CN108399465B - OD distribution method for implementing regional traffic management strategy - Google Patents
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Abstract
The invention discloses an OD distribution method for coping with an implementation region traffic management strategy, which comprises the following steps: a, determining an area range for implementing a traffic management strategy and an implementation management strategy category thereof; identifying an OD pair which passes through a region to be managed before the management strategy is not implemented and does not pass through the region after the management strategy is implemented, and calculating an evaluation value of the OD pair before the management strategy is not implemented; c, drawing up a detour optimal path of the OD pair in the step B according to the attribute parameters of the region and the surrounding road network thereof, and calculating a corresponding evaluation value; d, setting a bypassing permission threshold, and judging whether the bypassing path is accepted or not according to the evaluation value; e, if the detour path is not accepted, distributing the original OD to other trip modes by adopting a dominant trip distance sharing rate function; and F, respectively overlapping the OD contribution amount of each road section according to the travel mode to obtain a new OD distribution result of the road section. The OD distribution method can solve the problem of redistribution of related traffic volume after implementing a traffic management strategy.
Description
Technical Field
The invention belongs to the technical field of traffic distribution, and particularly relates to an OD distribution method for responding to an implementation area traffic management strategy.
Background
The intelligent traffic is taken as a popular research direction in recent years, has great leading effect on the development direction of urban road traffic in the future, and is the development direction of a future traffic system. The construction of the intelligent traffic system is an important measure for the rapid development of intelligent traffic and is also a key step for constructing a virtual traffic platform in a city.
The traffic demand prediction is used as a forerunner in traffic planning and decision making, and the accuracy of the prediction result directly influences the scientificity of follow-up work. However, in recent years, with the wide use of traffic management strategies, the influence of the implementation of the traffic management strategies in local areas on the existing traffic distribution becomes more and more obvious, and no relevant solution is found.
Disclosure of Invention
The invention aims to provide an OD distribution method for implementing regional traffic management strategies, which can solve the problem of redistribution of related traffic after the traffic management strategies are implemented.
In order to achieve the above purpose, the solution of the invention is:
an OD allocation method for dealing with implementation of regional traffic management strategies comprises the following steps:
a, determining an area range for implementing a traffic management strategy and an implementation management strategy category thereof;
identifying OD pairs which pass through the management strategy area to be implemented before the management strategy is not implemented and do not pass through the management area to be implemented any more after the management strategy is implemented, and calculating evaluation values of the OD pairs before the management strategy is not implemented;
c, drawing up a bypassing optimal path of the OD pair in the step B according to the attribute parameters of the management strategy area to be implemented and the peripheral road network thereof, and calculating a corresponding evaluation value;
d, setting a threshold value for allowing the detour, and judging whether the detour path is accepted according to the evaluation values determined in the step B and the step C;
e, if the detour path is not accepted, distributing the original OD traffic volume to other trip modes by adopting a dominant trip distance sharing rate function;
and F, respectively overlapping the OD contribution amount of each road section according to the travel mode to obtain a new OD traffic volume distribution result of the road section.
In the step a, the area where the traffic management policy is implemented includes a physical area enclosed by a plurality of roads and a special area formed by one road or one node.
In the step a, the management policy categories include, but are not limited to, no admission, restriction, congestion charging, and setting of a bus lane.
In the step B, identifying the OD pair passing through the region where the management policy is to be implemented before the management policy is not implemented, and adopting the following method: based on the attribute parameters of each road section and node in the existing road network, an optimization method is adopted to determine the optimal path of each OD pair, and whether the optimal path of each OD pair passes through the area of the management strategy to be implemented is defined by combining the area range of the management strategy to be implemented.
The attributes of the link include the number of lanes of the link, the length of the link, and the allowable traveling speed of the vehicle.
The attributes of the nodes include intersection geometry and turn management for each entry lane.
The optimization methods include, but are not limited to, shortest distance, least time and least travel cost.
In the step C, the optimization target of the optimal path is consistent with the optimization target of the optimal path in the step B.
In the step D, the detour threshold is used to represent the maximum detour rate that the residents can accept, and the detour rate is defined as the ratio of the evaluation value of the optimal detour path after the management policy is implemented to the evaluation value of the optimal detour path before the management policy is implemented.
In the step D, whether the detour path is accepted is determined by the following method: if the detour rate is less than or equal to the detour threshold value, the detour path is accepted; otherwise, the detour path is not accepted.
In the step E, the preponderant travel distance allocation function adds the travel distance and travel mode of each time of investigation on the basis of urban resident travel investigation, and is obtained by fitting according to the data of investigation, wherein the allocation function is a function taking the travel distance as an independent variable.
The step E comprises the following steps:
step E1, determining the dominant travel distance sharing rate function y of the travel mode i at the travel distance xi＝yi(x)；
Step E2, determining one or more travel modes capable of replacing the original travel;
step E3, determining distance L of optimal path between origin-destination point O, D in place of travel method jOD(j)；
Step E4, correcting the sharing rate between origin-destination O, D for each alternative travel pattern,
wherein L isOD(j) Distance, y, representing the optimal path of travel j between origin-destination O, Dj(LOD(j) Distance representing an optimal path between origin-destination point O, D for travel mode jShare of (2), yj' represents the correction allocation rate for travel pattern j at the distance of the optimal path between origin-destination point O, D;
step E5, distributing the original OD traffic volume to other travel modes,
VOD(j)＝VOD(i)*yj′
wherein, VOD(i) Represents the traffic volume, V, of the travel pattern i from the starting point O to the end point DOD(j) Represents travel mode j from VOD(i) The amount of the component (1).
After the scheme is adopted, aiming at the problem that the existing traffic travel mode is influenced after the traffic management strategy is implemented at present, the method and the device have the advantages that the existing OD quantity can be transferred to other paths in a detour mode or other alternative travel modes based on the dominant distance travel sharing rate function by setting a reasonable detour threshold value aiming at the condition that the origin-destination point O, D is not in a management strategy implementation area but the optimal path passes through the area, and the method and the device have positive influences on the aspects of improving the accuracy of traffic distribution, evaluating the influence after the traffic management strategy is implemented and the like.
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FIG. 1 is a flow chart of the present invention.
Detailed Description
The technical scheme of the invention is explained in detail in the following with the accompanying drawings.
As shown in fig. 1, the present invention provides an OD assigning method for managing an implementation of a regional traffic management policy, comprising the steps of:
step A, determining the area range for implementing the traffic management strategy and the class of the implementation management strategy;
the area for implementing the traffic management strategy is not limited to a physical area enclosed by a plurality of roads, but also comprises a special area consisting of one road or one node; the management strategy category refers to the existing or possible future used modes and methods for urban traffic management, including but not limited to forbidden, restricted, congestion charging and setting of bus special lanes;
step B, identifying the OD pairs which pass through the region where the management strategy is to be implemented before the management strategy is not implemented and do not pass through the region where the management strategy is to be implemented any more after the management strategy is implemented, and calculating the evaluation value of the OD pairs before the management strategy is not implemented;
in the step B, the OD pairs passing through the region where the management policy is to be implemented before the management policy is not implemented may be identified by: determining the optimal path of each OD pair by adopting an optimization method based on the attribute parameters of each road section and node in the existing road network, and defining whether the optimal path of each OD pair passes through the region of the management strategy to be implemented or not by combining the region range of the management strategy to be implemented; the attributes of the road sections comprise the number of lanes of the road sections, the length of the road sections and the driving speed of vehicles, and the attributes of the nodes comprise the geometric characteristics of intersections and the steering management of each entrance lane; the optimization methods used include, but are not limited to, the shortest available, the least time and the least travel cost;
step C, drawing up a bypassing optimal path of the OD pair in the step B according to the attribute parameters of the management strategy area to be implemented and the peripheral road network thereof, and calculating a corresponding evaluation value, wherein the optimization target of the optimal path is consistent with the optimization target of the optimal path in the step B;
step D, setting a threshold value for allowing the detour, and judging whether the detour path is accepted according to the evaluation values determined in the step B and the step C;
the detour threshold is used for representing the maximum detour rate which can be accepted by residents, and the detour rate can be defined as the ratio of the evaluation value of the optimal detour path after the management strategy is implemented to the evaluation value of the optimal path before the management strategy is implemented; the bypassing threshold is related to a trip mode, the higher the mobility is, the higher the bypassing threshold corresponding to the trip mode with higher speed is, the larger the bypassing threshold is, the higher the bypassing threshold is, the bypassing threshold can be obtained through resident trip investigation in engineering practice, and a value is taken between 1.2 and 2.0 according to a suggestion;
in step D, the following method may be adopted to determine whether the detour path is accepted: if the bypassing rate is less than or equal to the bypassing threshold value, the bypassing path can be accepted; otherwise, the detour path is not accepted, and only other alternative modes can be adopted for travelling.
Step E, if the detour path is not accepted, distributing the original OD traffic volume to other trip modes by adopting a dominant trip distance sharing rate function;
the dominant travel distance sharing rate function can be obtained by adding each travel distance and travel mode investigation on the basis of the original urban resident travel investigation and fitting according to the investigation data, and the sharing rate function is a function taking the travel distance as an independent variable;
specifically, step E includes the following steps:
(E1) determining the dominant trip distance sharing rate function y of the trip mode i at the trip distance x according to the setting method of the dominant trip distance sharing rate functioni＝yi(x)；
(E2) Determining one or more travel modes which can replace the original travel;
(E3) determining distance L for an optimal path between origin-destination O, D in place of travel pattern jOD(j)；
(E4) Correcting the allocation rate between origin-destination O, D for each alternative travel pattern:
wherein L isOD(j) Distance, y, representing the optimal path of travel j between origin-destination O, Dj(LOD(j) Is) represents the allocation rate, y, of travel mode j at the distance of the optimal path between origin-destination O, Dj' represents the correction allocation rate for travel pattern j at the distance of the optimal path between origin-destination point O, D;
(E5) the original OD traffic volume is distributed to other travel modes,
VOD(j)＝VOD(i)*yj′
wherein, VOD(i) Represents the traffic volume, V, of the travel pattern i from the starting point O to the end point DOD(j) Represents travel mode j from VOD(i) The amount of the component (1);
and F, respectively overlapping the OD contribution amount of each road section according to the travel mode to obtain a new OD traffic volume distribution result of the road section.
The above embodiments are only for illustrating the technical idea of the present invention, and the protection scope of the present invention is not limited thereby, and any modifications made on the basis of the technical scheme according to the technical idea of the present invention fall within the protection scope of the present invention.
Claims (10)
1. An OD allocation method for dealing with implementation of a regional traffic management strategy is characterized by comprising the following steps:
a, determining an area range for implementing a traffic management strategy and an implementation management strategy category thereof;
identifying OD pairs which pass through the management strategy area to be implemented before the management strategy is not implemented and do not pass through the management area to be implemented any more after the management strategy is implemented, and calculating evaluation values of the OD pairs before the management strategy is not implemented;
c, drawing up a bypassing optimal path of the OD pair in the step B according to the attribute parameters of the management strategy area to be implemented and the peripheral road network thereof, and calculating a corresponding evaluation value;
d, setting a threshold value for allowing the detour, and judging whether the detour path is accepted according to the evaluation values determined in the step B and the step C;
e, if the detour path is not accepted, distributing the original OD traffic volume to other trip modes by adopting a dominant trip distance sharing rate function; the dominant travel distance sharing rate function is obtained by adding each travel distance and travel mode investigation on the basis of the original urban resident travel investigation and fitting according to the investigation data, wherein the sharing rate function is a function taking the travel distance as an independent variable; the method comprises the following steps:
(E1) determining the dominant trip distance sharing rate function y of the trip mode i at the trip distance x according to the setting method of the dominant trip distance sharing rate functioni＝yi(x)；
(E2) Determining one or more travel modes which can replace the original travel;
(E3) determining a value ofDistance L representing an optimal path between origin-destination point O, D for travel mode jOD(j)；
(E4) Correcting the allocation rate between origin-destination O, D for each alternative travel pattern:
wherein L isOD(j) Distance, y, representing the optimal path of travel j between origin-destination O, Dj(LOD(j) Is) represents the allocation rate, y, of travel mode j at the distance of the optimal path between origin-destination O, Dj' represents the correction allocation rate for travel pattern j at the distance of the optimal path between origin-destination point O, D;
(E5) the original OD traffic volume is distributed to other travel modes,
VOD(j)＝VOD(i)*yj′
wherein, VOD(i) Represents the traffic volume, V, of the travel pattern i from the starting point O to the end point DOD(j) Represents travel mode j from VOD(i) The amount of the component (1);
and F, respectively overlapping the OD contribution amount of each road section according to the travel mode to obtain a new OD traffic volume distribution result of the road section.
2. A method of assigning ODs to address enforcement of regional traffic management policies as claimed in claim 1, wherein: in the step a, the area for implementing the traffic management policy includes a physical area enclosed by a plurality of roads and a special area composed of one road or one node.
3. A method of assigning ODs to address enforcement of regional traffic management policies as claimed in claim 1, wherein: in the step A, the management strategy categories comprise forbidden traffic, restricted traffic, congestion charging and public transport private lane setting.
4. A method of assigning ODs to address enforcement of regional traffic management policies as claimed in claim 1, wherein: in the step B, identifying OD pairs passing through the region where the management policy is to be implemented before the management policy is not implemented, and adopting the following method: based on the attribute parameters of each road section and node in the existing road network, an optimization method is adopted to determine the optimal path of each OD pair, and whether the optimal path of each OD pair passes through the area of the management strategy to be implemented is defined by combining the area range of the management strategy to be implemented.
5. The method of claim 4, wherein the OD allocation method is performed in response to a regional traffic management policy: the attributes of the road segment include the number of lanes of the road segment, the length of the road segment, and the allowable traveling speed of the vehicle.
6. The method of claim 4, wherein the OD allocation method is performed in response to a regional traffic management policy: the attributes of the nodes include intersection geometry and turn management for each entry lane.
7. The method of claim 4, wherein the OD allocation method is performed in response to a regional traffic management policy: the optimization method includes shortest distance, least time and least travel cost.
8. The method of claim 4, wherein the OD allocation method is performed in response to a regional traffic management policy: in the step C, the optimization target of the optimal path is consistent with the optimization target of the optimal path in the step B.
9. A method of assigning ODs to address enforcement of regional traffic management policies as claimed in claim 1, wherein: in the step D, the detour threshold is used to represent the maximum detour rate that the residents can accept, and the detour rate is defined as the ratio of the evaluation value of the optimal detour path after the management policy is implemented to the evaluation value of the optimal detour path before the management policy is implemented.
10. A method of assigning ODs responsive to enforcement of regional traffic management policies according to claim 9, wherein: in the step D, whether the detour path is accepted is determined by the following method: if the detour rate is less than or equal to the detour threshold value, the detour path is accepted; otherwise, the detour path is not accepted.
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| US20110267954A1 (en) * | 2010-03-16 | 2011-11-03 | The Regents Of The University Of California | Method for routing-assisted traffic monitoring |
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| US20110267954A1 (en) * | 2010-03-16 | 2011-11-03 | The Regents Of The University Of California | Method for routing-assisted traffic monitoring |
| CN102136192A (en) * | 2011-01-31 | 2011-07-27 | 上海美慧软件有限公司 | Method for identifying trip mode based on mobile phone signal data |
| CN103310120A (en) * | 2013-07-10 | 2013-09-18 | 东南大学 | Transport service level based method for determining section congestion charge rates |
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