CN109887280B - Traffic network node criticality assessment method - Google Patents
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Abstract
The invention discloses a traffic network node criticality assessment method, and relates to the field of traffic planning and complex networks. Firstly, collecting traffic network information in the peripheral range of a bridge or a tunnel to be evaluated, and constructing a traffic network comprising the bridge or the tunnel to be evaluated; and calculating the significance criticality and the destructive criticality of the nodes of the bridge or the tunnel to be evaluated according to all the nodes and road sections in the traffic network. And calculating the criticality of the bridge or the tunnel to be evaluated according to the significance criticality and the destructive criticality of the bridge or the tunnel to be evaluated. The method has more comprehensive and accurate evaluation on the criticality of the bridge and the tunnel, and better accords with the actual situation of a traffic network.
Description
Technical Field
The invention relates to the field of traffic planning and complex networks, in particular to a method for evaluating the criticality of a traffic network node.
Background
The traffic network is the most important framework and support of the comprehensive traffic system, wherein the important component is the traffic network. The traffic network with reasonable structure, sufficient capacity and complete functions is a necessary condition for sustainable development. The traffic network is a complex system composed of roads with different functions, different grades and different regions in a certain density and form, wherein bridge tunnels are very important infrastructures in the road network, and the criticality of the bridge tunnels needs to be evaluated in the whole road network.
The basic elements of a traffic network include road segments and nodes, wherein critical road segments are the bottlenecks in the traffic capacity of the network. The congestion of the key bridge or the tunnel can cause that the traffic flow in the road section connected with the key bridge or the tunnel cannot normally pass, so that the congestion of the road section is caused, and finally, the large-area failure or the paralysis of the whole road network is caused due to the cascade effect of the road section and the node, so that the normal traffic function of the road network is lost. By carrying out resource inclination and key protection on the key bridge tunnels, the smoothness of the whole traffic network and the effective travel of residents can be effectively guaranteed, and auxiliary guidance and reference can be provided for traffic management decisions made by traffic management departments in response to emergencies and natural disasters.
At present, the main identification methods of key nodes or road sections are divided into two types: based on road network topology and on road network traffic characteristics. Common evaluation indexes based on the road network topological structure include connectivity, shortest path, betweenness and the like. These indexes can reflect the importance of the road sections to a certain extent, but the road network is taken as a traffic network, and only the key road sections are analyzed from the perspective of the road network topological structure, so that certain one-sidedness exists. The road network is a transportation network with specific functions, and the importance of the road section is more reflected in the satisfaction degree of the network to the transportation requirement. Therefore, in the road network, the importance of the links is influenced not only by the topology of the road network but also by the traffic flow in the network. Although a single evaluation index can reflect some aspects of the problem, the evaluation index is not complete, and the real situation of the whole traffic network is difficult to reflect.
Disclosure of Invention
Aiming at the problems, the invention provides a method for evaluating the criticality of a traffic network node by combining complex network science and traffic science and integrating the criticality of a road network structure and traffic on the node or road section, in particular to the criticality of a bridge or tunnel.
The method comprises the following specific steps:
collecting traffic network information in a peripheral range of a bridge or a tunnel to be evaluated;
the traffic network information comprises travel demands and network attribute information among intersections; the road network attribute information includes: the length of the road section, the traffic capacity of the road section, the road section communicated with the intersection and the like;
step two, constructing a traffic network comprising the bridge or the tunnel to be evaluated by using the traffic network information;
the specific construction process is as follows: the intersection of the main stream is set as a node, the link of the main stream is set as a continuous edge, and the length of the link is set as a weight. And the intersection set is recorded as N, and the road section set is recorded as A.
And thirdly, calculating the significance criticality of the nodes of the bridge or the tunnel to be evaluated according to all the nodes and road sections in the traffic network.
The method comprises the following specific steps:
step 301, numbering N intersection nodes according to numbers, and marking a connecting road section between every two adjacent intersections;
recording a connecting road section between the intersection i and the intersection j as aij；
Step 302, calculating the effective length of each road section in a traffic network;
for a section aijThe effective length formula of (a) is:
wherein D (a)ij) Representing a road section aijDegree of (c) < i >ijRepresenting a road section aijβ is an adjustable parameter.
Step 303, counting the number of all paths with the shortest effective length between the intersection i and the intersection j under the parameter β
Step 304, setting the bridge or tunnel to be evaluated as a node k, and selecting the number of all paths with the shortest effective length passing through the node k between an intersection i and an intersection j;
step 305, utilizing the ratio
Calculating the effective betweenness of the node k;
the calculation formula is as follows:
step 306, calculating the effective betweenness of each node in the traffic network in the same way, and selecting the maximum value B of the effective betweennessmax；
Step 307, utilizing the maximum value B of the effective betweennessmaxAnd calculating the significance criticality of the node k of the bridge or the tunnel to be evaluated.
The significance criticality calculation formula is as follows:
and step four, calculating the destructive criticality of the nodes of the bridge or the tunnel to be evaluated according to all the nodes and road sections in the traffic network.
The method comprises the following specific steps:
step 401, establishing each initial parameter of a road traffic network R (0);
the parameters include: section aijIs noted as xij(0) Generated by a user equalization model; section aijTraffic capacity of is noted as UijAnd the requirement that the initial flow of all sides is less than the traffic capacity is met.
Step 402, attacking a bridge or tunnel node k to be evaluated to enable all relevant road sections connected with the node k to be invalid, and updating a road traffic network;
in step 403, all traffic on the failed road segment is redistributed to all remaining road segments of the new traffic network.
Distributing the flow in a local redistribution mode for the flow in the road traffic network;
the local reallocation strategy comprises the following steps: and proportionally distributing the flow of the failed road section to the adjacent road sections according to the capacity of the adjacent road sections.
And redistributing the traffic which is not traveled in the road traffic network by using the user balance model.
Step 404, sequentially judging whether the flow of each road section after flow redistribution meets x or not according to the time step tij(t)＞p*UijIf yes, go to step 405; otherwiseThe flow proceeds to step 406, where the flow rate of the road segment is updated.
p is an adjustable parameter and represents that a road section fails after the flow of the road section exceeds p times of the traffic capacity;
step 405, deleting the road section which is invalid, updating the road traffic network, and returning to step 403;
step 406, when no road section fails, recording the time step as t +1 to obtain the destructive capacity G of the node kk；
Wherein | A' | represents the number of remaining links in the traffic network, | A | represents the total initial number of links in the traffic network.
Step 407, calculating the destructive power of each node in the traffic network, and selecting the maximum value G of the destructive powermax；
Step 408, calculating the destructive criticality of the node k of the bridge or the tunnel to be evaluated by utilizing the maximum destructive capacity;
and fifthly, calculating the criticality of the bridge or the tunnel to be evaluated according to the significance criticality and the destructive criticality of the node k of the bridge or the tunnel to be evaluated.
The calculation formula is as follows:
λ is an adjustable parameter.
The invention has the advantages and positive effects that:
1) the method for evaluating the key degree of the traffic network node is based on the complex network science, takes the congestion condition existing in the traffic network into consideration, provides an effective index in the traffic network, and better accords with the actual condition of the traffic network.
2) The method for evaluating the criticality of the traffic network nodes comprehensively considers the topological structure and traffic flow characteristics of the road network, and is more comprehensive and accurate in evaluation of the criticality of the bridge and the tunnel.
3) The method for evaluating the criticality of the traffic network nodes combines a local redistribution flow strategy and a user balance strategy, and the local redistribution strategy adopts a redistribution mode in proportion to the traffic capacity of a road section, so that the method is more suitable for the actual traffic operation condition.
4) The method for evaluating the criticality of the traffic network nodes can give consideration to the structure and flow characteristics of a traffic network, and provides more reliable auxiliary information for traffic managers.
Drawings
FIG. 1 is a flow chart of a traffic network node criticality assessment method of the present invention;
FIG. 2 is a flow chart of the present invention for calculating significance criticality of a bridge or tunnel node to be evaluated;
FIG. 3 is a flow chart of the present invention for calculating the criticality of the destructiveness of a bridge or tunnel node to be evaluated.
Detailed Description
In order that the technical principles of the present invention may be more clearly understood, embodiments of the present invention are described in detail below with reference to the accompanying drawings.
The invention discloses a criticality evaluation method of nodes and connecting edges based on a traffic network structure and flow, which relates to a data collection processing module, a network model construction module, a significance criticality evaluation module and a destructive criticality evaluation module;
the data collection processing module is used for obtaining travel demands and road network attribute information among intersections in the target road network through means of searching, researching and the like; the road network model building module builds a road network by taking road sections as connecting edges and intersections as nodes according to the collected road network information; the bridge tunnel criticality evaluation module comprises a significance criticality evaluation module and a destructive criticality evaluation module. The significance criticality evaluation module provides effective betweenness indexes in the traffic road network from a road network topological structure; the destructive criticality evaluation module searches for a road section with strong destructiveness by starting from traffic flow and combining with a cascading failure process in a traffic network, and finally can more comprehensively evaluate the criticality of the bridge tunnel in the road network by comprehensively considering the significance and the destructive criticality of the road section.
As shown in fig. 2, the specific steps are as follows:
collecting traffic network information in a peripheral range of a bridge or a tunnel to be evaluated;
collecting travel demands and road network attribute information among intersections through a data collecting and processing module; the road network attribute information includes: the system comprises the following components of road section length, road section traffic capacity, road sections communicated with intersections, intersection information, road section flow, OD pair information and the like.
Step two, constructing a traffic network comprising the bridge or the tunnel to be evaluated by using the traffic network information;
the traffic network is built by utilizing the road network model building module, and the specific building process is as follows: and setting intersections of the main stream as nodes, setting sections of the main stream as connecting edges, and setting the length of the sections as weight to construct a road network. And the intersection set is recorded as N, and the road section set is recorded as A. There is OD transportation demand between each crossing, none is transportation demand zero.
And thirdly, calculating the significance criticality of the nodes of the bridge or the tunnel to be evaluated according to all the nodes and road sections in the traffic network.
The specific steps of calculating the significance criticality by using the significance criticality evaluation module are as follows:
step 301, numbering N intersection nodes according to numbers, and marking a connecting road section between every two adjacent intersections;
recording a connecting road section between the intersection i and the intersection j as aij；
Step 302, calculating the effective length of each road section in a traffic network;
for a section aijThe effective length formula of (a) is:
wherein D (a)ij) Representing a road section aijThe degree of connectivity of (c);determined by the values of the intersections at the two ends of the road section, namely: d (a)ij)＝Di+Dj；DiAnd DjIs the value of the nodes i and j at both ends of the section a. The node value is determined by the number of segments connected to the node. According to the research of relevant scholars, the corresponding values of the node degree and the road section number are as follows:
| number of road sections | 2 | 3 | 4 | ≥5 |
| Degree of node | 4 | 6 | 8 | 10 |
lijRepresenting a road section aijβ is an adjustable parameter.
Step 303, counting the number of all paths with the shortest effective length between the intersection i and the intersection j under the parameter β
Step 304, setting the bridge or tunnel to be evaluated as a node k, and selecting the number of all paths with the shortest effective length passing through the node k between an intersection i and an intersection j;
step 305, utilizing the ratio
Calculating the effective betweenness of the node k;
in complex network theory, betweenness is often used as an importance evaluation index of edges. The definition of the number of edges is the proportion of all shortest paths in the road network passing through the edge. In a specific traffic network, the forces and influences of the route section units in the entire road traffic network can be seen.
Although the standard betweenness can reflect the importance degree of nodes (road segments) in a road network to a certain extent, the congestion condition in a traffic network is ignored, and users may tend to bypass the congested road segments, so that the invention provides an effective shortest path, namely when the i, j node shortest path is calculated, each road segment of each path does not directly use the length as an index, but the congestion condition of the road segment is also considered. The congestion condition of the road section has a certain relation with the connectivity of the road section, and the congestion is more likely to occur in the road section with higher connectivity of the road section. Road section
Is defined as follows:
when β is equal to 0, the effective length is divided into path length, in the invention, β is equal to 1, the effective length of one path between nodes i and j is the sum of the effective lengths of all the sections of the path under the condition of parameter β
The definition is as follows:
the more significant and critical degree of the road section in the road network is, the greater the effective medium number of the road section is, and the resource inclination of the road section is important for improving the operation efficiency of the whole road network.
Step 306, calculating the effective betweenness of each node in the traffic network in the same way, and selecting the maximum value B of the effective betweennessmax；
Step 307, utilizing the maximum value B of the effective betweennessmaxAnd calculating the significance criticality of the node k of the bridge or the tunnel to be evaluated.
The significance criticality calculation formula is as follows:
the significance criticality of a node is approximately 1, indicating that the node is more important.
And step four, calculating the destructive criticality of the nodes of the bridge or the tunnel to be evaluated according to all the nodes and road sections in the traffic network.
The cascade failure model in the road network adopted by the invention is as follows:
step 401, establishing each initial parameter of a road traffic network R (0);
a road traffic network model is given, and all nodes (edges) are ensured to be normal in an initial state;
the parameters include: section aijIs noted as xij(0) Generated by a user equalization model; section aijTraffic capacity of is noted as UijThe initial flow of all sides is less than the traffic capacity, which is determined by the road network. The initial traffic is generated by a user equalization model.
Parameter d of user equalization modelijThe transportation demand from the intersection i to the intersection j is represented, and the user balance model is used for distributing the transportation demand among all the intersections to the whole road network.
Step 402, attacking a bridge or tunnel node k to be evaluated, enabling a road section connected with the node k and an adjacent road section of the node k to be invalid, and updating a road traffic network;
deleting the node and the road section connected with the node when the node is invalid;
in step 403, all traffic on the failed road segment is redistributed to all remaining road segments of the new traffic network.
The travel demand is divided into two parts: some travelers know road network damage information before traveling, re-evaluate degraded road network states, and re-determine traffic behaviors such as travel paths, travel modes, departure time and the like according to experiences or road network information query and other modes; and the other part of travelers can know road network damage information in the traveling process through a variable information board, a traffic broadcast and other modes, can only conditionally and temporarily change the traveling path in the traveling process, and can select other alternative paths nearby to continue traveling. The deletion of the road network section can cause the change of the road network, the flow in the road network is distributed in a local redistribution mode, and the flow which is not going out is redistributed in the road network by using a user balance model.
In this embodiment, the OD transportation demand is divided into two parts according to a ratio, half of the transportation demand is adopted to transport in a traffic network (the initial flow rate is obtained by adopting the demand between half of OD pairs, and is obtained by a user balance model), and the other half considers the demand which is not on trip. The corresponding flow redistribution strategies are a local redistribution strategy and a user balancing strategy respectively.
The local reallocation strategy comprises the following steps: and proportionally distributing the flow of the failed road section to the adjacent road sections according to the capacity of the adjacent road sections. The failed road section is marked as a road section ajkSection a of roadjkE ═ a of adjacent road sectionsmnI (m ═ j ═ n ═ k) ^ m ≠ n }. The local reallocation strategy formula is as follows:
the global traffic redistribution strategy employs a user balancing model.
User equalization model: considering the influence of congestion on the travel time in a road traffic network, all travel paths selected by travelers have lower total impedance (cost, time, distance, comfort and the like) than other unselected paths. When the urban road traffic network is in a balanced state, a path with smaller total impedance can not be found in the urban road traffic network. The equilibrium is reached when the traveler cannot reduce the path impedance by changing the path between the starting and ending points, which is called "User equalization" (UE). The mathematical formula for user equalization is as follows:
wherein C isa(x) Representing the impedance function on the section a, the invention uses the impedance function of the road network section given by the U.S. highway administration, i.e.
Wherein
Is the section impedance of the section a in free flow, UaRepresenting the traffic capacity of the road section a, α is a model parameter, α is 0.15, η is 0.4, xaWhich represents the flow on the road section a,
representing the flow on the k-th path on all paths from the starting point r to the end point s;
indicating that the segment a is located on the kth route from the starting point r to the end point s,
indicating absence.
The method adopts Frank-Wolfe algorithm to solve the user equilibrium model.
Step 404, performing section failure judgment after flow distribution, and sequentially judging whether the flow of each section after flow distribution meets x or not according to time step tij(t)＞p*UijIf yes, go to step 405; otherwise, go to step 406 to update the traffic of the road segment.
p is an adjustable cascade failure threshold value, which indicates that when the flow of a certain road section exceeds p times of the traffic capacity, the road section fails; the value is more than 1, p is related to traffic management and control, and the better the traffic management and control, the larger the p value is.
And (3) the flow of the road section is changed due to flow distribution, and if the flow of the road section is more than p times of the traffic capacity of the road section, the road section is considered to be invalid.
Step 405, deleting the road section which is invalid, updating the road traffic network, and returning to step 403;
step 406, when no road section fails, the process is converged, the time step is recorded as t +1, and the destructive capacity G of the node k is obtainedk；
Where | a' | represents the number of remaining valid road segments in the traffic network and | a | represents the initial number of road segments in the traffic network before the cascade failure.
Step 407, calculating the destructive power of each node in the traffic network, and selecting the maximum value G of the destructive powermax；
Step 408, calculating the destructive criticality of the node k of the bridge or the tunnel to be evaluated by utilizing the maximum destructive capacity;
step five, according to the significance criticality and the destructive criticality of the node k of the bridge or the tunnel to be evaluatedCalculating the criticality K of the bridge or tunnel to be evaluatedk。
The calculation formula is as follows:
λ is an adjustable parameter.
Claims (5)
1. A method for evaluating the criticality of a traffic network node is characterized by comprising the following specific steps:
collecting traffic network information in a peripheral range of a bridge or a tunnel to be evaluated;
step two, constructing a traffic network comprising the bridge or the tunnel to be evaluated by using the traffic network information;
thirdly, calculating the significance criticality of the nodes of the bridge or the tunnel to be evaluated according to all the nodes and road sections in the traffic network;
step four, calculating the destructive criticality of the nodes of the bridge or the tunnel to be evaluated according to all the nodes and road sections in the traffic network;
the method comprises the following specific steps:
step 401, establishing each initial parameter of a road traffic network R (0);
the parameters include: section aijIs noted as xij(0) Generated by a user equalization model; section aijTraffic capacity of is noted as UijThe requirement that the initial flow of all sides is smaller than the traffic capacity is met;
step 402, attacking a bridge or tunnel node k to be evaluated to enable all relevant road sections connected with the node k to be invalid, and updating a road traffic network;
step 403, all the flow on the failed road section is redistributed to all the remaining road sections of the new traffic network;
distributing the flow in a local redistribution mode for the flow in the road traffic network;
step 404, sequentially judging whether the flow of each road section after flow redistribution meets x or not according to the time step tij(t)＞p*UijIf yes, go to step 405; otherwise, go to step406, updating the flow of the road section;
p is an adjustable parameter and represents that a road section fails after the flow of the road section exceeds p times of the traffic capacity;
step 405, deleting the road section which is invalid, updating the road traffic network, and returning to step 403;
step 406, when no road section fails, recording the time step as t +1 to obtain the destructive capacity G of the node kk；
The method comprises the following steps that A' | represents the number of residual road sections in a traffic network, and A | represents the total initial road section number of the traffic network;
step 407, calculating the destructive power of each node in the traffic network, and selecting the maximum value G of the destructive powermax；
Step 408, calculating the destructive criticality of the node k of the bridge or the tunnel to be evaluated by utilizing the maximum destructive capacity;
fifthly, calculating the criticality of the bridge or the tunnel to be evaluated according to the significance criticality and the destructive criticality of the node k of the bridge or the tunnel to be evaluated;
the calculation formula is as follows:
2. The method for evaluating the criticality of the traffic network nodes according to claim 1, wherein the traffic network information in the first step comprises travel demands and network attribute information between intersections; the road network attribute information includes: the length of the road section, the traffic capacity of the road section and the road section communicated with the intersection.
3. The method for evaluating the criticality of a traffic network node according to claim 1, wherein the specific construction process of the traffic network in the step two is as follows: setting intersections of the main stream as nodes, setting sections of the main stream as continuous edges, and setting the length of the sections as weight; and the intersection set is recorded as N, and the road section set is recorded as A.
4. The method for assessing the criticality of a traffic network node as claimed in claim 1, wherein the third step comprises the following specific steps:
step 301, numbering N intersection nodes according to numbers, and marking a connecting road section between every two adjacent intersections;
recording a connecting road section between the intersection i and the intersection j as aij；
Step 302, calculating the effective length of each road section in a traffic network;
for a section aijThe effective length formula of (a) is:
wherein D (a)ij) Representing a road section aijDegree of (c) < i >ijRepresenting a road section aijβ is an adjustable parameter;
step 303, counting the number of all paths with the shortest effective length between the intersection i and the intersection j under the parameter β
Step 304, setting the bridge or tunnel to be evaluated as a node k, and selecting the number of all paths with the shortest effective length passing through the node k between an intersection i and an intersection j;
step 305, utilizing the ratio
Calculating the effective betweenness of the node k;
the calculation formula is as follows:
step 306, calculating the effective betweenness of each node in the traffic network in the same way, and selecting the maximum value B of the effective betweennessmax；
Step 307, utilizing the maximum value B of the effective betweennessmaxCalculating the significance criticality of a node k of the bridge or the tunnel to be evaluated;
the significance criticality calculation formula is as follows:
5. the method as claimed in claim 1, wherein the local redistribution strategy in step 403 is: proportionally distributing the flow of the failed road section to the adjacent road sections according to the capacity of the adjacent road sections;
and redistributing the traffic which is not traveled in the road traffic network by using the user balance model.
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