CN115455534A - Method and system for evaluating adaptability of network layout structure of expressway - Google Patents

Method and system for evaluating adaptability of network layout structure of expressway Download PDF

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CN115455534A
CN115455534A CN202211080849.5A CN202211080849A CN115455534A CN 115455534 A CN115455534 A CN 115455534A CN 202211080849 A CN202211080849 A CN 202211080849A CN 115455534 A CN115455534 A CN 115455534A
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苏跃江
李晓玉
袁敏贤
吴德馨
杨兴清
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Guangzhou Transportation Research Institute Co ltd
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Abstract

The invention discloses a method and a system for evaluating the adaptability of a network layout structure of a highway, which comprises the following steps: constructing a network model: constructing a traffic database and a road network structure model; and (3) tracing traffic flow OD: OD analysis and tracing of highway traffic flow; and (3) evaluating a network structure: calculating and analyzing the accessibility of a highway network and the matching degree of a network structure center and a travel demand center based on a traffic database and a highway network structure model, and measuring the adaptability of the network structure layout through a matching degree index; optimizing a structure strategy: and providing an expressway network structure optimization idea and strategy based on the adaptive calculation result. The method has important significance for evaluation, optimization and planning of the highway network.

Description

Method and system for evaluating adaptability of network layout structure of expressway
Technical Field
The invention relates to the field of public transportation, in particular to a method and a system for evaluating the adaptability of a network layout structure of an expressway.
Background
The highway is used as an important component of the foundation and the main framework of the comprehensive three-dimensional traffic network, is an important carrier for urban economic operation, and plays a key role in improving the urban traffic operation efficiency, influencing the urban industry development and layout, overall planning, balancing the regional economic development and the like. The effective adaptation of the network layout structure of the expressway and the demand distribution is the basis for ensuring the smooth travel of residents, the ordered and safe freight transportation, the healthy development of social economy and the like.
At present, for the evaluation of the expressway network, domestic and foreign scholars mainly pay attention to the following two aspects of research: firstly, a complex network theory is applied to analyze the network structure characteristics, an evaluation index system is constructed based on the network structure performance, the operation quality and other aspects, the network structure characteristics are focused on, and the actual use requirement characteristics of the expressway are ignored; secondly, attention is paid to travel demand characteristics and distribution characteristic analysis of the expressway, and the overall consideration of the influence of a network structure on the distribution of the demand characteristics is lacked.
The current main reference technologies mainly include the following:
zheng Yibin and the like (Zheng Yibin, cai Hangpeng, lai Weiwei and the like; analysis of characteristics of highway network in Hubei province based on complex network [ J ]. School report of Chongqing traffic university (Nature science edition), 2021,40 (5): 31-37) and establishment of network topology by selecting a Space-P method to analyze static characteristics, centrality and robustness of the highway network; wu Yang is equivalent (Wu Yangping, guo Fei and Zeng Minghua. Urban integrated traffic network characteristic analysis and optimization research based on complex network [ J ]. Jiangxi university school newspaper (Nature science edition), 2015,39 (3): 326-330.) provides an urban integrated traffic network adjustment analysis and optimization research method based on complex network; wen Zhenguo (Wen Zhenguo. Study on structural characteristics and robustness of a highway network in Shaanxi province based on a complex network theory [ D ]. Xian: changan university, 2019.) proposes a network efficiency change value based on a complex network as a quantitative evaluation index of key nodes and key road sections of a road network; gao Wei, etc. (Gao Wei, yao Enjian, huan ning, generation Hong Na. Highway network risk point identification method based on flow weighting [ a ]. Chinese highway society, world transportation society for force, west city of people's government, shaxi province scientific and technical association [ C ]. Chinese highway society for world transportation engineering forum (WTC 2021) corpus (below) [ C ]. Chinese highway society for force, world transportation society for force, west city of people's government, shaanxi province scientific and technical association: chinese highway society, 2021.) propose a highway network risk point identification method based on flow weighting; weng Xiaoxiong and the like (Weng Xiaoxiong, xie Zhipeng. Expressway node importance research based on multilayer complex network [ J ]. Guangxi university school newspaper (Nature science edition), 2021,39 (5): 78-88.) are used for constructing a Page Rank-TOPSIS fusion algorithm and analyzing and evaluating the importance of the expressway nodes; zhang Xi is equivalent (Zhang Xiping, li Yongshu, liu Gang and Wang Lei. Urban complex traffic network road importance assessment method [ J ]. Complex system and complexity science, 2015,12 (3): 7-13.) proposes a road network importance assessment method based on dual topology structures. The prior art is based on an evaluation perspective of an expressway network structure, mainly evaluates network nodes, road section importance and the like of expressway network characteristics, and does not consider characteristics and driving path characteristics of expressway network travelers serving as network operation subjects and OD demand distribution.
Lei Xiaoshi (Lei Xiaoshi. Prediction of highway OD distribution amount based on vehicle classification identification [ D ] Chongqing: chongqing traffic university, 2021.) proposed a prediction method of highway OD distribution based on ARIMA-LSTM model; liu Xudong et al (Liu Xudong, zou Jiyuan. Highway travel characteristics analysis based on networked toll data [ J ]. General transportation, 2019,41 (10): 113-117.) analyze highway travel characteristics based on networked toll data; xia Yanqing (Xia Yanqing. Freeway travel characteristic analysis based on space-time big data technology [ D ]. Beijing: northern industry university, 2020.) realizes analysis of travel tendency for freeway network groups and user characteristics of individual users; tian Tian (Tian Tian. Freeway travel characteristic analysis and demand prediction based on charging data [ D ] Chongqing: chongqing traffic university, 2020.) depending on the charging data, a training sample set of a random forest prediction model is established, and the OD flow prediction of the freeway traffic flow is realized; guo Ruijun, et al (Guo Ruijun, supra., sun Xiaoliang, niu Shuyun. Analysis of highway traffic flow characteristics based on electronic toll data [ J ]. Proceedings of university of continuousness, 2018,39 (1): 17-22.) analysis of highway traffic flow characteristics based on electronic toll data; cui Hongjun, etc. (Cui Hongjun, ren Zhixiao, zhu Minqing, wang Zipeng, beauty, highway trip distance characteristic analysis and application [ J ] scientific technology and engineering, 2020,20 (8): 3323-3329.) develop highway trip distance characteristic analysis and application research. The disclosure is based on the perspective of research on the OD of the highway traffic flow, and mainly aims to research the characteristic analysis and OD distribution of the highway traffic flow by means of electronic toll data, and the OD analysis of the highway trip is limited on the OD level of toll stations, and the deepening research from the actual starting point to the final point of the demand is lacked.
Han Jianfei, etc. (Han Jianfei, zong Gang. Evaluation of highway operating efficiency based on complex network [ J ]. University of wuhan's science (social science edition), 2012,25 (6): 882-887.) propose a method for evaluating highway operating efficiency based on complex network; yang Ming and the like (Yang Ming, gao Yong, liu Hongye. Evaluation of highway operation benefits based on a support vector machine model [ J ] system engineering, 2009 (2): 90-95.) establish a support vector machine evaluation model for evaluation of operation efficiency of highway enterprises; xie Hongxin, xie Hongxin, xiaocau, application of neural networks in comprehensive evaluation of expressway networks [ J ]. Highway traffic technology, 2005 (8): 106-110.) multi-level analysis and neural network models are applied to research evaluation indexes and comprehensive evaluation methods of expressway networks; ji Keke and the like (Ji Keke, chen Jian, wu Gaixuan and the like; evaluation of highway network traffic adaptability based on combined empowerment-cloud model [ J ]. Highway, 2021 (3): 193-200.) propose a highway network traffic adaptability evaluation method based on combined empowerment-cloud model; zhang Huili, etc. (Zhang Huili, tan Guifei. Study on traffic adaptability of trunk road network of national province, hebei province [ J ]. Highway, 2018,63 (4): 173-178.) construct a traffic adaptation evaluation index system based on two aspects of the structure performance and the operation quality of the road network; li Limin and the like (Li Limin, liu Meishuang. Road network traffic adaptability analysis of Heilongjiang province [ J ]. Forest road, 2007, (4): 61-63.) select indexes such as comprehensive density and the like to evaluate the road network based on a fuzzy comprehensive evaluation method from two aspects of structural performance and operation quality. The above disclosure is based on the perspective of comprehensive evaluation of highways, and the existing evaluation research mainly focuses on the evaluation of highway traffic adaptability and the research of network operation efficiency, and lacks the evaluation of the compatibility of a highway network layout structure and a highway traffic flow travel OD.
Disclosure of Invention
In order to solve the above problems, the present invention first provides a method for evaluating the suitability of a network layout structure of a highway. The method reasonably evaluates the network layout structure according to the matching degree of the characteristics of the network layout structure of the highway and the characteristics of actual use requirements, and can provide ideas for evaluation and optimization of the network layout structure of the highway.
The invention further provides a system for evaluating the adaptability of the network layout structure of the expressway.
In order to achieve the purpose, the technical scheme of the invention is as follows:
a method for evaluating the adaptability of a network layout structure of a highway comprises the following steps:
constructing a network model: constructing a traffic database and a road network structure model;
and (3) tracing traffic flow OD: analyzing and tracing the OD of the highway traffic flow;
and (3) evaluating the network structure: calculating and analyzing the accessibility of a highway network and the matching degree of a network structure center and a travel demand center based on a traffic database and a highway network structure model, and measuring the adaptability of the network structure layout through a matching degree index;
optimizing a structure strategy: and providing an expressway network structure optimization idea and strategy based on the adaptive calculation result.
Preferably, the building of the traffic flow database is to collect data including highway toll data and road high-definition checkpoint license plate identification data: establishing a spatial incidence relation between the position of the highway toll station, the position of the high-definition road gate and network structure traffic geographic information to obtain the spatial incidence relation; the network structure traffic geographic information is a network structure physical model based on GIS software and comprises geographic information of a highway road network, a highway intersection and a traffic cell.
The construction of the highway network structure model comprises the steps of constructing a highway structure model and dividing traffic cells.
Preferably, the source tracing vehicle flow OD is a vehicle flow OD source tracing mode which traces sources based on highway toll data and road high-definition checkpoint license plate identification data, namely, the highway toll station OD extends to an urban road to obtain origin-destination OD distribution of actual departure and arrival of a single vehicle, and the OD is gathered and divided into traffic cells.
Preferably, the specific process of the source vehicle flow OD manner is as follows:
step1: highway toll station OD identification
(1) Constructing a single vehicle highway trip information base; toll station sequence { X) for establishing vehicle expressway entrance/exit s1 ,X s2 ,X s3 ......,X sn And the time sequence of the entrance and exit of the vehicle highway entrance and exit (T) s1 ,T s2 ,T s3 ......,T sn N is the total number of times the vehicle passes through the toll station in the study period, X si For the ith toll station, T, passed by the vehicle during the study period si For the time that the vehicle passes through the ith toll station in the study period, i e (1,n);
(2) Dividing travel information and extracting a high-speed charging OD; the daily charge record of a single vehicle comprises a plurality of charge trip information records, the trip information of the vehicle passing through all highway toll stations is divided to extract the toll station OD, and the trip sequence of each vehicle is divided into { (O) s1 ,D s1 ,OT s1 ,DT s1 ),(O s2 ,D s2 ,OT s2 ,DT s2 )......,(O sm ,D sm ,OT sm ,DT sm )}，(O si ,D si ,OT si ,DT si ) Respectively setting a starting point, an end point, an entering time of the starting point and an exiting time of the end point of the vehicle in the ith section of the high-speed charging OD in a research period, wherein i belongs to (1,m), and m is less than or equal to n/2;
step2: highway toll station OD extension
(1) Establishing a sensing sequence of the bayonet identification data; perception sequence { X for establishing road high-definition checkpoint identification data k1 ,X k2 ,X k3 ......,X kq And bayonet identification time series T k1 ,T k2 ,T k3 ......,T kq Q is the total number of gates passed by the vehicle in the study period, X ki For investigating the i-th gate, T, through which the vehicle passes during the period ki To study the time for the vehicle to pass the ith gate in the time period, i e (1,q);
(2) Constructing a single vehicle travel information base; extracting a high-definition checkpoint sensing sequence of travel OD vehicles at a highway toll station, splicing the sensing sequence of high-definition checkpoint identification data with the highway toll OD sequence according to time, and splicing the travel sequence of each vehicle into { X } k1 ,...,O s1 ,...,D s1 ,...,X ki ,...,O sm ,...,D sm ,...,X kq Are corresponding to time series of { T } k1 ,...,OT s1 ,...,DT s1 ,...,T ki ,...,OT sm ,...,DT sm ,...,T kq }；
(3) Judging single OD trip according to the travel time threshold; setting a travel time threshold value B, identifying single trip according to the travel time threshold value, and if the time difference between the first 1 sequence points and the last 1 sequence points is less than or equal to the travel time threshold value B, considering that the two sequence points belong to the same trip; if the sequence point is larger than the travel time threshold B, the 2 nd sequence point belongs to the next trip; extracting a travel OD chain of each vehicle according to whether the two adjacent sequence points belong to the same travel;
(4) OD extraction in high-speed trip; extracting travel OD containing toll station OD in the travel OD to obtain travel OD information of an individual vehicle driving on the expressway;
step3, carrying out OD concentration in a traffic cell; and integrating the acquired travel OD information of the individual vehicles into the traffic cell by combining the checkpoint position of the last route of the vehicle and the traffic cell partition information, thereby realizing the origin tracing analysis of the traffic OD.
Preferably, the evaluation network structure is based on the overall travel OD data of the expressway, the structure of the expressway network is evaluated from three dimensions of the network, the nodes and the road sections, the accessibility of the expressway network is evaluated at the network level, and the structural adaptability of the expressway network is evaluated at the node level and the road section level; the specific process is as follows:
(1) And (3) assessing the accessibility of the highway network: the method comprises the steps of traffic community highway network accessibility evaluation and regional highway network accessibility evaluation;
(101) The evaluation of the accessibility of the highway network of the traffic cell is to measure the convenience degree of the traffic cell reaching the highway network system: based on travel OD information of the vehicle on the expressway, calculating the average travel time of the vehicle, which takes the i center of mass point of the traffic cell as a travel starting point or a travel destination, reaching the expressway toll station as the high-speed reachability D of the traffic cell i ：
Figure BDA0003833175510000051
In the formula: d i -highway network reachability of the ith traffic cell; t is a unit of in -the time of the start of travel on the highway on traffic cell i; t is mi The time when the travel terminal point is located in the traffic cell i and the traffic flow OD reaches the traffic cell i at a high speed; n is the number of traffic flow O integrated into traffic cell i; m is the number of traffic flow D integrated into traffic cell i;
(102) Regional highway network reachability evaluation is a measure of how conveniently a region can reach a highway network: based on travel OD information of the vehicle on the expressway, calculating the average travel time of the vehicle with the mass center point of a traffic cell in a certain area as a travel starting point or the starting point to reach a high-speed toll station; high-speed reachability as area D:
Figure BDA0003833175510000061
in the formula: d-highway accessibility to the area; d i -highway reachability of the ith traffic cell; m i -traffic flow for the ith traffic cell; i is the number of traffic cells in a certain area;
(2) Evaluating the adaptability of the expressway network structure: respectively measuring and calculating a high-speed network structure intermediary index and a trip demand intermediary index by taking the node and the road section as dimensions, and judging the matching degree of the network structure operation center and the network actual operation center;
(201) Generating a node shortest path set: based on a highway network structure model, taking a traffic cell mass center point as a travel origin-destination point, and generating a shortest path set between the traffic cell mass center points;
(202) Measuring and calculating the intermediary indexes of the network structure: the method comprises the steps of calculating the importance of interchange conversion and high-speed road sections in a network structure respectively according to interchange node intermediary indexes and road section structure intermediary indexes;
(2021) The intermediate indexes of the overpass nodes are as follows: counting the number of the shortest paths between the centroid points of the traffic cell passing through the overpass, wherein the proportion of the overpass conversion paths in the total number of the shortest paths is an intermediary index of the nodes of the overpass;
Figure BDA0003833175510000062
Figure BDA0003833175510000063
in the formula: WN i -a structural intermediary indicator for the ith overpass; LN i -number of shortest paths through the ith overpass; LN — number of shortest paths; WNS-interchange intermediary index squareA difference; n is total number of overpasses;
(2022) Indexes in the road section structure medium: counting the number of road sections which pass through the shortest path between the centroid points of the traffic cell, wherein the proportion of the number of the road sections which pass through the shortest path to the total number of the shortest paths is a road section intermediary index;
Figure BDA0003833175510000064
Figure BDA0003833175510000065
in the formula: WL j -a structural intermediary indicator for the jth segment; LN j -the number of shortest paths through the jth segment; LN — number of shortest paths; WLS is the variance of road section structure medium index; m is the total number of road sections;
(203) Measuring and calculating the intermediary indexes of travel demand: matching the identified OD traffic flow based on the traffic cell hierarchy into a highway network section according to the shortest path, measuring and calculating a travel demand intermediary index based on a network structure model, and calculating the variance of the intermediary index to reflect demand distribution conditions, wherein the larger the variance value is, the higher the concentration of travel demands is;
(2031) The overpass demand intermediary index; counting the flow of OD traffic flows distributed according to the shortest path between the centroid points of the traffic cell through the overpass, and recording as the conversion traffic flow of the overpass; the proportion of the interchange conversion traffic flow to the high-speed OD traffic flow is an interchange demand intermediary index;
Figure BDA0003833175510000071
Figure BDA0003833175510000072
in the formula: QN i The demand intermediary index of the ith interchange; LQ i The OD quantity of the traffic flow passing through the shortest path of the ith interchange(ii) a LQ is the total OD of high-speed travel; QNS is the variance of the overpass demand intermediary index; n is the total number of the overpasses;
(2032) A road section demand intermediary index; the method comprises the steps that the traffic flow of OD traffic flow distributed according to the shortest path among centroid points of a traffic cell passing through a road section is counted and recorded as the actual operation traffic flow of the road section; the proportion of the running traffic flow of the road section to the OD traffic flow of the expressway is the actual running centrality of the road section;
Figure BDA0003833175510000073
Figure BDA0003833175510000074
in the formula: QL j -a demand agent indicator for the jth segment; LQ j -shortest path traffic through the jth segment; LQ-total amount of high-speed travel OD; QLS is the variance of the road section demand intermediary index; m is the total number of road sections;
(3) Measuring and calculating the matching degree of the network structure; performing spatial clustering on the overpass and the road sections according to the overpass structure medium index, the road section structure medium index and demand structure medium index and the road section demand medium index which are used as the weights of the spatial clustering of the overpass and the road sections respectively, and judging the adaptation degree of the network structure and the demand of the expressway by taking the geographic distance as a standard;
(301) Selecting overpasses with the overpass intermediary indexes ranked at the top C%, taking the intermediary indexes of the overpasses as weight values, carrying out spatial clustering based on the position information of the overpasses, and respectively measuring and calculating to obtain a central index position value of the network structure overpass and an intermediary index position value required by the overpass; the offset of the center position of the required overpass relative to the center position of the structural overpass is used as a measured value of the matching degree of the overpass;
(302) Selecting the road sections with the road section intermediary indexes ranked in the top C%, taking the intermediary indexes of all the road sections as weight values, carrying out spatial clustering based on position information (longitude and latitude) of the road sections, and respectively measuring and calculating the intermediary index tangent value of the network structure and the intermediary index tangent value of the required road section; the offset of the tangent line of the required road section relative to the tangent line of the structure is used as a measured value of the matching degree of the road section;
(4) And (3) constructing a structure evaluation index system: network structure suitability evaluation indexes comprise reachability of highways in traffic districts and regions, overpass nodes and road section medium variances, overpass requirements and road section medium variances, and overpass nodes and road section matching degrees; and comprehensively evaluating the adaptation condition of the network structure of the expressway by comparing with the set evaluation standards of various indexes.
Preferably, the optimization structure strategy comprises an addition strategy and a subtraction strategy:
the strategy of "addition": aiming at the problem of poor accessibility of individual traffic cells, the road network function of the traffic cells with poor accessibility is added; aiming at the problem of poor regional high-speed accessibility, the planning design of highway function projects in the series region is added; aiming at the road section with high concentration, a parallel functional circuit design is newly added; aiming at the problems that the overpass is not matched with the road section and the network layout center is deviated from the actual operation center, the design of the high-speed road function and the node conversion function in the weak heart area is added;
the "subtraction" strategy: aiming at the road sections or nodes with high concentration ratio, the whole function design is carried out before the planning design of the expressway, so that the newly added line is prevented from introducing sections with high concentration ratio; and aiming at the road sections or nodes with obviously low concentration, reducing the number of road sections or ramps passing through the shortest path.
An evaluation system for the suitability of a network layout structure of an expressway is provided, and the evaluation system applies the evaluation method for the suitability of the network layout structure of the expressway.
A computer device comprises a memory and a processor, wherein the memory stores a computer program, and the processor realizes the method for evaluating the adaptability of the network layout structure of the expressway when executing the computer program.
A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, implements the method for assessing suitability of a network layout structure for highways.
Compared with the prior art, the invention has the beneficial effects that: the invention provides a method for evaluating the adaptability of a network layout structure of a highway, which evaluates the scientificity and rationality of the network structure of the highway from the perspective of whether the network structure layout is adaptive to actual use requirements or not, provides an adaptive strategy for the subsequent optimization and adjustment of the network structure of the highway, and has important significance on the evaluation, optimization and planning of the network of the highway.
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Fig. 1 is a general block diagram of a method for evaluating the suitability of a network layout structure of a highway.
Fig. 2 is a flow chart of the source tracing of the express highway OD based on the traffic database.
Fig. 3 is a flow chart of the evaluation of the network structure of the highway based on the network structure model.
Detailed Description
The invention is further described with reference to the following figures and detailed description.
The invention provides an evaluation method for the adaptability of a highway network structure, which is based on a traffic flow database and a network structure model of a highway, comprehensively evaluates the matching degree of the highway network structure layout and the actual use requirement, provides a network structure optimization strategy according to an adaptation result, and has important significance for the evaluation, optimization and planning of the highway network. The flow chart of the evaluation method is shown in fig. 1, and the evaluation method comprises four aspects of network model construction, source-tracing traffic flow OD, network structure evaluation, structure optimization strategy and the like, and is specifically divided into the following six steps: constructing a traffic flow database; (2) constructing a highway network structure model; (3) analyzing and tracing the OD of the highway traffic flow; (4) calculating and analyzing network structure characteristic indexes; (5) Calculating the matching degree of the network structure, and judging the matching degree of the network structure of the expressway; and (7) designing a network structure optimization strategy.
1. Building a data model
1. And constructing a traffic database. The vehicle license plate recognition system mainly comprises highway toll data and road high-definition checkpoint license plate recognition data. (1) Highway toll data includes static data and dynamic data. The static data is the name of a toll station and the basic information of ETC, such as ID codes, longitude and latitude, and the like, and the dynamic data is vehicle flow data (license plate number, vehicle type, entrance name, station entering time, exit name, station leaving time, transaction amount and the like); the static data and the dynamic data can establish an association relationship through information such as toll station names, entrance and exit names and the like. (2) The road high-definition checkpoint license plate recognition data mainly comprise a checkpoint name, a direction number, a lane number, passing time, a license plate number and the like. The traffic flow database establishes a spatial association relation with the network structure traffic geographic information model through toll station positions (longitude and latitude), gate positions (longitude and latitude).
2. And constructing a network structure model. The method mainly comprises the construction of a highway network structure model and the division of traffic districts. (1) The highway network structure model comprises two types of nodes and road sections, wherein the nodes comprise toll stations, overpasses, virtual nodes and the like; the road section comprises an expressway main line, a main line bridge, a ramp bridge, a transition road section, a virtual path and the like. (2) Dividing traffic districts, and decomposing a complex traffic network into a plurality of traffic areas by considering the conditions of road network composition, land utilization, population post distribution, social economy and the like; the trip of the highway user (vehicle) is formed by 3 parts of a toll highway, a toll expressway, a non-toll expressway, an urban road connection section and the like; the toll station is used as the most key node unit of the highway and is also the generation point and the attraction point of the highway, and the traffic district is used as the generation point and the attraction point of the trip source end of the highway user and is the source tracing unit on the urban road after vehicles on the highway enter the toll station.
2. Tracing traffic flow OD
In this embodiment, the source-tracing vehicle flow OD is a vehicle travel OD tracing method based on highway toll data and road high-definition checkpoint license plate identification data, that is, a method for tracing a vehicle flow OD, in which a highway toll station OD is extended to an urban road to obtain origin-destination OD distribution of actual departure and arrival of a single vehicle, and finally an OD collection plan is divided into traffic cells. The traffic flow OD tracing method is mainly based on highway charging data and road high-definition checkpoint license plate recognition data, and can be combined with various internet position data, operator signaling data and the like in practical application.
The traffic flow OD tracing method is mainly based on highway charging data and road high-definition checkpoint license plate identification data, and comprises the following specific steps as shown in figure 2:
step1 highway toll station OD identification
(1) And constructing a single vehicle highway trip information base. Toll station sequence { X) for establishing vehicle expressway entrance/exit s1 ,X s2 ,X s3 ......,X sn And the time sequence of the entrance and exit of the vehicle highway entrance and exit (T) s1 ,T s2 ,T s3 ......,T sn N is the total number of times the vehicle passes through the toll station in the study period, X si For the ith toll station, T, passed by the vehicle during the study period si To study the time that the vehicle passes through the ith toll station in the time period, there is i e (1,n).
(2) And (4) dividing travel information and extracting the high-speed charging OD. The daily charge record of a single vehicle comprises a plurality of charge trip information records, the trip information of the vehicle passing through all highway toll stations is divided to extract the toll station OD, and the trip sequence of each vehicle is divided into { (O) s1 ,D s1 ,OT s1 ,DT s1 ),(O s2 ,D s2 ,OT s2 ,DT s2 )......,(O sm ,D sm ,OT sm ,DT sm )}，(O si ,D si ,OT si ,DT si ) Respectively the starting point, the end point, the entering time of the starting point and the exiting time of the end point of the vehicle in the ith section of the high-speed toll OD in the research period, i belongs to (1,m), and m is less than or equal to n/2.
Step2 highway toll station OD extension
(1) And establishing a sensing sequence of the bayonet identification data. Perception sequence { X for establishing road high-definition checkpoint identification data k1 ,X k2 ,X k3 ......,X kq And a bayonet identification time series T k1 ,T k2 ,T k3 ......,T kq Q is the total number of gates passed by the vehicle in the study period, X ki For investigating the i-th gate, T, through which the vehicle passes during the period ki To study the time for the vehicle to pass the ith gate in a time frame, i e (1,q))。
(2) And constructing a single vehicle travel information base. Extracting a high-definition checkpoint sensing sequence of travel OD vehicles at a highway toll station, splicing the sensing sequence of high-definition checkpoint identification data with the highway toll OD sequence according to time, and splicing the travel sequence of each vehicle into { X } k1 ,...,O s1 ,...,D s1 ,...,X ki ,...,O sm ,...,D sm ,...,X kq Are corresponding to time series of { T } k1 ,...,OT s1 ,...,DT s1 ,...,T ki ,...,OT sm ,...,DT sm ,...,T kq }。
(3) And judging the single OD trip according to the travel time threshold. The travel time threshold is set to be B, in the embodiment, the travel time threshold is determined based on the taxi heavy-load average time, and B is the travel time of 95 percentile passing through the travel sensing pair in the GPS heavy-load travel. And (3) identifying a single trip according to the travel time threshold, if the time difference between the first 1 sequence point and the last 1 sequence point meets the travel time threshold B, determining that the two sequence points belong to the same trip, and if the time difference does not meet the time threshold, determining that the 2 nd sequence point belongs to the next trip. According to whether two adjacent sequence points belong to the same trip or not, a trip OD chain of each vehicle can be extracted.
(4) And (5) high-speed travel OD extraction. And extracting the travel OD containing the toll station OD from the travel OD to obtain a travel OD set which travels on the expressway.
And (5) carrying out OD concentration on the Step3 traffic cell. And integrating the acquired individual vehicle travel OD information into the traffic cell layer by combining the checkpoint position of the vehicle in the last route and the traffic cell division information.
(III) evaluating the network structure
The evaluation network structure is based on the overall travel OD data of the expressway, the structure of the expressway network is evaluated from three dimensions of the network, nodes, road sections and the like, the accessibility of the expressway network is evaluated on a network level, and the structural adaptability of the network is evaluated on a node level and an edge level. As shown in fig. 3, the specific contents are as follows:
(1) Highway reachability evaluation. The more reasonable the network planning of the highway, the better the spatial accessibility. The module has two dimensionalities for the evaluation of the accessibility: the highway accessibility of the traffic district is the first, and the highway accessibility of the area is the second.
Step101 traffic cell highway network accessibility. Measuring the convenience degree of a traffic cell reaching an expressway network system, and calculating the average travel time of a vehicle reaching an expressway toll station by taking the i center of mass point of the traffic cell as a travel starting point or an end point as the high-speed accessibility of the traffic cell based on the travel OD information of the vehicle on the expressway.
Figure BDA0003833175510000121
In the formula: d i -highway network reachability of the ith traffic cell; t is in -the time of the start of travel on the highway on traffic cell i; t is mi The time when the travel terminal is located in the traffic cell i and the traffic flow OD reaches the traffic cell i at a high speed; n is the number of traffic flow O integrated into traffic cell i; m — the number of traffic streams D integrated into traffic cell i.
Step102 regional highway network reachability. The method comprises the steps of measuring the convenience degree of an area reaching an expressway network, and calculating the average travel time of a vehicle reaching a high-speed toll station by taking the centroid point of each traffic cell in a certain area as a travel starting point or starting point as the high-speed reachability of the area based on the travel OD information of the vehicle on the expressway.
Figure BDA0003833175510000122
In the formula: d-highway accessibility to the area; d i -highway reachability of the ith traffic cell; m i -traffic flow for the ith traffic cell; i is the number of traffic cells in a certain area.
(2) And evaluating the adaptability of the expressway network structure. And taking the nodes and the road sections as dimensions, respectively measuring and calculating the intermediary indexes of the high-speed network structure and the intermediary indexes of the travel demand, and judging the matching degree of the network structure operation center and the network actual operation center.
Step201 generates a set of shortest node paths. Based on a highway network structure model, a shortest path set between traffic cell mass center points is generated by taking the traffic cell mass center points as travel origin-destination points.
And measuring and calculating the intermediary indexes of the Step202 network structure. The method comprises the steps of calculating the importance of interchange conversion and high-speed road sections in a network structure respectively according to interchange node intermediary indexes and road section structure intermediary indexes. The variance of the intermediary indexes reflects the structure of the network, and the larger the variance value is, the higher the concentration of the network is.
(2021) And the intermediate indexes of the overpass nodes. Counting the number of the shortest paths between the mass center points of the traffic cell passing through the overpass, wherein the proportion of the overpass conversion paths in the total number of the shortest paths is an overpass intermediary index.
Figure BDA0003833175510000123
Figure BDA0003833175510000131
In the formula: WN i -a structural intermediary indicator for the ith overpass; LN i -number of shortest paths through ith flyover; LN — number of shortest paths; WNS is the variance of the overpass intermediary indicator; n is the total number of the overpasses.
(2022) A road segment structure intermediary. And counting the number of road sections passed by the shortest path between the centroid points of the traffic cell, wherein the proportion of the number of the road sections passed by the shortest path to the total number of the shortest paths is a road section intermediary index.
Figure BDA0003833175510000132
Figure BDA0003833175510000133
In the formula: WL j -a structural intermediary indicator for the jth segment; LN j -the number of shortest paths through the jth segment; LN — number of shortest paths; WLS is the variance of road section structure medium index; m is the total number of road sections.
And Step203, calculating the travel demand intermediary index. The method comprises the steps of matching the identified OD traffic flow based on the traffic cell hierarchy into a highway network section according to the shortest path, measuring and calculating a travel demand intermediary index based on a network structure model, and calculating the variance of the intermediary index to reflect demand distribution conditions, wherein the larger the variance value is, the higher the concentration of travel demands is.
(2031) The overpass demand intermediary index. Counting the flow of OD traffic flows distributed according to the shortest path between the centroid points of the traffic cell through the overpass, and recording as the conversion traffic flow of the overpass; the proportion of the interchange conversion traffic flow to the high-speed OD traffic flow is an interchange demand intermediary index.
Figure BDA0003833175510000134
Figure BDA0003833175510000135
In the formula: QN i Mediating indexes for the demands of the ith interchange; LQ i The traffic flow OD quantity is the traffic flow OD quantity passing through the shortest path of the ith interchange; LQ is the total OD of high-speed travel; QNS is the variance of the overpass demand intermediary index; n is the total number of the overpasses.
(2032) And (5) a road section demand intermediary index. The method comprises the steps that the traffic flow of OD traffic flow distributed according to the shortest path among centroid points of a traffic cell passing through a road section is counted and recorded as the actual operation traffic flow of the road section; the proportion of the running traffic flow of the road section to the OD traffic flow of the expressway is the actual running centrality of the road section.
Figure BDA0003833175510000141
Figure BDA0003833175510000142
In the formula: QL j -a demand broker index for the jth segment; LQ j -shortest path traffic through the jth segment; LQ-total amount of high-speed travel OD; QLS is the variance of the road section demand intermediary index; m is the total number of road sections.
And Step204, measuring and calculating the matching degree of the network structure. And performing spatial clustering on the overpasses and the road sections according to the overpass structure medium index, the road section structure medium index and demand structure medium index and the road section demand medium index which are used as the weights of the overpasses and the road section spatial clustering, and judging the adaptation degree of the network structure and the demand of the expressway by taking the geographic distance as a standard.
(2041) Selecting overpasses with overpass intermediary indexes ranked at the top C percent, taking the intermediary indexes of the overpasses as weight values, carrying out spatial clustering based on position information (longitude and latitude) of the overpasses, and respectively measuring and calculating to obtain a central index position value of the network structure overpass and an overpass demand intermediary index position value. And the offset of the center position of the required overpass relative to the center position of the structural overpass is used as the measured value of the matching degree of the overpass.
(2042) Selecting the road sections with the road section intermediary indexes ranked in the top C%, taking the intermediary indexes of all the road sections as weight values, carrying out spatial clustering based on the position information (longitude and latitude) of the road sections, and respectively measuring and calculating the intermediary index tangent value of the network structure and the intermediary index tangent value of the required road section. And the offset of the tangent line of the required road section relative to the tangent line of the structure is used as a measured value of the matching degree of the road section.
And constructing a Step205 structure evaluation index system. The network structure suitability evaluation index provided by the invention comprises reachability of highways in traffic districts and regions, intermediate variance between overpass nodes and road sections, intermediate variance between overpass demands and road sections, matching degree between the overpass nodes and the road sections and the like. And comprehensively evaluating the adaptation condition of the network structure of the expressway by setting various index evaluation standards.
(IV) optimization strategy design
And (3) combining the evaluation result to provide an optimization strategy of the expressway network structure, wherein the related strategies mainly comprise addition strategies and subtraction strategies:
(1) "add". Aiming at the problem of poor accessibility of individual traffic cells, the road network function of the traffic cells with poor accessibility is added; aiming at the problem of poor regional high-speed accessibility, the planning design of the functional project of the highway in the series region is added; aiming at the road section with high concentration, the design of a newly added parallel functional circuit can be considered; aiming at the problems that the overpass is not matched with the road sections, and the network layout center is deviated from the actual operation center, the design of the high-speed road function and the node conversion function in the weak center area is increased, and the balance and the stability of the road network are improved.
(2) And (4) subtracting. Aiming at the sections or nodes with high concentration ratio, the whole function design is carried out before the planning design of the expressway, so that the newly added line is prevented from being introduced into the sections with high concentration ratio; for the road sections or nodes with obviously low concentration, the reduction function can be considered by the road sections or ramps with the least shortest paths, for example, the small acute angle left-turning detour in the interchange group can be replaced by the adjacent obtuse angle.
In this embodiment, an evaluation system for suitability of a network layout structure of an expressway is further provided, in which the evaluation method for suitability of a network layout structure of an expressway is applied.
In this embodiment, a computer device is further provided, which includes a memory and a processor, where the memory stores a computer program, and the processor implements the method for evaluating the suitability of the network layout structure of the highway when executing the computer program.
In this embodiment, a computer-readable storage medium is also provided, on which a computer program is stored, which, when being executed by a processor, implements the method for assessing suitability of a network layout structure of a highway.
The above-described embodiments of the present invention do not limit the scope of the present invention. Any modification, equivalent replacement, and improvement made within the spirit and scope of the present invention shall be included in the protection scope of the claims of the present invention.

Claims (9)

1. A method for evaluating the adaptability of a network layout structure of a highway is characterized by comprising the following steps:
constructing a network model: constructing a traffic database and a road network structure model;
tracing traffic flow OD: analyzing and tracing the OD of the highway traffic flow;
and (3) evaluating the network structure: calculating and analyzing the accessibility of a highway network and the matching degree of a network structure center and a travel demand center based on a traffic database and a highway network structure model, and measuring the adaptability of the network structure layout through a matching degree index;
optimizing a structure strategy: and providing an expressway network structure optimization idea and strategy based on the adaptive calculation result.
2. The method for evaluating the adaptability of the network layout structure of the expressway according to claim 1, wherein the constructing of the traffic flow database is to collect data including expressway toll data and road high-definition checkpoint license plate identification data: establishing a spatial incidence relation between the position of the highway toll station, the position of the high-definition road gate and network structure traffic geographic information to obtain the spatial incidence relation;
the construction of the highway network structure model comprises the steps of constructing a highway structure model and dividing traffic cells.
3. The method as claimed in claim 2, wherein the source tracing traffic flow OD is a traffic flow OD source tracing mode that the source tracing traffic flow OD is based on highway toll data and road high definition card port license plate identification data, namely, the highway toll station OD extends to an urban road to obtain origin-destination OD distribution of actual departure and arrival of a single vehicle, and the OD aggregation is divided into traffic cells.
4. The method for evaluating the adaptability of the network layout structure of the expressway according to claim 3, wherein the specific process of the origin traffic flow OD mode is as follows:
step1: highway toll station OD identification
(1) Constructing a single vehicle highway trip information base; toll station sequence { X) for establishing vehicle expressway entrance/exit s1 ,X s2 ,X s3 ......,X sn And the time sequence of the entrance and exit of the vehicle highway entrance and exit (T) s1 ,T s2 ,T s3 ......,T sn N is the total number of times the vehicle passes through the toll station in the study period, X si For the ith toll station, T, passed by the vehicle during the study period si For the time that the vehicle passes through the ith toll station in the study period, i e (1,n);
(2) Dividing travel information and extracting a high-speed charging OD; the daily toll record of a single vehicle comprises a plurality of toll travel information records, travel information of the vehicle passing through all highway toll stations is divided to extract toll stations OD, and a travel sequence of each vehicle is divided into { (O) s1 ,D s1 ,OT s1 ,DT s1 ),(O s2 ,D s2 ,OT s2 ,DT s2 )......,(O sm ,D sm ,OT sm ,DT sm )}，(O si ,D si ,OT si ,DT si ) Respectively setting a starting point, an end point, an entering time of the starting point and an exiting time of the end point of the vehicle in the ith section of the high-speed charging OD in a research period, wherein i belongs to (1,m), and m is less than or equal to n/2;
step2: highway toll station OD extension
(1) Establishing a sensing sequence of the bayonet identification data; perception sequence { X for establishing road high-definition checkpoint identification data k1 ,X k2 ,X k3 ......,X kq And a bayonet identification time series T k1 ,T k2 ,T k3 ......,T kq Q is the total number of gates passed by the vehicle in the study period, X ki For investigating the i-th gate, T, through which the vehicle passes during the period ki For the time that the vehicle passes through the ith gate in the study period, i belongs to (1,q);
(2) Constructing a single vehicle travel information base; extracting a high-definition checkpoint sensing sequence of travel OD vehicles at the expressway toll station, and carrying out time-sharing on the sensing sequence of high-definition checkpoint identification data and the expressway toll OD sequenceInter-splicing, wherein the travel sequence of each vehicle is spliced into { X k1 ,...,O s1 ,...,D s1 ,...,X ki ,...,O sm ,...,D sm ,...,X kq Are corresponding to time series of { T } k1 ,...,OT s1 ,...,DT s1 ,...,T ki ,...,OT sm ,...,DT sm ,...,T kq }；
(3) Judging single OD trip according to the travel time threshold; setting a travel time threshold value as B, identifying single trip according to the travel time threshold value, and if the time difference between the first 1 sequence points and the last 1 sequence points is less than or equal to the travel time threshold value B, considering that the two sequence points belong to the same trip; if the sequence point is larger than the travel time threshold value B, the 2 nd sequence point belongs to the next trip; extracting a travel OD chain of each vehicle according to whether the two adjacent sequence points belong to the same travel;
(4) OD extraction in high-speed trip; extracting travel ODs containing toll station ODs in the travel ODs to obtain travel OD information of the individual vehicles running on the expressway;
step3, carrying out OD concentration in a traffic cell; and integrating the acquired travel OD information of the individual vehicles into the traffic cell by combining the checkpoint position of the last route of the vehicle and the traffic cell partition information, thereby realizing the origin tracing analysis of the traffic OD.
5. The method according to claim 4, wherein the evaluation of the network structure is based on the overall travel OD data of the highway, the structure of the highway network is evaluated from three dimensions of the network, the nodes and the road sections, the accessibility of the highway network is evaluated at the network level, and the structural suitability of the highway network is evaluated at the node level and the road sections; the specific process is as follows:
(1) And (3) assessing the accessibility of the expressway network: the method comprises the steps of traffic community highway network accessibility evaluation and regional highway network accessibility evaluation;
(101) The evaluation of the accessibility of the highway network of the traffic community is to measure the convenience degree of the traffic community reaching the highway network system: based on vehicleThe travel OD information of the expressway is calculated, and the average travel time of a vehicle taking the i center of mass point of the traffic cell as a travel starting point or a travel destination to reach the expressway toll station is taken as the high-speed accessibility D of the traffic cell i ：
Figure FDA0003833175500000031
In the formula: d i -highway network reachability of the ith traffic cell; t is in -the time of the start of travel on the highway on traffic cell i; t is mi The time when the travel terminal is located in the traffic cell i and the traffic flow OD reaches the traffic cell i at a high speed; n is the number of traffic flow O integrated into traffic cell i; m is the number of traffic flow D integrated into traffic cell i;
(102) Regional highway network reachability evaluation is a measure of how conveniently a region can reach a highway network: based on travel OD information of the vehicle on the expressway, calculating the average travel time of the vehicle reaching the high-speed toll station by taking the centroid point of each traffic cell in a certain area as a travel starting point or starting point; high-speed reachability as area D:
Figure FDA0003833175500000032
in the formula: d-highway accessibility to the area; d i -highway reachability of the ith traffic cell; m i -traffic flow for the ith traffic cell; i is the number of traffic cells in a certain area;
(2) Evaluating the adaptability of the highway network structure: respectively measuring and calculating a high-speed network structure intermediary index and a trip demand intermediary index by taking the node and the road section as dimensions, and judging the matching degree of the network structure operation center and the network actual operation center;
(201) Generating a node shortest path set: based on a highway network structure model, taking a traffic cell mass center point as a travel origin-destination point, and generating a shortest path set between the traffic cell mass center points;
(202) Measuring and calculating intermediary indexes of the network structure: the method comprises the steps of calculating the importance of interchange conversion and high-speed road sections in a network structure respectively according to interchange node intermediary indexes and road section structure intermediary indexes;
(2021) The intermediate indexes of the overpass nodes are as follows: counting the number of the shortest paths between the centroid points of the traffic cell passing through the overpass, wherein the proportion of the overpass conversion paths in the total number of the shortest paths is an intermediary index of the nodes of the overpass;
Figure FDA0003833175500000041
Figure FDA0003833175500000042
in the formula: WN i -structural intermediary indicators for the ith interchange; LN i -number of shortest paths through the ith overpass; LN — number of shortest paths; WNS is the variance of the overpass intermediary indicator; n is total number of overpasses;
(2022) Indexes in the road section structure medium: counting the number of road sections which pass through the shortest path between the centroid points of the traffic cell, wherein the proportion of the number of the road sections which pass through the shortest path to the total number of the shortest paths is a road section intermediary index;
Figure FDA0003833175500000043
Figure FDA0003833175500000044
in the formula: WL j -a structural intermediary indicator for the jth segment; LN j -the number of shortest paths through the jth segment; LN — number of shortest paths; WLS is the variance of road section structure medium index; m is the total number of road sections;
(203) Measuring and calculating the intermediary indexes of the travel demand: matching the identified OD traffic flow based on the traffic cell hierarchy into a highway network section according to the shortest path, measuring and calculating a travel demand intermediary index based on a network structure model, and calculating the variance of the intermediary index to reflect demand distribution conditions, wherein the larger the variance value is, the higher the concentration of travel demands is;
(2031) Overpass demand intermediary indexes; counting the flow of OD traffic flows distributed according to the shortest path among the mass center points of the traffic cell and passing through the overpass, and recording the flow as the converted traffic flow of the overpass; the proportion of the interchange conversion traffic flow to the high-speed OD traffic flow is an interchange demand intermediary index;
Figure FDA0003833175500000045
Figure FDA0003833175500000046
in the formula: QN i The demand intermediary index of the ith interchange; LQ i The traffic flow OD quantity is the traffic flow OD quantity passing through the shortest path of the ith interchange; LQ is the total OD of high-speed travel; QNS is the variance of the overpass demand intermediary index; n is the total number of the overpasses;
(2032) A road section demand intermediary index; the method comprises the steps that the traffic flow of OD traffic flow distributed according to the shortest path among centroid points of a traffic cell passing through a road section is counted and recorded as the actual operation traffic flow of the road section; the proportion of the running traffic flow of the road section to the OD traffic flow of the expressway is the actual running centrality of the road section;
Figure FDA0003833175500000051
Figure FDA0003833175500000052
in the formula: QL j -a demand broker index for the jth segment; LQ j -shortest path traffic through the jth segment; LQ-total amount of high-speed travel OD;QLS is the variance of the road section demand intermediary index; m is the total number of road sections;
(3) Measuring and calculating the matching degree of the network structure; performing spatial clustering on the overpass and the road sections according to the overpass structure medium index, the road section structure medium index and demand structure medium index and the road section demand medium index which are used as the weights of the spatial clustering of the overpass and the road sections respectively, and judging the adaptation degree of the network structure and the demand of the expressway by taking the geographic distance as a standard;
(301) Selecting overpasses with the overpass intermediary indexes ranked at the top C%, taking the intermediary indexes of the overpasses as weight values, carrying out spatial clustering based on the position information of the overpasses, and respectively measuring and calculating to obtain a central index position value of the network structure overpass and an intermediary index position value required by the overpass; the offset of the center position of the required overpass relative to the center position of the structural overpass is used as a measured value of the matching degree of the overpass;
(302) Selecting the road sections with the road section intermediary indexes ranked in the top C%, taking the intermediary indexes of all the road sections as weight values, carrying out spatial clustering based on the position information of the road sections, and respectively measuring and calculating the intermediary index tangent value of the network structure and the intermediary index tangent value of the required road section; the offset of the tangent line of the required road section relative to the tangent line of the structure is used as a measured value of the matching degree of the road section;
(4) And (3) constructing a structure evaluation index system: network structure suitability evaluation indexes comprise reachability of highways in traffic districts and regions, intermediate variance of overpass nodes and road sections, intermediate variance of overpass demands and road section demands, and matching degree of the overpass nodes and the road sections; and comprehensively evaluating the adaptation condition of the network structure of the expressway by comparing with the set evaluation standards of various indexes.
6. The method of claim 5, wherein the optimization strategy comprises an addition strategy and a subtraction strategy, wherein the addition strategy comprises:
the strategy of "addition": aiming at the problem of poor accessibility of individual traffic cells, the road network function of the traffic cells with poor accessibility is added; aiming at the problem of poor regional high-speed accessibility, the planning design of highway function projects in the series region is added; aiming at the road section with high concentration, a parallel functional circuit design is newly added; aiming at the problems that the overpass is not matched with the road section and the network layout center is deviated from the actual operation center, the design of the high-speed road function and the node conversion function in the weak heart area is added;
the "subtraction" strategy: aiming at the road sections or nodes with high concentration ratio, the whole function design is carried out before the planning design of the expressway, so that the newly added line is prevented from introducing sections with high concentration ratio; and aiming at the road sections or nodes with obviously low concentration, reducing the number of road sections or ramps passing through the shortest path.
7. An evaluation system for suitability of a layout structure of a highway network, wherein the evaluation system applies the evaluation method for suitability of a layout structure of a highway network according to any one of claims 1 to 6.
8. A computer device comprising a memory and a processor, the memory storing a computer program, wherein the processor when executing the computer program implements the method for assessing suitability of a network layout structure for a highway according to any of claims 1 to 6.
9. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out a method for assessing suitability of a network topology of a highway according to any one of claims 1 to 6.
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CN116611586A (en) * 2023-07-19 2023-08-18 山东高速股份有限公司 Newly built road network flow prediction method and system based on double-layer heterogeneous network
CN116611586B (en) * 2023-07-19 2023-10-31 山东高速股份有限公司 Newly built road network flow prediction method and system based on double-layer heterogeneous network

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