A Method, Device and Storage Medium for Defining the Isochronous Three-Dimensional Influence Region of an Orbital Station

Abstract

The present invention discloses a method, device and storage medium for defining the isochronous three-dimensional influence domain of rail transit stations, which relates to the technical field of TOD urban design and influence scope definition of rail transit stations. The isochronous circle layer is defined and the vitality intensity is simulated based on the Urban Network Analysis (UNA) tool; based on the operation of service scope indicators, the isochronous circle layer is expanded at different speeds of various slow traffic connections, so as to enhance the awareness of traffic accessibility and weaken the value difference caused by far and near distances, thereby guiding the integration of scattered urban resources; from the perspective of comprehensive connection, multiple urban elements such as traffic, function and space are systematically integrated, and corresponding weight assignment and addition can be carried out to simulate the vitality intensity in UNA; based on the expansion of the isochronous circle layer and the integration of comprehensive connection elements, the research scope is extended to adjacent stations, forming a multi-station linkage mechanism guided by the isochronous circle layer and the integration of slow traffic vitality.

Description

Technical Field

[0001] The present invention belongs to the technical field of TOD urban design of rail transit stations and the definition of influence scope, and particularly relates to a method, device and storage medium for defining the isochronous three-dimensional influence domain of rail transit stations. Background Technique

[0002] With the continuous development of modern technology, the influence domain of rail transit stations, that is, a series of urban spaces affected and radiated after the implantation of rail transit lines and stations into the urban space, and the definition of its scope is the spatial basis for the research and practice of related issues in station urban design.

[0003] Currently, the main definition methods include traditional experience definition, tool simulation definition, data analysis definition, analysis model definition, etc.; traditional experience definition is based on concentric circle definition within 500 - 800m around the station. This type of definition method is relatively rough and difficult to meet the requirements of refined urban design; tool simulation definition mostly uses ArcGIS and microscopic traffic simulation tools for definition based on planar equivalent paths. This type of method is a further refinement based on experience definition; data analysis definition is mostly based on the analysis of walking behavior data research, shared bicycle data, etc., with the characteristics of refinement, but the problems are difficult data acquisition and time-consuming and laborious; analysis model definition is mainly based on the establishment of regression analysis models. Due to the complexity of its calculation models and mathematical analysis, it is mostly seen in traffic discipline applications and is difficult to promote in urban design work; moreover, the existing technology based on two-dimensional equivalent path definition is difficult to adapt to the evolution of the station urban space pattern under the background of three-dimensional and intensive urban space, and has high requirements for computing power, and is difficult to meet the needs of efficient speculation and auxiliary decision-making in urban design work. Therefore, a method, device and storage medium for defining the isochronous three-dimensional influence domain of rail transit stations are proposed now. Summary of the Invention

[0004] Aiming at the deficiencies of the prior art, the purpose of the present invention is to provide a method, device and storage medium for defining the isochronous three-dimensional influence domain of rail transit stations, which solves the technical problems in the prior art that it is difficult to adapt to the evolution of the station urban space pattern and has high requirements for computing power under the background of three-dimensional and intensive urban space, and is difficult to meet the needs of efficient speculation and auxiliary decision-making in urban design work.

[0005] The purpose of the present invention can be achieved through the following technical solutions: A method for defining the isochronous three-dimensional influence domain of rail transit stations, the method includes the following steps:

[0006] Obtain a three-dimensional access traffic path network and three-dimensional spatial coordinates;

[0007] The comprehensive connection elements involved in the site level, connection point location, public functions, public space, and surrounding site influencing factors are assigned weights based on area, and are linked to the three-dimensional connection transportation path network. The value-added weights are added by highlighting the characteristics, forming a complete analysis network in the urban network analysis.

[0008] The complete analysis network is simulated for walking accessibility using three-dimensional spatial coordinates, and then a connection accessibility simulation is performed to obtain walking accessibility simulation results and connection accessibility simulation results;

[0009] The results of the walkability simulation and the connection accessibility simulation are placed on the actual building plots to complete the definition of the rigid isochronous circle and simulate the elastic vitality intensity;

[0010] The rigid isochronous circles and elastic vitality intensity are superimposed to finally form the definition of the isochronous three-dimensional influence domain.

[0011] Furthermore, the walking reachable simulation takes the three-dimensional spatial coordinates of the exit gate as a starting point and performs an isochronous reachable range simulation at a walking speed.

[0012] Furthermore, the docking reachability simulation includes two parts: docking path measurement and docking reachability range. The docking path measurement is a measurement of the walking time and distance spent from the exit to the docking point. On an isochronous basis, the docking reachability range simulation at the docking speed is performed with the remaining time.

[0013] Furthermore, after the starting point coordinates are given, the service scope of the urban network analysis simulates the reachable range under a specific search radius. In the isochronous circle definition of the three-dimensional influence domain, the exit gate is used as the starting point, and the three-dimensional slow-moving network above and below the ground is linked. The indoor walking network of public buildings closely connected with the site is also integrated to form a three-dimensional indoor and outdoor slow-moving traffic network.

[0014] Furthermore, the weight includes a starting point weight and an end point weight.

[0015] Furthermore, the starting point weight is the energy level released by the travel point, including the passenger flow of the station and the number of residents at the starting point. The end point weight is the attribute that measures the degree of attraction of the behavior to the target point, including area, capacity, and attractiveness.

[0016] Furthermore, the calculation formula for measuring the vitality intensity of the three-dimensional slow traffic network is:

[0017]

[0018] Wherein, Betweenness[i]r,dr is the Betweenness value of the observation point i under the search radius r and the detour ratio dr. Betweenness refers to betweenness centrality. nj,k[i] refers to the number of times the shortest path between the starting point j and the ending point k passes through the observation point i, and nj,k refers to the total number of shortest paths from j to k. The simulation of passenger flow betweenness centrality relative to betweenness centrality incorporates the influence of the end point weight attribute, simulates how travelers make choices among multiple destination points, and can truly reflect the vitality intensity of the three-dimensional slow traffic network.

[0019] Furthermore, the simulated elastic vitality intensity is the slow traffic flow simulation of the path network under the action of transfer elements in the redundant path behavior selection mode with a certain detour coefficient, reflecting the differential distribution of vitality intensity.

[0020] Advantages of the present invention:

[0021] Compared with the definition based on two-dimensional ground paths, the "three-dimensional" fine definition based on urban network analysis tools, on the one hand, is the three-dimensional integration of indoor and outdoor, above-ground and underground slow traffic systems, thereby guiding the three-dimensional integration of urban elements and control mechanisms. On the other hand, the defined starting point is refined from the station entrance and exit to the turnstile in the paid area, responding to the integration trend of the non-paid area and urban functional spaces. It is a fine definition of isochronous circles based on real three-dimensional paths and spatial coordinates, with stable operation performance and low computing power requirements. Based on the operation of service range indicators, the isochronous circles are expanded at different speeds of various slow traffic transfers, enhancing the understanding of traffic accessibility and weakening the value difference caused by far and near distances, thereby guiding the integration of scattered urban resources. From the perspective of comprehensive transfer, multiple urban elements such as traffic, function, and space are systematically integrated, and corresponding weight assignment and addition can be performed. Based on the expansion of isochronous circles and the integration of comprehensive transfer elements, the research scope is extended to adjacent stations, forming a multi-station linkage mechanism under the guidance of the integration of isochronous circles and slow traffic vitality. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, for those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0023] Figure 1 is the flow chart of the present invention;

[0024] Figure 2 is a schematic diagram of the simulation of the 5-10-15 minute walking accessible range and the definition of the walking isochronous circle of two stations in the embodiment of the present invention;

[0025] Figure 3It is a schematic diagram of path simulation to the cycling transfer point and time measurement of the transfer path pedestrian flow simulation in the embodiment of the present invention;

[0026] Figure 4 It is a schematic diagram of isochrone definition in the embodiment of the present invention;

[0027] Figure 5 It is a schematic diagram of the comprehensive transfer vitality intensity simulation in the MM21 area and the profile circle layer and vitality intensity along the line from Sakuramachi Station to Minato Mirai Station in the embodiment of the present invention;

[0028] Figure 6 It is a schematic diagram of the isochronous three-dimensional influence domain definition model in the MM21 area in the embodiment of the present invention;

[0029] Figure 7 It is a schematic diagram of the comprehensive transfer system in the middle section between Sakuramachi Station and Minato Mirai Station in the embodiment of the present invention;

[0030] Figure 8 It is a coupling schematic diagram of the vitality intensity and redundant path selection along the line from Sakuramachi Station to Minato Mirai Station in the embodiment of the present invention. Detailed implementation manners

[0031] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of the present invention.

[0032] As Figure 1 shown, a method for defining the isochronous three-dimensional influence domain of a rail transit station includes the following steps:

[0033] Obtain a three-dimensional transfer traffic path network and three-dimensional space coordinates;

[0034] Assign area-based weight values to the station energy level, transfer points, public functions, public spaces, and surrounding station influence factors involved in the comprehensive transfer elements, and link them with the three-dimensional transfer traffic path network. With the weight addition of value improvement under the highlight of characteristics, a complete analysis network is formed in the urban network analysis;

[0035] Perform a walkability simulation on the complete analysis network using the three-dimensional space coordinates, and then perform a transfer accessibility simulation operation to obtain a walkability simulation result and a transfer accessibility simulation result;

[0036] Locate the walkability simulation result and the transfer accessibility simulation result on the actual building plot to complete the definition of the rigid isochrone layer and simulate the elastic vitality intensity;

[0037] Superimpose the rigid isochronous layer and the elastic vitality intensity to finally define the isochronous three-dimensional influence domain.

[0038] It should be further noted that in the specific implementation process, the walkable simulation starts from the three-dimensional spatial coordinates of the outbound turnstile and simulates the isochronous reachable range at the walking speed.

[0039] It should be further noted that in the specific implementation process, the feeder reachable simulation includes two parts: the feeder path measurement and the feeder reachable range. Among them, the feeder path measurement is the measurement of the walking time and distance spent from getting off the train to the feeder point. On the basis of isochronism, the reachable simulation is carried out at the feeder speed with the remaining time.

[0040] It should be further noted that in the specific implementation process, after the service range of the urban network analysis is given the starting point coordinates, the reachable range under a specific search radius is simulated. In the isochronous layer definition of the three-dimensional influence domain, starting from the outbound turnstile, it is linked to the three-dimensional slow traffic network above and below the ground, and the indoor walking network of public buildings closely connected to the station is integrated to form an indoor and outdoor three-dimensional slow traffic network.

[0041] It should be further noted that in the specific implementation process, the weights include the starting point weight and the ending point weight.

[0042] It should be further noted that in the specific implementation process, the starting point weight is the energy level released by the travel point, including the passenger flow of the station and the number of residents at the starting point, and the ending point weight is the attribute measuring the attraction degree of the behavioral target point, including area, capacity, and attractiveness.

[0043] It should be further noted that in the specific implementation process, the calculation formula for measuring the vitality intensity of the three-dimensional slow traffic network is:

[0044]

[0045] Betweenness[i]r,dr is the Betweenness value of the observation point i under the search radius (isochronous reachable range) r and the detour ratio dr. nj,k[i] refers to the number of times the shortest path between the starting point j and the ending point k passes through the observation point i, and nj,k refers to the total number of shortest paths from j to k. The calculation of the Betweenness value of the observation point takes into account all the "starting point - ending point" sets with a network distance within r from each other. When the detour ratio dr is substituted, there will be path selection interventions greater than r. When the measure is weighted, the betweenness index will be affected by the starting point weight W[j], reflecting the true energy level of the passenger flow released by the station.

[0046] The simulation of patronage betweenness relative to betweenness incorporates the influence of destination weights attributes, simulates how travelers make choices among multiple destinations, and can more realistically reflect the intensity of path vitality.

[0047] It should be further explained that in the specific implementation process, the simulated elastic vitality intensity is the simulation of the slow traffic flow in which the path network is affected by the transfer elements under the redundant path behavior selection mode with a certain detour coefficient, reflecting the differential distribution of vitality intensity.

[0048] Example 1: The section between Sakuragicho Station and Minato Mirai Station has the slow traffic system with the highest three-dimensional degree in the MM21 area, and has diverse transportation transfer methods, integrating the core public space and functional system of the area. It is the two stations with the highest degree of linkage. Select Sakuragicho Station - Minato Mirai Station as the focus of analysis. First, conduct a rigid isochronous circle definition of its isochronous three-dimensional influence area. In the simulation of elastic vitality intensity, through the assignment of station weights, comprehensively consider the influence of surrounding stations such as Yokohama Station, Shin-Nihonbashi Station, and Bashamichi Station.

[0049] 1) Analysis of network construction and weight assignment

[0050] The research focuses on the three-dimensional urban space system between Minato Mirai Station and Sakuragicho Station, and further explains the establishment of the isochronous three-dimensional influence area model. First, establish the analysis network base, including three-dimensional slow traffic path networks such as walking, automated walking, and cycling, and incorporate the indoor walking systems of the main public buildings closely associated with the stations to form a complete indoor and outdoor three-dimensional slow traffic network. In the link and weight assignment of comprehensive transfer elements, the same-year data shows that the average daily boarding and alighting numbers of Minato Mirai Station and Sakuragicho Station are 82,391 and 37,311 respectively, which are used as the basis for weight assignment of the two stations (starting points). For elements such as public functional spaces along the way, the area is used as the basic weight. For target points with characteristics such as industrial heritage renewal spaces and coastal landscape spaces, a certain weight coefficient is added to link the starting points, target points with the three-dimensional slow traffic network, and form the network basis for the definition of the isochronous three-dimensional influence area and related index analysis.

[0051] 2) Rigid isochronous circle definition

[0052] Definition of walking isochronous circle

[0053] First, a simulation of the walkable range is carried out. Among them, Minato Mirai Station is an underground station, with the concourse on the B3 level and the exit gates on the B3 and B2 levels; Sakuragicho Station is an elevated station, with both the concourse and the exit gates on the ground level. Link the exit gates of the two stations with the three-dimensional path network to conduct a "5-10-15 min" walkable simulation, and further define the isochronal circle of walking according to elements such as buildings and land ownership, such as Figure 2 shown;

[0054] Based on the definition of the isochronal circle of walking, it can be seen that its 5-minute walk covers the core areas of stations such as Queen's Square; Minato Mirai Station is within a 10-minute walk of the Yokohama International Convention and Exhibition Center. The outbound passengers of Sakuragicho Station are efficiently transported via the aerial moving walkway, and the 10-minute reach ranges of the two stations overlap at the landmark building; the 15-minute walking interval has basically achieved interconnection.

[0055] Among them, the landmark building is exactly the building with the highest development intensity at the superimposed position of the isochronal circles between the two stations. It can be seen that the cognition that the intensity of the core area of the station is the highest, which we usually think, can actually be extended to the intermediate nodes in the establishment of the isochronal three-dimensional influence domain of multi-station linkage.

[0056] Definition of the isochronal circle of connection

[0057] First, based on the three-dimensional spatial coordinates of the connection points, measure the distance and time of the connection path. On this basis, simulate the isochronal reach range under the remaining time at the connection speed, and further complete the definition of the isochronal circle of connection by falling into the actual building plots.

[0058] Combined with the main walking axes, a large number of parking spots for private bicycles and electric bicycles are set up in the MM21 area, which are the main slow connection points. In addition, fixed connection points that can accommodate a small number of municipal bay bicycles are also equipped. Through the simulation of the connection path and the measurement of distance and time, it can be seen that most of the bicycle and electric bicycle connection points of Minato Mirai Station are within a 5-10 minute walk from the exit, such as Figure 3 shown. This section of the connection path will take a considerable amount of time in the definition of the isochronal three-dimensional influence domain, rather than directly simulating the isochronal reach range at the connection speed starting from the station.

[0059] Based on the measurement of the connection path, weights are assigned according to the capacity of the connection points to simulate the pedestrian flow of the connection path. It can be seen that the three bicycle and electric bicycle connection points with larger capacities are the main connection points in the area, such as Figure 3As shown; therefore, take these three points as the starting points for conducting isochronous circle layer simulations for connections. In addition, while considering the convenience of station transportation connections at these three main connection points, the connection point at Minato Mirai Station also takes into account the connection to the main pedestrian axis and the coastal landscape of Grandmall, and the main bicycle connection point at Sakuragi-cho Station also takes into account the connection to the surrounding residential areas, which is located 6 minutes' walk from the station exit.

[0060] Based on the ground cycling connection path network and the main connection points, define the isochronous circle layers and overlay them with the walking circle layers to form a composite and multi-dimensional overlay of isochronous circle layers. It can be seen that the 15-minute influence area of the connections between the two stations has basically covered the MM21 area, and the main area of the circle layer overlay is still located in the landmark buildings with the highest intensity, which centrally reflects the value extension and guiding significance of the isochronous circle layers, as Figure 4 shown.

[0061] 3) Elastic vitality intensity simulation

[0062] As Figure 5 shown, based on the rigid definition of isochronous circle layers, combined with the weights assigned to the starting points (station passenger flows) and comprehensive connection elements, visualize the slow-moving vitality intensity (passenger flow betweenness) of the three-dimensional path network. It can be seen that the Minato Mirai Station hub has gathered the core of the interval vitality and extends towards Shin-Nihonbashi Station and Yokohama Station, mainly generating linkages with the intermediate interval of Sakuragi-cho Station, and has relatively high vitality along the coastal landscape and Queen Axis along the line. The atrium of the highly three-dimensional landmark building plays a role in relieving the flow of people in the main circle layer overlay interval

[0063] 4) Definition of the isochronous three-dimensional influence area

[0064] Based on the definition of isochronous circle layers and the simulation of vitality intensity, overlay the three-dimensional public space information to form the definition of the isochronous three-dimensional influence area between the two stations, as Figure 6 shown. The three-dimensional public space in the MM21 area is mainly above the ground. Through the integration of the aerial slow-moving system, the densest three-dimensional urban space system in the urban interval between Minato Mirai Station and Sakuragi-cho Station has been gathered, which is also the interval where the multi-dimensional isochronous circle layers are superimposed most densely. The connection of various slow-moving traffics further strengthens the multi-station linkages.

[0065] Further focusing on the intermediate interval between the two stations, it has gathered the main three-dimensional public space and the flow of people vitality in the MM21 area, which is the core interval where the isochronous circle layers and the urban vitality extension can be integrated. The two stations rely on the three-dimensional slow-moving network in this interval. Through the integration of indoor and outdoor three-dimensional traffic and public space systems such as a large number of automated walking facilities, commercial atriums, assembly squares, and public art, various public functions such as commerce, office, culture, and public services are arranged along the main paths to create a comfortable long-distance walking experience, as Figure 7 shown.

[0066] As Figure 8 shown, by focusing on the simulation of the vitality intensity in this intermediate interval, it can be seen that the station core space of the Future Port Station and the aerial moving walkway of the Sakuramachi Station both play a significant role in attracting traffic. The three-dimensional pedestrian space around the atrium under the landmark building plays a role in dispersing the flow of people, and the outdoor coastal public space also has high attractiveness. Through path retrieval, it is known that the shortest path between the two stations is 870m, and the redundant path simulation of the two-station linkage is carried out with a detour coefficient of 1.1. It can be seen that under the path behavior selection with redundancy, the redundant path selection is also consistent with the main vitality interval, reflecting the coupling of the elastic slow travel behavior selection and the vitality of the integrated transfer system.

[0067] In the description of this specification, the description referring to terms such as "one embodiment", "example", "specific example", etc. means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0068] The above shows and describes the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited by the above embodiments. The above embodiments and the descriptions in the specification only illustrate the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention will have various changes and improvements, and these changes and improvements all fall within the scope of the present invention claimed.

Claims

1. A method for defining the three-dimensional isochronous influence domain of an orbital station, characterized in that, The method comprises the following steps: Obtain three-dimensional connecting traffic path network and three-dimensional space coordinates; The comprehensive connection elements involved in the site level, connection point location, public functions, public space, and surrounding site influencing factors are assigned weights based on area, and are linked to the three-dimensional connection transportation path network. The value-added weights are added by highlighting the characteristics, forming a complete analysis network in the urban network analysis. The complete analysis network is simulated for walking accessibility using three-dimensional spatial coordinates, and then a connection accessibility simulation is performed to obtain walking accessibility simulation results and connection accessibility simulation results; The results of the walkability simulation and the connection accessibility simulation are placed on the actual building plots to complete the definition of the rigid isochronous circle and simulate the elastic vitality intensity; The simulated elastic vitality intensity is a slow-moving traffic simulation based on the integrated connection factors acting on the path network under a redundant path behavior selection mode with a certain detour coefficient, reflecting the differentiated distribution of vitality intensity. The rigid isochronous circles and elastic vitality intensity are superimposed to finally form the definition of the isochronous three-dimensional influence domain.

2. The three-dimensional influence domain boundary definition method for orbital stations at equal time according to claim 1, wherein The walking reachable simulation takes the three-dimensional spatial coordinates of the exit gate as a starting point and performs an isochronous reachable range simulation at a walking speed.

3. The three-dimensional isochronous influence domain definition method for rail stations according to claim 1, wherein The docking reachability simulation includes two parts: docking path measurement and docking reachability range simulation. The docking path measurement is the walking time and distance measurement from the exit to the docking point. On the basis of isochronous time, the reachability range simulation at the docking speed is performed with the remaining time.

4. A method for defining the isochronous three-dimensional influence domain of an orbital station according to claim 1, characterized in that, The service scope of the urban network analysis is to simulate the reachable range within a specific search radius after the starting point coordinates are given. Within the isochronous circle definition of the three-dimensional influence domain, the exit gate is used as the starting point, and the three-dimensional slow-moving network above and below the ground is connected. The indoor pedestrian network of public buildings that are closely connected to the station is also integrated to form a three-dimensional indoor and outdoor slow-moving transportation network.

5. The isochronous three-dimensional influence domain definition method for rail stations according to claim 1, wherein The weight includes a starting point weight and an end point weight.

6. The three-dimensional influence domain boundary determination method for an orbital station at equal time according to claim 5, characterized in that, The starting point weight is the energy level released by the travel point, including the passenger flow of the station and the number of residents at the starting point. The end point weight is an attribute that measures the attractiveness of the behavior target point, including area, capacity, and attractiveness.

7. A method for defining the isochronous three-dimensional influence domain of an orbital station according to claim 4, characterized in that, The calculation formula for measuring the vitality intensity of the three-dimensional slow traffic network is: Where Betweenness[i]r,dr is the Betweenness value of observation point i under the search radius r and detour ratio dr. Betweenness refers to betweenness, nj,k[i] refers to the number of times the shortest path between starting point j and end point k passes through observation point i, and nj,k refers to the total number of shortest paths from j to k. The simulation of passenger flow betweenness relative to betweenness incorporates the influence of the terminal weight attribute, simulating how travelers make choices between multiple destination points, and can truly reflect the vitality and intensity of the three-dimensional slow traffic network.

8. A device, characterized in that, include: one or more processors; a memory for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the three-dimensional influence area definition method for a track station, etc. as described in any one of claims 1 to 7.

9. A storage medium containing computer-executable instructions, characterized in that, The computer-executable instructions, when executed by a computer processor, are used to perform a method for defining an isochronous three-dimensional influence domain of an orbital station as described in any one of claims 1-7.

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