CN113343400B - Cooperative layout optimization method and system for urban group comprehensive passenger transport hub - Google Patents

Cooperative layout optimization method and system for urban group comprehensive passenger transport hub Download PDF

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CN113343400B
CN113343400B CN202110695452.6A CN202110695452A CN113343400B CN 113343400 B CN113343400 B CN 113343400B CN 202110695452 A CN202110695452 A CN 202110695452A CN 113343400 B CN113343400 B CN 113343400B
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passenger
comprehensive
passenger transport
pivot point
hub
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CN113343400A (en
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段续庭
孙晨
田大新
周建山
郝威
龙科军
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Beihang University
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Abstract

The invention relates to a cooperative layout optimization method and system for an urban group comprehensive passenger transport hub. The method comprises the following steps: s1: selecting a target urban group area, and determining an alternative pivot point set in the target urban group area according to an urban group comprehensive passenger transport pivot point screening model; s2: acquiring optimization parameter data of each pivot point in the alternative pivot point set, and inputting an urban group comprehensive passenger transport pivot point layout optimization model, wherein the urban group comprehensive passenger transport pivot point layout optimization model is constructed based on the transfer times among the pivot points and the transportation mode; s3: and solving the urban group comprehensive passenger transport hub point layout optimization model and outputting an urban group comprehensive passenger transport hub collaborative optimization layout scheme. The invention provides decision basis for the integrated construction of the comprehensive passenger transport hub in the urban group, the enhancement of regional linkage capacity and the construction of a highly developed multi-mode integrated comprehensive three-dimensional traffic network in the urban group.

Description

Cooperative layout optimization method and system for urban group comprehensive passenger transport hub
Technical Field
The invention relates to the technical field of site selection layout of a comprehensive passenger transport hub, in particular to a cooperative layout optimization method and system of a comprehensive passenger transport hub for an urban group.
Background
The site selection layout of the comprehensive passenger transport hub is a complex engineering problem, and relates to a plurality of key influence factors, wherein the key influence factors mainly comprise a plurality of indexes such as passenger flow scale in the hub, aggregation and connection degree of transportation modes in the hub, coordination degree with the passing capacity of peripheral road networks, and overall planning adaptation degree of all cities in an urban group. In addition, the urban group coverage area is large, the number of hub nodes is large, and screening of alternative hubs is necessary before hub layout optimization.
For the theory that the hub site selection problem is mainly adopted in the hub layout research, the layout methods of the comprehensive passenger transportation hub aiming at the regional level at present mainly comprise three types: a cluster analysis method, a node importance method and a mathematical programming method. The mathematical programming method mainly adopts a classical hub site selection model to perform layout optimization research, and common optimization targets mainly include: the total construction and operation cost is lowest, the total transportation cost is lowest, the travel distribution time is minimum and the like; common constraints mainly include the limitation of the number of hubs, the limitation of capacity, the limitation of service range, and the like. The technology for constructing the optimization model of the site selection layout of the comprehensive passenger transport hub by considering various practical factors and solving the optimization scheme by using the model to obtain the layout optimization scheme of the comprehensive passenger transport hub has wide application, but the overall consideration of simultaneously connecting various transportation modes and multiple transit transportation scenes among hubs in an urban group is lacked when the optimization target is selected, and the synchronous consideration of the connection of the hub service range and the transportation modes is lacked in the constraint condition.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a cooperative layout optimization method and a cooperative layout optimization system for an urban mass comprehensive passenger transport hub, wherein an optimization scheme of the layout of the urban mass comprehensive passenger transport hub is obtained after solving by constructing an attractive force-based screening model for alternative points of the urban mass comprehensive passenger transport hub and constructing an optimization model for the cooperative layout of the urban mass comprehensive passenger transport hub considering the secondary transfer scene among hubs and the connection of different transportation modes, so that a decision basis is provided for the integrated construction of the urban mass comprehensive passenger transport hub, the regional linkage capacity enhancement and the construction of a highly developed multi-mode integrated comprehensive three-dimensional transportation network in the urban mass.
According to one aspect of the invention, the invention provides a cooperative layout optimization method for an urban comprehensive passenger transport hub, which comprises the following steps:
s1: selecting a target urban group area, and determining an alternative pivot point set in the target urban group area according to an urban group comprehensive passenger transport pivot point screening model;
s2: acquiring optimization parameter data of each pivot point in the alternative pivot point set, and inputting an urban group comprehensive passenger transport pivot point layout optimization model, wherein the urban group comprehensive passenger transport pivot point layout optimization model is constructed based on the transfer times among the pivot points and the transportation mode;
s3: and solving the urban group comprehensive passenger transport hub point layout optimization model and outputting an urban group comprehensive passenger transport hub collaborative optimization layout scheme.
Preferably, the construction of the urban group integrated passenger transport pivot point screening model comprises the following steps:
analyzing influence factors of site selection layout of the comprehensive passenger transport hub, and determining site selection indexes;
constructing a factor set according to the site selection indexes, and determining an evaluation set;
calculating the weight distribution coefficient of each factor set and the evaluation result of each pivot point;
assigning a calculation charm value to the evaluation grade in the evaluation set, wherein the charm value is used for screening pivot points to obtain alternative pivot points;
and (4) charm sequencing is carried out on the charm values from large to small, k front nodes are taken from high to low according to the charm as an alternative point set of the comprehensive passenger transport hub in the region, and k is a positive integer.
Preferably, the site selection index includes:
coordinated matching index w 1 Demand adaptability index w 2 And social influence index w 3 (ii) a Wherein the harmonization matchability index w 1 Involving a degree of coordination w with the overall plan of the city 11 Degree of coordination w with various transportation modes 12 Degree of coordination w with urban road wire network layout 13 (ii) a The demand adaptability index w 2 Including pivot service radiation range w 21 Hub construction scale adaptability w 22 Future development reserved space w of hub 23 (ii) a The social influence index w 3 Including the degree of influence w on the load of the road network around the hub 31 Degree of influence w on urban population and industrial layout 32 Influence degree w on urban environment 33 。
Preferably, the constructing a factor set according to the site selection index and determining an evaluation set includes:
dividing the site selection index to obtain four factor sets W = { W = } 1 ，w 2 ，w 3 }，w 1 ＝{w 11 ,w 12 ,w 13 },w 2 ＝{w 21 ,w 22 ,w 23 },w 3 ＝{w 31 ,w 32 ,w 33 Each factor set contains three indexes; the evaluation set is { excellent, good, general, poor }.
Preferably, a judgment matrix and an evaluation matrix of the factor set are constructed to obtain evaluation results of each site selection index; and performing score assignment on the evaluation grades in the evaluation set, multiplying the evaluation grade scores and the evaluation results of the corresponding grades, and summing to obtain the charm value of the pivot point.
Preferably, the constructing of the urban group integrated passenger transport hub layout optimization model includes:
the passenger station is divided into an integrated passenger transport pivot point and a non-integrated passenger transport pivot point, and the transport modes between the pivot points are divided into a direct transport mode and an indirect transport mode;
and setting a target function, decision variables and constraint conditions of the model, and constructing the urban group comprehensive passenger transport pivot point layout optimization model based on the transfer times among the pivot points and the transportation mode.
Preferably, the objective function comprises:
the method comprises the following steps of minimizing a first objective function by comprehensively considering the total operation cost of the passenger terminal, minimizing a second objective function by comprehensively considering the secondary transfer among terminals and the total transportation cost selected by different transportation modes, and minimizing a third objective function by comprehensively considering the secondary transfer among terminals and the transfer transportation time selected by different transportation modes.
Preferably, the setting of the decision variables comprises:
setting a 0-1 decision variable which represents whether the alternative point in the target area is selected as the integrated passenger transport pivot point or not;
setting a 0-1 decision variable which indicates whether the passenger flow of a certain origin-destination point i-j in the target area is transferred through the comprehensive passenger transport hub or not;
setting a decision variable 0-1 for indicating whether the passenger flow of a certain origin-destination point i-j in the target area is directly transported;
setting a 0-1 decision variable which represents whether a traffic mode h is selected from a starting point i to a comprehensive passenger transport pivot point k when the passenger flow of a certain destination point i-j in a target area is transferred through the comprehensive passenger transport pivot point;
setting a 0-1 decision variable which indicates whether a traffic mode h is selected from a comprehensive passenger transport pivot point k to a comprehensive passenger transport pivot point m when the passenger flow of a certain origin-destination point i-j in the target area is transferred through the comprehensive passenger transport pivot point;
and setting a 0-1 decision variable which represents whether the traffic mode h is selected from the comprehensive passenger transport pivot point m to the destination j when the passenger flow of a certain destination point i-j in the target area is transferred through the comprehensive passenger transport pivot point.
Preferably, the constraints of the model include:
the method comprises the following steps of comprehensive passenger transport hub station quantity limitation, transport mode selection limitation, comprehensive passenger transport hub entrance and exit passenger flow conservation limitation, transit passenger flow composition limitation, direct transport passenger flow composition limitation, origin-destination total passenger flow composition limitation, node passenger flow generation amount and passenger flow attraction amount balance limitation, comprehensive passenger transport hub capacity limitation, comprehensive passenger transport hub service range and transport mode selection limitation.
According to another aspect of the present invention, the present invention further provides a cooperative layout optimization system for an urban group integrated passenger transportation hub, the system comprising:
the screening module is used for selecting a target urban group area and determining an alternative pivot point set in the target urban group area according to an urban group comprehensive passenger transport pivot point screening model;
the input module is used for acquiring optimization parameter data of each pivot point in the alternative pivot point set and inputting an urban group comprehensive passenger transport pivot point layout optimization model, and the urban group comprehensive passenger transport pivot point layout optimization model is constructed based on transit times among the pivot points and a transportation mode;
and the optimization module is used for solving the urban group comprehensive passenger transport hub connection point layout optimization model and outputting an urban group comprehensive passenger transport hub collaborative optimization layout scheme.
Has the advantages that: according to the invention, through constructing a charm-based urban group comprehensive passenger transport hub alternative point screening model and constructing an urban group comprehensive passenger transport hub collaborative layout optimization model considering the linkage of a secondary transfer scene between hubs and different transportation modes, an optimization scheme of the layout of the urban group comprehensive passenger transport hubs is obtained after solving, and a decision basis is provided for the integrated construction of the urban group comprehensive passenger transport hubs, the regional linkage capacity is enhanced, and a highly developed multi-mode integrated comprehensive three-dimensional transportation network in the urban group is constructed.
The features and advantages of the present invention will become apparent by reference to the following drawings and detailed description of specific embodiments of the invention.
Drawings
FIG. 1 is a flow chart of a method for optimizing the cooperative layout of an urban complex integrated passenger hub;
fig. 2 is a schematic diagram of a cooperative layout optimization system of an urban complex integrated passenger transport hub.
Detailed Description
The technical solutions in the embodiments of the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, belong to the protection scope of the present invention.
Example 1
Fig. 1 is a flow chart of a cooperative layout optimization method of an urban complex comprehensive passenger transport hub. As shown in fig. 1, the invention provides a cooperative layout optimization method for an urban group integrated passenger transport hub, comprising the following steps:
s1: selecting a target urban group area, and determining an alternative pivot point set in the target urban group area according to an urban group comprehensive passenger transport pivot point screening model.
Preferably, the construction of the urban group integrated passenger transport pivot point screening model comprises the following steps:
analyzing influence factors of site selection layout of the comprehensive passenger transport hub, and determining site selection indexes;
constructing a factor set according to the site selection indexes, and determining an evaluation set;
calculating the weight distribution coefficient of each factor set and the evaluation result of each pivot point;
assigning a calculation charm value to the evaluation grade in the evaluation set, wherein the charm value is used for screening pivot points to obtain alternative pivot points;
and (4) charm sequencing is carried out on the charm values from large to small, k front nodes are taken from high to low according to the charm and serve as an alternative point set of the comprehensive passenger transport hub in the region, and k is a positive integer.
Preferably, the site selection index includes:
harmonization of the Adaptation index w 1 Demand adaptability index w 2 And social influence index w 3 (ii) a Wherein the harmonization matchability index w 1 Involving a degree of coordination w with the overall plan of the city 11 Degree of coordination w with various transportation modes 12 Degree of coordination w with urban road wire network layout 13 (ii) a The demand adaptability index w 2 Including pivot service radiation range w 21 Hub construction scale adaptability w 22 Future development reserved space w of hub 23 (ii) a The social influence index w 3 Including the degree of influence w on the load degree of the road network around the hub 31 Degree of influence w on urban population and industrial layout 32 Degree of influence w on urban environment 33 。
Preferably, the constructing a factor set according to the site selection index and determining an evaluation set includes:
dividing the site selection index to obtain four factor sets W = { W = } 1 ，w 2 ，w 3 }，w 1 ＝{w 11 ,w 12 ,w 13 },w 2 ＝{w 21 ,w 22 ,w 23 },w 3 ＝{w 31 ,w 32 ,w 33 Each factor set contains three indexes; the evaluation set is { excellent, good, general, poor }.
Preferably, a judgment matrix and an evaluation matrix of the factor set are constructed to obtain evaluation results of each site selection index; and performing score assignment on the evaluation grades in the evaluation set, multiplying the evaluation grade scores and the evaluation results of the corresponding grades, and summing to obtain the charm value of the pivot point.
Specifically, the implementation process of the steps is as follows:
step 1: and qualitatively analyzing influence factors of site selection layout of the comprehensive passenger transport hub, and constructing a charm index system by taking the key influence factors as site selection indexes. The address index system standard layer comprises a coordination matching index w 1 Demand adaptability index w 2 And social influence index w 3 (ii) a Wherein the harmonization matching index w 1 Involving a degree of coordination w with the overall plan of the city 11 Degree of coordination w with various transportation modes 12 Degree of coordination w with urban road network layout 13 (ii) a The demand adaptability index w 2 Including pivot service radiation range w 21 And adaptability to pivot construction scale w 22 Future development reserved space w of hub 23 (ii) a The social influence index w 3 Including the degree of influence w on the load degree of the road network around the hub 31 Degree of influence w on urban population and industrial layout 32 Influence degree w on urban environment 33 。
Step 2: and selecting a factor set. Dividing the factor set according to evaluation criteria: w = { W 1 ，w 2 ，w 3 }，w 1 ＝{w 11 ,w 12 ,w 13 },w 2 ＝{w 21 ,w 22 ,w 23 },w 3 ＝{w 31 ,w 32 ,w 33 }
And 3, step 3: and determining an evaluation set. The evaluation set was determined by four grades of excellence, good, generally, poor: { Excellent v 1 V. good 2 In general v 3 Poor v 4 }
And 4, step 4: and calculating the importance degree coefficient of each factor by using an analytic hierarchy process.
The analytic hierarchy process for calculating the weight distribution coefficient in the step 4 comprises the following steps:
s41, adopting a 1-9 scaling method to represent the factor W in the factor set W i Relative to w j Based on this construction, the determination matrix U is as follows:
Figure BDA0003128140720000081
s42, normalizing the column vector of each column of the determination matrix U, wherein the calculation formula is as follows:
Figure BDA0003128140720000082
s43, result M obtained in S42 ij Is summed, the formula is as follows:
Figure BDA0003128140720000083
s44, result M obtained in S43 i Normalization processing is carried out to obtain a characteristic vector A = { a } of the factor set W 1 ,a 2 ,a 3 In which a is 1 ,a 2 ,a 3 Respectively represent indexes W in the factor set W 1 ,w 2 ,w 3 The calculation formula of the weight coefficient (c) is as follows:
Figure BDA0003128140720000091
and S45, carrying out consistency check on the judgment matrix U.
The consistency check process in S45 is as follows:
s451, calculating the maximum characteristic root lambda of the judgment matrix U max The calculation formula is as follows:
Figure BDA0003128140720000092
s452, calculating a consistency index CI by using the order f of the judgment matrix, wherein the calculation formula is as follows:
Figure BDA0003128140720000093
s453, the consistency ratio CR is calculated using the calculation result of S452 and the random consistency index RI corresponding to the order f, and the calculation formula is as follows:
Figure BDA0003128140720000094
s454, if the calculation result CR of S453 is less than 0.1, the judgment matrix U constructed in S41 is considered to satisfy the consistency check, otherwise, the judgment matrix U is to be reconstructed.
S46, aiming at the factor sets w respectively 1 ,w 2 ,w 3 Repeating the above steps S41 to S45, calculating the corresponding weight distribution coefficients: a. The 1 ,A 2 ,A 3 。
And 5: and calculating an evaluation result by using a multi-stage fuzzy evaluation method.
The multi-stage fuzzy evaluation method for calculating the evaluation result in the step 5 comprises the following steps:
s51, evaluating each factor by utilizing an expert scoring method to obtain a factor set w 1 ,w 2 ,w 3 Evaluation matrix R of 1 ,R 2 ,R 3
Further, the specific process of the expert scoring method in step S51 is as follows:
and S511, designing an expert questionnaire based on each index.
S512, issuing a questionnaire, and counting the number of votes with four grades of excellent, good, common and poor in evaluation by using a professional voting mode
S513, obtaining the matrix element r of the evaluation matrix by using the mode of grade ticket number/expert number ij
S52, adopting a respective utilization factor set w 1 ,w 2 ,w 3 Weight distribution coefficient A of 1 ，A 2 ，A 3 And a corresponding evaluation matrix R 1 ,R 2 ,R 3 And performing fuzzy comprehensive evaluation of the first layer, wherein the calculation formula is as follows:
Figure BDA0003128140720000101
and S53, performing second-layer fuzzy comprehensive evaluation by using the calculation result of the S52 and the weight distribution coefficient A of the factor set W, wherein the calculation formula is as follows:
Figure BDA0003128140720000102
and 6: and (4) calculating the charm value by adopting a comprehensive calculation method based on evaluation grade scoring in evaluation set.
Further, the charm calculation value in step 6 is obtained by the following comprehensive calculation method:
and S61, assigning scores to the evaluation grades obtained by the concentrated evaluation, wherein the scores are excellent =95, good =80, generally =65 and worse =50.
And S62, multiplying the evaluation grade scores and the evaluation results of the corresponding grades obtained in the S53, and summing the results to obtain the charm value of the node, wherein the calculation formula is as follows:
G＝95×b 1 +80×b 2 +65×b 3 +50×b 4 (10)
and 7: repeating the steps 1 to 6 for all nodes in the target area, sequencing the obtained charm values from large to small, and taking K nodes from high to low according to the charm as an alternative point set K of the comprehensive passenger transport hub in the area.
S2: and acquiring optimization parameter data of each pivot point in the alternative pivot point set, and inputting the optimization parameter data into an urban group comprehensive passenger transport pivot point layout optimization model, wherein the urban group comprehensive passenger transport pivot point layout optimization model is constructed based on the transfer times among the pivot points and the transportation mode.
Preferably, the constructing of the urban group integrated passenger transport hub layout optimization model includes:
the passenger station is divided into an integrated passenger transport pivot point and a non-integrated passenger transport pivot point, and the transport modes between the pivot points are divided into a direct transport mode and an indirect transport mode;
and setting a target function, decision variables and constraint conditions of the model, and constructing the urban group comprehensive passenger transport pivot point layout optimization model based on the transfer times among the pivot points and the transportation mode.
Preferably, the objective function comprises:
the method comprises the steps of minimizing a first objective function by taking the comprehensive passenger transport hub operation total cost into consideration, minimizing a second objective function by taking the inter-hub secondary transfer and the transport total cost under different transport mode selection into overall consideration, and minimizing a third objective function by taking the inter-hub secondary transfer and the transit transport time under different transport mode selection into overall consideration.
Preferably, the setting of the decision variables comprises:
setting a 0-1 decision variable which represents whether the alternative point in the target area is selected as the integrated passenger transport pivot point or not;
setting a 0-1 decision variable which indicates whether the passenger flow of a certain origin-destination point i-j in the target area is transferred through the comprehensive passenger transport hub or not;
setting a decision variable 0-1 for indicating whether the passenger flow of a certain origin-destination point i-j in the target area is directly transported;
setting a 0-1 decision variable which represents whether a traffic mode h is selected from a starting point i to a comprehensive passenger transport pivot point k when the passenger flow of a certain destination point i-j in a target area is transferred through the comprehensive passenger transport pivot point;
setting a 0-1 decision variable which indicates whether a traffic mode h is selected from a comprehensive passenger transport pivot point k to a comprehensive passenger transport pivot point m when the passenger flow of a certain origin-destination point i-j in the target area is transferred through the comprehensive passenger transport pivot point;
and setting a 0-1 decision variable which represents whether the traffic mode h is selected from the comprehensive passenger transport pivot point m to the destination j when the passenger flow of a certain destination point i-j in the target area is transferred through the comprehensive passenger transport pivot point.
Preferably, the constraints of the model include:
the method comprises the following steps of comprehensive passenger transport hub station quantity limitation, transport mode selection limitation, incoming and outgoing passenger flow volume conservation limitation of a comprehensive passenger transport hub, transit passenger flow composition limitation, direct transport passenger flow composition limitation, total passenger flow volume composition limitation between an origin and a destination, node passenger flow occurrence volume and passenger flow attraction balance limitation, capacity limitation of the comprehensive passenger transport hub, service range of the comprehensive passenger transport hub and transportation mode selection limitation.
Specifically, the implementation process of the steps is as follows:
step 1: reasonable model assumptions are provided for the establishment of an optimization model, and the method is characterized in that the related premise assumptions are as follows:
(1) The method comprises the following steps that N passenger station nodes in a target area are divided into two types of nodes, namely a comprehensive passenger transport hub and a non-comprehensive passenger transport hub, and the comprehensive passenger transport hub nodes are a passenger flow generation place and an attraction place and are a passenger flow gathering and distributing place; the non-comprehensive passenger transport hub node is only considered as a passenger flow generation place and a passenger flow attraction place.
(2) The transport network of the target area can be simplified to a directed graph G = (N, L), where N represents two types of node sets in the transport network, N = {1,2, \8230; N }; l represents the line set between the passenger station nodes, L = { L ij }, mark l ij = (i, j) denotes a directional arc pointing from node i to node j, and the length of the directional arc is used to denote travel distance d ij The transportation line between the nodes at least comprises three transportation modes of road transportation, railway transportation and air transportationA traffic connection mode.
(3) The transportation mode among all nodes in the target area is divided into a direct transportation mode and an indirect transportation mode, the indirect transportation mode refers to the situation that the passenger flow among the origin-destination points is transported through a comprehensive passenger transport hub point for transfer, and a secondary transfer scene is considered.
Step 2: on the basis of the determination of the alternative point set K, collecting and acquiring various parameter data required by the optimization model, and preparing basic data for model input, wherein the parameter data comprises:
(1) And acquiring the node number N of all passenger transport stations in the target area and the number K of all alternative hub stations, and determining the final comprehensive passenger transport hub number M to be planned.
(2) And the construction of the comprehensive passenger transport pivot point k is fixed.
(3) The unit transfer cost is distributed through the integrated passenger transport pivot point k.
(4) Grasping the connection of transportation modes and the current situation of network layout among all the alternative hub stations
(5) Obtaining passenger flow OD matrix data F between each pair of origin-destination points among all nodes in a target area ij
(6) And passenger flow OD matrix data of each pair of origin-destination points among all nodes in the target area in different transportation modes (including three transportation modes of highways, railways and aviation) are obtained.
(7) And acquiring distance data among all nodes in the target area.
(8) And acquiring unit transportation cost of transportation in each transportation mode among all nodes in the target area.
(9) And acquiring the planned passenger flow when the alternative node k in the target area is selected as the comprehensive passenger transport hub.
(10) Respectively obtaining unit shortest travel time of each transportation mode (comprising three transportation modes of highway, railway and aviation) between (N-K) non-integrated passenger transport hub nodes and K integrated passenger transport hub alternative nodes
(11) And respectively acquiring the maximum acceptable travel time of travelers of each transportation mode (comprising three transportation modes of highway, railway and aviation) between the (N-K) non-comprehensive passenger transport hub nodes and the K comprehensive passenger transport hub alternative nodes.
(12) Further, acquiring the passenger flow occurrence O of all nodes by using the data (5) in the step 1 i And the volume of attraction of passenger flow D j Data, the calculation formula is as follows:
O i ＝∑ j∈N F ij (11)
D j ＝∑ i∈N F ij (12)
and step 3: and constructing an urban group comprehensive passenger transport hub layout optimization model considering the secondary transfer among hubs and the connection of different transportation modes.
Further, the construction of the urban group integrated passenger transport hub layout optimization model in the step 3 comprises the following processes:
s31, setting decision variables, wherein the required decision variables are as follows:
(1) Setting a 0-1 decision variable which represents whether the alternative node k in the target area is selected as the integrated passenger transport pivot point or not;
(2) Setting a 0-1 decision variable which indicates whether the passenger flow of a certain origin-destination point i-j in the target area is transferred through the comprehensive passenger transport hub or not;
(3) Setting a 0-1 decision variable representing whether the passenger flow of a certain destination point i-j in the target area is directly transported;
(4) Setting a 0-1 decision variable which represents whether a traffic mode h is selected from a starting point i to a comprehensive passenger transport pivot point k when the passenger flow of a certain destination point i-j in a target area is transferred through the comprehensive passenger transport pivot point;
(5) Setting a 0-1 decision variable which indicates whether a traffic mode h is selected from a comprehensive passenger transport pivot point k to a comprehensive passenger transport pivot point m when the passenger flow of a certain origin-destination point i-j in the target area is transferred through the comprehensive passenger transport pivot point;
(6) Setting a 0-1 decision variable which indicates whether a traffic mode h is selected from a comprehensive passenger transport pivot point m to a destination j when the passenger flow of a certain destination point i-j in a target area is transferred through the comprehensive passenger transport pivot point;
and S32, setting an objective function of the comprehensive passenger transport hub layout optimization model. The method comprises the steps of considering minimization of the total operation cost of the comprehensive passenger transport hub in a target area, comprehensively considering minimization of the total transport cost under selection of the secondary transfer and different transportation modes, and comprehensively considering minimization of the total travel time of the transfer transportation under selection of the secondary transfer and different transportation modes. The corresponding objective functions are respectively as follows:
min z 1 ＝∑ k∈K y k (F k +C k q k ) (13)
min z 2 ＝∑ i∈N ∑ j∈N ∑ k∈K ∑ m∈M ∑ h∈H ∑ l∈H ∑ s∈H (C ihk d ik Q ihk Z ihk +C klm d km Q klm Z klm +C msj d mj Q msj Z msj )·X ikmj +∑ i∈N ∑ j∈N ∑ h∈H C ihj d ij q ihj Z ihj X ij (14)
min z 3 ＝∑ i∈N ∑ j∈N ∑ k∈K ∑ m∈M ∑ h∈H ∑ l∈H ∑ s∈H (t ihk Q ihk Z ihk +t klm Q klm Z klm +t msj Q msj Z msj )X ikmj (15)
and S33, setting the constraint conditions of the comprehensive passenger transport hub layout optimization model.
Further, the constraint condition setting process described in S33 is as follows:
s331, setting the comprehensive passenger transport hub station number limit constraint to be constructed in the target area:
∑ k∈K y k ＝M (16)
s332, setting transportation mode selection constraints in the target area, namely only one of a direct transportation mode of direct transportation and a transit mode of indirect transportation through a comprehensive passenger transport hub can be selected:
Figure BDA0003128140720000161
s333, setting a constraint which represents that the transportation service of the transshipment between the hubs can be carried out only when the alternative node k is established as the integrated pivot point in the target area:
Figure BDA0003128140720000162
Figure BDA0003128140720000163
s334, setting a passenger flow volume conservation constraint which represents the entrance and exit of the comprehensive passenger transport hub k in the target area, namely the passenger flow volume transferred through the comprehensive passenger transport hub k in the passenger flow volume of the origin and destination points i-j is composed of secondary transfer of various transport modes of i-k-m-j and primary transfer passenger flow volume of various transport modes of i-k-j:
Figure BDA0003128140720000171
s335, setting a passenger flow inlet and outlet conservation constraint representing the comprehensive passenger transport hub m in the target area, namely the passenger flow inlet and outlet conservation constraint of the comprehensive passenger transport hub m when secondary transfer of each transport mode is carried out in the passenger flow of the origin-destination point i-j through i-k-m-j:
Figure BDA0003128140720000172
s336, setting a transit passenger flow composition constraint in the passenger flow of the origin-destination point i-j in the target area, namely the transit passenger flow composition constraint comprises the primary transit passenger flow of each transportation mode and the secondary transit passenger flow of each transportation mode:
Figure BDA0003128140720000173
s337, setting and representing origin-destination direct passenger transportation volume in the target area to form constraint, namely the direct passenger transportation volume is formed by three transportation modes:
Figure BDA0003128140720000174
s338, setting passenger flow composition constraint representing origin-destination points i-j in the target area, namely comprising transit passenger flow and direct passenger flow:
Figure BDA0003128140720000175
s339, setting balance constraints of the generation amount and the attraction amount of the nodes in the target area:
Figure BDA0003128140720000181
Figure BDA0003128140720000182
/>
s3310, setting the capacity limit constraint representing the comprehensive passenger transport hub in the target area, namely the passenger flow q transferred through the comprehensive passenger transport hub k k Planned passenger flow Q which cannot exceed the hub kk (ii) a Passenger flow q for transit through comprehensive passenger transport hub m m Planned passenger flow Q not capable of exceeding the hub mm ：
Figure BDA0003128140720000183
Figure BDA0003128140720000184
Figure BDA0003128140720000185
Figure BDA0003128140720000186
S3311, setting comprehensive passenger transport hub service range and transportation mode selection constraint in the target area, namely when the time from a starting point i to a comprehensive passenger transport hub point k in a certain transportation mode is selected to be greater than the maximum acceptable time, not selecting the transportation mode, and if each transportation mode is greater than the maximum acceptable time, not serving the passenger flow of the starting point i by the hub k; similarly, when a transportation mode is selected, the time from the integrated passenger transport pivot point k to the integrated passenger transport pivot point m is longer than the maximum acceptable time, the transportation mode is not selected, and if each transportation mode is longer than the maximum acceptable time, the junction m does not perform secondary transit service on the passenger flow of the integrated passenger transport pivot point k:
y k T ihk ≥Z ihk t ihk (31)
y m T klm ≥Z klm t klm (32)
s3312, setting a restriction which indicates that the transportation mode of transportation is selected only when the passenger flow of the origin-destination point i-j passes through the transit of the comprehensive passenger transport hub point in the destination area:
Figure BDA0003128140720000191
Figure BDA0003128140720000192
Figure BDA0003128140720000193
s3313, setting the decision variable constraint described in S31 representing the target region, the following equations respectively correspond to the descriptions in (1), (2), (3), (4), (5), (6) in S31:
Figure BDA0003128140720000194
Figure BDA0003128140720000195
Figure BDA0003128140720000196
Figure BDA0003128140720000197
Figure BDA0003128140720000198
Figure BDA0003128140720000199
wherein, the meaning of each symbol in the above formula is shown in the following table:
Figure BDA00031281407200001910
Figure BDA0003128140720000201
/>
Figure BDA0003128140720000211
s3: and solving the urban group comprehensive passenger transport hub point layout optimization model and outputting an urban group comprehensive passenger transport hub collaborative optimization layout scheme.
Specifically, based on the constructed urban group comprehensive passenger transport hub layout optimization model considering the secondary transfer among hubs and the connection of different transportation modes, the model input parameters required to be obtained in the step S1 are input, the model can be solved by utilizing a heuristic algorithm, the model belongs to a nonlinear mathematical programming problem, and the genetic algorithm has effectiveness for solving the problem and can be theoretically applied to solving the mathematical optimization model. And solving can be realized by utilizing a heuristic algorithm in Matlab software, and a comprehensive passenger transport hub collaborative optimization layout scheme of the urban groups is output.
The charm-based screening method for the urban group comprehensive passenger transport hub alternative points is adopted for selecting the comprehensive passenger transport hub alternative point set, belongs to a qualitative and quantitative combination mode, firstly, the qualitative influence factors influencing the site selection are comprehensively considered, a charm index system is constructed, then, the qualitative indexes are comprehensively and quantitatively processed by utilizing a comprehensive calculation method of grading assignment based on hierarchical analysis and a multi-stage fuzzy evaluation method, and finally, the possibility and the attraction of the nodes serving as the comprehensive passenger transport hub stations are measured by adopting quantized charm values. The method gives consideration to qualitative factors such as social economy, surrounding environment and the like, realizes the conversion from qualitative analysis to qualitative calculation, can provide an effective thought for the preliminary screening of the nodes in the large-scale area of the urban mass, realizes the reasonable reduction of the alternative range, and is favorable for improving the efficiency of the subsequent layout optimization based on the mathematical model.
The embodiment aims at the construction of the comprehensive passenger transport hub collaborative layout optimization model, and comprehensively considers the situation that transit transportation and different transportation modes are linked between the comprehensive passenger transport hubs, so that the model is more practical. An objective function of minimizing total transportation cost and minimizing total transit time is designed according to comprehensive consideration of overall secondary transit and selection of three transportation modes, conditions such as transportation mode selection constraint and junction service range limitation combined with the transportation modes are set in constraint conditions, so that the model can solve the problem of site layout of M comprehensive passenger transportation junction nodes needing to be determined finally in K alternative junction sites in N nodes, and can output the passenger flow of each node for selection of a transportation mode and a transportation route, namely the passenger flow generated from a starting non-comprehensive passenger transportation junction point i is selected to directly reach a destination non-passenger transportation junction site j through a direct transportation route i-j or to reach the destination non-comprehensive passenger transportation junction site j through an indirect route i-K-M-j which is subjected to secondary transit by a comprehensive passenger transportation junction point K and a comprehensive passenger transportation junction point M, or is selected to reach the destination non-passenger transportation junction site j through an indirect route i-K-j which is subjected to primary transit by the comprehensive passenger transportation junction site K, and the problem of obtaining an inter-destination transportation route list can be solved; the set of passenger flow generating nodes served by the integrated passenger terminal k can be output. In addition, the model can output the transportation mode selection conditions of the direct route i-j and the indirect route i-k-m-j or i-k-j. The output result based on the model can provide certain decision basis for the position selection of the comprehensive passenger transport pivot point in the urban group and the arrangement situation of the transportation mode in the pivot.
Example 2
Fig. 2 is a schematic diagram of a cooperative layout optimization system of an urban complex integrated passenger hub. As shown in fig. 2, the invention also provides a cooperative layout optimization system for an urban complex integrated passenger transportation hub, which comprises:
the screening module is used for selecting a target urban group area and determining an alternative pivot point set in the target urban group area according to an urban group comprehensive passenger transport pivot point screening model;
the input module is used for acquiring optimization parameter data of each pivot point in the alternative pivot point set and inputting an urban group comprehensive passenger transport pivot point layout optimization model, and the urban group comprehensive passenger transport pivot point layout optimization model is constructed based on transit times among the pivot points and a transportation mode;
and the optimization module is used for solving the urban group comprehensive passenger transport hub connection point layout optimization model and outputting an urban group comprehensive passenger transport hub collaborative optimization layout scheme.
The specific implementation process of the method steps executed by each module in this embodiment 2 is the same as the implementation process of each step in embodiment 1, and is not described herein again.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention, and all modifications and equivalents of the present invention, which are made by the contents of the present specification and the accompanying drawings, or directly/indirectly applied to other related technical fields, are included in the scope of the present invention.

Claims (10)

1. A cooperative layout optimization method for an urban group integrated passenger transport hub is characterized by comprising the following steps:
s1: selecting a target urban group area, and determining an alternative pivot point set in the target urban group area according to an urban group comprehensive passenger transport pivot point screening model;
s2: acquiring optimization parameter data of each pivot point in the alternative pivot point set, and inputting an urban group comprehensive passenger transport pivot point layout optimization model, wherein the urban group comprehensive passenger transport pivot point layout optimization model is constructed based on the transfer times among the pivot points and the transportation mode;
s3: solving the urban group comprehensive passenger transport hub connection point layout optimization model, and outputting an urban group comprehensive passenger transport hub collaborative optimization layout scheme;
the construction of the urban group integrated passenger transport pivot point layout optimization model comprises the following steps: the method for setting the constraint conditions of the urban group comprehensive passenger transport pivot point layout optimization model comprises the following steps:
s331, setting the comprehensive passenger transport hub station number limit constraint to be constructed in the target area:
Σ k∈K y k ＝M (16)
k is a comprehensive passenger transport hub alternative point set; y is k A decision variable of 0-1 is used for indicating whether the alternative point k is selected as the comprehensive passenger transport pivot point or not, and if so, the alternative point k is 1; m is the number of comprehensive passenger transport hub stations needing to be constructed in the target area;
s332, setting transportation mode selection constraints in the target area, namely only one of a direct transportation mode of direct transportation and a transit mode of indirect transportation through a comprehensive passenger transport hub can be selected:
Figure FDA0004065182060000011
wherein m is a comprehensive passenger transport pivot point; x ikmj A decision variable of 0-1 is used for indicating whether the passenger flow of a certain origin-destination point i-j is transferred through the comprehensive passenger transport hub point, and if the passenger flow is transferred, the decision variable is 1; x ij A decision variable of 0-1 is used for indicating whether the passenger flow of a certain origin-destination point i-j is direct transportation or not, and if the passenger flow of the certain origin-destination point i-j is direct transportation, the passenger flow is 1; n is a total node set;
s333, setting a constraint which represents that the transportation service transferred between the hubs can be carried out only when the alternative node k is established as the comprehensive pivot point in the target area;
s334, setting a passenger flow volume conservation constraint for indicating the entrance and exit of the comprehensive passenger transport hub k in the target area, namely the passenger flow volume transferred through the comprehensive passenger transport hub k in the passenger flow volume of the origin-destination point i-j is composed of secondary transfer of various transport modes of i-k-m-j and primary transfer passenger flow volume of various transport modes of i-k-j:
Figure FDA0004065182060000021
wherein h is the serial number of the transportation mode; h is a transportation means set, H = { air transport =1, rail transport =2, road transport =3}; q ihk The passenger flow is the passenger flow which represents the transit passenger flow of a certain origin-destination point i-j and reaches the comprehensive passenger transport hub K from the initial passenger station i in the transport mode h; z is a linear or branched member ihk A decision variable of 0-1 is used for indicating whether the h type transportation mode is selected when the starting non-integrated passenger transport pivot point i reaches the integrated passenger transport pivot point k, if so, the decision variable is 1, otherwise, the decision variable is 0; l is the serial number of the transportation mode; q klm The transit passenger flow of a certain origin-destination point i-j reaches the passenger volume of a comprehensive passenger transport pivot point m from a comprehensive passenger transport pivot point k through a transportation mode l; z klm A decision variable of 0 to 1 is used for indicating whether the first transportation mode is selected when the integrated passenger transport pivot point k reaches the integrated passenger transport pivot point m, if so, the decision variable is 1, otherwise, the decision variable is 0; s isSerial number of transportation mode; q msj The passenger volume of a certain pair of origin-destination points i-j, which reaches the destination non-comprehensive passenger transport pivot point j from the comprehensive passenger transport pivot point m through a transportation mode s; z msj A decision variable of 0-1 is used for indicating whether the s-th transportation mode is selected when the comprehensive passenger transport pivot point m reaches the terminal non-comprehensive passenger transport pivot point j, if so, the decision variable is 1, otherwise, the decision variable is 0;
s335, setting a passenger flow inlet and outlet conservation constraint representing the comprehensive passenger transport hub m in the target area, namely the passenger flow inlet and outlet conservation constraint of the comprehensive passenger transport hub m when secondary transfer of each transport mode is carried out in the passenger flow of the origin-destination point i-j through i-k-m-j:
Figure FDA0004065182060000031
s336, setting a transit passenger flow composition constraint in the passenger flow of the origin-destination point i-j in the target area, namely the transit passenger flow composition constraint comprises the primary transit passenger flow of each transportation mode and the secondary transit passenger flow of each transportation mode:
Figure FDA0004065182060000032
wherein Q is ikmj The passenger flow transferred by the comprehensive passenger transport hub is a certain pair of origin-destination points i-j;
s337, setting and representing origin-destination direct passenger transportation volume in the target area to form constraint, namely the direct passenger transportation volume is formed by three transportation modes:
Figure FDA0004065182060000033
wherein q is ij The passenger flow directly transported by a certain origin-destination point i-j; q. q of ihj The passenger flow directly transported by a transportation mode h for a certain origin-destination point i-j; z is a radical of ihj Is a decision variable from 0 to 1 and is, indicating the arrival of the non-comprehensive passenger transport from the initial transport point iWhether the h-th transportation mode is selected when the non-comprehensive passenger transport pivot point j is selected, if so, the h-th transportation mode is 1, otherwise, the h-th transportation mode is 0;
s338, setting passenger flow composition constraint representing origin-destination points i-j in the target area, namely comprising transit passenger flow and direct passenger flow:
Figure FDA0004065182060000034
s339, setting balance constraint of the generation amount and the attraction amount of the nodes in the target area:
Figure FDA0004065182060000035
Figure FDA0004065182060000041
wherein Q ij Passenger flow volume, O, at some origin-destination point i-j i Traffic volume for arbitrary nodes, D j The passenger flow attraction for any node;
s3310, setting the capacity limit constraint representing the comprehensive passenger transport hub in the target area, namely the passenger flow q transferred through the comprehensive passenger transport hub k k Planned passenger flow Q which cannot exceed the hub kk (ii) a Passenger flow q transferred through comprehensive passenger transport hub m m Planned passenger flow Q not capable of exceeding the hub mm :
Figure FDA0004065182060000042
Figure FDA0004065182060000043
Figure FDA0004065182060000044
Figure FDA0004065182060000045
S3311, setting comprehensive passenger transport hub service range and transportation mode selection constraint in the target area, namely when the time from a starting point i to a comprehensive passenger transport hub point k in a certain transportation mode is selected to be greater than the maximum acceptable time, not selecting the transportation mode, and if each transportation mode is greater than the maximum acceptable time, not serving the passenger flow of the starting point i by the hub k; similarly, when a transportation mode is selected, the time from the integrated passenger transport pivot point k to the integrated passenger transport pivot point m is greater than the maximum acceptable time, the transportation mode is not selected, and if each transportation mode is greater than the maximum acceptable time, the junction m does not perform secondary transit service on the passenger flow of the integrated passenger transport pivot point k:
y k T ihk ≥Z ihk t ihk (31)
y m T klm ≥Z klm t klm (32)
wherein, T ihk The maximum acceptable travel time of a unit from an initial non-comprehensive passenger transport pivot point i to a comprehensive passenger transport pivot point k in a transportation mode h is represented in the transit passenger flow of a certain origin-destination point i-j; z ihk A decision variable of 0-1 is used for indicating whether the h type transportation mode is selected when the starting non-integrated passenger transport pivot point i reaches the integrated passenger transport pivot point k, if so, the decision variable is 1, otherwise, the decision variable is 0; t is t ihk The unit shortest time from an initial non-comprehensive passenger transport pivot point i to a comprehensive passenger transport pivot point k in a transportation mode h is represented in the transit passenger flow of a certain origin-destination point i-j; t is klm The maximum acceptable travel time of a unit from a comprehensive passenger transport pivot point k to a comprehensive passenger transport station m in a transportation mode h is represented in the transit passenger flow of a certain origin-destination point i-j; z klm Is a decision variable of 0-1, which represents that the time from the integrated passenger transport pivot point k to the integrated passenger transport pivot point m isIf not, selecting the first transportation mode, if so, then being 1, otherwise, being 0; t is t klm The unit shortest time from a comprehensive passenger transport pivot point k to a comprehensive passenger transport pivot point m in a transportation mode h is represented in the transit passenger flow of a certain pair of origin-destination points i-j;
s3312, setting a restriction which indicates that the transportation mode of transportation is selected only when the passenger flow of the origin-destination point i-j passes through the transit of the comprehensive passenger transport hub point in the target area:
Figure FDA0004065182060000051
Figure FDA0004065182060000052
Figure FDA0004065182060000053
2. the method of claim 1, wherein the constructing of the urban mass transit integrated pivot point screening model comprises:
analyzing influence factors of site selection layout of the comprehensive passenger transport hub, and determining site selection indexes;
constructing a factor set according to the site selection indexes, and determining an evaluation set;
calculating the weight distribution coefficient of each factor set and the evaluation result of each pivot point;
assigning a calculation charm value to the evaluation grade in the evaluation set, wherein the charm value is used for screening pivot points to obtain alternative pivot points;
and (4) charm sequencing is carried out on the charm values from large to small, k front nodes are taken from high to low according to the charm and serve as an alternative point set of the comprehensive passenger transport hub in the region, and k is a positive integer.
3. The method of claim 2, wherein the site selection indicator comprises:
coordinated matching index w 1 Demand adaptability index w 2 And social influence index w 3 (ii) a Wherein the harmonization matchability index w 1 Involving a degree of coordination w with the overall plan of the city 11 Degree of coordination w with various transportation modes 12 Degree of coordination w with urban road wire network layout 13 (ii) a The demand adaptability index w 2 Including pivot service radiation range w 21 Hub construction scale adaptability w 22 Future development reserved space w of hub 23 (ii) a The social influence index w 3 Including the degree of influence w on the load of the road network around the hub 31 Degree of influence w on urban population and industrial layout 32 Influence degree w on urban environment 33 。
4. The method of claim 3, wherein constructing a set of factors from the site selection metrics and determining a set of evaluations comprises:
dividing the site selection index to obtain four factor sets W = { W = 1 ，w 2 ，w 3 }，w 1 ＝{w 11 ,w 12 ,w 13 },w 2 ＝{w 21 ,w 22 ,w 23 },w 3 ＝{w 31 ,w 32 ,w 33 Each factor set contains three indexes; the evaluation set is { excellent, good, general, poor }.
5. The method according to claim 4, wherein a judgment matrix and an evaluation matrix of the factor set are constructed to obtain evaluation results of each site selection index; and performing score assignment on the evaluation grades in the evaluation set, multiplying the evaluation grade scores and the evaluation results of the corresponding grades, and summing to obtain the charm value of the pivot point.
6. The method of claim 1, wherein constructing the urban mass transit hub layout optimization model comprises:
the passenger station is divided into an integrated passenger transport pivot point and a non-integrated passenger transport pivot point, and the transport modes between the pivot points are divided into a direct transport mode and an indirect transport mode;
and setting a target function, decision variables and constraint conditions of the model, and constructing the urban group comprehensive passenger transport pivot point layout optimization model based on the transfer times among the pivot points and the transportation mode.
7. The method of claim 6, wherein the objective function comprises:
the method comprises the following steps of minimizing a first objective function by comprehensively considering the total operation cost of the passenger terminal, minimizing a second objective function by comprehensively considering the secondary transfer among terminals and the total transportation cost selected by different transportation modes, and minimizing a third objective function by comprehensively considering the secondary transfer among terminals and the transfer transportation time selected by different transportation modes.
8. The method of claim 6, wherein setting a decision variable comprises:
setting a 0-1 decision variable which represents whether the alternative point in the target area is selected as the integrated passenger transport pivot point or not;
setting a 0-1 decision variable which indicates whether the passenger flow of a certain origin-destination point i-j in the target area is transferred through the comprehensive passenger transport hub or not;
setting a decision variable 0-1 for indicating whether the passenger flow of a certain origin-destination point i-j in the target area is directly transported;
setting a 0-1 decision variable which indicates whether a traffic mode h is selected from a starting point i to a comprehensive passenger transport pivot point k when the passenger flow of a certain destination point i-j in a target area is transferred through the comprehensive passenger transport pivot point;
setting a 0-1 decision variable which indicates whether a traffic mode h is selected from a comprehensive passenger transport pivot point k to a comprehensive passenger transport pivot point m when the passenger flow of a certain destination point i-j in a target area is transferred through the comprehensive passenger transport pivot point;
and setting a 0-1 decision variable which represents whether the traffic mode h is selected from the comprehensive passenger transport pivot point m to the destination j when the passenger flow of a certain destination point i-j in the target area is transferred through the comprehensive passenger transport pivot point.
9. The method according to claim 6 or 7, wherein the constraints of the model comprise:
the method comprises the following steps of comprehensive passenger transport hub station quantity limitation, transport mode selection limitation, incoming and outgoing passenger flow volume conservation limitation of a comprehensive passenger transport hub, transit passenger flow composition limitation, direct transport passenger flow composition limitation, total passenger flow volume composition limitation between an origin and a destination, node passenger flow occurrence volume and passenger flow attraction balance limitation, capacity limitation of the comprehensive passenger transport hub, service range of the comprehensive passenger transport hub and transportation mode selection limitation.
10. An urban complex integrated passenger transport hub collaborative layout optimization system, characterized in that the system comprises:
the screening module is used for selecting a target urban group area and determining an alternative pivot point set in the target urban group area according to an urban group comprehensive passenger transport pivot point screening model;
the input module is used for acquiring optimization parameter data of each pivot point in the alternative pivot point set and inputting an urban group comprehensive passenger transport pivot point layout optimization model, wherein the urban group comprehensive passenger transport pivot point layout optimization model is constructed on the basis of transit times among the pivot points and a transportation mode;
the optimization module is used for solving the urban group comprehensive passenger transport hub connection point layout optimization model and outputting an urban group comprehensive passenger transport hub collaborative optimization layout scheme;
the construction of the urban grouping comprehensive passenger transport pivot point layout optimization model comprises the following steps: the method for setting the constraint conditions of the urban group comprehensive passenger transport pivot point layout optimization model comprises the following steps:
s331, setting the number limit constraint of comprehensive passenger transport hub stations to be constructed in a target area;
s332, setting transportation mode selection constraint in the target area, namely only one of two transportation modes, namely a direct transportation mode of direct transportation and a transit mode of indirect transportation through a comprehensive passenger transport hub can be selected;
s333, setting a constraint which represents that the transportation service transferred between the hubs can be carried out only when the alternative node k is established as the comprehensive pivot point in the target area;
s334, setting a passenger flow volume conservation constraint which represents the entrance and exit of the comprehensive passenger transport hub k in the target area, namely the passenger flow volume transferred through the comprehensive passenger transport hub k in the passenger flow volume of the origin-destination point i-j is composed of secondary transfer of various transport modes of i-k-m-j and primary transfer passenger flow volume of various transport modes of i-k-j;
s335, setting a passenger flow inlet and outlet conservation constraint representing the comprehensive passenger transport hub m in the target area, namely the passenger flow inlet and outlet conservation constraint of the comprehensive passenger transport hub m when secondary transfer of each transport mode is carried out in the passenger flow of the origin-destination point i-j through i-k-m-j;
s336, setting a transfer passenger flow composition constraint in the passenger flow quantity of the origin-destination points i-j in the destination area, namely, the constraint is composed of a primary transfer passenger flow quantity of each transportation mode and a secondary transfer passenger flow quantity of each transportation mode;
s337, setting a direct passenger transportation volume composition constraint which represents the origin-destination point in the target area, namely the direct passenger transportation volume of three transportation modes;
s338, setting passenger flow composition constraints which represent origin-destination points i-j in the target area, namely transit passenger flow and direct passenger flow;
s339, setting balance constraints representing the generation amount and the attraction amount of the nodes in the target area;
s3310, setting the capacity limit constraint representing the comprehensive passenger transport hub in the target area, namely the passenger flow q transferred through the comprehensive passenger transport hub k k Planned passenger flow Q not capable of exceeding the hub kk (ii) a Passenger flow q transferred through comprehensive passenger transport hub m m Planned passenger flow Q which cannot exceed the hub mm ；
S3311, set up and represent comprehensive transport of passenger transport hub service range and transportation mode in the target area choose restraint, namely when choosing some transportation mode from the starting point i to the time of the comprehensive transport of passenger hub point k is greater than its maximum acceptable time, do not choose this kind of transportation mode, if every transportation mode is greater than its maximum acceptable time, this hub k does not serve the flowrate of this starting point i; similarly, when a certain transportation mode is selected, the time from the integrated passenger transport pivot point k to the integrated passenger transport pivot point m is longer than the maximum acceptable time, the transportation mode is not selected, and if each transportation mode is longer than the maximum acceptable time, the pivot m does not perform secondary transit service on the passenger flow of the integrated passenger transport pivot point k;
s3312, setting restriction which indicates that the transportation mode of transportation is selected only when the passenger flow of the origin-destination point i-j passes through the transit of the comprehensive passenger transportation junction point in the target area.
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