A city road planning method based on coupling relationship of city traffic levels

Abstract

The application provides a kind of urban road planning method based on the coupling relationship of urban traffic level, comprising the following steps: step one, obtaining a planning map, generating low-speed area, medium-speed area and high-speed area of each community according to the set number of way intersections;Step two, obtaining low-speed flow, medium-speed flow and high-speed flow at the community exit, obtaining intersection split ratio, calculating the theoretical high-speed flow, theoretical medium-speed flow and theoretical low-speed flow on the road corresponding to each community according to the split ratio;Step three, sequentially superimpose the high-speed, medium-speed and low-speed area of all communities, superimpose all the corresponding theoretical high-speed flow, theoretical medium-speed flow and theoretical low-speed flow on the road, obtain the theoretical total low-speed flow, theoretical total medium-speed flow and theoretical total high-speed flow on different roads, and judge whether the theoretical total low-speed flow, total medium-speed flow and total high-speed flow exceed the set threshold value.The application can optimize and improve the road network and cross-sectional type, and improve the travel efficiency.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of urban planning, and particularly relates to a city road planning method based on coupling relationship of city traffic levels. BACKGROUND

[0002] Different traffic modes have different speeds, and people in different speed level ranges will choose different traffic tools for travel, so the travel distance is one of important factors for determining the traffic mode for travel. The city space is continuously expanding outward, and the land development amount is continuously increasing. The travel demand of pedestrians, non-motor vehicles and motor vehicles is continuously growing, which may exceed the maximum carrying capacity of the road, and it is necessary to optimize and improve the road traffic facilities, the nature and scale of the land to be developed, and shape a good travel environment and a pleasant living environment. SUMMARY

[0003] Therefore, the present application aims to provide a city road planning method based on coupling relationship of city traffic levels, which can optimize and improve the road traffic facilities, the nature and scale of the land to be developed in the city, and improve the travel efficiency.

[0004] To solve the above technical problems, the technical scheme adopted by the present application is as follows:

[0005] A city road planning method based on coupling relationship of city traffic levels comprises the following steps: step one, obtaining a planning map comprising all communities and all roads in the city, and generating a low-speed area for walking travel, a medium-speed area for using non-motor vehicles for travel and a high-speed area for using motor vehicles for travel in each community on the planning map according to the number of approach intersections set;

[0006] Step two, obtaining low-speed flow, medium-speed flow and high-speed flow at different exits of the community, and obtaining the split ratio at the intersection, and calculating the theoretical high-speed flow, the theoretical medium-speed flow and the theoretical low-speed flow on different roads according to the split ratio;

[0007] Step three, sequentially superimposing the high-speed area, the medium-speed area and the low-speed area of all communities, superimposing the theoretical high-speed flow, the theoretical medium-speed flow and the theoretical low-speed flow contained on the road, and obtaining the theoretical total low-speed flow, the theoretical total medium-speed flow and the theoretical total high-speed flow on different roads, and judging whether the theoretical total low-speed flow, the theoretical total medium-speed flow and the theoretical total high-speed flow exceed the set low-speed threshold, medium-speed threshold and high-speed threshold, so as to judge whether the given road network supply is full of the existing traffic demand.

[0008] Further, the method for generating the low-speed area comprises: setting the number of times the low-speed area passes through intersections, obtaining a plurality of roads directly connected to the cell exit and defining as the zeroth low-speed road, obtaining the road after passing through the first intersection on the zeroth low-speed road and defining as the first low-speed road, and obtaining the road after passing through the Nth intersection and defining as the Nth low-speed road, wherein the area covered by all the low-speed roads is defined as the low-speed area of the cell.

[0009] Further, the method for generating the medium-speed area and the high-speed area is the same as the method for generating the low-speed area, and a plurality of Nth medium-speed roads and a plurality of Nth high-speed roads of the cell are generated respectively.

[0010] The number of times the high-speed area passes through intersections is greater than the number of times the medium-speed area passes through intersections, and the number of times the medium-speed area passes through intersections is greater than the number of times the low-speed area passes through intersections.

[0011] Further, each of the Nth low-speed road, the Nth medium-speed road and the Nth high-speed road corresponds to a corresponding Nth low-speed attenuation value, an Nth medium-speed attenuation value and an Nth high-speed attenuation value, wherein the Nth low-speed attenuation value is used to represent the reduction of low-speed flow after entering the Nth low-speed road, and the principles of the Nth medium-speed attenuation value and the Nth high-speed attenuation value are the same as those of the Nth low-speed attenuation value.

[0012] Further, the overall area contained in the planning map is defined as the high-speed area of all cells in the city.

[0013] Further, the method comprises: obtaining the exit historical monitoring data in a fixed time period before the cell exit, and estimating the low-speed flow, the medium-speed flow and the high-speed flow corresponding to the residents of the cell on the corresponding zeroth low-speed road, zeroth medium-speed road and zeroth high-speed road respectively.

[0014] The intersection historical monitoring data in a fixed time period before the intersection is obtained to obtain the low-speed split value, the medium-speed split value and the high-speed split value of each Nth low-speed road, Nth medium-speed road and Nth high-speed road relative to the corresponding N+1th low-speed road, N+1th medium-speed road and N+1th high-speed road at the intersection, and each road connected to the intersection corresponds to a set of split values.

[0015] Further, the calculation formula of the theoretical flow value of the Nth low-speed / medium-speed / high-speed road is: the estimated low-speed / medium-speed / high-speed flow corresponding to the Nth low-speed / medium-speed / high-speed road=(…((low-speed / medium-speed / high-speed flow×zeroth low-speed / medium-speed / high-speed attenuation value×first low-speed / medium-speed / high-speed split ratio)×first low-speed / medium-speed / high-speed attenuation value×second low-speed / medium-speed / high-speed split ratio)…×N-1th low-speed / medium-speed / high-speed attenuation value×Nth low-speed / medium-speed / high-speed split ratio); (N>=1).

[0016] Further, the high-speed lane width, the medium-speed lane width and the low-speed lane width of all roads on the planning map are acquired, and the maximum high-speed flow, the maximum medium-speed flow and the maximum low-speed flow of the road are estimated according to the data, and the maximum high-speed flow, the maximum medium-speed flow and the maximum low-speed flow are set as the high-speed threshold, the medium-speed threshold and the low-speed threshold of the road.

[0017] Further, the planning map is additionally provided with a planning area which has not been developed, and the low-speed area, the medium-speed area and the high-speed area of the planning area are automatically generated, and the planning maximum low-speed flow, the planning maximum medium-speed flow and the planning maximum high-speed flow at the entrance and exit of the undeveloped area are reversely calculated according to the maximum low-speed flow, the maximum medium-speed flow and the maximum high-speed flow on different roads of the low-speed area, the medium-speed area and the high-speed area, so as to facilitate the optimization of the land use property and scale of the undeveloped area in the planning stage.

[0018] Further, the calculation formula of the planning low-speed / medium-speed / high-speed flow of the developed area is: planning low-speed / medium-speed / high-speed flow = ((Nth maximum low-speed / medium-speed / high-speed flow-theoretical total low-speed / medium-speed / high-speed flow) ÷ (N-1th low-speed / medium-speed / high-speed attenuation value ÷ Nth low-speed / medium-speed / high-speed split ratio) … ÷ zeroth low-speed / medium-speed / high-speed attenuation value ÷ first low-speed / medium-speed / high-speed split ratio).

[0019] The present application has the advantages and positive effects that:

[0020] By generating the low-speed area for walking, the medium-speed area for using non-motor vehicles and the high-speed area for using motor vehicles of residents in different cells on the planning map respectively, and calculating the theoretical high-speed flow, the theoretical medium-speed flow and the theoretical low-speed flow of the residents in different areas respectively, and then superimposing the high-speed area, the medium-speed area and the low-speed area of all cells in turn, all the theoretical high-speed flow, the theoretical medium-speed flow and the theoretical low-speed flow on the road are superimposed, and then the theoretical total low-speed flow, the theoretical total medium-speed flow and the theoretical total high-speed flow of the urban road are obtained, and whether the theoretical total low-speed flow, the theoretical total medium-speed flow and the theoretical total high-speed flow of the road exceed the actual carrying capacity is judged. If it exceeds the actual carrying capacity, it indicates that the red line width and the cross section type of the road need to be optimized and reconstructed from the perspective of traffic facilities, and the number of parallel channels is increased; from the perspective of land use planning, the traffic demand of the undeveloped area along the road can be reduced by adjusting the land use property and scale. If it is lower than the actual carrying capacity, the road cross section arrangement can be adjusted (considering adding road green belts or slow walking space), the development amount of the land along the road is increased, and then the land and infrastructure investment development benefit is maximized. The present application can optimize and adjust the road traffic facilities and land use planning in the city, and improve the travel efficiency. DETAILED DESCRIPTION

[0021] The technical solutions in the embodiments of the present application will be clearly and completely described below, obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all the other embodiments obtained by those skilled in the art without creative work belong to the protection scope of the present application.

[0022] Unless otherwise defined, 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 application belongs. The terminology used in the description herein is for describing particular embodiments only and is not intended to be limiting of the application. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0023] The present application provides a kind of urban road planning method based on the coupling relationship of urban traffic level, including obtaining the planning map of city, planning map includes community distribution data and road distribution data.According to the number of intersection after the way out of community, low-speed area for walking travel, medium-speed area for using non-motor vehicle travel and high-speed area for using motor vehicle travel are respectively divided on the outside of each community.The overall area contained in the planning map is preferably defined as the high-speed area of all communities in the city, because motor vehicles can travel anywhere in the city.

[0024] Different speed areas include different number of intersections.For example, low-speed area: set low-speed area to experience five intersections.Get several roads directly connected with the community exit, set several roads connected with the community exit as zero low-speed road, the end of zero low-speed road away from the community appears intersection, define all roads intersecting with zero low-speed road as first low-speed road, use the same method to obtain second low-speed road, third low-speed road, fourth low-speed road and fifth low-speed road.The area covered by zero low-speed road to fifth low-speed road is defined as the low-speed area of the community.Community residents usually choose to walk when they are active in the corresponding low-speed area of the community.

[0025] The generation method of medium-speed area and high-speed area is the same as that of low-speed area, the number of intersections passed by high-speed area is greater than that of medium-speed area, and the number of intersections passed by medium-speed area is greater than that of low-speed area.Usually, the number of intersections of medium-speed area is ten to twenty, and the actual number is adjusted according to the intersection density around the community.

[0026] The same method is used to divide the medium-speed area of the cell, and the corresponding road is defined as the zeroth medium-speed road, the first medium-speed road, and the Nth medium-speed road. When the residents in the cell move in the corresponding medium-speed area of the cell, they usually choose non-motor vehicles for movement. When the entire city is defined as a high-speed area of the cell, the same method is used to define the zeroth high-speed road, the first high-speed road, and the Nth high-speed road of the cell. When the residents in the cell move in the corresponding high-speed area of the cell, they usually choose motor vehicles for travel.

[0027] The farther away from the cell (the more intersections passed), the lower the traffic of the cell, so each cell corresponds to the Nth low-speed / medium-speed / high-speed road, which corresponds to the corresponding Nth low-speed / medium-speed / high-speed attenuation value. The Nth low-speed attenuation value is used to represent the reduction of low-speed traffic after entering the Nth low-speed road. The principles of the Nth medium-speed attenuation value and the Nth high-speed attenuation value are the same as the Nth low-speed attenuation value. The attenuation value is related to the type and number of stores on the road, the road length, and the number of intersections away from the cell. The Nth low-speed / medium-speed / high-speed attenuation value of the road can be calculated by obtaining the historical monitoring video of the fixed period at both ends of the road, recording the number of motor vehicles, non-motor vehicles, and pedestrians entering the road, and the number of motor vehicles, non-motor vehicles, and pedestrians completely passing through the road.

[0028] By obtaining the historical monitoring data of the fixed period at the exit of the cell, the use of different transportation tools by residents entering and leaving the cell is monitored, and the corresponding low-speed traffic, medium-speed traffic, and high-speed traffic of the residents in the cell on the zeroth low-speed road, the zeroth medium-speed road, and the zeroth high-speed road are estimated. Usually, the historical monitoring video of the past year of the cell is recorded, the maximum motor vehicle flow value is defined as the high-speed traffic, the maximum non-motor vehicle flow value is defined as the medium-speed traffic, and the maximum pedestrian flow is defined as the low-speed traffic.

[0029] Taking the low-speed area as an example: the zeroth low-speed road corresponds to the zeroth low-speed attenuation value, the first low-speed road corresponds to the first low-speed attenuation value, and so on. The first low-speed traffic on the first road = low-speed traffic x zeroth low-speed attenuation value. The farther away from the cell (the more intersections passed), the lower the corresponding Nth low-speed attenuation value. Similarly, the Nth medium-speed attenuation value and the Nth high-speed attenuation value are both lower as the distance from the cell (the more intersections passed).

[0030] The intersections of the road are equipped with monitoring probes for monitoring the illegal behavior of vehicles at the intersection, and the split of vehicles and residents at the intersection is also recorded. By obtaining the historical monitoring data of the intersection for a fixed period, the traffic flow of pedestrians, non-motor vehicles, and motor vehicles in the road space is obtained, and the split ratio at the intersection is obtained. The split ratio includes high-speed split value, medium-speed split value, and low-speed split value.

[0031] Similarly, the historical monitoring video of the intersection in the past year can be obtained, and the actual distribution ratio of motor vehicles, non-motor vehicles and pedestrians at the intersection is recorded, and the average motor vehicle distribution value at the intersection is calculated as the high-speed distribution value, the average non-motor vehicle distribution value is defined as the medium-speed distribution value, and the average pedestrian distribution value is defined as the low-speed distribution value.

[0032] Taking a three-way intersection as an example: one road, two roads and three roads, one road is positioned as an entering road, two roads and three roads are distribution roads, and vehicles on one road will be distributed to two roads and three roads. Therefore, one road has two road distribution ratio X1 and three road distribution ratio X2 relative to two roads and three roads, respectively, two road distribution ratio X1 and three road distribution ratio X2 form a distribution group, and X1+X2=1. Any one of one road, two roads and three roads can be an entering road, and has a corresponding distribution group.

[0033] That is, according to the low-speed / medium-speed / high-speed flow, the attenuation value of the cell corresponding to different roads, and the distribution ratio at the intersection, the estimated low-speed / medium-speed / high-speed flow of the residents in the cell on any road can be calculated. The calculation formula of the estimated low-speed / medium-speed / high-speed flow of the residents in the cell on the Nth low-speed / medium-speed / high-speed road is: the corresponding estimated low-speed / medium-speed / high-speed flow on the Nth low-speed / medium-speed / high-speed road=(…((low-speed / medium-speed / high-speed flow×0th low-speed / medium-speed / high-speed attenuation value×1st low-speed / medium-speed / high-speed distribution ratio)×1st low-speed / medium-speed / high-speed attenuation value×2nd low-speed / medium-speed / high-speed distribution ratio)…×(N-1)th low-speed / medium-speed / high-speed attenuation value×Nth low-speed / medium-speed / high-speed distribution ratio); (N>=1).

[0034] After calculating the estimated low-speed / medium-speed / high-speed flow of all cells on different roads, the high-speed area, medium-speed area and low-speed area of all cells are stacked in turn. The high-speed area is stacked first, and by stacking all the estimated high-speed flows corresponding to each road on the planning map, the theoretical total high-speed flow of the high-speed road can be obtained. The same method is used to obtain the theoretical total medium-speed flow and the theoretical total low-speed flow of the medium-speed road and the low-speed road. At the same time, the high-speed road width, medium-speed road width and low-speed road width of all roads on the planning map are obtained, and the maximum high-speed flow, maximum medium-speed flow and maximum low-speed flow of the road are estimated according to the above data. The maximum high-speed flow, maximum medium-speed flow and maximum low-speed flow are set as the high-speed threshold, medium-speed threshold and low-speed threshold of the road.

[0035] The theoretical total low-speed flow, the theoretical total medium-speed flow and the theoretical total high-speed flow are compared with the set low-speed threshold, medium-speed threshold and high-speed threshold to determine whether the given road planning meets the existing traffic demand. If it exceeds the actual carrying capacity, it indicates that the road red line width and section type need to be optimized and reconstructed from the perspective of traffic facilities, and the number of parallel channels needs to be increased; from the perspective of land use planning, the traffic demand of the undeveloped area along the road can be reduced by adjusting the land use nature and scale. If it is lower than the actual carrying capacity, the road cross section layout can be adjusted (considering adding road green belts or slow walking space), the development amount of the land along the road can be increased, and thus the land and infrastructure investment development benefit can be maximized.

[0036] The high-speed area is preferentially superimposed, and whether the number of lanes on the corresponding road meets the requirements is determined according to the obtained theoretical total motor vehicle flow. If the number of lanes is too small, the non-motor vehicle lane or green belt can be modified into a motor vehicle lane to ensure the flow efficiency of motor vehicles; if the number of lanes is too large, the excess lanes can be adjusted into green belts to improve the aesthetics of the city. Subsequently, when the width of the non-motor vehicle lane is too narrow in the superimposed medium-speed area, the principle of green travel priority is adopted to ensure the non-motor vehicle right-of-way space by reducing the motor vehicle lane, and when the width of the non-motor vehicle lane is too wide, the green belt or the walking path can be widened.

[0037] By coupling and superimposing the low-speed area, medium-speed area and high-speed area of different cells, the personnel flow in different cells is obtained to better optimize and improve the road network and cross section layout, provide suggestions for urban land layout adjustment, improve the travel efficiency of people, slow down the decay rate of accessibility, and make the travel density distribution of urban people flow and vehicle flow more balanced.

[0038] The planning map can be added with a planned area that has not been developed. For undeveloped land (taking developed residential land as an example), the entrance and exit positions and the number of the developed area are set around the developed area, and the corresponding low-speed area, medium-speed area and high-speed area of the developed area are automatically generated according to the entrance and exit positions and the number. The planning maximum low-speed flow, planning maximum medium-speed flow and planning maximum high-speed flow at the entrance and exit of the undeveloped land can be calculated reversely according to the maximum low-speed flow, maximum medium-speed flow and maximum high-speed flow on different roads in the low-speed area, medium-speed area and high-speed area.

[0039] Taking the low-speed area as an example: according to all low-speed roads included in the low-speed area (named as the verification area), the maximum low-speed flow that the Nth low-speed road of the verification area can accommodate is reversely calculated according to the width of the walking path in the road cross section of the low-speed area, and the maximum low-speed flow is subtracted by the estimated low-speed flow of other cells on the road.

[0040] The calculation formula of the planning maximum low / medium / high speed flow of the undeveloped area is: planning low / medium / high speed flow = (… ((Nth maximum low / medium / high speed flow - theoretical total low / medium / high speed flow) ÷ (N-1th low / medium / high speed attenuation value ÷ Nth low / medium / high speed split ratio) … ÷ 0th low / medium / high speed attenuation value ÷ 1st low / medium / high speed split ratio), and the planning maximum low / medium / high speed flow of the 0th low / medium / high speed road in the check area is calculated.

[0041] Because in actual use, the larger N is in the Nth low / medium / high speed road, the number of roads is multiplied, and if each road is calculated, the calculation amount is too large, several main roads (the widest roads) are selected to estimate the planning low / medium / high speed flow.

[0042] The estimated planning area exit flow is reversely calculated based on the minimum planning low flow, planning medium flow and planning high flow, and is defined as the maximum low flow, maximum medium flow and maximum high flow of the planning area.

[0043] Because each main road corresponds to the 0th low / medium / high speed road, each 0th low / medium / high speed road corresponds to a planning low / medium / high speed flow, the minimum planning low flow, planning medium flow and planning high flow in all planning low / medium / high speed flows are selected, and the reversely calculated flow is superimposed to define the maximum total flow of the cell (because the road at the minimum planning flow is not congested, and the road at other planning flows is not congested), and the maximum traffic capacity of the development area is planned.

[0044] Usually, several main roads are selected to calculate the corresponding several planning low / medium / high speed flows of different 0th low / medium / high speed roads, the minimum planning low flow, planning medium flow and planning high flow corresponding to different 0th low / medium / high speed roads are selected to be superimposed to obtain the maximum total flow of the planning area, and the maximum traffic capacity and land scale of the development area are planned.

[0045] The embodiments of the present application are described in detail above, but the content described is only the preferred embodiments of the present application, and cannot be considered to limit the implementation range of the present application. Any equivalent changes and improvements made within the scope of the present application should still belong to the scope covered by the present patent.

Claims

1. A city road planning method based on coupling relationship of city traffic hierarchy, characterized in that, The method comprises the following steps: S1, obtaining a planning map comprising all cells and all roads in a city, and generating a low-speed area, a medium-speed area and a high-speed area for each cell on the planning map according to a set number of intersections on a route; S2, obtaining low-speed flow, medium-speed flow and high-speed flow at different exits of the cell, obtaining a split ratio at an intersection, and calculating theoretical high-speed flow, theoretical medium-speed flow and theoretical low-speed flow on different roads according to the split ratio; S3, sequentially superimposing the high-speed area, the medium-speed area and the low-speed area of all cells, superimposing the theoretical high-speed flow, the theoretical medium-speed flow and the theoretical low-speed flow on the roads, and obtaining theoretical total low-speed flow, theoretical total medium-speed flow and theoretical total high-speed flow on different roads to determine whether the theoretical total low-speed flow, the theoretical total medium-speed flow and the theoretical total high-speed flow exceed a set low-speed threshold, a medium-speed threshold and a high-speed threshold to determine whether the given road network meets the existing traffic demand; The low-speed area is generated by setting the number of intersections on a low-speed area route, obtaining a plurality of roads directly connected to the exit of the cell and defining the roads as zero low-speed roads, obtaining roads after the first intersection on the zero low-speed roads and defining the roads as first low-speed roads, and defining roads after N intersections as N low-speed roads, and defining an area comprising all low-speed roads as a low-speed area of the cell; The medium-speed area and the high-speed area are generated by the same method as the generation of the low-speed area, and a plurality of N medium-speed roads and a plurality of N high-speed roads of the cell are generated; The number of intersections on the high-speed area route is greater than the number of intersections on the medium-speed area route, and the number of intersections on the medium-speed area route is greater than the number of intersections on the low-speed area route; Each of the N low-speed roads, the N medium-speed roads and the N high-speed roads corresponds to a corresponding N low-speed attenuation value, a N medium-speed attenuation value and a N high-speed attenuation value, and the N low-speed attenuation value is used to represent the reduction of low-speed flow after entering the N low-speed road, and the principles of the N medium-speed attenuation value and the N high-speed attenuation value are the same as those of the N low-speed attenuation value; The calculation formula of the theoretical flow value of the N low-speed / medium-speed / high-speed road is: the corresponding theoretical low-speed / medium-speed / high-speed flow on the N low-speed / medium-speed / high-speed road = (… ((low-speed / medium-speed / high-speed flow × zero low-speed / medium-speed / high-speed attenuation value × first low-speed / medium-speed / high-speed split ratio) × first low-speed / medium-speed / high-speed attenuation value × second low-speed / medium-speed / high-speed split ratio) … × N-1 low-speed / medium-speed / high-speed attenuation value × N low-speed / medium-speed / high-speed split ratio), N >= 1.

2. The urban road planning method based on the coupling relationship of urban traffic levels according to claim 1, characterized in that, The overall area in the planning map is defined as a high-speed area of all cells in the city.

3. The urban road planning method based on the coupling relationship of urban traffic levels according to claim 1, characterized in that, The method comprises the following steps: S1, obtaining a planning map comprising all cells and all roads in a city, and generating a low-speed area, a medium-speed area and a high-speed area for each cell on the planning map according to a set number of intersections on a route; Historical monitoring data of the intersection within a fixed time period prior to the intersection is obtained to obtain the low-speed diversion value, medium-speed diversion value, and high-speed diversion value of each Nth low-speed road, Nth medium-speed road, and Nth high-speed road at the intersection relative to their corresponding N+1th low-speed road, N+1th medium-speed road, and N+1th high-speed road. Each road connected to the intersection has a corresponding diversion value.

4. The urban road planning method based on the coupling relationship of urban traffic levels according to claim 1, characterized in that, Obtain data on the width of the high-speed lane, medium-speed lane, and low-speed lane for all roads on the planning map. Based on the above data, estimate the maximum high-speed flow, maximum medium-speed flow, and maximum low-speed flow for the road. Set the maximum high-speed flow, maximum medium-speed flow, and maximum low-speed flow as the high-speed threshold, medium-speed threshold, and low-speed threshold for the road.

5. The urban road planning method based on the coupling relationship of urban traffic levels according to claim 1, characterized in that, The planning map includes undeveloped planning areas, and automatically generates low-speed, medium-speed, and high-speed zones for these planning areas. Based on the maximum low-speed flow, maximum medium-speed flow, and maximum high-speed flow on different roads in the low-speed, medium-speed, and high-speed zones, the planned maximum low-speed flow, planned maximum medium-speed flow, and planned maximum high-speed flow at the entrances and exits of the undeveloped areas are calculated in reverse, which facilitates the optimization of land use and scale of undeveloped areas during the planning stage.

6. The urban road planning method based on the coupling relationship of urban traffic levels according to claim 5, characterized in that, The formula for calculating the planned low / medium / high-speed flow in the undeveloped area is: Planned low / medium / high-speed flow = (…((Nth maximum low / medium / high-speed flow - theoretical total low / medium / high-speed flow) ÷ N-1th low / medium / high-speed attenuation value ÷ Nth low / medium / high-speed split ratio)…÷ zeroth low / medium / high-speed attenuation value ÷ first low / medium / high-speed split ratio).