CN116050915A - Urban traffic influence evaluation method, electronic equipment and storage medium - Google Patents
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Abstract
The invention discloses an urban traffic influence evaluation method, electronic equipment and a storage medium, and belongs to the field of urban traffic. The invention aims to solve various problems faced by the current traffic: the traffic jam is serious, the travel time is increased, and the energy consumption is huge; the traffic safety problem is serious, and the accident rate is continuously increased; environmental pollution and traffic noise pollution are more serious; severe shortage of parking facilities, etc.
Description
Technical Field
The invention belongs to the field of urban traffic, and particularly relates to an urban traffic influence evaluation method, electronic equipment and a storage medium.
Background
Since the invention of automobiles, people have been continuously researching urban traffic and evaluation thereof. In traditional urban traffic planning, the evaluation content mainly focuses on the ability and level of the traffic system to solve traffic problems. In the thirty-twentieth century, since greensells proposed traffic flow theory, people began to analyze and study traffic conditions using speed, flow, density, and other traffic metrics.
New traffic development concepts are put forward and participate in traffic construction, and corresponding evaluation systems are necessarily presented to judge development conditions so as to better guide practice. For example, green traffic and low-carbon traffic are proposed on the basis of serious traffic pollution and high-carbon emission of motor vehicles, and the common point of the two concepts is to develop public traffic mainly, reduce energy consumption and realize environment-friendly development.
Besides traffic function evaluation, the evaluation system mainly focuses on aspects of traffic demand, environmental quality improvement, reasonable utilization of resources and the like. The intelligent traffic is a traffic development concept put forward under the background of serious traffic jam and shortage of road resources, and focuses on the application of information technology and sensors, so that a high-efficiency and intelligent traffic and transportation system is realized. The evaluation emphasis is on the development level of road infrastructure, the intelligent level and the like.
Various problems faced by current traffic are: the traffic jam is serious, the travel time is increased, and the energy consumption is huge; the traffic safety problem is serious, and the accident rate is continuously increased; environmental pollution and traffic noise pollution are more serious; severe shortages of parking facilities, etc.
However, there are various problems associated with the current urban traffic evaluation methods, so that it is highly desirable to provide an evaluation method that can be applied to rapid urban traffic development.
Disclosure of Invention
The invention establishes a perfect urban traffic influence evaluation method by establishing five evaluation targets of traffic infrastructure evaluation, information service level evaluation, traffic management level evaluation, safety condition evaluation and green environment protection evaluation, and the method can provide a solution for the subsequent establishment of urban traffic, can find out weak points of urban traffic construction and can make targeted improvement.
In order to achieve the above purpose, the present invention is realized by adopting the following technical scheme: the urban traffic influence evaluation method comprises the following steps of
Constructing an evaluation index system, wherein the evaluation system is a multi-target comprehensive evaluation system;
carrying out standardization treatment on the evaluation index, quantifying the index by adopting a terfei method, and finally determining the quantification value of the evaluation index by combining expert opinion or suggestion in the field of local traffic;
determining the weight of an evaluation index, and determining the weight of the evaluation index by adopting a comprehensive fuzzy evaluation method;
and constructing an urban traffic influence evaluation model for evaluation, constructing an evaluation result vector, and obtaining the urban traffic level according to the maximum membership principle.
Further, the construction evaluation index system comprises 5 secondary indexes and 17 tertiary indexes; the 5 secondary indexes are respectively infrastructure level construction B1, information service level B2, traffic management level B3, safety condition B4 and green environment-friendly level B5; the 17 three-level indexes are respectively
The bus stop board electronic C1 belongs to the basic level construction B1, the urban road sensor terminal installation rate C12, the road section electronic police installation rate C13 and the parking guidance system coverage rate C14;
the attention rate C21 of citizens belonging to the information service level B2 on traffic information, the compliance rate C22 of citizens on traffic guidance information, the satisfaction C23 of citizens on traffic trips and the diversity C24 of traffic information service release channels;
the traffic signal control system comprises an intersection canalization rate C31, a traffic signal control coordination rate C32, a peak period congestion delay index C33 and a travel average speed C34 which belong to a traffic management level B3;
the death rate C41 of the ten thousand cars belonging to the safety condition B4 is the number of occurrence of extra-large traffic accidents C42;
urban road traffic noise level C51 belonging to green environmental protection level B5, urban built-up area greening coverage rate C52 and vehicle tail gas reduction rate C53.
Further, the standardization processing is performed on the evaluation indexes by adopting qualitative indexes and quantitative indexes, the evaluation standard grades are divided into five evaluation standard grades by each three-level index, each grade corresponds to one coverage rate, and each coverage rate corresponds to one index standard, so that the quantitative value of the evaluation index is determined.
Further, the weight of the determined evaluation index determines the weight vector a= (a) of the evaluation factor in the fuzzy comprehensive evaluation 1 ，a 2 ，……，a p ) Element a in weight vector a i Is a factor u i Membership degree to fuzzy son { factors important to the evaluated transaction }; determining the relative importance of the three indexes by expert scoring, determining the weight coefficient of each index, normalizing before synthesis, i.e
Further, the construction of the urban traffic influence evaluation model for evaluation comprises the following steps:
s401, determining a factor discourse domain of an evaluation object;
s402, determining a comment level discourse domain;
s403, establishing a fuzzy relation matrix;
s404, determining a weight vector of the evaluation factor;
s405 synthesizes a fuzzy comprehensive evaluation result vector.
Further, the step S401 is to determine the factor domain of the evaluation object; p evaluation indexes, u= { u 1 ，u 2 ，...，u p }；
The S402 determines a comment level domain, v= { v 1 ，v 2 ，...，v p I.e. a set of levels, each corresponding to a fuzzy subset, selecting the appropriate membership function in preparation for further determination of membership.
Further, the step S403 is to build a fuzzy relation matrix; for each fuzzy subset, the evaluated element is respectively determined from each factor u i (i=1, 2., (i.), the quantization is performed on p) of the sample, determining membership of an element to be evaluated to a higher element from a single element (R|u i ) Obtaining a fuzzy relation matrix:
the ith row and jth column elements R in matrix R ij Representing the factor u of a certain evaluated element i To v j Membership of the previous element; by blurring vector (R|u) i )＝(r i1 ，r i2 ，...，r im ) To represent the importance of the evaluated element in terms of a certain factor;
s404 determines the weight vector of the evaluation factor; determining a weight vector of the evaluation factors: a= (a) 1 ，a 2 ，...，a p ) Element a in weight vector a i Refers to the factor u i Membership to importance of the item being evaluated; determining weight vectors of evaluation factors by using a analytic hierarchy process, scoring according to the relative importance of each evaluation index by adopting a back-to-back expert discussion method, counting scoring conditions of each analytic hierarchy index, constructing a judgment matrix, calculating and checking consistency;
and S405, synthesizing a fuzzy comprehensive evaluation result vector, and synthesizing A and R of each evaluated part by using a proper operator to calculate a fuzzy comprehensive evaluation result vector B of each evaluated part. I.e.
Wherein, b j Representing the overall v of the object to be evaluated j The membership degree of the rank fuzzy subset is obtained by multiplying A and the j-th column of R.
In yet another aspect, an electronic device includes a processor and a memory having stored thereon computer readable instructions that when executed by the processor implement the urban traffic impact assessment method.
In yet another aspect, a computer storage medium has a computer program stored thereon, which when executed by a processor implements the urban traffic impact assessment method.
The invention has the beneficial effects that:
the invention establishes a perfect urban traffic influence evaluation method by establishing five evaluation targets of traffic infrastructure evaluation, information service level evaluation, traffic management level evaluation, safety condition evaluation and green environment protection evaluation, and the method can provide a solution for the subsequent establishment of urban traffic, can find out weak points of urban traffic construction and can make targeted improvement.
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For a clearer description of an embodiment of the invention or of a technical solution in the prior art, the drawings that are needed in the description of the embodiment or of the prior art will be briefly described, it being obvious that the drawings in the description below are only embodiments of the invention, and that other drawings can be obtained, without inventive effort, by a person skilled in the art from the drawings provided:
FIG. 1 is a flow chart of one embodiment of the method of the present invention;
FIG. 2 is a block diagram of an evaluation index system according to one embodiment of the method of the present invention;
FIG. 3 is a flowchart of the evaluation steps of one embodiment of the method of the present invention.
Detailed Description
In order that the invention may be readily understood, a more complete description of the invention will be rendered by reference to the appended drawings. Exemplary embodiments of the present invention are illustrated in the accompanying drawings. This invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.
The terms including ordinal numbers such as "first", "second", and the like used in the present specification may be used to describe various constituent elements, but these constituent elements are not limited by these terms. These terms are only used to distinguish one element from another. For example, a first component may be termed a second component, and, similarly, a second component may be termed a first component, without departing from the scope of the present invention.
The invention has the following general idea: and (5) evaluating urban traffic by using a fuzzy comprehensive evaluation method based on an analytic hierarchy process. The analytic hierarchy process establishes a complex multi-layer structure for the evaluation object, then determines the relative weight between the elements by a pairwise comparison method between the same-layer factors, and finally obtains the weight of each layer relative to the evaluation object. The method is suitable for decision-making problems of multiple targets, multiple criteria and difficult quantization processing. The fuzzy comprehensive evaluation is to apply the theory of fuzzy mathematics to quantify some factors with unclear boundaries and difficult quantification by the principle of fuzzy relation synthesis, and then to perform comprehensive evaluation. In the urban traffic comprehensive evaluation, the evaluation content not only relates to a large number of complex phenomena, but also has the interaction of a plurality of factors, a fuzzy phenomenon and a fuzzy concept in the evaluation indexes, so that a multi-level evaluation structure is established by adopting a hierarchical analysis method, the weight of each index is determined, and the urban traffic is comprehensively evaluated by using the fuzzy comprehensive evaluation method.
General procedure for making analysis decisions using analytic hierarchy process:
(1) And analyzing the interrelationship among the factors in the evaluated things, and establishing a hierarchical structure of the system. The method is generally three layers, namely a target layer, a criterion layer and a scheme layer in sequence from high to low.
(2) And (5) finding out the relative field expert to compare the importance of each element of the same level with the criterion or the target in the previous level, and constructing a judgment matrix.
(3) And processing the judgment matrix to obtain the relative weight of the compared elements, and checking whether the consistency check is satisfied. And determining the weight of each layer of index.
(4) And finally determining the total synthesis weight of each layer of elements, and providing a standard for evaluation.
The following describes the concept and weight calculation method involved therein:
judging a matrix: the values of the matrix elements are determined by expert pairwise comparison of the factors, usually scaled by 1-9 and their reciprocal. By factors ofAnd comparing the two elements to judge the values of the corresponding elements of the matrix. For any two factors on the same layer in criterion C, e.g. C i ，C j The influence on the upper layer (O) is light and heavy, wherein a is as follows ij Represent C i ，C j The ratio of the degree of influence on O, thus yielding a judgment matrix a= (a) ij ) n×n 。
The weight calculating method comprises the following steps:
(1) And the method comprises the following steps: the weight vector is represented by normalizing the column vector of the judgment matrix and then taking an arithmetic average value, namely
(2) Root method: the column vectors of A are normalized after geometric average, and the obtained column vectors are used as weight vectors
And (3) fuzzy comprehensive evaluation: firstly constructing a fuzzy subset of each level, then selecting a proper membership function to determine membership degree, quantifying each evaluation index, and finally processing all indexes by using a fuzzy transformation principle to obtain an evaluation value and a comprehensive evaluation value of each level, and performing comprehensive evaluation.
Embodiment one:
as shown in fig. 1, the urban traffic impact evaluation method comprises the following steps.
S1, constructing an evaluation index system, wherein the evaluation system is a multi-target comprehensive evaluation system;
as shown in fig. 2, the constructed evaluation index system comprises 5 secondary indexes and 17 tertiary indexes; the 5 secondary indexes are respectively infrastructure level construction B1, information service level B2, traffic management level B3, safety condition B4 and green environment-friendly level B5; the 17 three-level indexes are respectively
The bus stop board electronic C1 belongs to the basic level construction B1, the urban road sensor terminal installation rate C12, the road section electronic police installation rate C13 and the parking guidance system coverage rate C14;
bus stop board electronization rate C11:
the electronic rate of the bus stop boards refers to the proportion of the electronic bus stop boards installed by a bus company in all the bus stop boards installed in a city, and the electronic rate of the bus stop boards in intelligent traffic (second edition) should be more than 80%. The evaluation criteria for the bus stop board electronization rate are shown in table 1 below.
Table 1 bus stop board electronic rate grading table unit: % of (B)
Urban road sensing terminal installation rate C12
The urban road sensor terminal installation rate is An Zhuailv of the sensor terminals collecting various traffic real-time information in roads above the urban secondary arterial road level, the upper limit of the urban road sensor terminals is 100 percent, and the urban road sensor terminal installation rate C12 evaluation standard is shown in the following table 2
Table 2 urban road sensing terminal installation rate grading table, units: % of (B)
Road section electronic police installation proportion C13
The road section electronic police installation proportion refers to the proportion of the road section where the electronic police is installed to the important road section, and the traffic road section electronic police installation proportion is more than 50%. The evaluation criteria for the road section electronic police installation ratio are shown in the following table 3
Table 3 road section electronic police installation proportion grading table, unit: % of (B)
Parking guidance system coverage C14
The coverage rate of the parking guidance system refers to the proportion of the parking lot provided with the parking guidance system in all the parking lots in the city in the construction of the parking lots in the city, and the coverage rate of the parking guidance system is more than 80%. The evaluation criteria for the parking guidance system coverage are shown in table 4 below,
table 4 parking guidance system coverage rate classification table, units: % of (B)
The attention rate C21 of citizens belonging to the information service level B2 on traffic information, the compliance rate C22 of citizens on traffic guidance information, the satisfaction C23 of citizens on traffic trips and the diversity C24 of traffic information service release channels;
attention rate C21 of citizens to traffic information
The attention rate of citizens to traffic information refers to the proportion of citizens who pay attention to various traffic information through various ways, the attention rate of citizens to traffic information should be above 50%, the evaluation criteria of the attention rate of citizens to traffic information are shown in the following table 5,
table 5 the citizens' attention rate ranking table for traffic information, units: % of (B)
Compliance C22 of citizens with traffic guidance information
The compliance rate of citizens to traffic guidance information refers to the proportion of citizens who drive and travel after prompting by the traffic guidance information, and the evaluation standard of the index is as follows: the compliance rate of intelligent traffic citizens to traffic guidance information is more than 50%. The evaluation criteria for compliance rate of citizens with traffic guidance information are shown in table 6 below.
Table 6 compliance rate hierarchy table of citizens to traffic guidance information, units: % of (B)
Satisfaction C23 of citizens on transportation trip
The satisfaction degree of citizens on transportation means the satisfaction degree of citizens on operation and service of buses and other transportation means. The index reflects the public transportation service ability to a large extent, and the evaluation criteria for the satisfaction of citizens on transportation travel are shown in the following table 7.
Table 7 a table of the satisfaction of citizens on transportation trips, units: % of (B)
Traffic information service distribution channel diversification C24
The traffic information service distribution channel diversification refers to how many channel types are used for distributing traffic information. The information distribution channels include Web/mobile Web, broadcast, WAP, sms, voice, touch-type service terminals, etc. The evaluation criteria for the diversification of the traffic information service distribution channels are shown in table 8 below.
TABLE 8 diversified hierarchical tables of traffic service channels in units of
The traffic signal control system comprises an intersection canalization rate C31, a traffic signal control coordination rate C32, a peak period congestion delay index C33 and a travel average speed C34 which belong to a traffic management level B3;
crossing canalization rate C31
The intersection canalization rate is the ratio of the number of reasonably canalized intersections in the built-up area to the number of the corresponding canal intersections (the intersections of roads with the width of the roadway of more than 6 meters), and the evaluation criteria of the intersection canalization rate are formulated as shown in the following table 9,
table 9 crossing canalization rate grading table, units: % of (B)
Coordination rate C32 of traffic signal control
The traffic signal control coordination rate refers to an evaluation criterion table of the traffic signal control coordination rate formulated by the proportion of the signalized intersections in the built-up area using the coordination control method to all signalized intersections, as shown in table 10 below.
Table 10 traffic signal coordination control rate hierarchy table, units: % of (B)
Peak congestion delay index C33
The rush hour congestion delay index refers to the ratio of the time of rush hour traffic congestion to the time of free flow transit. The larger the index, the larger the specific gravity of travel delay to travel time, that is, the more congestion. The calculation formula of the congestion delay index in the peak period is as follows: rush hour congestion delay index = rush hour traffic congestion transit time/free flow transit time.
The evaluation criteria for formulating the peak congestion delay index are shown in table 11 below.
TABLE 11 congestion delay index grading Table during peak hours
Travel average speed C34
The travel average speed is the ratio of the total travel distance to the travel time. The larger the value, the more unblocked the description. Conversely, the smaller the value, the more congested, and the evaluation criteria for the average travel speed are set as shown in table 12 below.
Table 12 trip average speed rating table, units: km/h
The death rate C41 of the ten thousand cars belonging to the safety condition B4 is the number of occurrence of extra-large traffic accidents C42;
mortality of ten thousand cars C41
The ten thousand car mortality rate refers to the number of annual traffic accident deaths of every ten thousand cars in the city of security western medicine. The table of evaluation criteria for the mortality of ten thousand cars is formulated as shown in table 13 below.
Table 13 grading table of mortality rate for ten thousand cars, units: person/vehicle
Extra large number of traffic accident C42
The extra-large number of traffic accidents refers to the number of traffic accidents that more than 3 people (including people) die at one time in the district. The evaluation criteria for the number of occurrences of an oversized traffic accident are set forth in table 14 below.
Table 14 extra-large traffic accident onset ranking table, units: starting up
Urban road traffic noise level C51 belonging to green environmental protection level B5, urban built-up area greening coverage rate C52 and vehicle tail gas reduction rate C53.
Urban road traffic noise level C51
Urban road traffic noise refers to noise caused by urban road traffic, and the equivalent sound level limiting standard of the environmental noise used in various acoustic environment functional areas is shown in the following table 15.
Table 15 urban road traffic noise level classification table, units: dB (dB)
Greening coverage rate C52 of urban built-up area
The greening coverage rate of the urban built-up area is the proportion of the greening coverage area of the urban built-up area, and the result is the ratio of the vertical projection area of all greening in the urban built-up area to the total area of the urban, so that the ratio can objectively reflect the green development level of one city. The formulation of the green coverage scoring criteria for urban as-built areas is shown in table 16 below.
Table 16 urban as-built area greening coverage grading table, units: % of (B)
Vehicle exhaust gas reduction rate C53
The vehicle tail gas reduction rate refers to the percentage of vehicle tail gas reduction after an intelligent transportation system is adopted. The evaluation criteria for the vehicle exhaust gas reduction rate are shown in table 17 below.
Table 17 vehicle tail gas reduction rate classification table, units: % of (B)
S2, carrying out standardized treatment on the evaluation index, quantifying the index by adopting a terfei method, and finally determining the quantification value of the evaluation index by combining expert opinion or suggestion in the field of local traffic;
the standardized processing is carried out on the evaluation indexes by adopting qualitative indexes and quantitative indexes, the evaluation standard grades are divided into five evaluation standard grades by each three-level index, each grade corresponds to one coverage rate, and each coverage rate corresponds to one index standard, so that the quantitative value of the evaluation index is determined.
S3, determining the weight of the evaluation index, and determining the weight of the evaluation index by adopting a comprehensive fuzzy evaluation method;
the weight of the determined evaluation index determines the weight vector A= (a) of the evaluation factor in the fuzzy comprehensive evaluation 1 ，a 2 ，……，a p ) Element a in weight vector a i Is a factor u i Pair fuzzy son { pair evaluated ]Factors important for transactions } membership; determining the relative importance of the three indexes by expert scoring, determining the weight coefficient of each index, normalizing before synthesis, i.e
S4, constructing an urban traffic influence evaluation model for evaluation, constructing an evaluation result vector, and obtaining the urban traffic level according to the maximum membership principle.
As shown in fig. 3, the evaluation step:
s401 determining factor theory domain of evaluation object
P evaluation indexes, u= { u 1 ，u 2 ，...，u p }。
S402 determining comment level domains
v＝{v 1 ，v 2 ，...，v p I.e. a set of levels, each corresponding to a fuzzy subset, selecting the appropriate membership function in preparation for further determination of membership.
S403, establishing an ambiguity relation matrix R
For each fuzzy subset, the evaluated element is respectively determined from each factor u i Quantization is performed on (i=1, 2,., p), i.e., the degree of membership of the evaluated element to the element of the previous stage from the single factor (r|u i ) Obtaining a fuzzy relation matrix:
the ith row and jth column elements R in matrix R ij Representing the factor u of a certain evaluated element i To v j Membership of the previous element. By blurring vector (R|u) i )＝(r i1 ，r i2 ，...，r im ) To indicate the importance of the evaluated element in terms of a certain factor, more rigorously than other evaluation methods are indicated by an actual value of an index.
S404 determining a weight vector of the evaluation factor
Determining a weight vector of the evaluation factors: a= (a) 1 ，a 2 ，...，a p ) Element a in weight vector a i Refers to the factor u i Membership to importance of the item being evaluated. The weight vector of the evaluation factor is determined by using an analytic hierarchy process, a back-to-back discussion method of experts is adopted, the scoring condition of each level index is counted according to the relative importance scoring of each evaluation index, a judgment matrix is constructed, calculated and consistency is checked.
S405 synthesizing fuzzy comprehensive evaluation result vector
And (3) synthesizing the A and the R of each evaluated part by using a proper operator, and calculating a fuzzy comprehensive evaluation result vector B of each evaluated part. I.e.
Wherein, b j Representing the overall v of the object to be evaluated j The membership degree of the rank fuzzy subset is obtained by multiplying A and the j-th column of R.
According to the maximum membership principle: the grade corresponding to the maximum number in the fuzzy comprehensive evaluation result vector is the grade of the object to be evaluated.
Embodiment two:
based on the same inventive concept, the invention discloses an electronic device, which comprises a processor and a memory, wherein the memory is stored with computer readable instructions, and the computer readable instructions realize the urban traffic influence evaluation method when being executed by the processor.
A computer storage medium having stored thereon a computer program which when executed by a processor implements the method of urban traffic impact assessment.
Those skilled in the art will appreciate that implementing all or part of the above-described methods in accordance with the embodiments may be accomplished by way of a computer program stored on a computer readable storage medium, which when executed may comprise the steps of the embodiments of the methods described above. The storage medium may be a magnetic disk, an optical disc, a Read Only Memory (ROM), a Random access Memory (Random ABBessMemory, RAM), or the like.
The embodiments of the present invention have been described above with reference to the accompanying drawings, but the present invention is not limited to the above-described embodiments, which are merely illustrative and not restrictive, and many forms may be made by those having ordinary skill in the art without departing from the spirit of the present invention and the scope of the claims, which are to be protected by the present invention.
Claims (9)
1. A city traffic influence evaluation method is characterized in that: the urban traffic influence evaluation method comprises the following steps of
Constructing an evaluation index system, wherein the evaluation system is a multi-target comprehensive evaluation system;
carrying out standardization treatment on the evaluation index, quantifying the index by adopting a terfei method, and finally determining the quantification value of the evaluation index by combining expert opinion or suggestion in the field of local traffic;
determining the weight of an evaluation index, and determining the weight of the evaluation index by adopting a comprehensive fuzzy evaluation method;
and constructing an urban traffic influence evaluation model for evaluation, constructing an evaluation result vector, and obtaining the urban traffic level according to the maximum membership principle.
2. The urban traffic impact assessment method according to claim 1, wherein: the construction evaluation index system comprises 5 secondary indexes and 17 tertiary indexes; the 5 secondary indexes are respectively infrastructure level construction B1, information service level B2, traffic management level B3, safety condition B4 and green environment-friendly level B5; the 17 three-level indexes are respectively an electronic C1 of a bus stop board belonging to a basic level construction B1, an installation rate C12 of an urban road sensor terminal, an installation rate C13 of a road section electronic police and a coverage rate C14 of a parking guidance system;
the attention rate C21 of citizens belonging to the information service level B2 on traffic information, the compliance rate C22 of citizens on traffic guidance information, the satisfaction C23 of citizens on traffic trips and the diversity C24 of traffic information service release channels;
the traffic signal control system comprises an intersection canalization rate C31, a traffic signal control coordination rate C32, a peak period congestion delay index C33 and a travel average speed C34 which belong to a traffic management level B3;
the death rate C41 of the ten thousand cars belonging to the safety condition B4 is the number of occurrence of extra-large traffic accidents C42;
urban road traffic noise level C51 belonging to green environmental protection level B5, urban built-up area greening coverage rate C52 and vehicle tail gas reduction rate C53.
3. The urban traffic impact assessment method according to claim 1, wherein: the standardized processing is carried out on the evaluation indexes by adopting qualitative indexes and quantitative indexes, the evaluation standard grades are divided into five evaluation standard grades by each three-level index, each grade corresponds to one coverage rate, and each coverage rate corresponds to one index standard, so that the quantitative value of the evaluation index is determined.
4. The urban traffic impact assessment method according to claim 1, wherein: the weight of the determined evaluation index determines the weight vector A= (a) of the evaluation factor in the fuzzy comprehensive evaluation 1 ，a 2 ，……，a p ) Element a in weight vector a i Is a factor u i Membership degree to fuzzy son { factors important to the evaluated transaction }; determining the relative importance of the three indexes by expert scoring, determining the weight coefficient of each index, normalizing before synthesis, i.e
5. The urban traffic impact assessment method according to claim 1, wherein: the construction of the urban traffic influence evaluation model for evaluation comprises the following steps:
s401, determining a factor discourse domain of an evaluation object;
s402, determining a comment level discourse domain;
s403, establishing a fuzzy relation matrix;
s404, determining a weight vector of the evaluation factor;
s405 synthesizes a fuzzy comprehensive evaluation result vector.
6. The urban traffic impact assessment method according to claim 5, wherein: s401 determines a factor discourse domain of the evaluation object; p evaluation indexes, u= { u 1 ，u 2 ，...，u p }；
The S402 determines a comment level domain, v= { v 1 ，v 2 ，...，v p I.e. a set of levels, each corresponding to a fuzzy subset, selecting the appropriate membership function in preparation for further determination of membership.
7. The urban traffic impact assessment method according to claim 5, wherein: s403, establishing a fuzzy relation matrix; for each fuzzy subset, the evaluated element is respectively determined from each factor u i (i=1, 2., (i.), the quantization is performed on p) of the sample, determining membership of an element to be evaluated to a higher element from a single element (R|u i ) Obtaining a fuzzy relation matrix:
the ith row and jth column elements R in matrix R ij Representing the factor u of a certain evaluated element i To v j Membership of the previous element; by blurring vector (R|u) i )＝(r i1 ，r i2 ，...，r im ) To represent the importance of the evaluated element in terms of a certain factor;
the S404 determines the evaluationA weight vector of the valence factors; determining a weight vector of the evaluation factors: a= (a) 1 ，a 2 ，...，a p ) Element a in weight vector a i Refers to the factor u i Membership to importance of the item being evaluated; determining weight vectors of evaluation factors by using a analytic hierarchy process, scoring according to the relative importance of each evaluation index by adopting a back-to-back expert discussion method, counting scoring conditions of each analytic hierarchy index, constructing a judgment matrix, calculating and checking consistency;
s405 synthesizes fuzzy comprehensive evaluation result vector, synthesizes A and R of each evaluated part by using proper operator, calculates fuzzy comprehensive evaluation result vector B of each evaluated part, namely
Wherein, b j Representing the overall v of the object to be evaluated j The membership degree of the rank fuzzy subset is obtained by multiplying A and the j-th column of R.
8. An electronic device, characterized in that: comprising a processor and a memory having stored thereon computer readable instructions which when executed by the processor implement a method of urban traffic impact assessment according to any one of claims 1 to 7.
9. A computer storage medium, characterized by: a computer program stored thereon, which when executed by a processor, implements a method for evaluating urban traffic impact according to any one of claims 1 to 7.
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| CN112766800A (en) * | 2021-02-01 | 2021-05-07 | 中国市政工程华北设计研究总院有限公司 | Urban green traffic system evaluation method based on fuzzy analytic hierarchy process |
| CN113657767A (en) * | 2021-08-18 | 2021-11-16 | 广东汇通信息科技股份有限公司 | Urban arterial road tunnel-passing risk assessment method based on traffic data and fuzzy algorithm |
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