CN111275999A - Path planning method and system based on full traffic network transfer - Google Patents
Path planning method and system based on full traffic network transfer Download PDFInfo
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- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
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- G—PHYSICS
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- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/09—Arrangements for giving variable traffic instructions
- G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
- G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
- G08G1/096833—Systems involving transmission of navigation instructions to the vehicle where different aspects are considered when computing the route
Abstract
The invention provides a path planning method and system based on full traffic network transfer. The method comprises the steps of obtaining a full-traffic network topological structure, marking a direct route and all transfer routes according to a departure point and a destination; calculating current-time generalized cost function values corresponding to the marked direct lines and all transfer lines according to the generalized cost function models of the direct lines and the generalized cost function models of the transfer lines and by combining current-time traffic information between any two nodes in the full-traffic network topological structure; and comparing the generalized cost function values of the marked direct lines and all the transfer lines at the current moment, screening out the line with the minimum generalized cost function value as the optimal path at the current moment, and pushing the optimal path to the user side. The method improves the operation efficiency of the whole all-traffic network system.
Description
Technical Field
The invention belongs to the field of path planning, and particularly relates to a path planning method and system based on full traffic network transfer.
Background
The statements in this section merely provide background information related to the present disclosure and may not necessarily constitute prior art.
With the development of social economy, high-speed transportation modes such as high-speed railways, highways and air transportation in China develop rapidly in recent years, but the problems of non-connection, non-fusion and unsmooth transportation modes exist for a long time and seriously restrict and influence the rapid flow and deep fusion of production elements among regions. How to reasonably induce the distribution of the traffic volume of the traffic among the three networks of the expressway network, the high-speed rail network and the air network and strengthen the connection among the three traffic modes becomes a research hotspot at present.
In the field of traffic flow guidance and distribution, most of research is mainly focused on guidance of a traffic network, and the most extensive research is to adopt a generalized cost function model to quantify relevant indexes such as time, distance and comfort level and calculate a generalized cost value of each road network so as to perform traffic flow guidance and distribution. Due to the fact that existing traffic infrastructure in China is not smooth to link, the number of multi-type intermodal stations is small, relevant transportation equipment is not standardized, and particularly, the link of various traffic modes is difficult to achieve due to the fact that the sharing of traffic information is severely limited by technology at the time.
The inventor finds that the current dynamic path planning is constructed by concentrating on a single road network and performing a generalized cost function, and does not consider the real-time operation condition of the whole traffic network system, so that the planned path cannot be optimal, the operation efficiency of the whole traffic network system is reduced, and traffic jam may be caused by the fact that passenger flow is bound.
Disclosure of Invention
In order to solve the above problems, a first aspect of the present invention provides a path planning method based on full traffic network transfer, which is implemented from the perspective of a whole traffic network system, based on a generalized cost function model of a direct route and a generalized cost function model of a transfer route, and in combination with real-time traffic operation conditions, calculates current-time generalized cost function values corresponding to marked direct routes and all transfer routes, and screens out a route with the smallest generalized cost function value as an optimal route at the current time, so that traffic congestion caused by congestion of passenger flows can be avoided, and thus, the operation efficiency of the whole road network system is improved.
In order to achieve the purpose, the invention adopts the following technical scheme:
a path planning method based on full traffic network transfer, wherein the full traffic network comprises a road network, a railway network and an air network, and the path planning method comprises the following steps:
calling a full-traffic network topological structure from a full-traffic database, and marking a direct route and all transfer routes according to a departure point and a destination; the all-traffic network topological structure is stored in an all-traffic database in a graph structure form;
calculating current-time generalized cost function values corresponding to the marked direct lines and all transfer lines according to the generalized cost function models of the direct lines and the generalized cost function models of the transfer lines and by combining current-time traffic information between any two nodes in the full-traffic network topological structure; the generalized cost function model is a function of node information of a full traffic network topological structure, and the generalized cost function value follows real-time traffic information; the traffic information comprises traffic volume, traffic capacity, driving speed and time;
and comparing the generalized cost function values of the marked direct lines and all the transfer lines at the current moment, screening out the line with the minimum generalized cost function value as the optimal path at the current moment, and pushing the optimal path to the user side.
In order to solve the above problems, a second aspect of the present invention provides a path planning system based on full traffic network transfer, which calculates a current time generalized cost function value corresponding to a marked direct route and all transfer routes based on a generalized cost function model of the direct route and a generalized cost function model of the transfer routes in combination with real-time traffic operation conditions from the perspective of the whole traffic network system, and screens out a route with the smallest generalized cost function value as an optimal route at the current time, so as to avoid traffic congestion caused by traffic congestion, thereby improving the operation efficiency of the whole road network system.
In order to achieve the purpose, the invention adopts the following technical scheme:
a full traffic network transfer-based path planning system, comprising:
the system comprises a full traffic network information acquisition device, a full traffic database and a traffic network topology acquisition device, wherein the full traffic network information acquisition device is used for acquiring a full traffic network topology structure from the full traffic database; the all-traffic network topological structure is stored in an all-traffic database in a graph structure form; the real-time traffic information of all nodes of the whole traffic network is stored corresponding to the attribute and the geographical position of the corresponding node;
a path planning server, comprising:
the route marking module is used for acquiring a full-traffic network topological structure and marking a direct route and all transfer routes according to a departure point and a destination;
the generalized cost function value calculation module is used for calculating the generalized cost function values at the current time corresponding to the marked direct lines and all transfer lines according to the generalized cost function model of the direct lines and the generalized cost function model of the transfer lines and by combining the traffic information at the current time between any two nodes in the full traffic network topology structure; the generalized cost function model is a function of node information of a full traffic network topological structure, and the generalized cost function value follows real-time traffic information; the traffic information comprises traffic volume, traffic capacity, driving speed and time;
and the optimal path screening module is used for comparing the marked direct lines with the generalized cost function values of all the transfer lines at the current moment, screening the line with the minimum generalized cost function value as the optimal path at the current moment, and pushing the optimal path to the user side.
In order to solve the above-mentioned problems, a third aspect of the present invention provides a computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, implements the steps in the all-transportation-network-transfer-based path planning method as described above.
In order to solve the above problem, a fourth aspect of the present invention provides a computer device, which includes a memory, a processor, and a computer program stored on the memory and executable on the processor, and the processor executes the program to implement the steps in the all-traffic network transfer-based path planning method as described above.
The invention has the beneficial effects that:
the method starts from the angle of the whole traffic network system, based on the generalized cost function model of the direct route and the generalized cost function model of the transfer route, and in combination with the real-time traffic operation condition, the marked direct route and the generalized cost function values at the current moment corresponding to all the transfer routes are calculated, and the route with the minimum generalized cost function value is screened out to be used as the optimal route at the current moment, so that the traffic jam caused by the binding of passenger flows is avoided, and the operation efficiency of the whole road network system is improved; the invention also provides theoretical support for future traffic infrastructure planning and transfer of traffic hubs.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the invention and together with the description serve to explain the invention and not to limit the invention.
FIG. 1 is a flow chart of a path planning method based on full traffic network transfer according to an embodiment of the present invention;
fig. 2 is a diagram of an all-traffic network according to an embodiment of the present invention.
Detailed Description
The invention is further described with reference to the following figures and examples.
It is to be understood that the following detailed description is exemplary and is intended to provide further explanation of the invention as claimed. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of exemplary embodiments according to the invention. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, and it should be understood that when the terms "comprises" and/or "comprising" are used in this specification, they specify the presence of stated features, steps, operations, devices, components, and/or combinations thereof, unless the context clearly indicates otherwise.
Example one
Fig. 1 shows a flow chart of a path planning method based on full traffic network transfer according to the embodiment.
The all-traffic network of the embodiment includes a road network, a railway network, and an air network.
The following describes in detail a specific implementation process of the route planning method based on the all-traffic network transfer according to this embodiment with reference to fig. 1:
as shown in fig. 1, the method for planning a route based on full traffic network transfer of the present embodiment includes:
step 1: calling a full-traffic network topological structure from a full-traffic database, and marking a direct route and all transfer routes according to a departure point and a destination; the full-traffic network topology is stored in a full-traffic database in a graph structure form.
In a specific implementation, in the all-traffic database, the construction process of the all-traffic network topology structure is as follows:
selecting administrative regions of corresponding levels as nodes, acquiring node attribute information, direct cost, time value and comfort level among the nodes, and storing the node attribute information, the time value and the comfort level in the nodes; the node attribute information comprises that the nodes belong to a road network, a railway network and an air network;
connecting any two nodes in the same attribute node to construct a graph structure of any traffic network, further constructing a topology structure of the whole traffic network, and storing the topology structure into a whole traffic database.
The administrative region of the corresponding level is a prefecture or a prefecture, and those skilled in the art can specifically select the administrative region according to the actual situation.
Step 2: calculating current-time generalized cost function values corresponding to the marked direct lines and all transfer lines according to the generalized cost function models of the direct lines and the generalized cost function models of the transfer lines and by combining current-time traffic information between any two nodes in the full-traffic network topological structure; the generalized cost function model is a function of node information of a full traffic network topological structure, and the generalized cost function value follows real-time traffic information; the traffic information includes traffic volume, traffic capacity, travel speed, and time.
In the specific implementation, if the departure point and the destination of the direct route are both road network nodes, the generalized cost function model thereof
Comprises the following steps:
if the starting point and the destination of the direct route are both railway network nodes, the generalized cost function model thereof
Comprises the following steps:
if the departure point and the destination of the direct route are both the nodes of the aeronet, the generalized cost function model thereof
Comprises the following steps:
wherein: o represents a departure point; d represents a destination; rPublic、TIronAnd PFly awayRespectively a road network node set, a railway network node set and an air network node set; rOxRepresenting a generalized cost function of a starting point O and a node x of a road network; t isOxRepresenting a generalized cost function of a starting point O and a node x of a railway network; pOxAnd representing the generalized cost function of the departure point O and the node x of the aeronet.
Wherein the generalized cost function model Z of the transfer line is as follows:
A×B＝Z
wherein the content of the first and second substances,
the conversion of the transfer mode of each line from the departure point O to the destination D is recorded in the matrix A, and the numerical value of each element in the matrix A is 0 or 1;
the matrix B is a generalized cost function matrix of three traffic modes, namely a road mode, a railway mode and an aviation mode;
the matrix Z is the final generalized cost function value of each transfer line;
n is the number of all nodes from the departure point O to the destination D and including the departure point O and the destination D; raxRepresenting a generalized cost function of a node a and a node x of a road network; t iscxRepresenting a generalized cost function of a node c and a node x of a railway network; pexRepresenting a generalized cost function of a node e and a node x of the aeronautical network; the node a and the node b are nodes of an expressway network; the nodes c and d are nodes of a railway network; and the node e and the node f are nodes of the air network.
The node information includes node attributes and direct spending, time value and comfort between nodes.
Generalized cost function R between any two nodes i and j of highway networkijComprises the following steps:
wherein k is1、k2、k3、
Represents a correction coefficient;
direct costs between any two nodes i and j of the road network;
the time value between any two nodes i and j of the road network is obtained;
represents comfort from i to j with road transport;
representing the convenience degree between any two nodes i and j of the road network;
representing the travel time between any two nodes i and j of the road network;
representing the unit time value between any two nodes i and j of the road network;
representing the safety degree between any two nodes i and j of the road network;
expression malePunctuality between any two nodes i and j of a road network;
representing ticket buying time between any two nodes i and j of the road network;
representing the waiting time between any two nodes i and j of the road network;
representing the charge per kilometer between any two nodes i and j of a road network;
representing the distance between any two nodes i and j of the road network; vijRepresenting the average speed of vehicle movement between any two nodes i and j of the road network, α and β representing constant coefficients, GDP representing the total production value of the region, tWorker's toolRepresents the average labor time of the regional workers; p is a radical ofHuman beingRepresenting the population size of the area; cFeeling of、CTheory of thingsRespectively representing the actually sensed comfort level and the comfort level in a rational state; q. q.sijRepresenting the actual traffic volume of the road section between the nodes i and j; c. CijRepresenting the actual traffic capacity of the road section between the nodes i and j;
generalized cost function T between any two nodes i and j of railway networkijComprises the following steps:
wherein k is4,k5,k6,
Represents a correction coefficient;
direct costs between any two nodes i and j of the railway network;
the time value between any two nodes i and j of the railway network is obtained;
represents the comfort from i to j with rail transport;
representing the unit time value between any two nodes i and j of the railway network;
representing the travel time between any two nodes i and j of the railway network;
representing ticket buying time between any two nodes i and j of the railway network;
representing the waiting time between any two nodes i and j of the railway network;
representing the actual number of passengers between any two nodes i and j of the railway network;
representing the number of design passengers between any two nodes i and j of the railway network.
Wherein the content of the first and second substances,
representing the charge per kilometer between any two nodes i and j of the railway network;
representing the distance between any two nodes i and j of the railway network.
The node information includes node attributes and direct spending, time value and comfort between nodes; generalized cost function P between any two nodes i and j of air networkijComprises the following steps:
wherein k is7,k8,k9,
Represents a correction coefficient;
direct costs between any two nodes i and j for the airline;
the time value between any two nodes i and j of the aeronautical network is obtained;
represents comfort from i to j with air transport;
representing units between any two nodes i and j of the aeronetA time value;
representing ticket buying time between any two nodes i and j of the air network;
representing the waiting time between any two nodes i and j of the air network;
the delay time between any two nodes i and j of the navigation network is shown;
representing the convenience degree between any two nodes i and j of the aeronet;
representing the safety degree between any two nodes i and j of the aeronet;representing the punctuality between any two nodes i and j of the aeronet. Wherein the content of the first and second substances,
representing the charge per kilometer between any two nodes i and j of the air network;
representing the distance between any two nodes i and j of the aeronet.
And step 3: and comparing the generalized cost function values of the marked direct lines and all the transfer lines at the current moment, screening out the line with the minimum generalized cost function value as the optimal path at the current moment, and pushing the optimal path to the user side.
One specific example is given below:
in the traffic network diagram shown in fig. 2, assuming that the starting point is the point O and the end point is the point D, the generalized cost function is calculated based on the network, and it is first required to know a total of several routes from the point O to the point D, and then determine the matrix a and the matrix B according to the known routes.
TABLE 1 trip course table
The transfer of each line is as follows as the traffic mode of the specific transfer shown in fig. 2:
1. highway high-speed rail aviation highway
2. Highway aviation highway
3. High-speed rail highway for highway high-speed rail
4. Highway highway and highway road
5. Highway highway and highway road
6. Highway highway
7. High-speed rail highway
According to the transfer mode of the 7 lines, a cost function for reaching the next node is added to each node which can carry out transfer and constructs the matrix B, so that according to the route scheme, the matrix B constructed below the lines is 15 rows and 1 columns, and the corresponding traffic mode transfer matrix A is 7 rows and 15 columns, specifically, the transfer mode is as shown in the following
The matrix a is constructed as follows:
the matrix B is constructed as follows:
the generalized cost function of each line is calculated by the following formula
Z＝A×B
According to the formula calculate
According to the formula, a generalized cost function of each route from the starting point to the destination in the road network can be obtained
And then screening out the line with the minimum generalized cost function value as a real-time optimal path by comparing the size of each line cost function.
The embodiment starts from the perspective of the whole traffic network system, based on the generalized cost function model of the direct route and the generalized cost function model of the transfer route, and in combination with the real-time traffic operation condition, the generalized cost function values at the current moment corresponding to the marked direct route and all the transfer routes are calculated, and the route with the minimum generalized cost function value is screened out to be used as the optimal route at the current moment, so that the traffic jam caused by the bunching of passenger flows is avoided, and the operation efficiency of the whole road network system is improved; the invention also provides theoretical support for future traffic infrastructure planning and transfer of traffic hubs.
Example two
The path planning system based on the full traffic network transfer of the embodiment includes:
the system comprises a full traffic network information acquisition device, a full traffic database and a traffic network topology acquisition device, wherein the full traffic network information acquisition device is used for acquiring a full traffic network topology structure from the full traffic database; the all-traffic network topological structure is stored in an all-traffic database in a graph structure form; the real-time traffic information of all nodes of the whole traffic network is stored corresponding to the attribute and the geographical position of the corresponding node;
a path planning server, comprising:
the route marking module is used for acquiring a full-traffic network topological structure and marking a direct route and all transfer routes according to a departure point and a destination;
the generalized cost function value calculation module is used for calculating the generalized cost function values at the current time corresponding to the marked direct lines and all transfer lines according to the generalized cost function model of the direct lines and the generalized cost function model of the transfer lines and by combining the traffic information at the current time between any two nodes in the full traffic network topology structure; the generalized cost function model is a function of node information of a full traffic network topological structure, and the generalized cost function value follows real-time traffic information; the traffic information comprises traffic volume, traffic capacity, driving speed and time;
and the optimal path screening module is used for comparing the marked direct lines with the generalized cost function values of all the transfer lines at the current moment, screening the line with the minimum generalized cost function value as the optimal path at the current moment, and pushing the optimal path to the user side.
The embodiment starts from the perspective of the whole traffic network system, based on the generalized cost function model of the direct route and the generalized cost function model of the transfer route, and in combination with the real-time traffic operation condition, the generalized cost function values at the current moment corresponding to the marked direct route and all the transfer routes are calculated, and the route with the minimum generalized cost function value is screened out to be used as the optimal route at the current moment, so that the traffic jam caused by the bunching of passenger flows is avoided, and the operation efficiency of the whole road network system is improved; the invention also provides theoretical support for future traffic infrastructure planning and transfer of traffic hubs.
EXAMPLE III
The present embodiment provides a computer-readable storage medium, on which a computer program is stored, which when executed by a processor implements the steps in the all-transportation-network-transfer-based path planning method according to the first embodiment.
The embodiment starts from the perspective of the whole traffic network system, based on the generalized cost function model of the direct route and the generalized cost function model of the transfer route, and in combination with the real-time traffic operation condition, the generalized cost function values at the current moment corresponding to the marked direct route and all the transfer routes are calculated, and the route with the minimum generalized cost function value is screened out to be used as the optimal route at the current moment, so that the traffic jam caused by the bunching of passenger flows is avoided, and the operation efficiency of the whole road network system is improved; the invention also provides theoretical support for future traffic infrastructure planning and transfer of traffic hubs.
Example four
A computer device of this embodiment includes a memory, a processor, and a computer program stored on the memory and executable on the processor, and when the processor executes the program, the steps in the all-transportation-network-transfer-based path planning method according to the first embodiment are implemented.
The embodiment starts from the perspective of the whole traffic network system, based on the generalized cost function model of the direct route and the generalized cost function model of the transfer route, and in combination with the real-time traffic operation condition, the generalized cost function values at the current moment corresponding to the marked direct route and all the transfer routes are calculated, and the route with the minimum generalized cost function value is screened out to be used as the optimal route at the current moment, so that the traffic jam caused by the bunching of passenger flows is avoided, and the operation efficiency of the whole road network system is improved; the invention also provides theoretical support for future traffic infrastructure planning and transfer of traffic hubs.
As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of a hardware embodiment, a software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
It will be understood by those skilled in the art that all or part of the processes of the methods of the embodiments described above can be implemented by a computer program, which can be stored in a computer-readable storage medium, and when executed, can include the processes of the embodiments of the methods described above. The storage medium may be a magnetic disk, an optical disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), or the like.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A path planning method based on full traffic network transfer, the full traffic network comprises a road network, a railway network and an air network, and the path planning method comprises the following steps:
calling a full-traffic network topological structure from a full-traffic database, and marking a direct route and all transfer routes according to a departure point and a destination; the all-traffic network topological structure is stored in an all-traffic database in a graph structure form;
calculating current-time generalized cost function values corresponding to the marked direct lines and all transfer lines according to the generalized cost function models of the direct lines and the generalized cost function models of the transfer lines and by combining current-time traffic information between any two nodes in the full-traffic network topological structure; the generalized cost function model is a function of node information of a full traffic network topological structure, and the generalized cost function value follows real-time traffic information; the traffic information comprises traffic volume, traffic capacity, driving speed and time;
and comparing the generalized cost function values of the marked direct lines and all the transfer lines at the current moment, screening out the line with the minimum generalized cost function value as the optimal path at the current moment, and pushing the optimal path to the user side.
2. The all-traffic-network-transfer-based path planning method according to claim 1, wherein the node information includes node attributes and direct spending, time value, and comfort between nodes;
if the starting point and the destination of the direct route are both road network nodes, the generalized cost function model thereof
Comprises the following steps:
if the starting point and the destination of the direct route are both railway network nodes, the generalized cost function model thereof
Comprises the following steps:
if the departure point and the destination of the direct route are both the nodes of the aeronet, the generalized cost function model thereof
Comprises the following steps:
wherein: o represents a departure point; d represents a destination; rPublic、TIronAnd PFly awayRespectively a road network node set, a railway network node set and an air network node set; rOxRepresenting a generalized cost function of a starting point O and a node x of a road network; t isOxRepresenting a generalized cost function of a starting point O and a node x of a railway network; pOxAnd representing the generalized cost function of the departure point O and the node x of the aeronet.
3. The all-traffic-network-based transfer path planning method according to claim 1, wherein the generalized cost function model Z of the transfer route is:
A×B＝Z
wherein the content of the first and second substances,
the conversion of the transfer mode of each line from the departure point O to the destination D is recorded in the matrix A, and the numerical value of each element in the matrix A is 0 or 1;
the matrix B is a generalized cost function matrix of three traffic modes, namely a road mode, a railway mode and an aviation mode;
the matrix Z is the final generalized cost function value of each transfer line;
n is the number of all nodes from the departure point O to the destination D and including the departure point O and the destination D; raxRepresenting a generalized cost function of a node a and a node x of a road network; t iscxRepresenting a generalized cost function of a node c and a node x of a railway network; pexRepresenting a generalized cost function of a node e and a node x of the aeronautical network; the node a and the node b are nodes of an expressway network; the nodes c and d are nodes of a railway network; and the node e and the node f are nodes of the air network.
4. The method for path planning based on total transportation network transfer according to claim 2 or 3, wherein the generalized cost function R between any two nodes i and j of the road networkijComprises the following steps:
wherein k is1、k2、k3、
Represents a correction coefficient;
direct costs between any two nodes i and j of the road network;
the time value between any two nodes i and j of the road network is obtained;
represents comfort from i to j with road transport;
representing the convenience degree between any two nodes i and j of the road network;
representing the travel time between any two nodes i and j of the road network;
representing the unit time value between any two nodes i and j of the road network;
representing the safety degree between any two nodes i and j of the road network;
representing the punctuality between any two nodes i and j of the road network;
representing ticket buying time between any two nodes i and j of the road network;
and the waiting time between any two nodes i and j of the road network is shown.
5. The all-traffic-network-transfer-based path planning method according to claim 2 or 3, wherein the node information includes node attributes and direct spending, time value, and comfort between nodes; generalized cost function T between any two nodes i and j of railway networkijComprises the following steps:
wherein k is4,k5,k6,
Represents a correction coefficient;
direct costs between any two nodes i and j of the railway network;
the time value between any two nodes i and j of the railway network is obtained;
represents the comfort from i to j with rail transport;
representing the unit time value between any two nodes i and j of the railway network;
representing the travel time between any two nodes i and j of the railway network;
representing ticket buying time between any two nodes i and j of the railway network;
representing the waiting time between any two nodes i and j of the railway network;
representing the actual number of passengers between any two nodes i and j of the railway network;
representing the number of design passengers between any two nodes i and j of the railway network.
6. The all-traffic-network-transfer-based path planning method according to claim 2 or 3, wherein the node information includes node attributes and direct spending, time value, and comfort between nodes; generalized cost function P between any two nodes i and j of air networkijComprises the following steps:
wherein k is7,k8,k9,
Represents a correction coefficient;
direct costs between any two nodes i and j for the airline;
the time value between any two nodes i and j of the aeronautical network is obtained;
represents comfort from i to j with air transport;
representing the unit time value between any two nodes i and j of the aeronautical network;
representing ticket buying time between any two nodes i and j of the air network;
representing the waiting time between any two nodes i and j of the air network;
the delay time between any two nodes i and j of the navigation network is shown;
representing the convenience degree between any two nodes i and j of the aeronet;
representing the safety degree between any two nodes i and j of the aeronet;
representing the punctuality between any two nodes i and j of the aeronet.
7. A path planning system based on full traffic network transfer, the full traffic network includes a road network, a railway network and an air network, characterized in that the path planning system includes:
the system comprises a full traffic network information acquisition device, a full traffic database and a traffic network topology acquisition device, wherein the full traffic network information acquisition device is used for acquiring a full traffic network topology structure from the full traffic database; the all-traffic network topological structure is stored in an all-traffic database in a graph structure form; the real-time traffic information of all nodes of the whole traffic network is stored corresponding to the attribute and the geographical position of the corresponding node;
a path planning server, comprising:
the route marking module is used for acquiring a full-traffic network topological structure and marking a direct route and all transfer routes according to a departure point and a destination;
the generalized cost function value calculation module is used for calculating the generalized cost function values at the current time corresponding to the marked direct lines and all transfer lines according to the generalized cost function model of the direct lines and the generalized cost function model of the transfer lines and by combining the traffic information at the current time between any two nodes in the full traffic network topology structure; the generalized cost function model is a function of node information of a full traffic network topological structure, and the generalized cost function value follows real-time traffic information; the traffic information comprises traffic volume, traffic capacity, driving speed and time;
and the optimal path screening module is used for comparing the marked direct lines with the generalized cost function values of all the transfer lines at the current moment, screening the line with the minimum generalized cost function value as the optimal path at the current moment, and pushing the optimal path to the user side.
8. The all-traffic-network-transfer-based path planning system according to claim 7, wherein in the generalized cost function value calculation module, if the starting point and the destination of the direct route are both road network nodes, the generalized cost function model thereof
Comprises the following steps:
if the starting point and the destination of the direct route are both railway network nodes, the generalized cost function model thereof
Comprises the following steps:
if the departure point and the destination of the direct route are both the nodes of the aeronet, the generalized cost function model thereof
Comprises the following steps:
wherein: o represents a departure point; d represents a destination; rPublic、TIronAnd PFly awayRespectively a road network node set, a railway network node set and an air network node set; rOxRepresenting a generalized cost function of a starting point O and a node x of a road network; t isOxRepresenting a generalized cost function of a starting point O and a node x of a railway network; pOxRepresenting a generalized cost function of a starting point O and a node x of the aeronet;
or in the generalized cost function value calculation module, the generalized cost function model Z of the transfer line is:
A×B＝Z
wherein the content of the first and second substances,
the conversion of the transfer mode of each line from the departure point O to the destination D is recorded in the matrix A, and the numerical value of each element in the matrix A is 0 or 1;
the matrix B is a generalized cost function matrix of three traffic modes, namely a road mode, a railway mode and an aviation mode;
the matrix Z is the final generalized cost function value of each transfer line;
n is the number of all nodes from the departure point O to the destination D and including the departure point O and the destination D; raxRepresenting a generalized cost function of a node a and a node x of a road network; t iscxRepresenting a generalized cost function of a node c and a node x of a railway network; pexRepresenting a generalized cost function of a node e and a node x of the aeronautical network; the node a and the node b are nodes of an expressway network; the nodes c and d are nodes of a railway network; and the node e and the node f are nodes of the air network.
9. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the steps in the all-traffic network transfer-based path planning method according to any one of claims 1 to 6.
10. A computer arrangement comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor, when executing the program, carries out the steps in the all-traffic network transfer based path planning method according to any one of claims 1-6.
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