CN110378573A - A kind of Urban Rail Transit supply and demand Evaluation on distribution method - Google Patents
A kind of Urban Rail Transit supply and demand Evaluation on distribution method Download PDFInfo
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Abstract
The present invention provides a kind of Urban Rail Transit supply and demand Evaluation on distribution method, is related to field of urban rail.Comprising: construct Urban Rail Transit model；It wherein, include train interval load factor in Urban Rail Transit model；Based on load factor, the Node evaluation index of region division is obtained；Wherein, evaluation index includes the fully loaded degree of node, the fully loaded betweenness of node and node integrated value；Based on evaluation index, region division is carried out to Urban Rail Transit using localized mode lumpiness algorithm；Grade classification is carried out to the load factor, to obtain the load factor density equalization index under different brackets；Based on load factor density equalization index, using the harmony of coefficient of variation method of weighting evaluation Urban Rail Transit supply and demand distribution.The present invention definitely reflects the case where road network supply and demand distribution from all angles, and the performance of Urban Rail Transit imbalance between supply and demand can be observed by analyzing, finds out the reason of supply and demand is unevenly distributed weighing apparatus.
Description
Technical field
The present invention relates to field of urban rail, are distributed in particular to a kind of Urban Rail Transit supply and demand
Evaluation method.
Background technique
Under the fast development of Chinese Urbanization, vehicle guaranteeding organic quantity leaping growth, head-on bring is environmental pollution,
The consumption of resource and serious traffic jam issue.Urban track traffic (hereinafter referred to as urban rail) is big with bearing capacity, environmentally friendly, fast
It is prompt, advantages become the inevitable choice for alleviating traffic congestion, improving environment, meeting multiple social development on schedule etc., gradually become
The preferred traffic tool of people's trip.Take subway passenger flow ratio ramp, when road network construction route transportation capability not
The contradiction that supply falls short of demand will be generated when can satisfy a large amount of trip requirements.The prior art be all urban rail Trip distribution not
Harmony, and few people remove the relationship between analysis carrying ore structure and trip requirements, Yi Ji from the angle of a network
The homogeneity question being distributed in the whole network.So the harmonious problem that road network goes analysis supply and demand to be distributed in whole network is made a general survey of, observation
Unbalanced performance, analysis is the reason is that vital in all directions.
Summary of the invention
In view of this, the embodiment of the present invention is designed to provide a kind of Urban Rail Transit supply and demand Evaluation on distribution side
Method, to analyze the relationship between the carrying ore structure of Urban Rail Transit and trip requirements.
Present pre-ferred embodiments provide a kind of Urban Rail Transit supply and demand Evaluation on distribution method, comprising:
Construct Urban Rail Transit model；Wherein, the Urban Rail Transit model includes that train interval is full
Load rate, the load factor are the ratio of the train interval specified passenger traffic volume and practical passenger capacity；
Based on the load factor, the Node evaluation index of region division is obtained；Wherein, the evaluation index includes that node is full
Load degree, node are fully loaded with betweenness and node integrated value；
Based on the evaluation index, region division is carried out to Urban Rail Transit using localized mode lumpiness algorithm；
Grade classification is carried out to the load factor, to obtain the load factor density equalization index under different brackets；
Based on the load factor density equalization index, Urban Rail Transit supply and demand is evaluated using the coefficient of variation method of weighting
The harmony of distribution.
A kind of Urban Rail Transit supply and demand Evaluation on distribution method provided by the invention, in conjunction with Urban Rail Transit
Characteristic construct a dynamic weighting directed networks model, dynami c block division Node evaluation index is established, through part
Network zoning is used to calculate load factor density under different brackets by modularity, with standard deviation to each area of road network under statistical time range
One equilibrium value of each grade is known as load factor density equalization index in domain.It is finally each with coefficient of variation method of weighting overall merit
One integrated value of grade weight shared by road network and each period definitely reflects the feelings of road network supply and demand distribution from all angles
Condition can observe the performance of Urban Rail Transit imbalance between supply and demand by analyzing, find out the reason of supply and demand is unevenly distributed weighing apparatus, needle
The measure to alleviate the problems is proposed to problem, the formulation for the plan of subsequent passenger transportation management provides theoretical foundation.
Detailed description of the invention
In order to illustrate the technical solution of the embodiments of the present invention more clearly, below will be to needed in the embodiment attached
Figure is briefly described, it should be understood that the following drawings illustrates only certain embodiments of the present invention, therefore is not construed as pair
The restriction of range for those of ordinary skill in the art without creative efforts, can also be according to this
A little attached drawings obtain other relevant attached drawings.
Fig. 1 is a kind of flow chart of Urban Rail Transit supply and demand Evaluation on distribution method provided by the invention.
Fig. 2 is the step provided by the invention for carrying out region division to Urban Rail Transit using localized mode lumpiness algorithm
Rapid flow chart；
Fig. 3 is the Beijing city rail traffic road network topology figure that the embodiment of the present invention 1 provides；
Fig. 4 is that 8 points to 9 Beijing cities of the morning peak rail traffic Network zoning result that the embodiment of the present invention 1 provides is shown
It is intended to；
Fig. 5 is morning peak 8 points to 9 Beijing city rail traffic road network different zones, four that the embodiment of the present invention 1 provides
The load factor density profile of a grade；
Fig. 6 is four grade load factor density equalization index all the period of time that the embodiment of the present invention 1 provides to be distributed line chart；
Fig. 7 is that the fully loaded balanced integrated value that the embodiment of the present invention 1 provides is distributed line chart under road network all the period of time.
Specific embodiment
Below in conjunction with attached drawing in the embodiment of the present invention, technical solution in the embodiment of the present invention carries out clear, complete
Ground description, it is clear that described embodiments are only a part of the embodiments of the present invention, instead of all the embodiments.Usually exist
The component of the embodiment of the present invention described and illustrated in attached drawing can be arranged and be designed with a variety of different configurations herein.Cause
This, is not intended to limit claimed invention to the detailed description of the embodiment of the present invention provided in the accompanying drawings below
Range, but it is merely representative of selected embodiment of the invention.Based on the embodiment of the present invention, those skilled in the art are not doing
Every other embodiment obtained under the premise of creative work out, shall fall within the protection scope of the present invention.
It should also be noted that similar label and letter indicate similar terms in following attached drawing, therefore, once a certain Xiang Yi
It is defined in a attached drawing, does not then need that it is further defined and explained in subsequent attached drawing.Meanwhile of the invention
In description, term " first ", " second " etc. are only used for distinguishing description, are not understood to indicate or imply relative importance.
Referring to FIG. 1, the present invention provides a kind of Urban Rail Transit supply and demand Evaluation on distribution method, include at least with
Lower step:
S101 constructs Urban Rail Transit model；Wherein, the Urban Rail Transit model includes train area
Between load factor, the load factor is the ratio of the train interval specified passenger traffic volume and practical passenger capacity.
Specifically, in the present embodiment, Urban Rail Transit model is constructed using Space-L method, and website is made
For node, the route that can be connected directly between two websites analyzes Urban Rail Transit as side (hereinafter referred to as: road
Net).Therefore, the present invention is abstracted as the theoretical basis of road network graph theory and is moved by what many a nodes, directed edge and weight formed
State weights directed networks model.
Specifically, the Urban Rail Transit model are as follows:
G=(V, E, W) (1)
Wherein, V indicates the set of each all websites of city rail road network, V={ vi, i=1,2 ... N, viIndicate road
I-th of website in net, the website are node；N is the quantity of all websites in road network；E indicates the set of oriented neck edge fit, E
={ eij, i, j=1,2 ... N, i ≠ j, eijIt is expressed as the ordered pair e that two adjacent nodes are constituted in road networkij=< vi, vj>, such as
Fruit node viWith vjIt is connected, then eij=1；Otherwise, eij=0；W indicates the set of side right weight,W is expressed as train interval section eijTransport supply/demand, i.e., unidirectionally pass through eijColumn
Vehicle section load factor.
Specifically, in the present embodiment, train interval load factor can concentrated expression city rail (hereinafter referred to as: urban rail) fortune
For power using level, urban rail transport capacity is measured for giving the equilibrium condition between trip requirements in side.Train interval load factor is
The ratio of the train interval specified passenger traffic volume and practical passenger capacity.In addition to this, same train interval, different periods, train
The difference of practical passenger capacity, load factor is different, and weight is also different.This is determined by the significant direction characteristic of urban rail, same
In same train interval under period, the practical passenger capacity of uplink and downlink train is different, and load factor is different, and weight is also different,
I.e.So when in adjacent two website section, nobody rides, even if this two website has connection and without effect
's.Because in road network connect side weight with different time difference section uplink and downlink practical passenger capacity variation and therewith
It changes, therefore what the present invention established is a dynamic weighting directed networks model.
S102 is based on the load factor, obtains the Node evaluation index of region division；Wherein, the evaluation index includes
The fully loaded degree of node, node are fully loaded with betweenness and node integrated value.
Node degree is one of statistical nature of complex network, it is expressed as the number on the side being connected with the node.In net
The angle value of network interior joint is bigger, illustrates that the number on the side that can be connected to this node and other nodes is more, reflects this section
The importance of point in a network is bigger.Because establish is a dynamic weighting directed networks model to the present invention, therefore will be static special
Sign is changed into behavioral characteristics, adds and connects with node using load factor as the side of weight on the basis of node degree, therefore derives one
A new concept: the fully loaded degree of node measures node importance in a network for more multi-angle.
Specifically, in the present embodiment, the fully loaded degree of node is defined as and node viThe sum of the weight being connected on edge fit, that is, arrange
The sum of vehicle uplink and downlink load factor.Its Measure Indexes that can be used as road network partial structurtes functional attributes, illustrates node viIn road network
Middle place section load factor size, its value is bigger, reflects supply and demand in regional train that this node is connected with other nodes
Contradiction it is also bigger, this node road network transport in crucial hinge.
Using following equation (2), the fully loaded degree of node is obtained:
Wherein, cdIt (i) is node viFully loaded degree, F be and node viThe set of connected all nodes.
Node betweenness is also one of Statistic Characteristic of Complex Network, it is expressed as in network in all shortest paths by the section
The number in the path of point accounts for the ratio of shortest path sum.It reflects the node in the role and influence power of whole network, node
Betweenness is bigger, just holds the balance in network.Similarly, it also needs static node evaluation index being changed into dynamic assessment index,
Joined the weight with load factor side based on node betweenness, derive a new index concept --- node is fully loaded to be situated between
Number.
Specifically, in embodiment, node is fully loaded with betweenness and is defined as by node viAll shortest paths on load factor
The sum of between all nodes of road network on shortest path the sum of load factor ratio.Its measurement that can be used as road network GF global functions attribute
Index, it is heavier that the bigger reflection node of its value transports status in road network.It should be noted that section in different times, by
Constantly changing in the actual passenger capacity of train, the load factor in section is also different, so the fully loaded degree of node and fully loaded Jie of node
Number can be changed with time fluctuation, and importance can also change therewith in road network transport.
Using formula (3), obtains node and is fully loaded with betweenness:
Wherein, cj(i) betweenness is fully loaded with for node；∑S, t ∈ V, s ≠ tCbstFor node vsTo vtLoad factor on shortest path it
With the uplink and downlink including train；∑S, t ∈ V, s ≠ tCbst-iTo pass through node viAll shortest paths on the sum of load factor,
Uplink and downlink including train.
Node integrated value is fully loaded with betweenness by the fully loaded degree of node and node and forms, for the start node that chosen area divides,
It is the judgment criteria for dividing prime area.
Since the fully loaded degree of node is different with the fully loaded dimension of betweenness of node, the present invention first uses " min-max standardization "
The fully loaded degree of the node and the node are fully loaded with betweenness and carry out dimensional normalization processing by method, can be obtained:
Wherein,For the fully loaded degree c of the noded(i) by dimensional normalization treated numerical value；For the section
The fully loaded betweenness c of pointb(i) by dimensional normalization treated numerical value；mincd(i)、maxcdIt (i) is respectively that the node is fully loaded
The minimum value and maximum value of degree；mincb(i)、maxcb(i) be respectively the node be fully loaded with betweenness minimum value and maximum value.
The fully loaded degree of the above-mentioned node and the node are then fully loaded with betweenness by dimensional normalization treated number
Value is substituted into formula (7), can be obtained:
Wherein, M (i) is the node integrated value.
In the present embodiment, the fully loaded degree of node represents the load factor size that the node communicates section with other nodes, node
The imbalance between supply and demand in road network transport of fully loaded degree more gross appearance node is bigger, is more promoted in the different degree of road network.Node is fully loaded to be situated between
Number represents that node frequency of occurrences in shortest path is higher, and contacting between other nodes is closer, between other nodes
Transport imbalance between supply and demand is more prominent, then status of the node in road network transport is more important.It follows that the fully loaded degree of node and node are full
It carries the two parameters of betweenness and is in status of equal importance in road network, therefore the node for utilizing formula (7) weighting conversion to obtain is comprehensive
Important degree of integration of the conjunction value more representative of the node.
S103 is based on the evaluation index, carries out region to Urban Rail Transit using localized mode lumpiness algorithm and draws
Point.
Specifically, in the present embodiment, a fixed road network, the section between its each website and website are all fixed
, but region is variation, the result that the division in the different region of road network will lead to road network supply and demand balance of distribution is different.By
This, in order to which more rationally, objectively and comprehensively evaluation road network supply and demand balance of distribution, the present invention propose that one kind is easy to operate efficiently
Region partitioning method be conducive to subsequent evaluation road network supply and demand balance of distribution.
Specifically, referring to FIG. 2, the evaluation index is based on, using localized mode lumpiness algorithm to urban track traffic road
Netting the step of carrying out region division includes:
S1, the fully loaded degree of node, the node for calculating each node are fully loaded with betweenness and node integrated value, and each institute are arranged
Stating node region number is 0, and the information of each website is saved a dynamic table, such as shown in table 1.
1 road network site information dynamic table of table
S2 is chosen start node and is numbered the node region for m based on the node integrated value of each node.
Specifically, after the evaluation index of each node in road network being listed according to the form of table 1, according to node integrated value
It carries out to all node descending sorts, so that all nodes form a queue, selects node integrated value most from queue every time
Node that is big and being simultaneously 0 using its zone number is as the start node of new region.By start node voZone number is set as m,
Illustrate that this node belongs to region m, by the localized mode lumpiness Q of region mmIt is set as 0；When the zone number of all nodes is not 0
, then the division of whole region is completed.
S3 is based on the start node, establishes both candidate nodes set；Wherein, the both candidate nodes set include with it is described
Start node has all nodes for the edge fit that is connected.
S4 judges the maximum localized mode lumpiness Q of each node in the both candidate nodes setimaxWhether it is greater than described
The localized mode lumpiness Q of start nodem；If more than by QimaxCorresponding node is included into region m and updates Qm, execute step S5；If
It is less than, then jumps and execute step 6；
Wherein, the calculation expression of the localized mode lumpiness of non-initial node is as follows:
Wherein, LinIt is expressed as the number of connected edge fit between the internal node of region；LoutIt is expressed as region internal node and area
The number of the connected edge fit of domain external node；Q is expressed as localized mode lumpiness.
Specifically, in this step, each node v in both candidate nodes seti, it is assumed that successively by node viIt is included into region m
In, each node v is calculated with formula (8)iThe localized mode lumpiness Q in the region after the m of region is addedi；By calculating, maximum is obtained
Localized mode lumpiness QiValue, if the Q of maximum valueimax> Qm, then by this maximum value QimaxCorresponding node viReally it is included into region m
In, update QmValue and update this node viZone number be m；If the Q of maximum valuei< Qm, then S6 is executed.
S5 repeats step S3 and step S4.
S6, forming region m.
S7 repeats step S2~S6, until completing the division in all regions.
S104 carries out grade classification to the load factor, to obtain the load factor density equalization index under different brackets.
In this embodiment, the ratio of train load factor, that is, practical passenger capacity of train and the specified personnel's amount of train, it is reflected
Urban rail road network transport capacity also illustrates that taking city rail hands over train load factor for giving the relationship between people's trip requirements
The logical degree of crowding.Load factor is carried out grade classification by the present invention, proposes load factor on the basis of road network ready-portioned region
The concept of density sees that carrying ore structure and demand by bus in the distribution situation of the whole network, and use standard by the calculating of load factor density
Difference measures the harmony of load factor Density Distribution.
Preferably, it is of the invention it is preferable in real time in, after carrying out grade classification to the load factor, the load factor includes
Following four grade:
The load factor is more than or equal to 0 and when less than 80%, is divided into the first estate；
The load factor is more than or equal to 80% and when less than 100%, is divided into the second grade；
The load factor is more than or equal to 100% and when less than 120%, is divided into the tertiary gradient；
When the load factor is greater than 120%, it is divided into the fourth estate.
Specifically, the load factor grade is as shown in table 2:
2 train load factor grade classification of table
It is the first estate when section load factor is between more than or equal to 0 less than 80% between two websites, indicates normal and relax
Suitable state, passenger can freely walk about in compartment, and cabin space is bigger, be not in problem.When load factor is greater than
It is the second grade when equal to 80% less than 100%, indicates somewhat crowded state, the sign of large passenger flow, passenger is in vehicle
Movement is had any problem in compartment, and cabin space is smaller, there is the risk of some visitor's wound.When load factor is more than or equal to 100% less than 120%
It has been the tertiary gradient, expression has reached crowded state, and the sign of local large passenger flow, passenger is mobile in compartment to be stranded very much
Difficulty has biggish visitor's cold danger.It is the fourth estate when load factor is greater than 120%, indicates that passenger is seriously crowded in compartment
Degree and platform on have the phenomenon that a large amount of passengers are detained, there is visitor's wound, station huge crowds of people people in a possibility that having more than 90%
Sea.
Pass through the division to load factor grade, there is shown which type of state different brackets has, for accurate evaluation road
Net supply and demand distribution problem, the invention also provides the concept of load factor density, expression formula is as follows:
Wherein, Dlk(Δ t) is the load factor density of the l grade in Δ t period region k, and k=1,2 ... H, H are the time
Road network divides the sum in region, l=1,2,3,4 four grade load factors under section Δ t；Rl(Δ t) is region k under the Δ t period
Interior grade is the load factor section number of l；(Δ t) is load factor section number all in the k of region under the Δ t period to R
Specifically, in the present embodiment, different grades of load factor density represents road network carrying ore structure and trip requirements not
Same relationship, higher grade illustrates that the phenomenon that road network imbalance between supply and demand is fiercer, and supply falls short of demand is more prominent.By different grades of full
The calculating of load rate density can the case where road network supply and demand is distributed more from going with multi-angle, must analyze and research the whole network for system
Supply and demand balance of distribution is laid the groundwork.
After road network dynamic is carried out region division, in different times under section, load factor side right weight values are different, obtain
Network zoning result is different, and the number of regions marked off is also changing.There is the division of 4 grades to load factor, in subregion
On the basis of define load factor density, it can thus be appreciated that load factor density be also it is dynamic, in each zonule there are four meetings
The load factor density value of grade, and entire road network marks off multiple regions in a period, needs a value and can integrate and melts
The load factor density value of multiple regions under 4 grades of entire road network is closed, so the present invention defines load factor density equalization index
System-computed load factor class density, expression formula are as follows:
Wherein, Ul(the load factor density equalization index that Δ t) is l grades of road network under the Δ t period, l=1,2,3,4；Dlk
(Δ t) is l grades in region k under the Δ t period of load factor density, and k=1,2 ... H, H are that road network divides under the Δ t period
Region sum；For the average value of l grades of load factor density under the Δ t period, i.e.,
By calculating, the road network of each period can obtain the load factor density equalization index of four grades, here with mark
Quasi- difference formula is given at each grade load factor density equalization value of whole network under the Δ t period, is equivalent to road network all areas
The densification numerical value for being classified as a system of grade load factor, each grade load factor Density Distribution is uniform in concentrated expression road network
Property, weighing apparatus property, which is unevenly distributed, for subsequent use objective weight method overall merit urban rail road network supply and demand carries out preliminary preparation.Mark
Quasi- difference is smaller, indicates that the load factor density data of this grade is more concentrated under the whole network, more stable.
S105 is based on the load factor density equalization index, evaluates urban track traffic road using the coefficient of variation method of weighting
The harmony of net supply and demand distribution.
It is preferably based on load factor and load factor density equalization index, it is each described using the evaluation of the coefficient of variation method of weighting
Balanced step of region supply and demand distribution are as follows:
Calculate the standard deviation S of the load factor density equalization indexlAnd averageIt can obtain:
Wherein, SlFor the standard deviation of l grade load factor density equalization index under road network all the period of time, l=1,2,3,4；Ul
(Δ t) is the load factor density equalization index of road network l grade under the Δ t period, and Δ t is altogether from 5:00-6:00 to 23:00-
This 19 periods of 24:00；For the average of l grade load factor density equalization index under road network all the period of time；
The coefficient of variation for calculating the load factor density equalization index, can obtain:
The weight for calculating the load factor density equalization index, can obtain:
Overall merit is carried out to the load factor density equalization index
Wherein, (Δ t) is the overall merit that fully loaded balanced integrated value, that is, grade of each period four is fully loaded with equalization index to P；
Ul(Δ t) is the load factor density equalization index of road network l grade under the Δ t period；WlFor each grade load factor density equalization index
Shared weight, by evaluating each region day part P, (variation of Δ t) value, variation are more obvious, and Urban Rail Transit is each
The harmony of a region supply and demand distribution is lower.
By overall merit it can be seen that the comprehensive condition of entire four grades of road network of each period, observes integrated value every
The performance of a period, so that clearly understanding the supply and demand of urban rail road network is distributed in the whole network whether unbalanced, unbalanced table
The reason of existing and generation lack of uniformity.
Embodiment 1
The present embodiment utilizes a kind of urban track traffic road provided by the invention by taking Beijing city rail traffic road network as an example
Net supply and demand Evaluation on distribution method carries out supply and demand Evaluation on distribution to Beijing city rail traffic road network.
(1) the present embodiment selects a certain working day from the morning 5:00-6:00 in Beijing Metro in October, 2015 at night 23:
It is for statistical analysis to road network dynamic area that 00-24:00 has 19 periods altogether.Firstly, the present embodiment utilizes formula (1)~(7),
Obtain the evaluation index of each period: the fully loaded degree of node, node are fully loaded with betweenness, node integrated value.Because of period different data
As a result also different, the result of morning peak period 8:00-9:00 is shown for representative analysis with regard to this, table intercepts partial content and shows.
The fully loaded degree of 3 8:00-9:00 period node of table sorts from large to small (selected parts)
Table 3 is the interception of preceding ten nodes in 8:00-9:00 period site information table, by the fully loaded degree descending of node
Arrangement, it can be seen that fully loaded degree ten station before, ranking of node is all important transfer the period in the morning 8:00-9:00
It stands, as the fully loaded degree building highest station Hu Jia of node, it is the transfer stop of No. 10 subway/light rail line and No. 6 lines, and it is bustling to be located at Beijing
Central business district.No. 10 subway/light rail line and No. 6 lines are all the routes for having higher passenger flow risk class, illustrate that the volume of the flow of passengers is big, together
When the building Hu Jia in Pekinese Chaoyang District, be the highest region of Beijing permanent resident population density, so the building Hu Jia transfer passenger flow Zhan is always objective
65% or more of stream also illustrates that different degree of the fully loaded degree of node greatly in road network is also big.
4 8:00-9:00 period node of table is fully loaded with the descending sequence (selected parts) of betweenness
Table 4 is obtained by the arrangement for expiring betweenness descending to node, and same node is fully loaded with the bigger website of betweenness, no
Only and the important pivot point of Beijing Urban Rail Transit road network, and the key effect of other different routes of connection is played in a network.Row
The highest Wangjing west of name is the junction station of No. 13 lines and No. 15 lines, and No. 15 lines are also one of quick-fried table route of Beijing degree of crowding, is hoped
Jingxi district is a major station of No. 15 lines.In addition, Wangjing west is in and the area of business prosperity and industry prosperity, neighbouring cloth are fallen greatly
Type well-known citywide commercial street lane and Technology Park, commercial center.And table interior joint is fully loaded with the lesser node for coming tail of betweenness
The substantially fully loaded degree of node is also small, is all not have connection relationship with All other routes as the initiating station of some routes.Thus may be used
, effect of the bigger node of the fully loaded betweenness of node played in road network is more, and influence power is also higher.
The descending sequence (morning peak selected parts) of 5 8:00-9:00 period node integrated value of table
Table 5 is obtained by the arrangement for expiring integrated value descending to node, and node corresponding to big it of node integrated value is full
Load degree and node be fully loaded with these also big and in the top stations of betweenness be all in Beijing Metro road network in central area and
Large-scale junction of park and shift point, these stations are all appeared on the list of successful candidates in the most crowded station ranking of Beijing Metro.Illustrate comprehensive to node
It is effective that the different degree of evaluation node in a network is gone in the calculating of conjunction value.Therefore, by the calculating of node integrated value, node
Biggish node is rationally thoughtful as the start node of road network region division in integrated value.
(2) secondly, the present embodiment uses localized mode lumpiness algorithm, to the Beijing city rail traffic road of morning peak period
Net carries out region division, as a result as shown in Figure 4.The topological diagram of 3 Beijing Urban Rail Transit of comparative diagram, it can be seen that each node from Fig. 4
The case where belonging to different regions, more intuitively capable of comprehensively going evaluation different time sections road network supply and demand distribution in this way, find out confession
Contradictory performance is needed, suits the remedy to the case and takes measures to alleviate predicament.
(3) then, the present embodiment is based on region division, and the present invention also utilizes formula (9) to calculate morning peak period difference etc.
Grade load factor density is divided between road network carrying ore structure and trip requirements in the distribution situation of entire Beijing Urban Rail Transit road network to analyze
The uniformity of cloth, result are as shown in Figure 5.
From Fig. 3~5 as can be seen that 7,13,25,27 the first estate load factor density of morning peak period region is 1, illustrate this
All section load factors are all the first estate 0 to 80% in four regions, are in comfortable state, carrying ore structure and trip requirements
Between be balance.It is more than load factor 100% that, which there is partial sector in region 2,3,4,8,12,14,16,20,24 etc., has reached and has gathered around
Crowded state.
(4) then, the present embodiment calculates the fully loaded of lower four grades of entire road network each period using formula (10)
Rate density equalization index, these indexes have merged the load factor density of multiple regions under road network different periods, are that concentrated expression is every
The case where a grade load factor density, result indicate as shown in the line chart of Fig. 6 with line chart, can be clearly
Compare the variation of different periods road network.
It will be appreciated from fig. 6 that load factor density occurs being widely varied in " dual hump " form, one is 6:00-9:00, one
It is 17:00-19:00, the time of this namely Beijing Metro morning peak and evening peak.The bigger explanation of load factor equalization index is at this
Numerical value change fluctuation in the whole network each region is larger under a period, finds out that the amplitude of morning peak is greater than evening peak and belongs to the from figure
The fluctuation of one grade is maximum.Meanwhile during fourth estate fluctuation is only present in morning peak, evening peak is not appeared in, side is anti-
It is more serious than evening peak much to mirror the unbalanced situation of morning peak road network supply and demand, it is high also to illustrate that the morning peak degree of crowding is higher than evening
Peak.
(5) load factor that the present embodiment obtains four grades of road network under each period with formula (9) and formula (10) again is close
Equalization index is spent, the load factor density equalization under 19 periods of four grades is calculated finally by formula (11)~formula (15) and refers to
Several standard deviations and average, takes the coefficient of variation method of weighting to calculate the comprehensive weight of each grade, as a result as shown in the table:
The result of 6 coefficient of variation method of weighting of table
By table 6 it is known that third, fourth estate load factor density equalization index comprehensive weight are than the first, second grade
Want high, illustrate this four grades in the distribution of system-wide net, the tertiary gradient and fourth estate accounting are relatively high, in entire the whole network
In distribution importance it is also bigger with respect to for other two grades.It changes from the point of view of an angle, also illustrates Beijing Urban Rail Transit road network
Supply and demand distribution is very unbalanced.The tertiary gradient is that load factor is more than 100% less than 120%, and fourth estate load factor is more
It is more than 120%, the two grades transport capacity that significance level highest also illustrates that subway train can be provided in road network is big
The big demand that can not meet resident trip and ride, full so as to cause compartment, platform passenger flow is detained, and passenger, which squeezes, not to be needed into compartment
Wanting crew to push away could close the door, and be easy to happen visitor and hurt accident.The first estate weight is slightly above the second grade, illustrates in road network first
The severity of grade status is more than the second grade, tallies with the actual situation.
(6) finally, being distributed under road network all the period of time by fully loaded balanced integrated value to analyze road network supply and demand balance of distribution,
Its result is as shown in fig. 7, as seen from Figure 7, the carrying ore structure of urban rail is distributed in entire road network with passenger's trip requirements is
It is unbalanced, wherein imbalance between supply and demand is excessively concentrated two periods first is that temporal unbalanced, that is, our so-called morning
Peak and evening peak, so " bimodal " form is presented in figure；Second, can see in figure P value in morning peak numerical value considerably beyond evening
Numerical value when peak, or even intimate evening peak are the halfs of morning peak, illustrate the imbalance between supply and demand severity morning peak time
Many and unbalanced point is higher by than the evening peak time；Third, reached peak value in 8:00-9:00 and 18:00-19:00,
The highest point of intensification of contradictions illustrates that the two times are the Beijing Metro most crowded periods, and supply falls short of demand can not all illustrate that this is overstated
The congestion situation opened；Fourth, the figure before combining, the section distribution of the basic imbalance between supply and demand of Beijing Urban Rail Transit, be all from suburb in the morning
It is concentrated toward inner city, is all to assemble from center toward suburb is mobile at night, suburbs form unbalanced on direction back and forth；Most
Afterwards, road network supply and demand be distributed in it is unbalanced on section section out of the ordinary reach ultimate attainment, these sections are all commercial center, industrial park mostly
The place that area, Office Area are assembled.
Above-described embodiment carries out supply and demand Evaluation on distribution to Beijing city rail traffic road network using evaluation method of the invention,
A kind of Urban Rail Transit supply and demand Evaluation on distribution method provided by the invention is demonstrated, can be used to analyze urban track traffic
Relationship between the carrying ore structure and trip requirements of road network, and definitely reflect the case where road network supply and demand distribution from all angles,
Formulation for the plan of subsequent passenger transportation management provides theoretical foundation.
The foregoing is only a preferred embodiment of the present invention, is not intended to restrict the invention, for the skill of this field
For art personnel, the invention may be variously modified and varied.All within the spirits and principles of the present invention, made any to repair
Change, equivalent replacement, improvement etc., should all be included in the protection scope of the present invention.
Claims (7)
1. a kind of Urban Rail Transit supply and demand Evaluation on distribution method characterized by comprising
Construct Urban Rail Transit model；Wherein, fully loaded including train interval in the Urban Rail Transit model
Rate, the load factor are the ratio of the train interval specified passenger traffic volume and practical passenger capacity；
Based on the load factor, the Node evaluation index of region division is obtained；Wherein, the evaluation index includes that node is fully loaded
Degree, node are fully loaded with betweenness and node integrated value；
Based on the evaluation index, region division is carried out to Urban Rail Transit using localized mode lumpiness algorithm；
Grade classification is carried out to the load factor, to obtain the load factor density equalization index under different brackets；
Based on the load factor density equalization index, using the evaluation Urban Rail Transit supply and demand distribution of the coefficient of variation method of weighting
Harmony.
2. Urban Rail Transit supply and demand Evaluation on distribution method according to claim 1, which is characterized in that the city
Rail traffic road net model are as follows:
G=(V, E, W) (1)
Wherein, V indicates the set of each all websites of city rail road network, V={ vi, i=1,2 ... N, viIt indicates the in road network
I website, the website are node；N is the quantity of all websites in road network；E indicates the set of oriented neck edge fit, E={ eij},
I, j=1,2 ... N, i ≠ j, eijIt is expressed as the ordered pair e that two adjacent nodes are constituted in road networkij=< vi, vj>, if node vi
With vjIt is connected, then eij=1；Otherwise, eij=0；W indicates the set of side right weight,W is indicated
For train interval section eijTransport supply/demand, i.e., unidirectionally pass through eijTrain interval load factor.
3. Urban Rail Transit supply and demand Evaluation on distribution method according to claim 2, which is characterized in that based on described
Load factor, the step of obtaining the Node evaluation index of region division include:
Using formula (2), the fully loaded degree of the node is calculated:
Wherein, cdIt (i) is node viFully loaded degree, F be and node viThe set of connected all nodes；
Using formula (3), calculates the node and is fully loaded with betweenness:
Wherein, cj(i) betweenness is fully loaded with for node；∑S, t ∈ V, s ≠ tCbstFor node vsTo vtThe sum of load factor on shortest path；
∑S, t ∈ V, s ≠ tCbst-iTo pass through node viAll shortest paths on the sum of load factor；
Using formula (4)~(7), the node integrated value is calculated:
The fully loaded degree of the node and the node are fully loaded with betweenness and carry out dimensional normalization processing according to formula (4)~(6), it can
:
Wherein,For the fully loaded degree c of the noded(i) by dimensional normalization treated numerical value；It is full for the node
Carry betweenness cb(i) by dimensional normalization treated numerical value；mincd(i)、maxcdIt (i) is respectively the fully loaded degree of the node
Minimum value and maximum value；mincb(i)、maxcb(i) be respectively the node be fully loaded with betweenness minimum value and maximum value；
The fully loaded degree of the above-mentioned node and the node are fully loaded with betweenness by dimensional normalization treated numerical value, substituted into public
Formula (7), can obtain:
Wherein, M (i) is the node integrated value.
4. Urban Rail Transit supply and demand Evaluation on distribution method according to claim 3, which is characterized in that based on described
Evaluation index, using localized mode lumpiness algorithm to Urban Rail Transit carry out region division the step of include:
S1, the fully loaded degree of node, the node for calculating each node are fully loaded with betweenness and node integrated value, and each section are arranged
Point zone number is 0；
S2 is chosen start node and is numbered the node region for m based on the node integrated value of each node；
S3 is based on the start node, establishes both candidate nodes set；Wherein, the both candidate nodes set include with it is described initial
Node has all nodes for the edge fit that is connected；
S4 judges the maximum localized mode lumpiness Q of each node in the both candidate nodes setimaxWhether it is greater than described initial
The localized mode lumpiness Q of nodem；If more than by QimaxCorresponding node is included into region m and updates Qm, execute step S5；If being less than,
It then jumps and executes step 6；
Wherein, the calculation expression of the localized mode lumpiness of non-initial node is as follows:
Wherein, LinIt is expressed as the number of connected edge fit between the internal node of region；LoutIt is expressed as outside region internal node and region
The number of the connected edge fit of portion's node；Q is expressed as localized mode lumpiness；
S5 repeats step S3 and step S4；
S6, forming region m；
S7 repeats step S2~S6, until completing the division in all regions.
5. Urban Rail Transit supply and demand Evaluation on distribution method according to claim 4, which is characterized in that described full
After load rate carries out grade classification, the load factor includes following four grade:
The load factor is more than or equal to 0 and when less than 80%, is divided into the first estate；
The load factor is more than or equal to 80% and when less than 100%, is divided into the second grade；
The load factor is more than or equal to 100% and when less than 120%, is divided into the tertiary gradient；
When the load factor is greater than 120%, it is divided into the fourth estate.
6. Urban Rail Transit supply and demand Evaluation on distribution method according to claim 5, which is characterized in that obtain different
The step of load factor density equalization index under grade is
Using formula (9), calculates and obtains the load factor density:
Wherein, Dlk(Δ t) is the load factor density of the l grade in Δ t period region k, and k=1,2 ... H, H are period Δ
Road network divides the sum in region, l=1,2,3,4 four grade load factors under t；Rl(Δ t) is in region k under the Δ t period etc.
Grade is the load factor section number of l；(Δ t) is load factor section number all in the k of region under the Δ t period to R；
It brings the load factor density of acquisition into formula (10), can obtain:
Wherein, Ul(the load factor density equalization index that Δ t) is l grades of road network under the Δ t period, l=1,2,3,4；Dlk(Δt)
For l grades in region k under the Δ t period of load factor density, k=1,2 ... H, H are that the region that road network divides under the Δ t period is total
Number；For the average value of l grades of load factor density under the Δ t period, i.e.,
7. Urban Rail Transit supply and demand Evaluation on distribution method according to claim 1, which is characterized in that based on fully loaded
Rate and load factor density equalization index evaluate balanced step of each region supply and demand distribution using the coefficient of variation method of weighting
Suddenly are as follows:
Calculate the standard deviation S of the load factor density equalization indexlAnd averageIt can obtain:
Wherein, SlFor the standard deviation of l grade load factor density equalization index under road network all the period of time, l=1,2,3,4；Ul(Δt)
For the load factor density equalization index of road network l grade under the Δ t period, Δ t is altogether from 5:00-6:00 to 23:00-24:00
This 19 periods；For the average of l grade load factor density equalization index under road network all the period of time；
The coefficient of variation for calculating the load factor density equalization index, can obtain:
The weight for calculating the load factor density equalization index, can obtain:
Overall merit is carried out to the load factor density equalization index
Wherein, (Δ t) is the overall merit that fully loaded balanced integrated value, that is, grade of each period four is fully loaded with equalization index to P；Ul(Δ
It t) is the load factor density equalization index of road network l grade under the Δ t period；WlFor shared by each grade load factor density equalization index
Weight, by evaluating each region day part P, (variation of Δ t) value, variation are more obvious, each area of Urban Rail Transit
The harmony of domain supply and demand distribution is lower.
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