CN112633716A - Reachability-based urban area rail transit transfer node address selection method - Google Patents

Reachability-based urban area rail transit transfer node address selection method Download PDF

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CN112633716A
CN112633716A CN202011581404.6A CN202011581404A CN112633716A CN 112633716 A CN112633716 A CN 112633716A CN 202011581404 A CN202011581404 A CN 202011581404A CN 112633716 A CN112633716 A CN 112633716A
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transfer
urban
reachability
rail transit
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丁昭静
罗星
李珂
潘洁
马婧萍
梁小亮
何孟臻
李毅
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Chengdu Jiaotou Railway Investment Group Co ltd
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Abstract

The invention provides a method for selecting an address of a city area rail transit transfer node based on reachability, which belongs to the technical field of traffic and comprises the following steps: determining a transfer point alternative set of urban railways and urban traffic according to urban railway planning lines and rail transit line distribution; drawing an urban traffic topological graph according to the transfer point alternative set; according to the urban traffic topological graph, the accessibility of the urban area track alternative transfer nodes is calculated by utilizing improved space syntax; and completing the address selection of the urban area rail transit transfer node according to the accessibility of the urban area rail alternative transfer node. According to the method, the reachability of the alternative transfer sites is calculated and compared, so that a scheme for selecting the urban railway and urban internal rail transit transfer sites is obtained, and the problem that the influence of the number of the sites on each point connecting line is neglected due to the fact that the reachability of the rail transit nodes obtained by the traditional space syntax only considers the transfer times among the sites is solved.

Description

Reachability-based urban area rail transit transfer node address selection method
Technical Field
The invention belongs to the technical field of traffic, and particularly relates to a reachability-based urban rail transit transfer node address selection method.
Background
The urban railway mainly serves cities and suburbs, central cities and satellite cities, commuting and commercial passenger flows among key towns, in order to guarantee convenient traveling of passengers, and meanwhile, the operation of the urban railway and urban rails is not influenced, the urban railway line is usually connected with urban rail transit such as subways and trams at the edge of a city, the traveling process of the passengers commuting from the periphery of the city to the urban central area is shown in a figure 1, when two or more connection points are formed in the urban railway and the urban rails, the traveling time of the passengers is influenced by the selection of transfer nodes through influencing the traveling path of the passengers, and the willingness of the passengers to select the urban railway can be reduced due to excessive transfer times and overlong traveling time. When the urban railway and the urban rail transfer station are selected, convenience from the transfer station to all other stations of the urban rail, namely convenience for passenger transfer, is ensured. The more the number of the connecting lines of the selected transfer nodes is, the stronger the connectivity between the selected transfer nodes and other nodes is, the wider the access area is, the higher the convenience degree of reaching all other nodes is, namely the node has a prominent position, and the lower the difficulty degree of the urban railway passengers in the point to transfer to each area in the city is.
Disclosure of Invention
Aiming at the defects in the prior art, the method for selecting the address of the urban area rail transit transfer node based on the reachability solves the problem that the rail transit node reachability obtained by the traditional space syntax only considers the transfer times among the stations and ignores the influence of the number of the stations on the connection line of each point.
In order to achieve the above purpose, the invention adopts the technical scheme that:
the scheme provides a method for selecting the address of a city area rail transit transfer node based on reachability, which comprises the following steps:
s1, determining a transfer point alternative set of the urban railway and the urban traffic according to the urban railway planning line and the distribution of the rail transit lines;
s2, drawing an urban traffic topological graph according to the transfer point alternative set;
s3, calculating by using improved space syntax according to the urban traffic topological graph to obtain the accessibility of the urban area track alternative transfer nodes;
and S4, completing the address selection of the urban area rail transit transfer node according to the accessibility of the urban area rail alternative transfer node.
Further, the step S3 includes the following steps:
s301, determining transfer times between two transfer nodes according to the urban traffic topological graph;
s302, calculating to obtain the average depth value from a certain transfer node to all other transfer nodes in the urban traffic topological graph according to the transfer times between the two transfer nodes;
s303, calculating to obtain additional transfer times according to the number of the station points in the path, and calculating to obtain a corrected average depth value according to the additional transfer times and the average depth value;
s304, carrying out standardization processing on the corrected average depth value to obtain an asymmetric value;
and S305, calculating and obtaining the reachability of the urban area track alternative transfer sections according to the asymmetry value.
Still further, the expression of the additional number of conversions in step S303 is as follows:
fij＝aswij+bs (ws-1<wij≤ws)
wherein f isijRepresenting the additional transfer times, a, from transfer node i to transfer node j, obtained by conversion of the number of transfer stationssRepresenting the slope of a linear function between the number of transfer stations and the number of transfers in the s-th piecewise function, bsConstant term representing a linear function between the number of transfer stations and the number of transfers in the s-th piecewise function, wijRepresenting the number of stops, w, of routes taken from transfer node i to transfer node js-1Representing the number of sites represented by the start of the piecewise function of the s-th segment, wsIndicating the number of sites represented by the end of the segment-by-segment function.
Still further, the expression of the average value of the depth values corrected in step S303 is as follows:
Figure BDA0002865137300000031
wherein, MDi' represents the average depth value of the nodes after correction, lambda represents a weight parameter, n represents the number of all the points in the urban traffic topological graph, dijRepresenting depth values, MD, from transfer node i to transfer node jiRepresenting mean depth value, fijRepresenting the number of additional transfers from transfer node i to transfer node j scaled by the number of transfer stations.
Still further, the expression of the asymmetry value in step S304 is as follows:
RA′i＝2(MD′i-1)/(n-2)
wherein, RA'iRepresenting corrected asymmetry value, MDi' represents the corrected node average depth value, and n represents the number of all the points in the urban traffic topological graph.
Still further, the expression of reachability of the city area track alternative transfer section in step S305 is as follows:
AIi′＝1/RAi′
wherein AI isi'is the reachability of the revised urban area track alternative transfer section, RA'iIndicating corrected incorrectnessAnd (6) weighing.
The invention has the beneficial effects that:
(1) in order to solve the problem that the accessibility of the rail transit nodes obtained by the traditional space syntax only considers the number of times of transfer among stations, the method improves the traditional space syntax, considers the influence of the number of passing stations of the rail transit on the average depth value, corrects the average depth value by converting the number of the passing stations into the extra times of transfer, thereby obtaining the accessibility of the rail transit nodes, and provides a method for selecting the addresses of the urban area rail transit transfer nodes based on the accessibility.
(2) In order to solve the problem of site selection of urban railway and urban internal rail transit transfer nodes, based on analysis of reachability connotations and urban railway passenger travel processes, node reachability obtained by improving spatial syntax is used for site selection of the transfer nodes of the urban railway and urban rail transit, a model of site selection of the urban railway transfer nodes based on the accessibility of the rail transit nodes is provided, the model is used for solving the problem of site selection of urban railway and rail transit transfer stations, and the site selection of the urban railway and the rail transit transfer stations has reference value.
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Fig. 1 is a diagram of a commuting passenger travel process in the background art.
FIG. 2 is a flow chart of the method of the present invention.
Fig. 3 is a schematic diagram illustrating a relationship between the number of stations and the number of transfers in this embodiment.
Fig. 4 is a topology connectivity diagram of a metropolitan network in this embodiment.
Fig. 5 is a connection diagram of the urban rail transit in the present embodiment.
Fig. 6 is a diagram of alternative transfer site connection lines in this embodiment.
Detailed Description
The following description of the embodiments of the present invention is provided to facilitate the understanding of the present invention by those skilled in the art, but it should be understood that the present invention is not limited to the scope of the embodiments, and it will be apparent to those skilled in the art that various changes may be made without departing from the spirit and scope of the invention as defined and defined in the appended claims, and all matters produced by the invention using the inventive concept are protected.
Examples
The node reachability can quantify the importance degree of the nodes in the traffic system, but the rail traffic node reachability obtained according to the traditional space syntax only considers the transfer times among the stations, and neglects the influence of the number of the stations on the connection lines of each point. In order to solve the problem of site selection of urban railway and urban internal rail transit transfer nodes, the spatial syntax is improved, and a method for site selection of urban rail transit transfer nodes based on accessibility is provided. As shown in fig. 2, the present invention provides a method for selecting an address of a city area rail transit transfer node based on reachability, which comprises the following steps:
s1, determining a transfer point alternative set of the urban railway and the urban traffic according to the urban railway planning line and the distribution of the rail transit lines;
s2, drawing an urban traffic topological graph according to the transfer point alternative set;
s3, calculating and obtaining the reachability of the alternative transfer node of the urban area track by using the improved space syntax according to the urban traffic topological graph, wherein the method comprises the following steps:
s301, determining transfer times between two transfer nodes according to the urban traffic topological graph;
s302, calculating to obtain the average depth value from a certain transfer node to all other transfer nodes in the urban traffic topological graph according to the transfer times between the two transfer nodes;
s303, calculating to obtain additional transfer times according to the number of the station points in the path, and calculating to obtain a corrected average depth value according to the additional transfer times and the average depth value;
s304, carrying out standardization processing on the corrected average depth value to obtain an asymmetric value;
s305, calculating and obtaining the reachability of the urban area track alternative transfer sections according to the asymmetry value;
and S4, completing the address selection of the urban area rail transit transfer node according to the accessibility of the urban area rail alternative transfer node.
In this embodiment, the problem assumes:
(1) the transfer modes, the traveling distances, the transfer time and the transfer cost of all the transfer nodes are kept consistent, namely the transfer convenience degree at each transfer station is consistent.
(2) The alternative transfer node has a sufficiently large transfer capacity.
(3) The urban railway is matched with the urban rail transit line transportation capacity.
(4) The distribution of urban railway stations is known.
(5) The total number of transfer sites selected is known.
In this embodiment, based on the reachability calculation method for the transfer site, the asymmetry value in the spatial syntax may quantify reachability correlation characteristics between nodes and the system, and in order to further quantify and analyze the reachability of the network and expand the applicable range of the reachability, variables such as a depth value, an average depth value, an asymmetry value, and a reachability evaluation index are used.
(1) A depth value. The depth value between two nodes is the shortest distance between two nodes, and the shortest distance is mainly expressed as the number of times of conversion required in space, not as the actual distance. The depth value of the urban rail transit node can be understood as the transfer times between two nodes.
(2) The depth values are averaged. The average value of the depth values from a certain node to all other nodes in the network is called as the average depth value of the node, and the size of the average depth value of a certain node represents the number of times of conversion from the node to all other nodes, so that the average convenience degree from the node to all other nodes is embodied, namely:
Figure BDA0002865137300000061
in the formula: n is the number of all points in the topological graph; dijThe depth value from the point i to the point j, namely the number of times of conversion in space from the point i to the point j; MDiAre average depth values.
(3) Asymmetry value. The average depth value is determined by the node contact condition and the node number in the network according to the formula (1), and in order to eliminate the influence of the network node number on the depth value and compare the convenience degree of the nodes reaching other points in the networks with different scales, a relative asymmetric value is provided, namely, the average depth value is standardized. The calculation formula is as follows:
RAi＝2(MDi-1)/(n-2) (2)
(4) and (4) a reachability evaluation index. The asymmetry value can be used as the reachability evaluation index, but it is generally considered that the greater the reachability value is, the higher the node convenience degree is, and in order to compare the reachability magnitude more intuitively, RA is usediAs an index of accessibility, i.e.:
AIi＝1/RAi (3)
through the calculation, the reachability of each station in the urban rail transit network can be obtained, but the analysis formula (1) shows that only the number of times of transfer required from the station to other stations is considered in the calculation of the reachability of any rail transit station, and the number of stations connected between two points is not considered. Therefore, the space syntax is improved, the site number between any two nodes is converted into an additional transfer number, and the influence of the site number on the accessibility is considered.
In the present embodiment, it is found from the previous study that the reachability is not a simple linear relationship with the travel time and the cost, and therefore, the conversion relationship between the number of waypoints and the number of transfer times is expressed by a piecewise function, and in each segment, the number of transfer times can be approximated as a linear function of the number of waypoints, and the slopes of the piecewise functions in each segment are the same. The relationship of converting the number of stations to the number of transfers is shown in fig. 2. The calculation formula of the extra transfer times obtained by converting the station number is as follows:
fij＝aswij+bs (ws-1<wij≤ws) (4)
in the formula: f. ofijThe number of transfers from point i to point j, as、bsIs a parameter, wijNumber of stops, w, of routes selected for points i to js-1Representing the number of sites represented by the start of the piecewise function of the s-th segment, wsThe number of sites represented by the end of the segment-by-segment function.
In the embodiment, after the number of passing sites is converted into the additional transfer times, the number and the actual transfer times are respectively introduced into the calculation of the average depth value according to a certain weight, and the improved average depth value, the improved asymmetric value and the improved reachability calculation formula are respectively shown as the formulas (5), (6) and (7).
Figure BDA0002865137300000071
RA′i＝2(MD′i-1)/(n-2) (6)
AIi′＝1/RAi′ (7)
In the formula: MDi'is the corrected node mean depth value, λ is the weight parameter, RA'iFor corrected asymmetry value, AIi' is the node reachability after correction.
In this embodiment, site selection of a transit station between a metropolis urban railway and an urban rail transit is taken as an example. According to related planning, the existing railway resources are utilized to drive high-density public transportation trains, the total length of urban railways is 55.13km, the average station spacing is 3.9km, the hub ring lines are basically parallel to No. 7 lines and No. 9 lines of subways, the urban railway links are transferred with urban rail transit at multiple points in urban areas, 14 stations are arranged on the known urban railway hub ring lines, and 7 transfer stations connected with the urban rail transit need to be selected. According to the urban area rail transit network planning and urban railway planning site distribution, the factors of network connection, function positioning area economic development and the like are considered, the total 10 nodes basically meeting the transfer setting requirements in the urban area rail transit network of the urban loop are determined, and the alternative transfer nodes of the urban area rail transit and the connection conditions thereof are shown in table 1. Table 1 shows alternative transfer nodes and connection conditions for the railways and the rail transit in the metropolitan area.
TABLE 1
Figure BDA0002865137300000081
In this embodiment, a topological connected graph of 13 lines of the urban rail transit network planning graph is shown in fig. 4, and a connection relation graph of each station of the urban rail transit network planning graph is obtained by simplifying the urban rail transit network planning graph, as shown in fig. 5.
In this embodiment, it can be known that the change points of the metropolis fare are 4 km, 8 km, 12 km, 18 km, 24 km and 32 km respectively according to the metropolis subway charging standard. According to the fact that the average station distance of the No. 1 line of the Chengdu subway is 1 kilometer, 4 stations, 8 stations, 12 stations, 18 stations, 24 stations and 32 stations of the station platforms are used as demarcation points of fare change, namely, the parameter w is determineds. Considering that there is generally no transfer within 4 stations, the parameter a is determinedsTaking 0.1, and fitting the parameter b according to the characteristics of the metropolis network and the passenger flowsThe conversion times calculation formula obtained by conversion of the conversion station is obtained as follows:
Figure BDA0002865137300000091
the corrected transfer times are the sum of the actual transfer times and the transfer times converted by the transfer nodes, and when the reachability of the nodes is calculated, the traveler can be considered to select the route with the minimum corrected transfer times for travel all the time. The value of lambda is taken to be 0.5, so the formula for calculating the average depth value by using the number of times of transfer after the station number correction is as follows:
Figure BDA0002865137300000092
in this embodiment, the alternative transfer site matching line situation is as shown in fig. 6. The reachability results of the alternative transfer nodes of the metrological domain railways and the urban rail transit are calculated according to the formulas (6), (7), (8) and (9) and are shown in table 2, and the table 2 is the reachability analysis of the alternative transfer nodes of the metrological domain railways and the urban rail transit.
TABLE 2
Figure BDA0002865137300000093
Figure BDA0002865137300000101
In this embodiment, the train north station, the chengduxi station, the train south station, the red brand building station, the entrance to cave station, the bridge of the marking site, the green road station in the house, the large station of the sichuan teacher, and the large station of the wuhou road are respectively located between points 15, 54, 26, 59, 42 and 43, 14 and 9, 16 and 17, 53 and 54, and 27 and 42 in fig. 4. The reachability indexes in table 2 can obtain a transfer node selection scheme, namely 7 stations including a train south station, a train north station, a Chengdu west station, a Wuhou avenue station, a Chengdu east station, a bridge station and a Hongdou station are selected as transfer stations of the train in the metropolis city domain and the urban rail transit.
In this embodiment, as can be seen from fig. 6, the cave entrance station, the kawa teacher station, and the fu qing road station are not rail transit transfer stations, and the role of the connection line of the transfer station closest to the cave entrance station, the chuanhua teacher station, and the fu qing road station is not prominent. Therefore, a tunnel opening station and a Sichuan teacher station are not selected as transfer points of urban railways and urban rails. As can be seen from Table 2, the accessibility of the Dong station of Chengdu, the Wuhou avenue station, the West station of Chengdu, the North station of train and the south station of train is better. The accessibility of the four Chengdu passenger stations and the train south station is obviously superior to that of the other three passenger stations because the track traffic lines on the north side, the east side, the west side and the transfer stations of the train north station and the transfer stations in all directions are completely laid, but the distribution quantity and the tightness of the south transfer stations are weaker than those in other directions.
In this embodiment, the manqing road station and the wuhou large road station are both located on the No. 7 ring line of the subway, the former is located in the northeast direction of the ring line, and the latter is located in the southwest direction of the ring line. The nearest transfer points at two ends of the 'Fu Qing' road station are respectively a 1-station-distant site of the bridge and a 3-station-distant university of finishing work station (point 17), the bridge station is the first intersection point of the No. 3 line of the subway from north to south and other track lines, and the connection lines are the No. 3 line and the No. 7 line; the university of reason worker station links up track No. 7 lines and No. 8 lines. The nearest transfer stations at two ends of the Wuhou large road station are respectively a Taiping garden (point 42) at a distance of 1 station and a cultural palace (point 27) at a distance of 3 stations, the Taiping garden is connected with No. 3, No. 7 and No. 10 lines of the subway, and the cultural palace is connected with No. 7 and No. 4 lines of the subway; in general, the convenience degree of the Taiping garden and the cultural palace for transferring other lines is better than that of horse horse bridges and college stations, so that the accessibility difference between Wuhou avenue stations and Duqing avenue stations is larger. The accessibility of the tunnel portal station is poor, and the tunnel portal station is located at the north end of the No. 5 line and deviates from the urban center by analyzing the geographical position, so that the transfer condition is poor. The vehicle runs to the north along the line 5 until the line 5 is terminated, and other lines cannot be transferred on the way. The nearest transfer station is located at the south end of the transfer station and is located at the west two ways (point 14) away from the north station of the 5 stations, the No. 5 line of the rail transit is connected with the No. 7 line at the west two ways of the rail transit, and the No. 5 line is marked to start to be connected into the urban central rail transit.
The traditional space syntax is improved, the influence of the number of the passing stations of the rail transit on the accessibility is considered, the number of the passing stations of the selected route is converted into the number of times of transfer, and the accessibility of the node is calculated. Based on analysis of reachability connotation and urban railway passenger travel process, node reachability is used for transfer node site selection of urban railway and urban rail transit, an urban railway transfer node site selection model based on rail transit node reachability is provided, and the problem of site selection of urban railway and rail transit transfer stations is solved by using the model. The result shows that the result obtained by the model provided by the invention accords with the actual situation and has reference value for the site selection of the urban railway and the rail transit transfer station.

Claims (6)

1. A method for selecting an address of a city area rail transit transfer node based on reachability is characterized by comprising the following steps:
s1, determining a transfer point alternative set of the urban railway and the urban traffic according to the urban railway planning line and the distribution of the rail transit lines;
s2, drawing an urban traffic topological graph according to the transfer point alternative set;
s3, calculating by using improved space syntax according to the urban traffic topological graph to obtain the accessibility of the urban area track alternative transfer nodes;
and S4, completing the address selection of the urban area rail transit transfer node according to the accessibility of the urban area rail alternative transfer node.
2. The method for locating urban area rail transit transfer nodes based on reachability according to claim 1, wherein said step S3 comprises the steps of:
s301, determining transfer times between two transfer nodes according to the urban traffic topological graph;
s302, calculating to obtain the average depth value from a certain transfer node to all other transfer nodes in the urban traffic topological graph according to the transfer times between the two transfer nodes;
s303, calculating to obtain additional transfer times according to the number of the station points in the path, and calculating to obtain a corrected average depth value according to the additional transfer times and the average depth value;
s304, carrying out standardization processing on the corrected average depth value to obtain an asymmetric value;
and S305, calculating and obtaining the reachability of the urban area track alternative transfer sections according to the asymmetry value.
3. The reachability-based urban area rail transit transfer node addressing method according to claim 2, wherein the expression of the number of additional transfers in step S303 is as follows:
fij＝aswij+bs (ws-1<wij≤ws)
wherein f isijRepresenting the additional transfer times, a, from transfer node i to transfer node j, obtained by conversion of the number of transfer stationssRepresenting the number and conversion of transfer stations in the s-th piecewise functionSlope of linear function between multiplication times, bsConstant term representing a linear function between the number of transfer stations and the number of transfers in the s-th piecewise function, wijRepresenting the number of stops, w, of routes taken from transfer node i to transfer node js-1Representing the number of sites represented by the start of the piecewise function of the s-th segment, wsIndicating the number of sites represented by the end of the segment-by-segment function.
4. The method for locating urban area rail transit transfer nodes based on reachability according to claim 2, wherein the expression of the mean value of the depth values corrected in step S303 is as follows:
Figure FDA0002865137290000021
wherein, MDi' represents the average depth value of the nodes after correction, lambda represents a weight parameter, n represents the number of all the points in the urban traffic topological graph, dijRepresenting depth values, MD, from transfer node i to transfer node jiRepresenting mean depth value, fijRepresenting the number of additional transfers from transfer node i to transfer node j scaled by the number of transfer stations.
5. The method for locating urban area rail transit transfer nodes based on reachability according to claim 2, wherein the expression of the asymmetry value in step S304 is as follows:
RA′i＝2(MD′i-1)/(n-2)
wherein, RA'iRepresenting corrected asymmetry value, MDi' represents the corrected node average depth value, and n represents the number of all the points in the urban traffic topological graph.
6. The reachability-based urban area rail transit transfer node addressing method according to claim 2, wherein the expression of the reachability of the urban area rail alternative transfer node in step S305 is as follows:
AIi′＝1/RAi′
wherein AI isi'is the reachability of the revised urban area track alternative transfer section, RA'iIndicating the corrected asymmetry value.
CN202011581404.6A 2020-12-28 2020-12-28 Reachability-based urban area rail transit transfer node address selection method Pending CN112633716A (en)

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CN117540939A (en) * 2024-01-10 2024-02-09 武汉市规划编审中心(武汉规划展示馆) Square dance floor site selection method based on space syntax and vision field segmentation method
CN117540939B (en) * 2024-01-10 2024-04-09 武汉市规划编审中心(武汉规划展示馆) Square dance floor site selection method based on space syntax and vision field segmentation method

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