CN114781725A - Non-motor vehicle passenger flow attraction range judgment method for connection rail traffic - Google Patents
Non-motor vehicle passenger flow attraction range judgment method for connection rail traffic Download PDFInfo
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Abstract
The invention discloses a method for judging the passenger flow attraction range of a non-motor vehicle for connecting rail traffic, which comprises the following steps: (1) decomposing a road network structure of a research area, dividing traffic cells, and determining a passenger flow attraction range of a track station; (2) respectively calculating generalized travel utility values of travel modes of each traffic cell based on a generalized travel consistency principle; (3) determining the boundary point of the non-motor vehicle passenger flow attraction range of each traffic district according to the judgment condition; (4) and connecting the non-motor vehicle passenger flow attraction range boundary points of each traffic district to obtain a non-motor vehicle passenger flow attraction range. The invention can provide reference and technical guidance for the configuration of the non-motor vehicle parking facility based on rail transit connection.
Description
Technical Field
The invention belongs to the field of non-motor vehicle connection attraction ranges, and particularly relates to a non-motor vehicle passenger flow attraction range judgment method for connection rail traffic.
Background
The non-motor vehicle has the characteristics of green, no pollution, low energy consumption and small land occupation investment, has a good development foundation in China, and is an ideal traffic mode for solving medium and short distance travel and connection transfer. The development of a connection traffic system taking public bicycles and other non-motor vehicles as a leading part is an important way for preventing and relieving urban traffic jam and reducing atmospheric pollution and energy consumption. However, urban traffic is a very complex system with a plurality of traffic ways mutually complementary and organically connected, and the attraction of non-motor traffic based on rail traffic connection is not only related to the travel distance characteristics, but also closely related to the non-motor traffic environment for transfer of rail traffic.
Therefore, the method for judging the passenger flow attraction range of the non-motor vehicle, which is more practical and has high accuracy, can greatly promote the improvement of the planning, design and management level of the non-motor vehicle connection system. The Dijkstra algorithm is an optimal path search algorithm widely applied, and can solve the shortest path aiming at a complex road network structure diagram. The improved Dijkstra algorithm improves the problems of more searching nodes and slower searching speed in the shortest path solving process in the solving process of calculating the shortest distance from the departure point to the adjacent track stations, and is favorable for judging the zone location relation between the traffic zone and the passenger flow attraction range of the research station.
The existing method for calculating the passenger flow attraction range of the non-motor vehicle for connecting rail traffic rarely considers the mutual influence between adjacent rail stations, and the advantage of non-motor vehicle connection and the unique solution of the passenger flow attraction distance cannot be well embodied under the condition of singly considering the non-motor vehicle connection. Under a complex traffic system, the traffic mode selection of a non-motor vehicle traveler is influenced by various factors, and a more flexible non-motor vehicle connection passenger flow attraction range judgment model needs to be constructed, so that the networking and accessibility of the non-motor vehicle traffic system based on rail traffic connection are improved, a good hard environment for the non-motor vehicle to travel is created, and reference basis and technical guidance are provided for the configuration of non-motor vehicle parking facilities based on rail traffic connection.
Disclosure of Invention
The purpose of the invention is as follows: in order to improve the prior art, the invention provides a non-motor vehicle passenger flow attraction range judgment method for connecting rail traffic, which considers the mutual influence among rail stations and the situation of a peripheral road network, is more practical, and improves the accuracy of non-motor vehicle passenger flow attraction range judgment of connecting rail traffic.
The technical scheme is as follows: the invention relates to a method for judging the passenger flow attraction range of a non-motor vehicle for connecting rail traffic, which comprises the following steps:
step 1: dividing a research area into K traffic cells based on a road network structure, and setting a passenger flow attraction range of each track station in the research area;
and 2, step: determining attraction track stations of each traffic cell;
and step 3: respectively calculating generalized travel utility values of travel modes of each traffic cell based on a generalized travel consistency principle, wherein the travel modes comprise non-motor vehicle transfer rail transit, public transport transfer rail transit and public transport direct;
and 4, step 4: make Un-motor＝Ubus-And Un-motor＝USThe starting point of the established traffic cell is the boundary point of the non-motor vehicle passenger flow attraction range of the traffic cell; wherein, Un-motorUtility value U of generalized travel for transferring rail traffic from non-motor vehiclesbus-TUtility value U of generalized trip for public transportation to transfer rail transitSA generalized travel utility value for bus direct transit;
and 5: and the boundary points of the non-motor vehicle passenger flow attraction ranges of the K traffic districts are sequentially connected to obtain the non-motor vehicle passenger flow attraction range.
Further, the method comprises the following steps: the passenger flow attraction range in the step 1 is a circle.
Further, the method comprises the following steps: the method for determining the attraction track station of the traffic cell in the step 2 comprises the following steps:
determining the departure point of the traffic community is located in the passenger flow attraction range of which track station, if the departure point of the traffic community is only located in the passenger flow attraction range of one track station, the track station is the attraction track station corresponding to the departure point of the traffic community; if the departure point of the traffic cell is located in the passenger flow attraction range of two or more track stations, the track station with the shortest path from the departure point of the traffic cell is the attraction track station corresponding to the departure point of the traffic cell; wherein, the starting point of the traffic zone is the centroid of the traffic zone.
Further, the method comprises the following steps: and calculating the departure point of the traffic cell for the distance between the track stations by using a Dijkstra algorithm.
Further, the method comprises the following steps: the generalized trip utility value of each trip mode in the step 3 is as follows:
wherein, VTIs a value per unit time; t is a unit ofn-motorThe travel time of the non-motor vehicle is set; t iswalkIs the walking travel time; t is a unit ofbusThe bus travel time; t is a unit ofRThe time of the rail transit trip; fn-motCost for non-motor vehicle travel; fbusCost for bus travel; fBiTo be formed by track station BiCost of travel; lambdakiFor track station BiWeight to traffic cell k; and N is the total number of the track stations in the research area.
Further, the method comprises the following steps: lambdakiFor the kth traffic cell to track station BiThe ratio of the traffic volume of (1) to the total traffic volume of all traffic districts.
Compared with the prior art, the invention has the following remarkable advantages: 1. the invention considers the specific topography and road network form around the track station, verifies the shape of the passenger flow attraction range, ensures that the establishment of the passenger flow attraction range is closer to the reality, and can better serve the connection planning of the connection facilities around the track station; 2. the invention considers the mutual influence among rail transit stations, introduces the generalized travel utility weighted value on solving the problem of originally supposing a single destination, enables the model to better accord with the actual multi-destination travel situation, and can provide reference for the configuration of parking facilities of non-motor vehicles and the like.
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FIG. 1 is a flow chart of the method of the present invention.
Detailed Description
As shown in fig. 1, the method for determining the attraction range of the non-motor vehicle passenger flow for connecting rail traffic, according to the present invention, comprises the following steps:
step 1: dividing a research area into K traffic cells based on a road network structure, and simultaneously setting a circular passenger flow attraction range of each track station in the research area;
step 2: determining attraction track stations of each traffic cell:
determining the departure point of the traffic cell is located in the passenger flow attraction range of which track station, and if the departure point of the traffic cell is only located in the passenger flow attraction range of one track station, the track station is the attraction track station corresponding to the departure point of the traffic cell; if the departure point of the traffic community is located in the passenger flow attraction range of two or more track stations, the track station with the shortest route from the departure point of the traffic community is the attraction track station corresponding to the departure point of the traffic community; the starting point of the traffic zone is the centroid of the traffic zone.
And 3, step 3: based on the principle of generalized travel consistency, generalized travel utility values of travel modes of each traffic district are calculated respectively, wherein the travel modes comprise non-motor vehicle transfer rail transit, public transport transfer rail transit and public transport direct transit.
Wherein, VTIs a value per unit time; t is a unit ofn-motThe travel time of the non-motor vehicle is; t is a unit ofwalkThe walking travel time; t is a unit ofbusThe bus travel time; t isRThe time of travel is the track traffic; fn-motCost for non-motor vehicle travel; fbusCost for bus travel; fBiTo be formed by track station BiCost of travel; n is the total number of the track stations in the research area; lambda [ alpha ]kiFor track station BiThe weight of the k traffic cell is from the k traffic cell to the track station BiThe ratio of the traffic volume of (1) to the total traffic volume of all traffic districts.
And 4, step 4: make Un-m＝UbusAnd Un-motor＝USThe starting point of the established traffic cell is the boundary point of the non-motor vehicle passenger flow attraction range of the traffic cell; wherein, Un-motGeneral trip utility value U for non-motor vehicle transfer rail transitbus-TUtility value U of generalized trip for public transportation to transfer rail transitsA generalized travel utility value for bus direct transit;
and 5: and the boundary points of the non-motor vehicle passenger flow attraction ranges of the K traffic districts are sequentially connected to obtain the non-motor vehicle passenger flow attraction range.
The above description is only an embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can understand that the modifications or substitutions within the technical scope of the present invention are included in the scope of the present invention, and therefore, the scope of the present invention should be subject to the protection scope of the claims.
Claims (6)
1. A non-motor vehicle passenger flow attraction range judgment method for connecting rail traffic is characterized by comprising the following steps: the method comprises the following steps:
step 1: dividing a research area into K traffic cells based on a road network structure, and setting a passenger flow attraction range of each track station in the research area;
step 2: determining an attraction track station of each traffic cell;
and step 3: respectively calculating generalized travel utility values of travel modes of each traffic cell based on a generalized travel consistency principle, wherein the travel modes comprise non-motor vehicle transfer rail transit, public transport transfer rail transit and public transport direct;
and 4, step 4: make Un-mot＝Ubus-TAnd Un-motor＝USThe starting point of the established traffic district is the boundary point of the non-motor vehicle passenger flow attraction range of the traffic district; wherein, Un-motUtility value U of generalized travel for transferring rail traffic from non-motor vehiclesbus-TUtility value U of generalized trip for public transportation to transfer rail transitSA generalized travel utility value for bus direct transit;
and 5: and the boundary points of the non-motor vehicle passenger flow attraction ranges of the K traffic districts are sequentially connected to obtain the non-motor vehicle passenger flow attraction range.
2. The method for determining the attraction range of the passenger flow of the non-motor vehicle for connecting the rail transit as claimed in claim 1, wherein: the passenger flow attraction range in the step 1 is a circle.
3. The method for determining the attraction range of the passenger flow of the non-motor vehicle for connecting to the rail transit as claimed in claim 1, wherein: the method for determining the attraction track station of the traffic cell in the step 2 comprises the following steps:
determining the departure point of the traffic cell is located in the passenger flow attraction range of which track station, and if the departure point of the traffic cell is only located in the passenger flow attraction range of one track station, the track station is the attraction track station corresponding to the departure point of the traffic cell; if the departure point of the traffic community is located in the passenger flow attraction range of two or more track stations, the track station with the shortest route from the departure point of the traffic community is the attraction track station corresponding to the departure point of the traffic community; the starting point of the traffic zone is the centroid of the traffic zone.
4. The method for determining the attraction range of the passenger flow of the non-motor vehicle for plugging in the rail transit as claimed in claim 3, wherein: and calculating the departure point of the traffic cell for the distance between the track stations by using a Dijkstra algorithm.
5. The method for determining the attraction range of the passenger flow of the non-motor vehicle for connecting to the rail transit as claimed in claim 1, wherein: the generalized trip utility value of each trip mode in step 3 is as follows:
wherein, VTIs a value per unit time; t isn-motThe travel time of the non-motor vehicle is; t iswalkIs the walking travel time; t isbusThe bus trip time; t is a unit ofRThe time of the rail transit trip; fn-motorCost for non-motor vehicle travel; fbusCost for bus travel; fBiTo be formed by track station BiCost of travel; lambda [ alpha ]kiFor track station biWeight to traffic cell k; and N is the total number of the track stations in the research area.
6. The method for determining the attraction range of the passenger flow of the non-motor vehicle for connecting the rail transit as claimed in claim 5, wherein: lambdakiFor the kth traffic cell to track station BiThe traffic volume of (2) accounts for the total traffic volume of all traffic districtsA ratio.
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Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2018032808A1 (en) * | 2016-08-19 | 2018-02-22 | 大连理工大学 | Big data based bus line schedule collaborative optimization method |
| CN108830399A (en) * | 2018-04-09 | 2018-11-16 | 中设设计集团股份有限公司 | What a kind of rail traffic website plugged into the facility equilibrium of supply and demand optimizes and revises method |
| CN109978267A (en) * | 2019-03-28 | 2019-07-05 | 东南大学 | City microcirculation public bus network planing method based on urban track traffic data |
| WO2021068602A1 (en) * | 2019-10-10 | 2021-04-15 | 北京全路通信信号研究设计院集团有限公司 | Multi-mode multi-service rail transit analog simulation method and system |
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Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2018032808A1 (en) * | 2016-08-19 | 2018-02-22 | 大连理工大学 | Big data based bus line schedule collaborative optimization method |
| CN108830399A (en) * | 2018-04-09 | 2018-11-16 | 中设设计集团股份有限公司 | What a kind of rail traffic website plugged into the facility equilibrium of supply and demand optimizes and revises method |
| CN109978267A (en) * | 2019-03-28 | 2019-07-05 | 东南大学 | City microcirculation public bus network planing method based on urban track traffic data |
| WO2021068602A1 (en) * | 2019-10-10 | 2021-04-15 | 北京全路通信信号研究设计院集团有限公司 | Multi-mode multi-service rail transit analog simulation method and system |
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