table 13:
TABLE 12 shortest Path right Dij(s)
| Cell_ID | 1 | 2 | 3 | 4 | 5 |
| 1 | 236 | 418 | —— | 418 | 568 |
| 2 | 418 | 236 | —— | 568 | 418 |
| 3 | —— | —— | —— | —— | —— |
| 4 | 418 | 568 | —— | 236 | 418 |
| 5 | 568 | 418 | —— | 418 | 236 |
TABLE 13 shortest Path Right DLij(s)
| Cell_ID | 1 | 2 | 3 | 4 | 5 |
| 1 | 236 | 418 | —— | 418 | 1412 |
| 2 | 418 | 236 | —— | 1412 | 418 |
| 3 | —— | —— | —— | —— | —— |
| 4 | 418 | 1412 | —— | 236 | 418 |
| 5 | 1412 | 418 | —— | 418 | 236 |
(G3b3) calculating the detour rate gamma by using the formula (4)ij；
The bypass rate obtained in the current step of this embodiment is shown in table 14:
TABLE 14 detour rate γij
| Cell_ID | 1 | 2 | 3 | 4 | 5 |
| 1 | 1.0 | 1.0 | —— | 1.0 | 2.5 |
| 2 | 1.0 | 1.0 | —— | 2.5 | 1.0 |
| 3 | —— | —— | —— | —— | —— |
| 4 | 1.0 | 2.5 | —— | 1.0 | 1.0 |
| 5 | 2.5 | 1.0 | —— | 1.0 | 1.0 |
(G3c) OD quantity transfer function QTij＝F(γij,Qij) Calculating the remaining QijAmount of transfer Q ofTijThen Q is givenij＝Qij-QTijCompleting OD distribution matrix transfer correction;
the OD transfer function Q in the step (G3c)Tij＝F(γij,Qij) Is formula (5):
β therein1、β0To be calibrated for the coefficient, gamma0Maximum transfer rate of travel mode, gamma, for all traffic at a given confidence level1Minimum transfer rate, γ, for changing travel patterns for all traffic at a given confidence level0And gamma1Can be directly obtained by questionnaire, and can be calibrated β by formula (6)1And β0：
In this example, γ is obtained at a confidence level of 0.950＝1.2、γ1Calculated according to equations (6) and (5) at 3.0, the results are shown in tables 15, 16:
TABLE 15 part CarOD part Limited (pcu/h)
| Cell_ID | 1 | 2 | 3 | 4 | 5 |
| 1 | 180 | 60 | 0 | 60 | 17 |
| 2 | 60 | 180 | 0 | 17 | 60 |
| 3 | 0 | 0 | 0 | 0 | 0 |
| 4 | 60 | 17 | 0 | 180 | 60 |
| 5 | 17 | 60 | 0 | 60 | 180 |
TABLE 16 transfer traffic volume of CarOD (pcu/h)
| Cell_ID | 1 | 2 | 3 | 4 | 5 |
| 1 | 0 | 0 | 60 | 0 | 43 |
| 2 | 0 | 0 | 30 | 43 | 0 |
| 3 | 300 | 300 | 60 | 300 | 300 |
| 4 | 0 | 43 | 180 | 0 | 0 |
| 5 | 43 | 0 | 60 | 0 | 0 |
(G4) For the travel mode not limited by the tail number in the step (D), updating the travel mode OD distribution matrix not limited by the tail number by using the transfer traffic volume generated during the transfer correction of the OD distribution matrix in the step (G3), performing k-th iterative traffic distribution by combining the road weight table W and the updated travel mode OD distribution matrix not limited by the tail number, and cumulatively loading the distributed traffic volume to the traffic volume V of the motor vehicle on the corresponding road sectionl(unit pcu/h);
in this embodiment, the transfer traffic volume between each OD pair in table 16 is split according to the ratio of the human-time traffic volumes between the same OD pairs in tables 8 and 9, and then is superimposed, and then converted into the original unit traffic volume, for example, for QT15The human traffic ratio between the same OD pair in table 8 and table 9 is 43pcu/h (6 × 40 — 240): 40: 3, converting the transfer traffic volume of 40 persons into the conventional bus travel traffic volume of 1pcu/h and superposing the conventional bus travel traffic volume to Q of the table 815In the method, 3 times of transfer traffic volume, namely 3 times of non-motor vehicle travel traffic volume is superposed to Q of table 915In (1). The updated BusOD and BikeOD are shown in tables 17 and 18, respectively.
TABLE 17 updated BusOD
| Cell_ID | 1 | 2 | 3 | 4 | 5 | Total traffic occurrence |
| 1 | 21 | 9 | 21 | 9 | 7 | 67 |
| 2 | 9 | 21 | 21 | 7 | 9 | 67 |
| 3 | 21 | 21 | 30 | 21 | 21 | 114 |
| 4 | 9 | 7 | 21 | 21 | 9 | 67 |
| 5 | 7 | 9 | 21 | 9 | 21 | 67 |
| Total of traffic suction | 67 | 67 | 114 | 67 | 67 | 382 |
Table 18 updated BikeOD
| Cell_ID | 1 | 2 | 3 | 4 | 5 | Total traffic occurrence |
| 1 | 600 | 150 | 150 | 150 | 21 | 1071 |
| 2 | 150 | 600 | 150 | 21 | 150 | 1071 |
| 3 | 150 | 150 | 150 | 150 | 150 | 750 |
| 4 | 150 | 21 | 150 | 600 | 150 | 1071 |
| 5 | 21 | 150 | 150 | 150 | 600 | 1071 |
| Total of traffic suction | 1071 | 1071 | 750 | 1071 | 1071 | 5034 |
In the current step, the 1 st iteration distribution of the motor vehicle traffic volume is carried out by utilizing the tables 2 and 17, and the distributed traffic volume is cumulatively loaded to the motor vehicle traffic volume V of the corresponding road sectionlThe above.
(G5) According to the traffic volume V of the motor vehicles of each road section obtained in the step (G4)lUpdating the travel time T of each road section in the road weight table W by adopting a formula (3)l；
The updated road right table W obtained in this step of this example is shown in table 19.
Table 19 road right table W
(G6) Carrying out first traffic distribution by adopting the unlimited tail number part OD distribution matrix obtained in the step (G3) and the road weight table W updated in the step (G5)Distributing and loading the distributed traffic volume accumulation to the motor vehicle traffic volume V of the corresponding road sectionlThe above step (1);
in this step, the table 10 and the table 19 are used to perform the first traffic distribution, and the distributed traffic volume is cumulatively loaded to the traffic volume V of the motor vehicle on the corresponding road sectionlThe above.
(G7) According to the automobile traffic volume V of each road section obtained in the step (G6)lUpdating the travel time T of each road section in the road weight table W by adopting a formula (3)l；
(G8) Matching the number Cell _ ID of the Cell restricted by the tail number with the traffic Cell information obtained in the step (C) to obtain the Link _ ID of all road sections contained in the traffic cells, and obtaining the travel time T corresponding to the road section numbers in the road right table W obtained in the step (G7)lChanging the value of the road right table into any value not less than 99999 to obtain the road right table W under the condition of tail number restrictionL；
Road right table W under tail number restricted condition obtained in current stepLSee table 20.
TABLE 20 road authority table WL
| Link _ ID of Link number | Road right(s) |
| 1 | 30 |
| 2 | 19 |
| 3 | 15 |
| 4 | 26 |
| …… | …… |
| 8 | 99999 |
| …… | …… |
| 11 | 99999 |
| …… | …… |
| 76 | 37 |
(G9) Adopting the limited tail number part OD distribution matrix obtained in the step (G3) and the road weight table W under the tail number limitation condition obtained in the step (G8)LCarrying out the second traffic distribution, and loading the distributed traffic volume accumulation to the motor vehicle traffic volume V of the corresponding road sectionlThe above step (1);
in the present step, the table 15 and the table 20 are adopted for traffic distribution, and the distributed traffic volume is cumulatively loaded to the traffic volume V of the motor vehicle on the corresponding road sectionlThe above.
(G10) According to the automobile traffic volume V of each road section obtained in the step (G9)lUpdating the travel time T of each road section in the road weight table W by adopting a formula (3)l；
The updated road right table W obtained in the current step of this embodiment is shown in table 21.
TABLE 21 road authority table W
| Link _ ID of Link number | Road right(s) |
| 1 | 35 |
| 2 | 22 |
| 3 | 17 |
| 4 | 30 |
| …… | …… |
| 8 | 42 |
| …… | …… |
| 11 | 58 |
| …… | …… |
| 76 | 41 |
(G11) Making K equal to K +1, if K is less than or equal to K, returning to the step (G2), otherwise, ending the iterative traffic distribution;
and (5) enabling k to sequentially take 2, 3, 4 and 5, returning to the step (G2) to continue the 2 nd, 3 rd, 4 th and 5 th iterative traffic distribution, and finishing the iteration after the 5 th iterative traffic distribution is finished.
(H) Outputting the motor vehicle traffic volume V distributed to each road sectionl。
In the embodiment, the final motor vehicle traffic volume V distributed to each road section is obtained through 5 times of iterative traffic distributionl。
In the embodiment, it can be seen that the eight steps of the method can simply and quickly complete the sub-mode OD distribution matrix correction and traffic distribution process under the condition of the tail number restriction of the regional motor vehicles, and the correction method has strong logic and is easy to realize in a programmed mode.
Example 2:
the difference between the embodiment and the embodiment 1 is that the method in the embodiment can realize a motor vehicle tail number restriction scheme implemented only on the urban partial main road, specifically:
the step (E) is to obtain a restricted driving scheme of the tail numbers of the motor vehicles of the urban partial main road for testing, and the restricted number N of the tail numbers of the motor vehicles in the restricted driving time per day in the working dayL(the unit is one, the value is 1,2, … …, 9), the travel mode (travel mode restricted by the tail number) in the step (D) corresponding to the tail number restriction scheme, and the serial number Link _ ID of the road section (road section restricted by the tail number) covered by the tail number restriction scheme;
in the embodiment, the scheme for limiting the tail numbers of the motor vehicles of the main roads in the city is that 2 tail numbers, namely N tail numbers are limited for private buses on the road sections 4, 8, 42 and 46 at the working days of 07: 00-09: 00 and 17: 00-19: 00LWhen the number is 2, the trip mode restricted by the tail number is a private passenger car, and the number Link _ ID of the road section restricted by the tail number is 4, 8, 42 and 46.
The step (G3) is "for the trip mode limited by the tail number obtained in the step (E)," multiplying the OD distribution matrix obtained in the step (G2) corresponding thereto by P1Obtaining an OD distribution matrix (unrestricted end mark part) for the first traffic distribution, and multiplying the OD distribution matrix obtained in the corresponding step (G2) by P2Obtaining the OD distribution matrix (limited tail number part) for the second traffic distribution)”；
In this embodiment, for CarOD, the OD distribution matrix for the unrestricted end portion is the same as table 10, and the OD distribution matrix for the restricted end portion is the same as table 11.
The step (G4) is that for the travel mode which is not limited by the tail number in the step (D), the kth iterative traffic distribution is carried out by combining the road right table W and the travel mode OD distribution matrix which is obtained in the step (G2) and is not limited by the tail number, and the distributed traffic volume is cumulatively loaded to the motor vehicle traffic volume V of the corresponding road sectionlUp ";
in the current step of the embodiment, the 1 st iterative allocation of the motor vehicle traffic volume is performed by using the tables 2 and 8, and the allocated traffic volume is cumulatively loaded to the motor vehicle traffic volume V of the corresponding road sectionlThe above.
The step (G8) is that the travel time T corresponding to the Link _ ID of the road right table W limited by the tail number obtained in the step (G7)lChanging the value of the road right table into any value not less than 99999 to obtain the road right table W under the condition of tail number restrictionL”。
Road right table W under tail number restricted condition obtained in current stepLSee table 21.
TABLE 21 road authority table WL
| Link _ ID of Link number | Road right(s) |
| 1 | 31 |
| 2 | 20 |
| 3 | 15 |
| 4 | 99999 |
| …… | …… |
| 8 | 99999 |
| …… | …… |
| 11 | 48 |
| …… | …… |
| 76 | 36 |
The remaining steps were the same as in example 1.
In the example, it can be seen that the traffic distribution process under the condition that the motor vehicle tail number restriction scheme is implemented only on part of main roads in the city can be simply and quickly completed by the method, the modification of the distribution matrix of the split mode OD is not needed, and the modification method is high in logicality and easy to realize in a programmed mode.
It should be noted that the above embodiments are only examples for clarity of illustration, and are not limiting, and all embodiments need not be exhaustive. All the components not specified in the present embodiment can be realized by the prior art. It will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the principles of the invention and these are intended to be within the scope of the invention.
Claims (8)
1. A traffic distribution correction method under the condition of tail number restriction is characterized by comprising the following steps:
(A) acquiring the latest urban basic road network information comprising an intersection number Node _ ID, a road section number Link _ ID and a road section length LlUnit m, and road section practical traffic capacity ClThe unit is pcu/h;
(B) obtaining an initial road right table W for traffic distribution, wherein the method comprises the steps of firstly obtaining the design speed S corresponding to the number Link _ ID of each road section in the step (A)DIn km/h and the maximum speed limit SLThe unit is km/h, and then the free stream journey time T corresponding to each road section number Link _ ID is calculated by adopting a formula (1)l0The unit is s, and the travel time corresponding to the Link _ ID is the initial road right table W:
Tl0＝3600×{0.001×Ll/min{SD,SL}} (1)；
(C) acquiring traffic Cell information for urban traffic distribution, wherein the traffic Cell information comprises the number Cell _ ID (dimensionless) of each traffic Cell, the Node number Node _ ID and the Link _ ID of each traffic Cell;
(D) obtaining a latest OD distribution matrix of each trip mode of the city;
(E) obtaining a regional motor vehicle tail number restriction scheme for testing, wherein the restriction scheme comprises the restricted number N of motor vehicle tail numbers in the restriction time per day in the working dayLThe unit is one, the value is 1,2, … …, 9, and the travel mode in step (D) corresponding to the tail number restricted travel scheme, that is, the travel mode restricted by the tail number, and the traffic Cell in step (C) completely covered by the tail number restricted area, that is, the serial number Cell _ ID of the tail number restricted Cell;
or:
obtaining a restricted driving scheme of the tail numbers of motor vehicles of the urban partial main road for testing, wherein the restricted number N of the tail numbers of the motor vehicles in the restricted driving time per day in the working dayLThe unit is one, the values are 1,2, … … and 9, and the travel mode limited by the tail number in the step (D) corresponding to the tail number limitation scheme,The number Link _ ID of the road section restricted by the tail number covered by the tail number restriction scheme;
(F) splitting the OD distribution matrix of the trip mode limited by the tail number determined in the step (E) into two parts, respectively using the two parts in twice traffic distribution, and determining the number N of the tail numbers of the limited motor vehicles determined in the step (E)LDetermining the ratio P of the OD distribution matrices used for the first and second traffic distribution, respectively1And P2The value rule is as the formula (2):
(G) performing iterative traffic distribution by adopting a multipath-capacity restriction traffic distribution method under the tail number restriction condition;
(H) outputting the motor vehicle traffic volume V distributed to each road sectionl；
The multi-path-capacity limit traffic distribution method under the tail number limit condition adopted in the step (G) comprises the following steps in an iterative traffic distribution process:
(G1) the number of iterations of traffic distribution is recorded as K, K is 1,2, … … K, and the OD quantity proportion loaded in the K iteration is QkAnd is and
let k equal to 1;
(G2) respectively multiplying the OD distribution matrixes of the travel modes in the step (D) by QkObtaining an OD distribution matrix for the kth iterative traffic distribution, and starting the kth iteration;
(G3) for the travel mode limited by the tail number obtained in the step (E), multiplying the OD distribution matrix obtained in the corresponding step (G2) by P1Obtaining an OD distribution matrix for the first traffic distribution, namely an unlimited tail number part, and multiplying the OD distribution matrix obtained in the corresponding step (G2) by P2Then, performing OD distribution matrix transfer correction to obtain an OD distribution matrix used for second traffic distribution, namely a limited tail number part;
or:
for in step (E)Multiplying the OD distribution matrix obtained in the step (G2) corresponding to the obtained travel mode limited by the tail number by P1Obtaining an OD distribution matrix for the first traffic distribution, namely an unlimited tail number part, and multiplying the OD distribution matrix obtained in the corresponding step (G2) by P2Obtaining an OD distribution matrix for secondary traffic distribution, namely a limited tail number part;
(G4) for the travel mode not limited by the tail number in the step (D), updating the travel mode OD distribution matrix not limited by the tail number by using the transfer traffic volume generated during the transfer correction of the OD distribution matrix in the step (G3), performing k-th iterative traffic distribution by combining the road weight table W and the updated travel mode OD distribution matrix not limited by the tail number, and cumulatively loading the distributed traffic volume to the traffic volume V of the motor vehicle on the corresponding road sectionlThe unit is pcu/h;
or:
for the travel mode not limited by the tail number in the step (D), performing k-th iterative traffic distribution by combining the road right table W and the travel mode OD distribution matrix not limited by the tail number obtained in the step (G2), and cumulatively loading the distributed traffic volume to the traffic volume V of the motor vehicles on the corresponding road sectionlThe above step (1);
(G5) according to the automobile traffic volume V of each road section obtained in the step (G4)lUpdating the travel time T of each road section in the road weight table W by adopting the road resistance function model of the U.S. federal highway administrationlIn units of s, i.e., formula (3):
Tl＝Tl0[1+α(Vl/Cl)β](3)
wherein α is 0.15, β is 4;
(G6) carrying out first traffic distribution by adopting the unlimited tail number part OD distribution matrix obtained in the step (G3) and the road right table W updated in the step (G5), and cumulatively loading the distributed traffic volume to the traffic volume V of the motor vehicles on the corresponding road sectionlThe above step (1);
(G7) according to the automobile traffic volume V of each road section obtained in the step (G6)lUpdating the travel time T of each road section in the road weight table W by adopting a formula (3)l；
(G8) Editing restricted cells by tail numbersMatching the Cell _ ID with the traffic Cell information obtained in the step (C), obtaining Link _ IDs of all road sections contained in the traffic cells, and obtaining travel time T corresponding to the road section numbers in the road right table W obtained in the step (G7)lChanging the value of the road right table into any value not less than 99999 to obtain the road right table W under the condition of tail number restrictionL；
Or:
the travel time T corresponding to the Link _ ID of the road section number restricted by the tail number in the road right table W obtained in the step (G7)lChanging the value of the road right table into any value not less than 99999 to obtain the road right table W under the condition of tail number restrictionL；
(G9) Adopting the limited tail number part OD distribution matrix obtained in the step (G3) and the road weight table W under the tail number limitation condition obtained in the step (G8)LCarrying out the second traffic distribution, and loading the distributed traffic volume accumulation to the motor vehicle traffic volume V of the corresponding road sectionlThe above step (1);
(G10) according to the automobile traffic volume V of each road section obtained in the step (G9)lUpdating the travel time T of each road section in the road weight table W by adopting a formula (3)l；
(G11) And K is equal to K +1, if K is less than or equal to K, the step is returned to (G2), otherwise, the iterative traffic distribution is ended.
2. The method according to claim 1, wherein the OD distribution matrix for each city row in step (D) comprises: the unit of the private passenger car travel mode OD distribution matrix CarOD is pcu/h, the unit of the conventional bus travel mode OD distribution matrix BusOD is pcu/h, the unit of the rail transit travel mode OD distribution matrix RailOD is person/h, the unit of the motorcycle travel mode OD distribution matrix MotorOD is pcu/h, the unit of the taxi travel mode OD distribution matrix taxi is pcu/h, the unit of the non-motor vehicle travel mode OD distribution matrix BikeOD, the unit of the person/h and the walking travel mode OD distribution matrix WalkOD, and the unit of the person/h.
3. The traffic distribution and correction method under the condition of tail number row restriction according to claim 1, characterized in that in step (F), the travel mode OD distribution matrix restricted by the tail number is split into two parts, namely, an unrestricted tail number part and a restricted tail number part, and two times of traffic distribution are performed, wherein the OD distribution matrix of the unrestricted tail number part is distributed for the first time, and the OD distribution matrix of the restricted tail number is distributed for the second time.
4. The method of claim 1, wherein the OD distribution matrix transfer correction in the step (G3) comprises the steps of:
(G3a) recording the distribution traffic quantity between the traffic generation district i and the traffic attraction district j as Qij(i belongs to { Cell _ ID }, j belongs to { Cell _ ID }), and remember QijThe amount of transfer of (A) is QTijFor all traffic occurrence and attraction corresponding to Cell number Cell _ ID restricted by tail number, Q is ordered firstTij＝QijThen Q is givenij＝0；
(G3b) for the remaining Q's in the OD distribution matrixijCalculating the detour rate gamma under the condition of tail number limitationij；
(G3c) binding to OD dose transfer function QTij＝F(γij,Qij) Calculating the remaining QijAmount of transfer Q ofTijThen Q is givenij＝Qij-QTijAnd finishing the OD distribution matrix transfer correction.
5. The method according to claim 4, wherein the step (G3b) of calculating the detour rate γ under the tail number restriction conditionijThe steps are as follows:
(G3b1) matching the number Cell _ ID of the Cell restricted by the end number with the traffic Cell information obtained in step (C) of claim 1, obtaining Link _ ID of all road segments contained in these traffic cells, and matching the travel time T corresponding to these road segment numbers in the latest road right table W in the current step of claim 4lChanging the value of (A) to any value not less than 99999 to obtain the tail number restriction conditionRoad right table WL；
(G3b2) according to the road right table W and the road right table W under the condition of tail number restrictionLCalculating the shortest road weight D between the OD pair ijijAnd DLij；
(G3b3) calculating the detour rate gamma by using the formula (4)ij：
γij＝DLij/Dij(4)。
6. The method according to claim 4, wherein the OD transfer function Q in the step (G3c) is set as a transfer function of the ODTij＝F(γij,Qij) Is formula (5):
β therein1、β0To be calibrated for the coefficient, gamma0Maximum transfer rate of travel mode, gamma, for all traffic at a given confidence level1Minimum transfer rate, γ, for changing travel patterns for all traffic at a given confidence level0And gamma1Can be directly obtained by questionnaire, and can be calibrated β by formula (6)1And β0：
7. The method according to claim 1, wherein the method for updating the travel mode OD distribution matrix not limited by the tail number in the step (G4) comprises: all the obtained transfer traffic QTijSplitting and overlapping the human-time traffic volume proportion of ij according to the same OD in the travel mode OD distribution matrix which is not limited by the tail number, and converting the split traffic volume proportion into the original unit traffic volume to obtain the updated travel mode OD distribution matrix which is not limited by the tail number.
8. The traffic distribution correction method under the tail number restricted condition according to claim 7, characterized in that: the conversion coefficients of the interconversion between the passenger time traffic volume and the original unit traffic volume of four travel modes of private passenger cars, conventional buses, motorcycles and taxis are thetacar＝1.3、θbus＝40.0、θmotor＝1.0、θtaxiMultiplying the original unit traffic volume by a conversion coefficient to obtain a human-time traffic volume, and dividing the human-time traffic volume by the conversion coefficient to obtain the original unit traffic volume; the human-time traffic volume of the three travel modes of rail transit, non-motor vehicles and walking is the original unit traffic volume without conversion.
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