CN110288205B

CN110288205B - Traffic influence evaluation method and device

Info

Publication number: CN110288205B
Application number: CN201910483455.6A
Authority: CN
Inventors: 曹晶峥; 贾沛哲; 李梅; 刘纯林; 乔傲
Original assignee: Beijing Cennavi Technologies Co Ltd
Current assignee: Beijing Cennavi Technologies Co Ltd
Priority date: 2019-06-04
Filing date: 2019-06-04
Publication date: 2021-07-27
Anticipated expiration: 2039-06-04
Also published as: CN110288205A

Abstract

The embodiment of the invention discloses a traffic influence evaluation method and device, relates to the technical field of data processing, and aims to solve the technical problem that the influence of urban planning change on urban traffic cannot be efficiently and accurately analyzed on the basis of urban planning information in the prior art. The method comprises the following steps: acquiring the cross-appraisal time input by a user in a parameter preset interface and planning information edited by the user in a traffic influence planning interface; at the transaction evaluation time, acquiring traffic information parameters according to the planning information, and generating traffic influence evaluation data according to the traffic information parameters; and displaying a traffic influence evaluation result in a traffic influence evaluation interface according to the traffic influence evaluation data. The embodiment of the invention is used for the traffic influence evaluation process.

Description

Traffic influence evaluation method and device

Technical Field

The embodiment of the invention relates to the technical field of data processing, in particular to a traffic influence evaluation method and device.

Background

The traffic influence refers to the influence of city planning change (such as land change, road change, construction projects and the like) on the traffic of peripheral areas, and the traffic influence evaluation is used for analyzing the influence degree of the influence, so that relevant personnel can improve the city planning change scheme according to the analysis result, thereby avoiding the adverse influence of the city planning change on the peripheral traffic (such as reduction of peripheral traffic service level, land ultra-strong development and the like caused by the construction projects), and simultaneously controlling the city planning change in a reasonable scale, so that the traffic facility can bear the influence, the development of the city and the economic growth are not hindered, and the coordinated development of the city construction and the traffic is ensured. At present, with the acceleration of the urbanization process of China, the role of traffic impact evaluation in the urbanization process is more prominent, and the usable range is continuously expanded.

In practical situations, when a traffic influence evaluation result is obtained, most of the traffic influence evaluation results are obtained in a manual analysis mode, and the obtaining process needs to consume large manpower and material resources, so that the traffic influence evaluation is difficult to popularize and apply in a large range in urban construction; meanwhile, although the traffic influence evaluation can be performed on urban traffic through some simple technical means at present, the traffic influence evaluation result of the traffic influence evaluation can only simply reflect the traffic state of the city, and for example, the traffic influence evaluation result only shows that the traffic state of the city is a congestion state or a free state, and the reference value is low.

Disclosure of Invention

The embodiment of the invention provides a traffic influence evaluation method and device, which are used for solving the technical problem that the influence of city planning change on city traffic cannot be efficiently and accurately analyzed on the basis of city planning information in the prior art.

In a first aspect, an embodiment of the present invention provides a traffic impact evaluation method, including:

acquiring the cross-appraisal time input by a user in a parameter preset interface and planning information edited by the user in a traffic influence planning interface;

at the transaction evaluation time, acquiring traffic information parameters according to the planning information, and generating traffic influence evaluation data according to the traffic information parameters;

and displaying a traffic influence evaluation result in a traffic influence evaluation interface according to the traffic influence evaluation data.

According to the traffic influence evaluation method provided by the embodiment of the invention, the evaluation time input by the user in the parameter preset interface and the planning information edited by the user in the traffic influence planning interface can be acquired; and finally, displaying a traffic influence evaluation result in a traffic influence evaluation interface according to the traffic influence evaluation data to form a visual traffic influence evaluation result diagram, so that a user can intuitively understand and perceive the traffic influence evaluation result. Therefore, the embodiment of the invention can generate the traffic influence evaluation data based on the planning information of the user, thereby effectively assisting the user to acquire the traffic influence evaluation information of the city planning.

In a second aspect, there is provided a traffic influence evaluation device including:

the information acquisition module is used for acquiring the assessment time input by the user in the parameter preset interface and the planning information edited by the user in the traffic influence planning interface;

the parameter acquisition module is used for acquiring traffic information parameters according to the planning information acquired by the information acquisition module at the evaluation time acquired by the information acquisition module;

the processing module is used for generating traffic influence evaluation data according to the traffic information parameters acquired by the parameter acquisition module;

and the display module is used for displaying the traffic influence evaluation result in the traffic influence evaluation interface according to the traffic influence evaluation data acquired by the parameter acquisition module.

In a third aspect, there is provided a traffic influence evaluation device including: one or more processors; the processor is adapted to execute computer program code in the memory, the computer program code comprising instructions for causing the traffic impact evaluation device to perform the traffic impact evaluation method of the first aspect as described above.

In a fourth aspect, there is provided a storage medium characterized in that the storage medium stores instruction codes for executing the traffic influence evaluation method according to the first aspect.

It is understood that the traffic impact evaluation device, the storage medium, and the computer product provided above are used for executing the method according to the first aspect provided above, and therefore, the beneficial effects achieved by the method according to the first aspect and the beneficial effects of the solutions in the following detailed description may be referred to, and are not repeated herein.

Drawings

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Fig. 1 is a flowchart of a method for evaluating traffic influence according to an embodiment of the present invention;

FIG. 2a is a schematic diagram of a display interface according to an embodiment of the present invention;

FIG. 2b is a diagram of a display interface provided by an embodiment of the present invention;

FIG. 2c is a diagram of a display interface according to an embodiment of the present invention;

FIG. 2d provides a display interface diagram for an embodiment of the present invention;

FIG. 2e is a diagram of a display interface provided by an embodiment of the present invention;

FIG. 2f is a diagram of a display interface according to an embodiment of the present invention;

FIG. 2g is a diagram of a display interface provided by an embodiment of the invention;

FIG. 2h is a diagram of a display interface according to an embodiment of the present invention;

FIG. 2i is a diagram of a display interface according to an embodiment of the present invention;

FIG. 2j is a diagram of a display interface according to an embodiment of the present invention;

FIG. 2k is a diagram of a display interface according to an embodiment of the present invention;

FIG. 2l is a schematic diagram of a display interface provided by an embodiment of the present invention;

FIG. 2m is a diagram of a display interface provided by an embodiment of the invention;

FIG. 2n is a schematic diagram of a display interface according to an embodiment of the present invention;

FIG. 3a is a schematic representation of a sequence of trace points provided by an embodiment of the present invention;

FIG. 3b is a graphical representation of a trip sequence provided by an embodiment of the present invention;

FIG. 4 is a flow chart of another method for traffic impact assessment according to an embodiment of the present invention;

FIG. 5 is a schematic view of a stroke direction provided by an embodiment of the present invention;

FIG. 6 is a flowchart of a method for evaluating traffic impact according to another embodiment of the present invention;

FIG. 7a is a graphical representation of a traffic impact assessment result display provided by an embodiment of the present invention;

FIG. 7b is a graphical representation of a traffic impact assessment result display provided by an embodiment of the present invention;

FIG. 8 is a flowchart of a method for evaluating traffic impact according to another embodiment of the present invention;

fig. 9 is a functional block diagram of another traffic influence evaluation device according to an embodiment of the present invention;

fig. 10 is a functional structure block diagram of another traffic influence evaluation device according to an embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application. The use of the terms first, second, etc. do not denote any order, and the terms first, second, etc. may be interpreted as names of the objects described. In the embodiments of the present application, words such as "exemplary" or "for example" are used to mean serving as an example, instance, or illustration. Any embodiment or design described herein as "exemplary" or "e.g.," is not necessarily to be construed as preferred or advantageous over other embodiments or designs. Rather, use of the word "exemplary" or "such as" is intended to present concepts related in a concrete fashion.

Before the embodiment of the present invention is described, the state of the art of traffic impact evaluation is briefly described. At present, because the adverse effect of city planning change on surrounding area traffic can be analyzed by traffic impact evaluation, the result of the traffic impact evaluation becomes an important consideration factor in city planning; however, in actual situations, the prior art still remains in the city planning stage, for example, at present, a road planning, a land planning, and the like may be performed on a city in a manner of combining CAD (Computer Aided Design) with arcg i s, but no scientific and effective solution is proposed for how to obtain the influence of the city planning on the traffic around the city, for example, when obtaining a traffic influence evaluation result, most of the results are obtained in a manual analysis manner, or although the traffic influence evaluation may be performed on the urban traffic by some simple technical means, the traffic influence evaluation result of the traffic influence evaluation only can simply reflect the traffic state of the city, for example, the traffic influence evaluation result only shows that the traffic state of the city is a congested state or a free state, and the reference value is low. Meanwhile, in actual situations, the traffic influence evaluation result usually contains a large amount of abstract numerical data, and in the prior art, when the traffic influence evaluation result is displayed to a user, only the abstract numerical data in the traffic influence evaluation result can be displayed, so that the user is difficult to intuitively obtain intuitive information of the traffic influence evaluation result through the abstract numerical data, and the traffic influence evaluation result cannot be intuitively displayed to the user accurately and efficiently at present. Therefore, how to adopt a scientific and effective means to evaluate the traffic influence on the planning information of the urban planning becomes a problem which needs to be solved urgently at present.

Based on the existing problems, the embodiment of the invention provides a traffic influence evaluation method, which is realized based on a browser terminal of a user. For the convenience of describing the scheme in the embodiment of the present invention in detail, terms related to the embodiment of the present invention are first described, and the following specific terms are given:

link: four-dimensional map new road level, road segment (i.e. a section of road in a road);

stroke: the road network track that a vehicle passes after completing one traffic behavior (with clear starting point and destination point (namely: terminal)) is as follows: the vehicle finishes an ordered set of road segments through which a traffic behavior passes;

heavy vehicle: a passenger vehicle;

OD (Origin-Destination): origin-destination;

background OD: the traffic flow from a starting point to an ending point within a certain period of time in a certain area;

background flow rate: the traffic flow of a road of an city in a certain period of time;

traffic occurrence amount (hereinafter referred to as occurrence amount): taking a certain area as a range boundary, and adding the number of all the trips of the starting point of the vehicle in the area;

traffic suction amount (hereinafter referred to as suction amount): taking a certain area as a range boundary, and summing all the travel quantities of the vehicle travel points in the area;

road saturation: the higher the saturation value is, the lower the road service level is;

using a grid net: dividing an urban area into grid plots with equal size according to a grid (the size of grid cells can be set according to the density of land plots in the city, generally 500 + 1000 meters, in the embodiment of the invention, the size of the grid cells is preferably 600 meters);

grid land block: using each grid cell in the grid, called a grid plot; the grid plot is used as a basic unit for land use analysis in planning;

road travel time: the time required for a vehicle to pass a road within a certain period of time;

buffer analysis: based on point, line and surface entities, automatically establishing a buffer polygon layer within a certain width range around the entity, then establishing superposition of the layer and a target layer, and analyzing to obtain a required result; the buffer area used in the embodiment of the invention is rendered by taking the traffic value of the road as the height value on the right side of the road advancing direction based on the traffic flow and the road direction of the road.

The following describes a traffic impact evaluation (hereinafter referred to as "transaction evaluation") method provided by an embodiment of the present invention, and as shown in fig. 1, the traffic impact evaluation method provided by the embodiment of the present invention includes:

step S110: acquiring the cross-appraisal time input by the user in the parameter preset interface and the planning information edited by the user in the traffic influence planning interface.

The parameter presetting interface (see fig. 2 a) is used for acquiring the assessment presetting information. The deal evaluation preset information may include: the method comprises the steps of evaluation time, land development traffic adjustment coefficient, planning road relevant traffic adjustment coefficient and the like. The traffic influence evaluation results at different times can provide longitudinal reference basis for urban planning development, so that the assessment time needs to be set on a parameter preset interface when the assessment preset information is set.

Specifically, the evaluation time may include: background year, working day or non-working day identifier, background time period, background season, etc. The above-mentioned background period default may include: early peak hours (e.g., 7:00-9:00), and late peak hours (e.g., 17:00-19: 00); of course, it is understood that the early peak time period and the late peak time period may be preset fixed time periods, may be adaptively changed according to different cities (for example, if the city is beijing, the early peak time period is 7:00-9:00, and the late peak time period is 17:00-19:00, and if the city is shanghai, the early peak time period is 7:00-10:00, and the late peak time period is 15:00-20:00), or may be set by the user according to actual needs, that is, the user sets a customized background time period according to the actual needs of the user. The above background quarters may include: first quarter (month 1-3), second quarter (month 4-6), third quarter (month 7-9), and fourth quarter (month 10-12). Of course, it is understood that in specific implementations, the setting of the background season may be replaced by the setting of the background month (1 month to 12 months), as long as the background time when the user needs to perform the traffic impact evaluation is indicated.

In addition, optionally, the traffic assessment preset information may further include a traffic prediction adjustment coefficient for urban area planning, such as a land development traffic adjustment coefficient (e.g., a generation amount adjustment coefficient and an attraction amount adjustment coefficient for sunrise traffic) for urban areas, a planned road-related traffic adjustment coefficient (e.g., a generation amount adjustment coefficient and an attraction amount adjustment coefficient for sunrise traffic) for urban areas, or a background traffic adjustment coefficient, in addition to the traffic assessment time.

For example, if the user sets the background year to 2018 and selects the weekday identifier, the second quarter, and the morning peak period, the parameter presetting interface is displayed as shown in fig. 2 a. Wherein, a1 part in fig. 2a shows a setting interface of the cross-rating time, which includes a setting of a background year and a setting of a selected working day identifier or a non-working day identifier (setting information of a background time period and a background season is not shown in the figure, and a selected working day identifier in a1 part in fig. 2a (i.e. working day in a1 part in fig. 2 a)). Part a2 of fig. 2a is used to set traffic prediction adjustment coefficients, which include the preset adjustment coefficient of land development traffic and the preset adjustment coefficient of planned road related traffic/background traffic in urban areas. Wherein, the presetting of the land development quantity adjustment coefficient further comprises the following steps: setting of adjustment coefficients for the amount of occurrence of sunrise (setting of generation in sunrise row to 1.1 in fig. 2 a) and the amount of attraction of sunrise (setting of attraction in sunrise row to 1.1 in fig. 2 a), setting of adjustment coefficients for the amount of occurrence of early-peak travel (setting of generation in early-peak travel row to 1.1 in fig. 2 a) and the amount of attraction of early-peak travel (setting of attraction in early-peak travel row to 1.1 in fig. 2 a), setting of adjustment coefficients for the amount of occurrence of late-peak travel (setting of generation in late-peak travel row to 1.1 in fig. 2 a), and setting of adjustment coefficients for the amount of attraction of late-peak travel (setting of attraction in late-peak travel row to 1.1 in fig. 2 a); the presetting of the adjustment coefficient of the related traffic volume/background traffic volume of the planned road in the urban area further comprises the following steps: the adjustment coefficient of the day-related traffic flow is preset (for example, the day-related traffic flow is set to be 1.2 in fig. 2 a), the adjustment coefficient of the early peak-related traffic flow is preset (for example, the early peak-related traffic flow is set to be 1.1 in fig. 2 a), and the adjustment coefficient of the late peak-related traffic flow is preset (for example, the late peak-related traffic flow is set to be 1.0 in fig. 2 a).

When the user edits the planning information in the traffic influence planning interface, specifically, the type of urban area planning may be various, such as road planning, land use planning, plot entrance and exit planning, and the like. In the embodiment of the present invention, first, the traffic influence on the urban area planning based on the change of the road planning in the urban area planning needs to be evaluated, and then the traffic influence planning interface may include: a road planning interface (see fig. 2 b). The road planning interface may be configured to edit and display shape information of at least one planned road and edit and display attribute information of at least one planned road.

Fig. 2b illustrates a road planning interface provided in an embodiment of the present invention, which includes: an urban planning image (section B1 in fig. 2B), a road planning attribute statistics panel (section B2 in fig. 2B), a road planning content summary information column (section B3 in fig. 2B), and a project selection column (section B4 in fig. 2B). The item selection column shows selectable items, and the item selected in fig. 2B is a road plan (corresponding to a highlighted part in part B4 in fig. 2B). Specifically, the urban area planning image is used to display image information for urban area planning, such as image information of urban area roads, image information of urban area sites, and the like. In specific implementation, the display of the urban planning image can adopt a MineMap + MineData technology to effectively improve the display and rendering effects of a map, and meanwhile, the display of the image can be supported at various browser terminals to support the use of multiple browser terminals, namely, a user can browse the image through the various browser terminals. Referring to fig. 2c, the road planning attribute statistics panel specifically shows that the road planning attribute information (excluding the leftmost sequence number) in the road planning attribute statistics panel sequentially includes from left to right: road name, road ID (ID in FIG. 2c, i.e. road identification), road type, road grade, road length (Unit: m, meter), traffic capacity up run (Unit: pcu/h, Passenger Car Unit/hour, Standard vehicle equivalent), traffic capacity down run (Unit: pcu/h), free flow speed up run (Unit: km/h, km/h), free flow speed down run (Unit: km/h). Wherein the road ID is used to identify the road; the road type may specifically include: new roads, and re-built roads (only new roads are shown in fig. 2 c). The newly-built road is a newly-added road, and the newly-built road is a road modified from the original road, wherein the modification can include: the modification of the road space information such as the geometric shape of the original road and the modification of the road attribute information such as the road width, the road length, the road number and the like of the original road, wherein the road grade can comprise: an express way (with a driving speed of 60km/h-100km/h, such as an expressway), a main way (with a driving speed of 40km/h-60km/h, such as an urban main way), a secondary way (with a driving speed of 30km/h-50km/h, such as an urban secondary main way), a branch way (with a driving speed of 20km/h-40km/h, such as an urban branch way, a county and rural road), a length of a road, a traffic capacity, i.e. a traffic capacity of a road, an ascending/descending way for indicating a driving direction of a vehicle in the road (see the description about the ascending direction and the descending direction in step S430 specifically), and a free flow speed as a parameter corresponding to a speed grade of the road, see the setting about a free flow speed in the following table 2 specifically. The summary information bar of road planning content is used for displaying the road planning content, and may include: identification information of the urban planning image (corresponding to part B5 in fig. 2B), and information of the planned road planned by the user (corresponding to part B6 in fig. 2B), where the information of the planned road planned by the user may include a name of the planned road, setting information for setting the planned road as a one-way road or a two-way road, and the like; in addition, the road planning content summary information bar is further provided with a road editing start button (corresponding to part B7 in fig. 2B), and a user can enter a road editing page (shown in fig. 2 d) from the current road planning page by clicking the start button, so that the shape editing and the attribute editing are performed on the road network by the urban planning image.

Specifically, referring to fig. 2d, fig. 2d shows a road editing page provided by an embodiment of the present invention, and the difference between the interface shown in fig. 2d and the interface shown in fig. 2b is that fig. 2d shows a road planning editing panel (corresponding to part C1 in fig. 2 d) on the leftmost side of the interface, and the attribute information of the planned road to be planned by the user can be edited by the road planning editing panel, where the attribute information may include: basic attribute information of a road such as a road name, a road type, a road grade, and the like, and parameters related to traffic load capacity such as an upward/downward traveling (corresponding to "upward/downward" in a section C1 in fig. 2d, where "upward" indicates an upward traveling and "downward" indicates a downward traveling) traffic capacity and the number of lanes of the road. The uplink and downlink directions can be set by a user according to actual needs. In specific implementation, the method preferably adopts a mode that a LEAFLET map engine is combined and interacted with the background postgres + postgis, so that visual editing of a road network is realized in an urban area planning image, common operations such as addition, interruption, adsorption and dragging of vector data can be performed on roads, and the connection relationship of the edited roads is reconstructed. The attribute information of the planned road planned by the user can be displayed in the road planning attribute panel, as shown in fig. 2e, an operation bar (corresponding to part D1 in fig. 2 e) is further disposed at the rightmost side of the road planning attribute panel, and the road in the urban planning image can be correspondingly operated through an operation button in the operation bar. The above operation buttons may include: a positioning operation button (corresponding to part D2 in fig. 2 e) for triggering a positioning operation, an editing operation button (corresponding to part D3 in fig. 2 e) for triggering an editing operation, and a deleting operation button (corresponding to part D4 in fig. 2 e) for triggering a deleting operation. For example, the user may quickly determine the location of the road (indicated by the arrow in fig. 2 e) in the urban planning image by clicking the location button of the corresponding road in the list of road planning attribute panels; similarly, the user can also perform editing operation and deleting operation on the road in a corresponding manner. Of course, it is to be understood that the above listed types of operations are merely exemplary, and in particular implementations, the operations performed on the roads in the urban planning image include, but are not limited to, the above listed types of operations. In addition, preferably, the user can also adjust the visualization effect of the planned road by setting the identification information in the summary information column of the road planning content. For example, if the user modifies the color of the modified road, as shown in fig. 2f, the color of the planned road is converted from the color shown in fig. 2e to the color of the planned road shown in fig. 2f after the user modifies the color (the arrow in fig. 2f indicates the planned road). Therefore, the embodiment of the invention can plan the road quickly, efficiently and accurately and acquire the planning information of the planned road planned by the user, so as to evaluate the planned road planned by the user efficiently and accurately based on the planning information.

Similar to road changes, when the land is changed, it also causes changes in the local traffic environment in urban areas. In specific implementation, different traffic generation amounts and attraction amounts can be formed by the traffic trip caused by the newly added land according to land types, and further the change of urban traffic conditions is caused. Thus, in an embodiment of the invention, the traffic impact planning interface may comprise: and (6) planning an interface by using land. The land planning interface can be used for editing and displaying the shape information of at least one planned land and editing and displaying the attribute information of at least one planned land.

In specific implementation, referring to fig. 2g, fig. 2g shows a land planning interface provided by an embodiment of the present invention, which includes: an urban planning image (section E1 in FIG. 2 g), a geo-planning attribute statistics panel (section E2 in FIG. 2 g), a geo-planning content summary information bar (section E3 in FIG. 2 g), and a project selection bar (section E4 in FIG. 2 g). The item selection column (part E4 in fig. 2 g) shows selectable items, and the item selected in fig. 2g is used for planning and predicting traffic distribution (highlighted part in the item selection column). The urban planning image is the same as the urban planning image in the road planning, and reference may be made specifically to the description of the urban planning image in the road planning, which is not repeated herein. With reference to fig. 2h, the area planning attribute statistics panel specifically includes, from left to right: the name of the land (name in FIG. 2 h), the ID of the land (ID in FIG. 2 h), the area of the land (unit: m)²Square meter), volume fraction, building area (unit: m is²Square meter), land property, population used, daily production (unit: pcu/h), daily attraction (unit: pcu/h), early peak production (unit: pcu/h), early peak suction capacity (unit: pcu/h), late peak production (unit: pcu/h), late peak suction (unit: pcu/h). Wherein, the right land ID is used for identifying right land, and the type of right land property can include: residential site, public management and public service facility site,The land for commercial service setting, the land for industrial use, the land for logistics storage, the land for road and traffic setting, the land for public facilities, the land for greenbelt and square, and the like. It is understood that the types of the right of way can also include other types of ways besides the ones listed above in the concrete implementation, and the present invention does not limit the types of the right of way. An operation bar (corresponding to part F1 in fig. 2 h) is further disposed on the rightmost side of the floor plan attribute panel, and the operation bar is the same as the operation bar of the road plan attribute panel, and for details, reference may be made to the description of the operation bar of the road plan attribute panel, and details thereof are not repeated here. The land use planning content summary information column is used for showing land use planning content, and may include: the number of planned plots (corresponding to section E5 in fig. 2 g), the area of the planned plots (corresponding to section E6 in fig. 2 g), the travel amount information for the planned plots (corresponding to section E7 in fig. 2 g), and the setting information on the planned plots (corresponding to section E8 in fig. 2 g). Wherein, the planning land use traffic information includes: a sunrise (including a production amount, an attraction amount, and a total amount (sequentially corresponding to production, attraction, and total amount in the row of sunrise in fig. 2 g), an early-peak-period departure (including a production amount, an attraction amount, and a total amount (sequentially corresponding to production, attraction, and total amount in the row of early-peak-period departure in fig. 2 g), and a late-peak-period departure (including a production amount, an attraction amount, and a total amount (sequentially corresponding to production, attraction, and total amount in the row of late-peak-period departure in fig. 2 g), wherein the total amount is a sum of an attraction amount and a production amount); the setting information related to the planned right includes: setting information of a traffic prediction period (i.e., a background period), setting information of a planned land (a planned land block in fig. 2 g), setting information of a desired line of the planned land; the setting information of the desired line of the planned land (straight line connecting centroid points of the planned lands) includes: desired line minimum traffic threshold (unit: pcu/h), desired line maximum traffic threshold, desired line maximum width, desired line display content, and setting information for the identity of the desired line (desired line color in fig. 2 g). In addition, land use editing starting is also arranged in the land use planning content summary information columnAnd a button (corresponding to part E9 in FIG. 2 g), wherein the user can enter the plot editing page from the current plot planning page by clicking the start button, so that the plot image performs shape editing and attribute editing on the planned plot to be planned by the user in the urban area.

The following describes editing a page with land. Specifically, referring to fig. 2i, fig. 2i shows a planning land editing page provided by an embodiment of the present invention, and the difference between the interface shown in fig. 2i and the interface shown in fig. 2G is that the interface shown in fig. 2i displays a planning land editing panel (corresponding to part G1 in fig. 2 i) on the leftmost side of the interface, and the attribute information of the planning land to be planned by the user can be edited by the planning land editing panel, where the attribute information may include: the land names (i.e. names of planning land), the occupied areas (i.e. the occupied areas of the planning land), the volume ratio, the land properties (including the types of the land properties and the land property indexes of each type of the land properties), the use population and the traffic volume adjustment coefficient. In a specific implementation, the set attribute information may be displayed in a plot attribute statistics panel. Wherein, the setting mode of the land property can be specifically as follows: the land property index is set for each land property, wherein the sum of the land property indexes of all the land properties is a fixed value; in a specific implementation, the fixed value can be 100, and three types of right-of-way properties are preferably set for each planned right-of-way. The traffic volume adjustment coefficient may include: a regulation coefficient of the amount of traffic generated and the amount of suction in daily traffic, a regulation coefficient of the amount of traffic generated and the amount of suction in early/late peak traffic. And after the editing of the planned land is finished, the editing information about the planned land is saved as planning information so as to evaluate the traffic influence on the planned land planned by the user according to the planning information.

It should be noted that, in the above description, only two types of planning information for obtaining planning information for planning roads and planning information for obtaining planning land are listed, in practical cases, the planning information of the embodiment of the present invention may include other types of planning information, such as planning information for construction projects, and the present invention does not limit the specific type of the planning information, as long as the traffic influence can be generated on the urban area.

In specific implementation, planning information of a planned road can be acquired, so that efficient and accurate traffic influence evaluation can be performed on the planned road planned by a user based on the planning information of the planned road; and/or acquiring planning information of the planned land for conveniently and efficiently and accurately evaluating the traffic influence on the planned land for the user based on the planning information of the planned land.

Step S120: and at the transaction evaluation time, acquiring traffic information parameters according to the planning information, and generating traffic influence evaluation data according to the traffic information parameters.

Specifically, in this step, for the planning information of the planned road obtained in step S110, a trip sequence corresponding to the planning information may be obtained from a preset database, and the planned road traffic distribution prediction data is generated according to the trip sequence, where the preset database includes at least one trip sequence, and each trip sequence is generated according to the heavy vehicle traffic data collected on at least one heavy vehicle sample. In an implementation, the heavy vehicle traffic data may include at least: GPS data. Taking a heavy vehicle sample as an example, generating a travel sequence according to the heavy vehicle traffic data collected on at least one heavy vehicle sample may specifically be: firstly, acquiring the GPS data of the heavy vehicle sample, taking the longitude and latitude of the heavy vehicle sample at different times as the position information of the heavy vehicle sample, and sequencing the position information according to the time sequence to generate a track point sequence of the heavy vehicle sample, specifically referring to fig. 3a, in the sequence shown in part M in fig. 3a, the data of each row sequentially represents the longitude and latitude of the heavy vehicle sample at a certain time from left to right. The track point sequence can record the positions of the vehicle at different moments, and then the track point sequence of the vehicle is generated. In the embodiment of the present invention, track point sequences of the same route are sequentially matched to a road network planned in an urban area, and a route road (Link number) sequence based on the route sequence is generated as a route sequence, specifically, as shown in fig. 3b, a part N1 is a route identifier, a part N2 is a serial number of the route identifier (used for indicating the sequence of the route), a part N3 is a road identifier, and three items of data on the rightmost side of each line of data are occurrence times.

In specific implementation, the purpose of acquiring the run sequence is as follows: the sequence of the vehicle route roads can be found through the route sequence, the sequence comprises the departure and arrival of the vehicle and the road marks of the route roads, so that a complete vehicle route track can be formed, and the route traceability analysis and the travel OD analysis of the vehicle can be conveniently carried out. Secondly, in the process of acquiring the travel sequence, after the position of the vehicle is projected to the corresponding road, the average speed of the corresponding road can be analyzed, so that the speed profile of the urban traffic in a certain period is acquired; or the travel of the vehicle and the road ID can be counted, and the traffic flow of the road is obtained under different time granularities; or the origin-destination of the whole city and the traffic volume thereof can be settled, and OD traffic data based on the land grid network is formed, so that the traffic distribution prediction is convenient to carry out.

Referring to fig. 4, the process of acquiring traffic information parameters according to the planning information and generating the planning road traffic distribution prediction data at the evaluation time includes the following steps:

step S410: determining at least one road within a first preset distance from the target planning road as a peripheral road; wherein the target planned road is any one of the at least one planned road.

Specifically, at least one road within a first preset distance from the target planned road is used as a peripheral road of the target planned road. The first preset distance may be set by a person skilled in the art according to practical situations, and the present invention is not limited thereto. In specific implementation, a grid for land use is set in the urban planning image, an area range within a first preset distance from the target planning road can be determined by using grid units in the grid for land use, and at least one road located within the area range is used as a peripheral road. Wherein the first preset distance is preferably 500 meters.

Step S420: and carrying out source tracing analysis on the peripheral road to obtain at least one route related to the peripheral road.

The tracing analysis may specifically be: according to the road identification of the surrounding road, at least one route which takes the surrounding road as a starting point or an end point or passes through the surrounding road in the cross-evaluation time is searched from a preset database and is taken as the relevant route of the surrounding road. In specific implementation, the evaluation time and travel sequence of the preset database at the evaluation time may be obtained according to the road identifier of the surrounding road, and the travel sequence of the surrounding road identifier included in the evaluation time and travel sequence may be obtained as the travel related to the surrounding road.

Step S430: determining a first grid block where a centroid point of a starting road of a target journey is located and a second grid block where a centroid point of an ending road of the target journey is located, and acquiring at least one directed journey traffic flow from the first grid block to the second grid block; wherein the target stroke is any one of the at least one stroke.

Specifically, any one of the at least one trip is taken as a target trip, a road where a starting point of the target trip is located is taken as a starting road of the target trip, a road where an end point of the target trip is located is taken as an ending road of the target trip, a centroid point of the starting road is determined, a grid block where the centroid point of the starting road is located is taken as a first grid block, a centroid point of the ending road is determined, and a grid block where the centroid point of the ending road is located is taken as a second grid block.

Each stroke can be divided into an uplink stroke and a downlink stroke according to the driving direction of the vehicle (specifically, as shown in fig. 5, the direction of the uplink stroke is opposite to the direction of the downlink stroke, in a specific implementation, a person skilled in the art can designate any direction as an uplink direction according to an actual situation, and the direction opposite to the uplink direction is a downlink direction). In this step, the direction in which the first grid land block points to the second grid land block is taken as the direction of the traffic flow from the first grid land block to the second grid land block, and then at least one traffic flow with a directional travel from the first grid land block to the second grid land block is obtained. In a specific implementation, a first road included in the first grid land parcel and a second road included in the second grid land parcel may be determined, and then the number of traffic flow direction sequences is counted from the row program column of the surrounding road identifiers, where the traffic flow direction sequences simultaneously include the road identifier of the first road and the road identifier of the second road, and the sequence number of the route sequence corresponding to the road identifier of the first road is smaller than the sequence number of the route sequence corresponding to the second road identifier.

Step S440: and counting the traffic flow of the roads included in each directional trip.

In particular, one or more roads may be included in each directional trip. In this step, for any one of the roads included in each directional trip, the number of the traffic flow direction series including the road is counted, and the number is regarded as the traffic flow of the road.

Step S450: and taking the sum of the traffic flows of all the directional routes of the target road as the traffic flow of the target road.

For example, if the number of at least one trip associated with the road around the directional trip is 3, it includes: run 1, run 2, and run 3; wherein, the roads included in the journey 1 are a road 1 and a road 2; roads included in the route 2 are a road 2 and a road 3; if the road included in the route 3 is a road 3, the traffic flow of the road 1 in the route 1 is v1, the traffic flow of the road 2 in the route 1 is v2, the traffic flow of the road 2 in the route 2 is v3, the traffic flow of the road 3 in the route 2 is v4, and the traffic flow of the road 3 in the route 3 is v5, the traffic flow of the road 1 is v1+0+0 (if the route does not include a certain road, the traffic flow of the road in the route can be regarded as 0), and the traffic flow of the road 2 is v2+ v3+ 0; the traffic flow of the road 3 is v4+ v5+ 0.

Further, preferably, due to the complex urban traffic conditions, the size of the traffic flow is affected by both the vehicle and the individual trip data h, so that in order to acquire more accurate traffic data, on the basis of taking the GPS data as the heavy vehicle traffic data, signaling data and road condition data can be acquired to assist in analyzing the traffic data. The signaling data may be public transportation related signaling, such as signaling data for public transportation of subways, high-speed rails, light rails, buses, and the like. In a specific implementation, the signaling data may be obtained from a data platform of a traffic planning department, and when analyzing the signaling data, the signaling data may be analyzed by using a maximum entropy model to obtain traffic flows of respective trips, so as to correct the traffic flows obtained in step S450, and add OD data (i.e., a trip sequence) analyzed by GPS data of a previous vehicle to form background traffic OD data. The traffic data may adopt CN-RTIC standard historical traffic data, and in specific implementation, the traffic flow of each journey in the background traffic OD data may be corrected by combining the traffic data, and the correction mode may be set by a person skilled in the art according to actual conditions, which is not limited by the present invention.

Step S460: and taking the traffic flow of the target road as planning road traffic distribution prediction data.

For example, a detailed embodiment is illustrated below, for a planned road planned by the user in step S120, according to a land grid network set in an urban area planning image, a set of all roads within 500 meters from the planned road is obtained as S, and according to a Link-based road tracing model, three types of tracing analysis of departure, arrival and passing are performed on the roads in S, so as to obtain a set of all trips as T. And recording T as any stroke in T, traversing all T in T and executing the following operations: acquiring ID of a grid plot where a centroid point of a starting road of t is located, and recording the grid plot as TAZo; and acquiring the ID of the grid plot where the centroid point of the ending road of the t is located, and recording the grid plot as TAZD. Extracting traffic flow v from TAZo to TAZD in cross evaluation time from background traffic OD data according to the grid plot ID of TAZo and the grid plot ID of TAZD, and acquiring a t 'set corresponding to t, wherein t' comprises t, TAZo (corresponding to a first grid plot), TAZD (corresponding to a second grid plot) and v; recording the set of all T' as T _ OD; and adding the traffic flows of the same road in the T _ OD to obtain the planning road traffic distribution prediction data R within the cross-evaluation time. For example, in the early peak period, the traffic flows of the same road in the T _ OD are added to obtain the traffic distribution prediction data of the planning road in the early peak period; and adding the traffic flows of the same road in the T _ OD in the late peak time period to obtain the planning road traffic distribution prediction data in the late peak time period. In practical cases, the traffic information parameters include parameters of distribution characteristics of the planned roads.

For the planning information of the planned land use acquired in step S110, a journey sequence of a road related to the planned land use may be acquired from a preset database according to the planning information of the planned land use, and traffic distribution prediction data of the planned land use is generated according to the journey sequence (in an actual situation, the traffic information parameter includes a parameter of a distribution characteristic of the planned land use), specifically, as shown in fig. 6, the process of generating the traffic distribution prediction data of the planned land use includes the following steps:

step S610: determining at least one grid plot within a second preset distance from the target planning plot as a peripheral plot; wherein the target planning land is any one of the at least one planning land.

Specifically, all grid plots within a second preset distance from the target planning land are used as the peripheral land corresponding to the target planning land. The second preset distance may be set by a person skilled in the art according to practical situations, and the present invention is not limited thereto. In a specific implementation, the second preset distance is preferably 10 km.

Step S620: and calculating the difference between the target planning land and each to-be-evaluated peripheral land according to the attribute information of the target planning land.

Wherein the attribute information of each planned land comprises: the user sets at least one type of right-of-way property for each planned right-of-way and a right-of-way property index for each right-of-way property. The sum of the land property indexes of all the land properties of each planned land is a fixed value, which can be set by a person skilled in the art according to actual conditions, and the invention is not limited thereto. For example, if the sum of the land use property indexes is 100, if the type of the land use property of a certain planned land includes three types, namely land use property 1, land use property 2 and land use property 3, the land use property index of the land use property 1 is the land use property index 1, the land use property index of the land use property 2 is the land use property index 2, and the land use property index of the land use property 3 is the land use property index 3, the land use property index 1+ the land use property index 2+ the land use property index 3 is 100; if the right-to-land property 1 is changed to the right-to-land property 4 (the right-to-land property index is right-to-land property index 4), and the right-to-land property 2 is changed to the right-to-land property 5 (the right-to-land property index is right-to-land property index 5), the right-to-land property index 4+ the right-to-land property index 5+ the right-to-land property index 3 is 100. In a specific implementation, three types of land use properties are preferably set for each planned land, and the fixed value is 100. In adding the land property, a corresponding land property may be added to the grid cells in the land grid. The type of the right of way property can be referred to the introduction of the type of right of way property in step S110, and is not described herein. The peripheral land to be evaluated is any one of at least one peripheral land.

When the difference between the target planning land and each to-be-evaluated peripheral land is calculated, the following formula can be adopted for calculation:

d is the difference degree between the target planning land and the to-be-evaluated peripheral land, m is a balance distance difference weight coefficient, n is a land use difference weight coefficient, and D is the linear distance between the centroid point of the to-be-evaluated peripheral land and the centroid point of the target planning land; k represents the property of the kth land, and rk is the property index difference of the kth land respectively; the land property index difference is the difference between the property index of the kth land of the target planning land and the property index of the kth land of the peripheral land to be evaluated; k is a natural number and k is not less than 1. m and n may be set by those skilled in the art according to practical circumstances, and the present invention is not limited thereto. In particular implementations, m may preferably be 0.015 and n may preferably be 1.

Step S630: determining w block reference places according to the difference degrees; wherein w is more than or equal to 1 and less than or equal to 5.

Ranking the difference degrees of all the peripheral land according to the sequence from small to large, and acquiring the peripheral land to be evaluated corresponding to the w difference degrees ranked in the ranking result as the reference land, wherein in the specific implementation, w is preferably 5.

Step S640: and acquiring a first total traffic flow from any grid land block to a target reference land in the urban area range and acquiring a second total traffic flow from the target reference land to any grid land block.

Specifically, the target reference land includes one or more target reference land grid blocks, and in this step, when a first total traffic flow from any one grid block to the target reference land within an urban area range is acquired, the specific acquisition mode is as follows: for any grid plot i in the urban area range, the traffic flow of any target reference grid plot j from the grid plot i to the target reference land can be firstly obtained as the first traffic flow of the target reference grid plot j, and then the sum of the first traffic flows of all the target reference grid plots is obtained as the first total traffic flow. The manner of obtaining the traffic flow of the grid plot from the grid plot i to any one of the target reference plots is the same as the manner of obtaining the traffic flow of at least one directed route from the first grid plot (equivalent to the grid plot i) to the second grid plot (equivalent to the target reference plot j) in step S430, and specific reference may be made to the corresponding description in step S430, which is not repeated herein.

The second total traffic flow for the target reference to any grid parcel is obtained as follows: for any grid plot i in the urban area range, a second traffic flow from any target reference grid plot j to the grid plot i in the target reference land can be obtained first, and the sum of the second traffic flows from all the target reference grid plots to the grid plot i is obtained as a second total traffic flow. The manner of obtaining the second traffic flow from the target-reference grid block j to the grid block i is the same as the manner of obtaining at least one directional travel traffic flow from the first grid block (equivalent to the target-reference grid block j) to the second grid block (equivalent to the grid block i) in step S430, and specifically, reference may be made to the corresponding description in step S430, and details are not repeated here. Wherein i is a natural number and i is greater than or equal to 1, and j is a natural number and j is greater than or equal to 1.

Step S650: and determining a related grid plot of the target planning land according to the first total traffic flow and the second total traffic flow.

Specifically, for any grid plot i in the urban area range, the sum of the first total traffic flow and the second total traffic flow of the grid plot i is obtained as the total traffic volume of the grid plot i. And sequencing the total traffic of all grid plots in the urban area range from large to small, and acquiring the grid plots corresponding to the total traffic of the preset quantity sequenced in the front as the related grid plots of the planned land. The preset number can be set by a person skilled in the art according to actual conditions, and the present invention is not limited to this. In particular, the predetermined number is preferably 200.

Step S660: determining a departure distribution proportion of the target planning land according to the first total traffic flow of each grid land block in the related grid land blocks, and determining an arrival distribution proportion of the target planning land according to the second total traffic flow of each grid land block in the related grid land blocks.

Specifically, the sum of the first total traffic flows of the related grid plots is obtained as a departure distribution proportion parameter, for any one related grid plot i ', the ratio of the related grid plot i ' to the departure distribution proportion parameter is used as the departure distribution proportion of the related grid plot i ', and the departure distribution proportions of all the related grid plots are used as the departure distribution proportion of the target planning land.

Similar to the departure distribution proportion, in practical cases, the arrival distribution proportion of the target planning land can also be determined according to the second total traffic flow of each grid land block. Specifically, the sum of the second total traffic flows of the related grid plots is obtained as an arrival distribution proportion parameter, for any related grid plot i ', the ratio of the related grid plot i ' to the arrival distribution proportion parameter is used as the arrival distribution proportion of the related grid plot i ', the arrival distribution proportions of all the related grid plots are used as the arrival distribution proportion of the target planning land, wherein i ' is a natural number, and i ' is greater than or equal to 1.

Step S670: and calculating a use population corresponding to the target planning land according to the attribute information of the target planning land, and acquiring the total trip amount of the target planning land according to the use population.

The population coefficient corresponding to each type of land property is set in advance, and the population coefficient corresponding to each type of land property can be set by a person skilled in the art according to actual situations, which is not limited by the invention. In a specific implementation, the population coefficient may also be adjusted according to an actual situation, for example, the population coefficient may be adjusted according to population density of a planning land, and an adjustment manner of the population coefficient may be set by a person skilled in the art according to the actual situation, which is not limited by the present invention. When the user does not set the property of the right of way to the planning destination, the population coefficient defaults to 1. In a specific implementation, the population system may be adjusted according to actual conditions, for example, population coefficients may be adjusted according to population density of the planned land.

In the embodiment of the present invention, the usage population corresponding to the target planning destination may be calculated according to the following formula:

wherein k is a natural number and k is more than or equal to 1, Rk is a land property index, and Pk is a population coefficient corresponding to the land property of Rk.

The travel rate coefficient is set for each type of land property in advance, and in specific implementation, the travel rate coefficient can be adjusted according to actual conditions. When the user does not set the land property for planning, the travel rate coefficient defaults to 0.3; the trip rate and the trip rate coefficient can be divided into three sets of data of morning, evening and whole day according to trip time. In this step, the total travel amount of the target planning destination is calculated according to the following formula:

wherein k is a natural number and k is more than or equal to 1, Rk is a land property index, and Ck is a trip rate coefficient corresponding to the land property of Rk.

Step S680: and taking the product of the total trip amount and the departure distribution proportion and the product of the total trip amount and the arrival distribution proportion as the traffic distribution prediction data for the planning land.

Step S130: and displaying a traffic influence evaluation result in a traffic influence evaluation interface according to the traffic influence evaluation data.

Specifically, a traffic influence evaluation result is generated according to the traffic influence evaluation data, and the traffic influence evaluation result is displayed in a traffic influence evaluation interface; and displaying a traffic influence evaluation result in a traffic influence evaluation interface if the traffic influence evaluation data comprises the traffic flow of the target road, wherein the traffic influence evaluation data comprises the following steps: and generating a traffic influence evaluation result according to the traffic influence evaluation data, and displaying the traffic influence evaluation result in a traffic influence evaluation interface. And rendering a strip-shaped graph on one side of the traffic direction of the target road in the traffic influence evaluation interface according to the traffic flow of the target road, wherein the widths of the strip-shaped graphs corresponding to different traffic flows are different. Specifically, for the predicted data R of the planned road traffic distribution, buffer rendering is performed on the roads in the R, the rendered value is the traffic flow corresponding to each road in the R, and the rendered result is displayed to the user as the predicted result of the planned road traffic distribution. See in particular the urban planning image in fig. 7 a. Wherein, the larger the traffic flow is, the larger the rendering width is; meanwhile, in a specific implementation, the bar graph can be rendered on the left side or the right side of the passing direction of the target road according to the selection of the user. In specific implementation, a strip-shaped graph is rendered on the left side or the right side of the passing direction of the target road by default so as to better accord with the driving habits of users, and when the strip-shaped graph is rendered on the left side or the right side of the passing direction of the target road, the users can determine the passing direction of the target road according to the rendering result of the target road, so that the traffic distribution prediction result of the planned road is visually displayed for the users, and the users can conveniently adjust and evaluate the planned road.

The traffic influence evaluation data comprises traffic flow direction of the target planning land, and a traffic influence evaluation result is displayed in a traffic influence evaluation interface and comprises the following steps: and rendering a line between the target planning land and the related grid plots of the target planning land in the traffic influence evaluation interface according to the traffic flow direction of the target planning land, wherein when the traffic flow between the target planning land and the related grid plots of the target planning land is different, the color of the line between the target planning land and the related grid plots of the target planning land is different. For the presentation of the traffic distribution prediction data of the planning land, see fig. 7b, fig. 7b shows the analysis result of the departure direction from the planning land, wherein the upper limit of the maximum traffic volume of fig. 7b is 500 pcu/h. As can be seen from fig. 7b, the user can visually see the traffic flow direction of the planned land on the urban planning image, and can determine the traffic flow of the road according to the line color, so as to visually know the traffic distribution prediction result of the planned land. Of course, it is understood that when the flow rates between the target planning land and the related grid plots of the target planning land are different, the traffic flow between the target planning land and the related grid plots of the target planning land can also be shown by setting the width of the line between the target planning land and the related grid plots of the target planning land, that is: when the flow rates between the target planning land and the related grid plots of the target planning land are different, the width of the line between the target planning land and the related grid plots of the target planning land is different. Further, it may be determined whether to show only the traffic of the target planning land to the grid plot associated with the target planning land (product of total amount of travel and departure distribution ratio) to the user, or to show only the traffic of the grid plot associated with the target planning land to the target planning land (product of total amount of travel and arrival distribution ratio) to the user, or to show both the traffic of the target planning land to the grid plot associated with the target planning land and the traffic of the grid plot associated with the target planning land to the user at the same time, according to the selection of the user.

Further, based on the obtained planning information of the planned road planned by the user and the planning information of the planned land for the user, the traffic influence prediction can be performed on the planned urban land to generate traffic influence prediction data. When the entrances and exits of the planned land are different, the traffic flow of the traveling roads around the planned land is greatly changed, for example, when 3 roads, namely a road 1, a road 2 and a road 3, are arranged around the planned land, when the entrances and exits of the planned land are arranged near the road 1, the traffic flow of the road 1 may be increased, and the traffic flow of the road 2 and the road 3 may be decreased; similarly, when the entrance and exit of the planned land are set near the road 2, it may cause an increase in the traffic flow of the road 2, a decrease in the traffic flow of the road 1 and the road 3, and so on, and therefore, before the traffic impact prediction is performed, it is necessary to acquire the entrance and exit information of the planned land edited by the user for the entrance and exit of the planned land, so as to reasonably distribute the traffic arriving at and departing from the planned land on the nearby road, and avoid the situation that the traffic distribution of a part of the roads does not conform to the planning routine. Thus, the traffic impact planning interface further comprises: a plot entrance and exit planning interface, shown in fig. 2j, comprising: an urban area plan image (section H1 in fig. 2 j), a parcel access plan attribute statistics panel (section H2 in fig. 2 j), a parcel access plan contents summary information column (section H3 in fig. 2 j), and a project selection column (section H4 in fig. 2 j). Wherein, in the project selection bar shown in fig. 2j, a block entrance/exit setting (corresponding to the highlighted portion in fig. 2 j) is selected, and the urban area planning image is the same as the urban area planning image in the road planning, which may be referred to the description of the urban area planning image in the road planning, and is not described herein again. As shown in fig. 2k, the block entrance and exit planning attribute statistics panel specifically includes, from left to right, the following block entrance and exit planning attribute information (excluding the leftmost sequence number): the land parcel name, the land parcel ID, the entrance/exit setting determination information, and the number of the entrances and exits. When editing, the user can select the corresponding planning land from the statistical panel of the planning attributes of the land parcel gateway, and edit the gateway of the planning land. In a specific implementation, a user can select an entrance and an exit of a planned land by clicking a road facing the entrance and the exit expected to be set in the urban planning image, and the road facing the entrance and the exit is the entrance and exit information of the planned land.

After the setting of the entrance and exit of the planned land, the traffic influence prediction can be performed on the planned urban land, and a traffic influence prediction interface can be shown in fig. 2l and includes: an urban planning image (section I1 in fig. 2 l), a data statistics analysis panel (not shown in fig. 2 l), a cross-rating scheme review information column (section I2 in fig. 2 l), and a project selection column (section I3 in fig. 2 l). In fig. 2l, the item selection column selects traffic impact prediction, and the cross-evaluation scheme inspection information column is used to detect whether the settings of the planned roads and the planned plots meet the traffic impact prediction conditions, which may be set by those skilled in the art according to actual conditions, but is not limited by the present invention. For example, when it is detected that the user does not edit the gateway of the planned land, a reminding message is sent to the user to remind the user to edit the gateway of the planned land, and so on. When the fact that the arrangement of the planned road and the planned land block accords with the traffic influence prediction condition is detected, the traffic influence prediction can be determined.

Referring to fig. 8, the traffic impact prediction may specifically include the following steps:

step S810: and (5) establishing a traffic influence prediction data table corresponding to each road.

Specifically, when predicting traffic influence, a traffic influence prediction data table corresponding to each road is newly established for each road, and each traffic influence prediction data table may include the following traffic influence prediction information: a link ID, a traffic prediction period identifier (an early peak identifier or a late peak identifier, which may be determined according to a traffic prediction period set by a user, for example, if the user selects an early peak, the early peak identifier is selected), a link original traffic flow, a link allocated traffic flow, a link traffic flow variation, a link predicted traffic flow, a link original speed, a link predicted speed, a link speed variation, a link original saturation, a link predicted saturation, and a link saturation variation.

Step S820: and calculating each data in the traffic influence prediction data table according to the planning information.

In this step, first, road traffic flow and road saturation influence evaluation parameters are acquired. The road traffic flow and road saturation influence evaluation parameters comprise a first parameter and a second parameter; the first parameter includes: planning road traffic distribution prediction data and/or planning road traffic distribution prediction data; the second parameters include: road background traffic, and road traffic capacity.

And generating road traffic flow influence prediction data and saturation influence prediction data according to the road traffic flow and road saturation influence evaluation parameters and the entrance and exit information of the planned land.

Wherein the traffic flow influence prediction data includes: road original traffic flow, road assigned traffic flow, and road traffic flow change amount.

For road distribution traffic flow, the acquisition mode is as follows: for any planning land in at least one planning land, determining a third grid land block where a starting point of the planning land is located and a fourth grid land block where a destination of the planning land is located, for any travel in T _ OD, judging whether the first grid land block and the third grid land block are the same according to identification of the grid land blocks, if so, further judging whether the second grid land block and the fourth grid land block are the same, if so, summing traffic flow corresponding to the planning land and traffic flow of the travel, taking a summation result as traffic distribution flow of the first grid land block to the second grid land block (namely, starting point to destination), and establishing the following corresponding relation for each starting point to destination and the traffic distribution flow corresponding to the starting point to destination: and the set of all the start-destination-traffic distribution flow rates is recorded as A _ OD. When the a _ OD is used to perform the primary distribution based on the road condition, the optimal path search is performed on each OD (i.e., the starting point-the end point) in the a _ OD in a new road network, wherein the optimal path search range of the road network is determined according to the entrance and exit information of the planned land (i.e., the road facing the entrance and exit set by the user). In a specific implementation, the setting of the road network range corresponding to the road facing the entrance set by the user may be set by a person skilled in the art according to the actual situation, and the present invention is not limited thereto. The method comprises the steps of determining roads of each OD route in an optimal path searching range A _ OD, then distributing traffic flow corresponding to each OD in the A _ OD route to each road of the OD route, and recording the traffic flow distributed on each road as the road distribution traffic flow of each road into a traffic influence prediction data table of each road. In the above allocation process, when the number of lanes is 1 or the road class is "other roads", the path impedance may be enlarged by default to 1.5 times, otherwise the path impedance does not need to be adjusted, where the path impedance is the ratio of the road length to the road speed in the background period; the purpose of adjusting the path impedance is to simulate that a road with better traffic capacity can be selected approximately in the running process of a vehicle, so that the acquired road distribution traffic flow can better meet the actual requirement.

Specifically, the road traffic flow change amount may be acquired as follows:

VD is VTA-VRO; and the VD is the traffic flow variation of the road, the VTA is the traffic flow allocated to the road, the VRO is the original traffic flow of the road, and the VRO is obtained by counting the travel sequence in the preset database. And when the VD is positive, the cross evaluation result is increased, otherwise, the cross evaluation result is reduced, and when the VRO cannot be acquired, the default VRO is 0.

Specifically, the predicted road traffic flow may be obtained by the following formula:

VF is VB + VD; wherein VF is a predicted traffic flow of a road, and VB is a background flow related to the road; and VD is road traffic flow variation.

The saturation impact prediction data includes: road original saturation, road predicted saturation, and road saturation variance.

Specifically, the road saturation influence condition may be obtained as follows:

original road saturation: VCO is VB/C; wherein, the VCO is the original saturation of the road; VB is the background flow related to the road; c is road traffic capacity;

road prediction saturation: VCTA is (VB + VD)/C, wherein VCTA is road predicted saturation, VD is road traffic flow variation, and VB is background flow related to the road; c is road traffic capacity;

road saturation change amount: VCD is VCTA-VCO, where VCD is the road saturation change, VCTA is the predicted road saturation, and VCO is the original road saturation.

Acquiring a target road grade parameter from at least one preset road grade parameter according to attribute information of at least one road edited by a user, acquiring a target road speed grade parameter from at least one preset road speed grade parameter, and generating road speed influence prediction data according to the target road grade parameter and the road speed grade parameter; the road speed influence prediction data includes at least: a road original speed, a road predicted speed, and a road speed variation.

Specifically, the road speed influence prediction data may be acquired as follows:

road original speed: and acquiring the real-time average speed of the vehicles on the road in a specific time period as the original speed SO of the road. The specific time period may be set by a person skilled in the art according to actual situations, and the present invention is not limited thereto.

The road speed variation amount may be obtained as follows:

s1: calculating and estimating the original traffic flow of the road according to the following formula:

VBE (((SF/SO) -1)/a) ^ (1/b) × C; wherein C is road traffic capacity; SF is the free flow speed (the value of SF is shown in table 1, SF is determined according to road speed grade, the higher the road grade is, the higher the road speed is); the values of a and b are shown in table 2 and determined according to road grades; VBE is the estimated road original traffic flow.

S2: calculating the road travel time influence:

TD＝TTA-TO＝a*Ts*(((VD+VBE)/C)^b-(VBE/C)^b)；

the method comprises the following steps that TD is predicted road travel time variation, TTA is predicted travel time, TO is original travel time, and TO is obtained from road condition data; ts is standard travel time; ts is L/SF, L is road length.

S3: calculating the predicted speed of the road:

SD＝STA-SO＝L/TTA-L/TO＝L(TO+TD)-L/TO；

TABLE 1

Road speed grade	Free stream velocity (unit km/h)
		1	130
2	100
		3	90
4	70
		5	50
6	30
		7	11
8	8

TABLE 2

Parameter(s)	Highway with a light-emitting diode	Primary and secondary trunk road	Branches and the like
				a	0.50	1.24	1.95
b	3.58	2.89	2.38

The predicted speed of the link is calculated according to the following formula:

STA ═ SO + SD; wherein, STA is the predicted speed of the road, SO is the original speed of the road, and SD is the variation of the speed of the road.

In a specific implementation, as shown in fig. 2m, the interface shown in fig. 2m is different from the interface shown in fig. 2l in that the rightmost side of the interface shown in fig. 2m is provided with an information column for traffic impact prediction content, where the information column for traffic impact prediction content setting includes: traffic distribution content setting (corresponding to section J1 in fig. 2 m), traffic distribution algorithm setting (corresponding to section J2 in fig. 2 m), and displaying traffic distribution results (corresponding to section J3 in fig. 2 m). The traffic distribution content is set up to select an OD distribution content, which includes: the method comprises the steps that a land use related OD and a road related OD are used, and when a user only selects the land use related OD, traffic influence prediction is only carried out on planned land use planned by the user; when the user only selects the 'road-related OD', the traffic influence prediction is only carried out on the road land planned by the user; when the user selects the "land-related OD" and the "road-related OD" at the same time, the planned road is combined with the planned land to make a traffic impact prediction. The traffic prediction period includes: the traffic prediction period identification in the traffic impact prediction data table in the subsequent step (corresponding to step S610) may be determined according to the traffic prediction period selected by the user during the early peak period and the late peak period (corresponding to "late peak" in fig. 2 m). When the user selects the early peak time period, determining that the traffic prediction time period mark is the early peak mark; when the user selects the late peak hours, the traffic prediction hours are identified as late peak identifications. The traffic distribution algorithm setting may set a corresponding algorithm for calculating traffic influence prediction data, and specifically may include: setting a traffic distribution model, setting iteration times, setting a road resistance function and the like. The displayed traffic distribution result comprises: setting of display identification, setting of background flow (i.e. background flow) display proportion, setting of distribution flow (i.e. distribution traffic flow) display proportion, setting of upper flow (i.e. traffic flow) display limit, and setting of lower flow display limit.

When displaying the traffic influence prediction data, the information may be visualized, for example, by a visual label or a visual marker (marked with a different color) based on the data of the information in the traffic influence prediction data table for each road. In a specific implementation, referring to fig. 2n, fig. 2n shows a page display effect after performing a client visualization process on the road predicted speed. When the user selects the traffic influence prediction information as the predicted road speed (corresponding to the "speed after influence" in fig. 2 n) on the right-hand page, the predicted road speed (data indicated by an arrow) obtained by predicting the traffic influence of the road can be intuitively read from the map.

In the traffic influence evaluation method provided by the embodiment of the invention, the urban area planning parameters can be selected according to the evaluation preset information input by the user in the parameter preset interface, the traffic influence planning interface is displayed according to the urban area planning parameters, and the planning information edited by the user in the traffic influence planning interface is acquired; meanwhile, the urban planning image is divided into a plurality of grid plots with the same size, so that the planning information edited by the user image can be accurately analyzed; on the other hand, by editing attributes in an attribute setting interface of the traffic influence planning interface, relevant attribute parameters of urban area planning can be accurately set, and the accuracy of a traffic influence evaluation result is ensured; after the planning information is obtained, a journey sequence corresponding to the planning information is obtained from a preset database, and traffic influence evaluation data are generated according to the journey sequence; the system comprises a preset database, a plurality of travel sequences and a plurality of load-bearing devices, wherein the preset database comprises at least one travel sequence, and each travel sequence is generated according to load-bearing traffic data collected on at least one load-bearing sample; each run sequence at least comprises: travel identification, road identification and occurrence time; the heavy vehicle traffic data at least comprises: GPS data; therefore, the traffic influence evaluation data of the embodiment of the invention is realized based on the actual traffic big data, the actual heavy vehicle traffic data can be obtained according to the planning information, the urban planning is analyzed according to the actual heavy vehicle traffic data, the traffic influence evaluation data of the planning information is generated, and the reliability and the authenticity of the traffic influence evaluation data are ensured; and displaying the traffic influence evaluation data in a traffic influence evaluation interface to form a visual traffic influence evaluation result, so that a user can intuitively understand and perceive the traffic influence evaluation result. In conclusion, the embodiment of the invention can accurately analyze the planning information of the user by combining with the actual traffic big data, has flexible use and various editing modes, and can effectively assist the user to obtain the traffic influence evaluation information of the urban planning. In addition, the traffic influence evaluation method provided by the embodiment of the invention can be realized based on the browser terminal of the user, does not need the user to operate on fixed equipment, and has higher flexibility.

The present invention also provides a traffic influence evaluation device, as shown in fig. 9, including:

the information acquisition module 91 is configured to acquire the assessment time input by the user in the parameter preset interface and the planning information edited by the user in the traffic influence planning interface;

a parameter obtaining module 92, configured to obtain a traffic information parameter according to the planning information obtained by the information obtaining module at the review time obtained by the information obtaining module 91;

the processing module 93 is configured to generate traffic influence evaluation data according to the traffic information parameters acquired by the parameter acquisition module 92;

and the display module 94 is configured to display a traffic influence evaluation result in the traffic influence evaluation interface according to the traffic influence evaluation data acquired by the parameter acquisition module 93.

Optionally, the traffic impact planning interface comprises: a road planning interface; the planning information includes: shape information of at least one planned road and attribute information of at least one planned road; the traffic impact evaluation data includes: planning road traffic distribution prediction data;

the parameter obtaining module 92 is configured to:

determining at least one road within a first preset distance from the target planning road as a peripheral road; wherein the target planned road is any one of the at least one planned road; performing source tracing analysis on the peripheral road to obtain at least one route related to the peripheral road; determining a first grid block where a centroid point of a starting road of a target journey is located and a second grid block where a centroid point of an ending road of the target journey is located, and acquiring at least one directed journey traffic flow from the first grid block to the second grid block; the target stroke is any stroke in at least one stroke; counting the traffic flow of roads included in each directional journey;

the processing module 93 is specifically configured to:

taking the sum of the traffic flows of the target road in all the directional routes as the traffic flow of the target road; the target road is any one of roads included in the journey;

and taking the traffic flow of the target road as planning road traffic distribution prediction data.

Optionally, the traffic impact planning interface comprises: a land planning interface; the planning information includes: shape information of at least one piece of planning land and attribute information of at least one piece of planning land; the traffic impact evaluation data includes: planning land traffic distribution prediction data;

the parameter obtaining module 92 is configured to: determining at least one grid plot within a second preset distance from the target planning plot as a peripheral plot; the target planning land is any one of the at least one planning land;

the processing module 93 is specifically configured to: calculating the difference degree between the target planning land and each to-be-evaluated peripheral land according to the attribute information of the target planning land, and determining w reference lands according to the difference degree; wherein w is more than or equal to 1 and less than or equal to 5; the peripheral land to be evaluated is any one of at least one peripheral land; the attribute information of the target planning site includes: at least one right property of the target planning right and a right property index of each right property;

the parameter obtaining module 92 is further configured to: acquiring a first total traffic flow from any grid plot to a target reference plot in an urban area range and acquiring a second total traffic flow from the target reference plot to any grid plot in a preset time period; the target reference land is any one of reference lands;

the processing module 93 is further configured to: determining a related grid plot of a target planning land according to the first total traffic flow and the second total traffic flow; determining a departure distribution proportion of the target planning land according to the first total traffic flow of each grid land block in the related grid land blocks, and determining an arrival distribution proportion of the target planning land according to the second total traffic flow of each grid land block in the related grid land blocks; calculating a use population corresponding to the target planning land according to the attribute information of the target planning land, and acquiring the total trip amount of the target planning land according to the use population; and taking the product of the total trip amount and the departure distribution proportion and the product of the total trip amount and the arrival distribution proportion as the traffic distribution prediction data for the planning land.

Optionally, the processing module 93 is specifically configured to: the degree of difference is calculated using the following formula,

d is the difference degree between the target planning land and the to-be-evaluated peripheral land, m is a balance distance difference weight coefficient, n is a land use difference weight coefficient, and D is the linear distance between the centroid point of the to-be-evaluated peripheral land and the centroid point of the target planning land; k represents the property of the kth land, and rk is the property index difference of the kth land respectively; the land property index difference is the difference between the property index of the kth land of the target planning land and the property index of the kth land of the peripheral land to be evaluated; k is a natural number and k is not less than 1.

Optionally, the traffic impact planning interface comprises: a plot entrance and exit planning interface; the planning information further includes: gateway information of the planned land;

the traffic influence evaluation device further includes: a traffic impact prediction data processing module 95 for: newly building a traffic influence prediction data table corresponding to each road; the traffic impact prediction data table includes: a road ID, an early peak identification or a late peak identification, a road original traffic flow, a road distribution traffic flow, a road traffic flow variation, a road predicted traffic flow, a road original speed, a road predicted speed, a road speed variation, a road original saturation, a road predicted saturation, a road saturation variation; and calculating each data in the traffic influence prediction data table according to the planning information.

All relevant contents of the steps related to the above method embodiments may be referred to the functional description of the corresponding functional module, and the functions thereof are not described herein again.

In the case of an integrated module, the traffic impact evaluation device includes: the device comprises a storage unit, a processing unit and an interface unit. The processing unit is used for controlling and managing the operation of the traffic influence evaluation device, and for example, the processing unit is used for supporting the traffic influence evaluation device to execute each step in fig. 1, 4, 6 and 8. The interface unit is used for interaction between the traffic influence evaluation device and other devices; and the storage unit is used for storing the codes and the data of the traffic influence evaluation device.

For example, the processing unit is a processor, the storage unit is a memory, and the interface unit is a communication interface. The traffic influence evaluation device shown in fig. 10 includes a communication interface 1001, a processor 1002, a memory 1003, and a bus 1004, and the communication interface 1001 and the processor 1002 are connected to the memory 1003 via the bus 1004.

The processor 1002 may be a general-purpose Central Processing Unit (CPU), a microprocessor, an Application-Specific Integrated Circuit (ASIC), or one or more Integrated circuits configured to control the execution of programs in accordance with the teachings of the present disclosure.

The Memory 1003 may be a Read-Only Memory (ROM) or other type of static storage device that can store static information and instructions, a Random Access Memory (RAM) or other type of dynamic storage device that can store information and instructions, an Electrically Erasable Programmable Read-Only Memory (EEPROM), a Compact Disc Read-Only Memory (CD-ROM) or other optical Disc storage, optical Disc storage (including Compact Disc, laser Disc, optical Disc, digital versatile Disc, blu-ray Disc, etc.), magnetic disk storage media or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer, but is not limited to these. The memory may be self-contained and coupled to the processor via a bus. The memory may also be integral to the processor.

The memory 1003 is used for storing application program codes for executing the scheme of the application, and the processor 1002 controls the execution. The communication interface 1001 is used to support the interaction of the traffic impact evaluation device with other devices. The processor 1002 is configured to execute application program code stored in the memory 1003, thereby implementing the methods in the embodiments of the present invention.

The steps of a method or algorithm described in connection with the disclosure herein may be embodied in hardware or in software instructions executed by a processor. Embodiments of the present invention also provide a storage medium, which may include a memory for storing computer software instructions for a traffic impact evaluation device, including program code designed to perform a traffic impact evaluation method. Specifically, the software instructions may be composed of corresponding software modules, and the software modules may be stored in a Random Access Memory (RAM), a flash Memory, a Read Only Memory (ROM), an Erasable Programmable Read Only Memory (EPROM), an Electrically Erasable Programmable Read Only Memory (EEPROM), a register, a hard disk, a removable hard disk, a compact disc Read Only Memory (CD-ROM), or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. Of course, the storage medium may also be integral to the processor.

The embodiment of the invention also provides a computer program which can be directly loaded into the memory and contains software codes, and the computer program can realize the traffic influence evaluation method after being loaded and executed by the computer.

Those skilled in the art will recognize that, in one or more of the examples described above, the functions described in this invention may be implemented in hardware, software, firmware, or any combination thereof. When implemented in software, the functions may be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media may be any available media that can be accessed by a general purpose or special purpose computer.

The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A traffic influence evaluation method is characterized by comprising the following steps:

displaying a traffic influence evaluation result in a traffic influence evaluation interface according to the traffic influence evaluation data;

the traffic impact planning interface includes: a land planning interface; the planning information includes: shape information of at least one piece of planning land and attribute information of at least one piece of planning land; the traffic impact evaluation data includes: planning land traffic distribution prediction data;

then, at the transaction and evaluation time, obtaining traffic information parameters according to the planning information, including:

determining at least one grid plot within a second preset distance from the target planning plot as a peripheral plot; wherein the target planning land is any one of at least one planning land;

the generating of traffic impact evaluation data according to the traffic information parameters includes:

calculating the difference degree between the target planning land and each to-be-evaluated peripheral land according to the attribute information of the target planning land, and determining w reference lands according to the difference degree; wherein w is more than or equal to 1 and less than or equal to 5; the peripheral land to be evaluated is any one of the at least one peripheral land; the attribute information of the target planning site includes: at least one right property of the target planning right and a right property index of each right property;

then, the obtaining the traffic information parameters according to the planning information at the transaction and evaluation time further includes:

acquiring a first total traffic flow from any grid plot to a target reference plot within an urban area range and acquiring a second total traffic flow from the target reference plot to any grid plot within a preset time period; the target reference land is any one of the reference lands;

generating traffic influence evaluation data according to the traffic information parameters, further comprising:

determining a related grid plot of the target planning land according to the first total traffic flow and the second total traffic flow;

determining a departure distribution proportion of the target planning land according to the first total traffic flow of each grid land block in the related grid land blocks, and determining an arrival distribution proportion of the target planning land according to the second total traffic flow of each grid land block in the related grid land blocks;

calculating a use population corresponding to the target planning land according to the attribute information of the target planning land, and acquiring the total trip amount of the target planning land according to the use population;

and taking the product of the total trip amount and the departure distribution proportion and the product of the total trip amount and the arrival distribution proportion as the planning land traffic distribution prediction data.

2. The traffic impact evaluation method of claim 1, wherein the traffic impact planning interface comprises: a road planning interface; the planning information includes: shape information of at least one planned road and attribute information of at least one planned road; the traffic impact evaluation data includes: planning road traffic distribution prediction data;

and at the transaction and evaluation time, acquiring traffic information parameters according to the planning information, wherein the traffic information parameters comprise:

determining at least one road within a first preset distance from the target planning road as a peripheral road; wherein the target planned road is any one of at least one planned road; performing source tracing analysis on the peripheral road to obtain at least one travel related to the peripheral road; determining a first grid plot where a centroid point of a starting road of a target trip is located and a second grid plot where a centroid point of an ending road of the target trip is located, and acquiring traffic flow of at least one directed trip from the first grid plot to the second grid plot; the target stroke is any stroke in the at least one stroke; counting the traffic flow of roads included in each directional journey;

and taking the traffic flow of the target road as the planning road traffic distribution prediction data.

3. The traffic influence evaluation method according to claim 1, wherein the calculating the degree of difference between the target planned land and the to-be-evaluated peripheral land according to the attribute information of the target planned land specifically comprises: the degree of difference is calculated using the following formula,

wherein D is the difference degree between the target planning land and the to-be-evaluated peripheral land, m is a balance distance difference weight coefficient, n is a land use difference weight coefficient, and D is the linear distance between the centroid point of the to-be-evaluated peripheral land and the centroid point of the target planning land; k represents the property of the kth land, and rk is the property index difference of the kth land respectively; the land property index difference is the difference between the property index of the kth land of the target planning land and the property index of the kth land of the peripheral land to be evaluated; k is a natural number and is more than or equal to 1.

4. The traffic impact evaluation method of claim 1, wherein the traffic impact planning interface comprises: a plot entrance and exit planning interface; the planning information further includes: the gateway information of the planned land; the traffic impact assessment data further comprises: traffic impact prediction data;

the method further comprises the following steps:

newly building a traffic influence prediction data table corresponding to each road; the traffic impact prediction data table includes: a road ID, an early peak identification or a late peak identification, a road original traffic flow, a road distribution traffic flow, a road traffic flow variation, a road predicted traffic flow, a road original speed, a road predicted speed, a road speed variation, a road original saturation, a road predicted saturation, a road saturation variation;

and calculating each data in the traffic influence prediction data table according to the planning information.

5. A traffic influence evaluation device characterized by comprising:

the display module is used for displaying a traffic influence evaluation result in a traffic influence evaluation interface according to the traffic influence evaluation data acquired by the parameter acquisition module;

the parameter obtaining module is configured to: determining at least one grid plot within a second preset distance from the target planning plot as a peripheral plot; wherein the target planning land is any one of at least one planning land;

the processing module is specifically configured to: calculating the difference degree between the target planning land and each to-be-evaluated peripheral land according to the attribute information of the target planning land, and determining w reference lands according to the difference degree; wherein w is more than or equal to 1 and less than or equal to 5; the peripheral land to be evaluated is any one of the at least one peripheral land; the attribute information of the target planning site includes: at least one right property of the target planning right and a right property index of each right property;

the parameter obtaining module is further configured to: acquiring a first total traffic flow from any grid plot to a target reference plot within an urban area range and acquiring a second total traffic flow from the target reference plot to any grid plot within a preset time period; the target reference land is any one of the reference lands;

the processing module is further configured to: determining a related grid plot of the target planning land according to the first total traffic flow and the second total traffic flow; determining a departure distribution proportion of the target planning land according to the first total traffic flow of each grid land block in the related grid land blocks, and determining an arrival distribution proportion of the target planning land according to the second total traffic flow of each grid land block in the related grid land blocks; calculating a use population corresponding to the target planning land according to the attribute information of the target planning land, and acquiring the total trip amount of the target planning land according to the use population; and taking the product of the total trip amount and the departure distribution proportion and the product of the total trip amount and the arrival distribution proportion as the planning land traffic distribution prediction data.

6. The traffic impact evaluation device of claim 5, wherein the traffic impact planning interface comprises: a road planning interface; the planning information includes: shape information of at least one planned road and attribute information of at least one planned road; the traffic impact evaluation data includes: planning road traffic distribution prediction data;

the parameter obtaining module is configured to:

the processing module is specifically configured to:

7. The traffic impact evaluation device of claim 5, wherein the processing module is specifically configured to: the degree of difference is calculated using the following formula,

8. The traffic impact evaluation device of claim 5, wherein the traffic impact planning interface comprises: a plot entrance and exit planning interface; the planning information further includes: the gateway information of the planned land;

the device further comprises: a traffic impact prediction data processing module to:

9. A traffic influence evaluation device characterized by comprising: one or more processors; the processor is adapted to execute a computer program code in a memory, the computer program code comprising instructions to cause a traffic impact evaluation device to perform the traffic impact evaluation method according to any of claims 1-4.

10. A storage medium characterized by storing instruction codes for executing the traffic influence evaluation method according to any one of claims 1 to 4.