Method for planning comprehensive traffic network based on trinity system optimization theory

Abstract

This invention discloses a comprehensive three-dimensional transportation network planning method based on the "three-in-one" system optimization theory of system efficiency, service level, and resource utilization level. It establishes calculation functions for system efficiency, service level, and resource consumption of the comprehensive three-dimensional transportation network, determines the optimal planning model for the "three-in-one" system based on these three factors, and solves for a series of planning schemes under the optimal state of the "three-in-one" system. This invention comprehensively considers the contradictory yet unified relationship between the three major objectives of system efficiency, service level, and resource utilization level in the construction of the comprehensive three-dimensional transportation network from different perspectives such as economy, people's livelihood, and ecological civilization. It overcomes the problems of insufficient consideration of transportation economic efficiency and external costs, and inadequate quantitative overall planning in traditional comprehensive three-dimensional transportation network planning methods. The calculated construction schemes are more scientific and can be effectively applied in various comprehensive three-dimensional transportation network planning.

Description

Technical Field

[0001] This invention belongs to the field of integrated transportation planning and relates to a comprehensive three-dimensional transportation network planning method based on the "three-in-one" system optimization theory of system efficiency, service level, and resource utilization level. Background Technology

[0002] Promoting the planning and construction of a comprehensive, multi-dimensional transportation network is a systematic project that requires balancing multiple development goals. From an economic perspective, the goal is to maximize the efficiency of the comprehensive, multi-dimensional transportation network system, ensuring the operation of the national economy with minimal economic input. From a public welfare perspective, the goal is to maximize the service level of the comprehensive, multi-dimensional transportation network, providing safe, convenient, efficient, and economical transportation services. From an ecological civilization perspective, the goal is to maximize the resource utilization of the comprehensive, multi-dimensional transportation network, rationally controlling the environmental and land resource consumption during its construction and operation. Under the new circumstances of land space development and protection, the construction of a comprehensive three-dimensional transportation network faces greater constraints in terms of funding, resources, and environment. It requires a more rational coordination of the relationship between the system's efficiency, service level, and resource utilization. This necessitates achieving a "three-in-one" approach, treating all three as important goals in the planning and construction of the comprehensive three-dimensional transportation network, with no aspect neglected. It also requires achieving "optimal integration," realizing a systemic balance and overall optimization of the system's efficiency, service level, and resource utilization, avoiding excessive pursuit of development in any single aspect. Furthermore, it requires "dynamic balance," dynamically adjusting the development focus of system efficiency, service level, and resource utilization at different stages, in accordance with the requirements of economic and social development at different stages and the needs of building a modern comprehensive transportation system.

[0003] Currently, the planning and construction of integrated three-dimensional transportation networks primarily relies on qualitative analysis, supplemented by quantitative analysis. Planning schemes are determined mainly based on factors such as population size, land use, economic level, resource location, and development strategic goals, employing qualitative analysis, comparative learning, and experience-driven methods. There is a lack of comprehensive quantitative analysis techniques that can take into account multiple objectives. Furthermore, existing planning techniques are mainly applicable to the planning and construction of traditional transportation infrastructure, failing to comprehensively consider factors such as the integration of traditional with smart, green, and safe transportation infrastructure development, thus failing to meet the requirements of modern, high-quality integrated three-dimensional transportation network construction. Summary of the Invention

[0004] Purpose of the invention: To address the shortcomings of existing technologies, this invention provides a comprehensive transportation network planning method based on the "three-in-one" system optimization theory of system efficiency, service level, and resource utilization level. It employs quantitative analysis methods to comprehensively calculate the system efficiency, service level, and resource utilization level of the integrated three-dimensional transportation network. Multi-objective optimization, which maximizes system efficiency, service level, and resource utilization level, replaces traditional single-objective optimization to obtain the equilibrium solution set under the "three-in-one" optimal state, providing support for the comparison and formulation of the final planning scheme.

[0005] Technical Solution: A comprehensive transportation network planning method based on the "three-in-one" system optimization theory, comprising the following steps:

[0006] (1) Based on the current network and the alternative planned routes of the integrated three-dimensional transportation network within the research scope, establish network G(N,A); where N represents the set of traffic nodes or hubs of the integrated three-dimensional transportation network, and A is the set of arc segments between traffic nodes and hubs in N.

[0007] (2) Establish calculation functions for the system efficiency, service level, and resource consumption of the integrated three-dimensional transportation network;

[0008] (3) Determine the optimal planning model for the integrated three-dimensional transportation network system based on system efficiency, service level, and resource utilization level;

[0009] (4) Solve the optimal planning model of the “three-in-one” system in step (3) to obtain the planning scheme under the optimal state of the “three-in-one” system.

[0010] Furthermore, in step (1), G(N,A) includes the current network G. 0 (N 0 A 0 The network G, consisting of all alternative planned routes in the long-term vision year. 1 , where N 0 A represents the set of traffic nodes or hubs in the current network. 0 For N 0 A set of arc segments between transportation nodes and hubs in China.

[0011] Furthermore, in step (2), the system efficiency is expressed as the ratio of the economic value output of transportation to the investment in the construction of a comprehensive three-dimensional transportation network, i.e.:

[0012]

[0013] In the formula, F1 represents the system efficiency of the integrated three-dimensional transportation network; γ 客 γ 货 These are the economic value coefficients for passenger transport and freight transport, respectively; S 客 S货 These are passenger and freight turnover, respectively; R m Let M be the investment in the m-th mode of transportation in the integrated three-dimensional transportation network; M = {road, rail, water, air} is the set of transportation modes in the integrated three-dimensional transportation network.

[0014] Furthermore, in step (2), the service level comprehensively considers four aspects: security, convenience, efficiency, and economy.

[0015] ① Regarding safety, the accident rate is calculated using a comprehensive three-dimensional transportation network:

[0016]

[0017]

[0018] In the formula, E 客 E 货 Accident rates for passenger and freight transport, respectively; e am客 e am货 The accident rates for passenger and freight transport on the m-th mode of transport on arc segment a are respectively; q a客 q a货 These represent the passenger and freight volumes carried by arc segment a, respectively; q 客 q 货 These refer to the total passenger and freight volume carried by the integrated three-dimensional transportation network;

[0019] ② In terms of convenience, accessibility is calculated through a comprehensive three-dimensional transportation network:

[0020]

[0021]

[0022] In the formula, Z represents the accessibility of the integrated three-dimensional transportation network; w i Let Q be the weight of city node i in the passenger and freight transportation system; i Let t represent the size and scale of city node i (passenger transport uses population size, freight transport uses economic size); ij Let N be the shortest transportation time from city node i to city node j; N is the set of city nodes in the integrated three-dimensional transportation network.

[0023] ③ In terms of efficiency, the average travel speed is calculated using a comprehensive three-dimensional transportation network:

[0024]

[0025]

[0026] In the formula, q ijk客 q ijk货V represents the passenger and freight volumes for choosing travel route k from city node i to city node j, respectively; ijk客 V ijk货 The average passenger and freight travel speeds for choosing travel route k from city node i to city node j are respectively; K ij Let i be the set of possible travel paths between city node i and city node j;

[0027]

[0028]

[0029] In the formula, D k客 D k货 These represent the passenger and freight travel distances for choosing travel route k from city node i to city node j, respectively. These represent the passenger and freight transportation times in the origin city i for travel route k, respectively. These represent the passenger and freight collection and distribution times at city node j for travel route k, respectively. Y represents the passenger and freight trunk line transportation time for the z-th segment of the travel route k, respectively. k Let k be the number of transportation hubs along the travel route; These represent the passenger and freight transfer times at the y-th transportation hub along the travel route k;

[0030] ④ In terms of economics, the average travel cost is calculated using a comprehensive three-dimensional transportation network:

[0031]

[0032]

[0033] In the formula, C 客 C 货 These represent the average travel costs for passengers and freight within the integrated three-dimensional transportation network; C ijk客 C ijk货 The costs for passenger and freight travel, respectively, for choosing route k from city node i to city node j:

[0034]

[0035]

[0036] In the formula, These represent the passenger and freight unit mileage travel costs for travel path k at city node i, respectively. These represent the passenger and freight unit mileage travel costs for travel route k at city node j, respectively. These are the unit mileage fares for the z-th segment of passenger and freight trunk line transportation in travel route k, respectively. These represent the passenger and freight travel distances of travel route k at city node i, respectively. These represent the passenger and freight travel distances of travel route k at city node j, respectively. These represent the travel distances of the z-th segment of passenger and freight trunk line transportation in travel route k, respectively.

[0037] Furthermore, the resource consumption in step (2) comprehensively considers both land use costs and carbon emissions:

[0038] ①The land cost is the sum of the land costs for the comprehensive three-dimensional transportation network:

[0039]

[0040] In the formula, l represents the land cost of the integrated three-dimensional transportation network; c f The unit area land cost for administrative region f; l f铁 The area occupied by railway lines within the administrative region f; l f公 The area occupied by highway routes within the administrative region f; l f水 The area occupied by the waterway within the administrative region; f枢纽 Let F be the land area of ​​hub stations for various modes of transportation within administrative region f; F is the set of administrative regions within the research scope.

[0041] ② Carbon emissions are calculated based on passenger and freight turnover and emission factors for various modes of transportation:

[0042]

[0043] In the formula, p represents the carbon emissions from the operation of the integrated three-dimensional transportation network; p m客 p m货 These are the emission factors per unit passenger and freight turnover for the m-th mode of transportation; S 客 S 货 These are passenger and freight turnover, respectively.

[0044] Further, step (3) includes:

[0045] (31) Determine the decision variable X based on the network G(N,A);

[0046] (32) Construct a three-in-one optimal planning goal for a comprehensive three-dimensional transportation network system that maximizes efficiency, service level, and resource consumption (i.e., maximizes resource utilization).

[0047] (33) Determine the planning constraints of the integrated three-dimensional transportation network.

[0048] Furthermore, in step (31), the step of determining the decision variables is as follows:

[0049] (311) According to the mode of transport, G 1 Split into G 1 ={G m |m∈M}, where h represents the l-th alternative route for the m-th mode of transport. m This represents the total number of alternative routes included in the m-th mode of transportation;

[0050] (312) Determine X = {X} m |m∈M}, where,

[0051] Furthermore, the optimal planning objective of the "three-in-one" system in step (32) is:

[0052] max F1(X)

[0053] max F2(X)

[0054] min F3(X)

[0055] In the formula, F1(X)=[γ 客 ·△S 客 (X)+γ 货 ·△S 货 (X)] / △R(X), γ 客 γ 货 These are the economic value coefficients for passenger transport and freight transport, respectively, △S 客 (X), △S 货 F(X) represents the incremental functions of passenger and freight turnover corresponding to X, respectively, and ΔR(X) represents the incremental function of investment in transportation infrastructure construction corresponding to X; F2(X) = γ 客 [△Z 客 (X)·△V 客 (X) / △C 客 (X)·△E 客 (X)]+γ 货 [△Z 货 (X)·△V 货 (X) / △C 货 (X)·△E 货 (X)],△Z 客 (X), △Z 货 (X) are the growth rate functions of passenger and freight accessibility corresponding to X, respectively, and △V 客 (X), △V 货 (X) are the growth rate functions of the average speed of passenger and freight transport corresponding to X, respectively, and △C 客 (X), △C 货 (X) represent the cost growth rate functions for passenger and freight travel expenses corresponding to X, respectively, and E 客(X), △E 货 (X) are the passenger and freight accident rate reduction functions corresponding to X, respectively; F3(X) = △l(X) + δ△p(X), △l(X) is the land cost increment function corresponding to X, △p(X) is the carbon emission increment function corresponding to X, and δ is the carbon emission monetary value conversion factor.

[0056] Furthermore, the planning constraints of the integrated three-dimensional transportation network in step (33) include six aspects: resource input restrictions, service quality restrictions, economic and social development requirements, transportation structure restrictions, green development requirements, and safe development requirements. The upper and lower limits of each constraint are determined according to the development goals of the planning period.

[0057] ①Regarding resource input constraints:

[0058] ΔR(X) <R max

[0059] In the formula, R max This represents the upper limit for investment in the comprehensive three-dimensional transportation network infrastructure during the planning period;

[0060] ②Regarding service quality limitations:

[0061] b m,min m (X) m,max ,

[0062] In the formula, b m (X) represents the network saturation of the m-th transportation mode corresponding to X, b mmin b mmax These are the lower and upper limits of the saturation of the m-th transportation mode, respectively;

[0063] ③ In terms of the requirements of economic and social development:

[0064] V 客 (X)>V 客min

[0065] V 货 (X)>V 货min

[0066] In the formula, V 客min V 货min These are the lower limits for passenger and freight travel speeds, respectively.

[0067] ④ Regarding restrictions on transportation structure:

[0068] U m客,min m客 (X) m客,max

[0069] U m货,min <U​​​​m货 (X) m货,max

[0070] In the formula, U m客 (X), U m货 (X) represent the proportions of passenger and freight traffic for the m-th mode of transportation corresponding to X; U m客,min U m货,min These are the lower limits of the passenger and freight volume ratios for the m-th mode of transportation; U m客,max U m货,max These represent the upper limits of the passenger and freight volume ratios for the m-th mode of transportation, respectively.

[0071] ⑤ Regarding green development requirements:

[0072] l(X) <l max

[0073] p(X) <p max

[0074] In the formula, l max p represents the upper limit for land resource consumption. max This is the upper limit of carbon emission constraints;

[0075] ⑥ Regarding safety development requirements:

[0076] E 客 <E 客max

[0077] E 货 <E 货max

[0078] In the formula, E 客max E 货max These are the upper limits for passenger and freight accident rates in a comprehensive three-dimensional transportation network, respectively.

[0079] Furthermore, in step (4), an improved multi-objective evolutionary algorithm is used to solve the optimal planning model of the "three-in-one" system in step (3), and the planning scheme under the optimal state of the "three-in-one" system is obtained, specifically including:

[0080] (41) Randomly generate κ original planning schemes and sort them by priority;

[0081] (42) Based on the original κ planning schemes, generate κ new planning schemes through scheme selection and crossover variation; if the generated new planning schemes do not meet the constraints in step (33), replace them with random planning schemes that are different from the original planning schemes, until all new planning schemes meet the constraints in step (33).

[0082] ​(43) Based on each new planning scheme in step (42), update the traffic operation impedance of network G(N,A), obtain the passenger and freight flow directions under each new planning scheme through mode division and traffic assignment, and calculate F1(X), F2(X), and F3(X);

[0083] The update of the traffic operation impedance of network G(N,A) is as follows: if the decision variable corresponding to the candidate route is "0", then the traffic operation impedance of the arc segment corresponding to the candidate route is set to infinity; if the decision variable corresponding to the candidate route is "1", then the design speed and travel cost of the corresponding route for each mode of transportation are weighted and summed to calculate the initial generalized impedance of the route.

[0084] (44) Based on F1(X), F2(X) and F3(X), sort the κ original planning schemes and κ new planning schemes by comprehensive priority and eliminate the κ planning schemes with lower priority;

[0085] (45) Determine if the iteration count meets the termination condition. If it does, terminate the iteration and summarize the κ planning schemes retained in each iteration step (44) to form a solution set. Based on F1(X), F2(X), and F3(X), we obtain The non-dominated solutions in the system form a series of optimal planning schemes for the "three-in-one" system; if not satisfied, return to step (42).

[0086] Furthermore, in step (41), based on κ original planning schemes, and taking F1(X) maximization, F2(X) maximization and F3(X) minimization as the standard, the priority order of the schemes is determined according to the individual fitness calculation method in the multi-objective evolutionary algorithm. For example, the fitness of each scheme can be determined by the non-dominated sorting method or the hypervolume method in the NSGA-II multi-objective algorithm. The higher the fitness, the higher the priority.

[0087] Furthermore, in step (42), the scheme selection is implemented using the tournament selection method based on priority ranking. The crossover operation can use common genetic algorithm crossover operators such as single-point crossover, two-point crossover, or multi-point crossover. The mutation operation can use common mutation operators such as uniform mutation and boundary mutation. If the generated new planning scheme does not meet the constraints in step (33), it is replaced by a random planning scheme different from the original planning scheme, until all new planning schemes meet the constraints in step (33).

[0088] Further, in step (43), the traffic operation impedance of network G(N,A) is updated as follows: if the decision variable corresponding to the candidate route is "0", then the traffic operation impedance of the arc segment corresponding to the candidate route is set to infinity; if the decision variable corresponding to the candidate route is "1", then the design speed and travel cost of the route corresponding to each mode of transportation are weighted and summed to calculate the initial generalized impedance of the route.

[0089] Furthermore, the priority sorting method in step (44) is the same as that in step (41).

[0090] Beneficial Effects: Compared with existing technologies, this invention presents a comprehensive three-dimensional transportation network quantitative planning method based on the "three-in-one" system optimization theory of system efficiency, service level, and resource utilization level. This method, while fully reflecting the development orientations of safety, convenience, efficiency, greenness, and economy, designs three objectives—system efficiency, service level, and resource utilization level—from the perspectives of economy, people's livelihood, and ecological civilization. It comprehensively considers the dialectical unity among these three objectives, obtaining a Pareto optimal solution set. Under different development needs, this method can provide support for the comparison and formulation of comprehensive three-dimensional transportation network planning schemes, and has significant practical implications. Attached Figure Description

[0091] Figure 1 This is a flowchart illustrating the overall process of the method of the present invention.

[0092] Figure 2 This is a schematic diagram illustrating the comprehensive transportation network planning in the long term, as illustrated in the examples of this invention.

[0093] Figure 3 This is a schematic diagram illustrating the distribution of the Pareto optimal solution across the three objectives in the example illustration of this invention;

[0094] Figure 4 This is a schematic diagram of the proposed route in the final implementation plan during the planning phase of this invention. Detailed Implementation

[0095] The technical solution of the present invention will be described in detail below, but the scope of protection of the present invention is not limited to the described embodiments. The present invention will be further described with reference to the accompanying drawings.

[0096] like Figure 1 As shown, a comprehensive transportation network planning method based on the "three-in-one" system optimization theory includes the following steps:

[0097] (1) Based on the current network and the alternative planned routes of the integrated three-dimensional transportation network within the research scope, establish network G(N,A); where N represents the set of traffic nodes or hubs of the integrated three-dimensional transportation network, and A is the set of arc segments between traffic nodes and hubs in N.

[0098] (2) Establish calculation functions for the system efficiency, service level, and resource consumption of the integrated three-dimensional transportation network;

[0099] (3) Determine the optimal planning model for the integrated three-dimensional transportation network system based on system efficiency, service level, and resource utilization level;

[0100] (4) Solve the optimal planning model of the “three-in-one” system in step (3) to obtain the planning scheme under the optimal state of the “three-in-one” system.

[0101] In step (1), G(N,A) includes the current network G. 0 (N 0 A 0 The network G, consisting of all alternative planned routes in the long-term vision year. 1 , where N 0 A represents the set of traffic nodes or hubs in the current network. 0 For N 0 A set of arc segments between transportation nodes and hubs in China.

[0102] In step (2), the system efficiency is expressed as the ratio of the economic value output of transportation to the investment in the construction of a comprehensive three-dimensional transportation network, i.e.:

[0103]

[0104] In the formula, F1 represents the system efficiency of the integrated three-dimensional transportation network; γ 客 γ 货 These are the economic value coefficients for passenger transport and freight transport, respectively; S 客 S 货 These are passenger and freight turnover, respectively; R m Let M be the investment in the m-th mode of transportation in the integrated three-dimensional transportation network; M = {road, rail, water, air} is the set of transportation modes in the integrated three-dimensional transportation network.

[0105] In one embodiment, the passenger-freight economic value coefficient γ 客 γ 货 For input data, the investment R of various modes of transportation in the integrated three-dimensional transportation network can be comprehensively estimated based on economic and social development trends and transportation development. m The passenger and freight turnover S can be calculated based on the construction scale and unit cost of the corresponding transportation mode. 客 S 货The traffic volume carried by the line is calculated by combining the line mileage with the traffic assignment calculation.

[0106] In step (2), the service level comprehensively considers four aspects: security, convenience, efficiency, and economy.

[0107] ① Regarding safety, the accident rate is calculated using a comprehensive three-dimensional transportation network:

[0108]

[0109]

[0110] In the formula, E 客 E 货 Accident rates for passenger and freight transport, respectively; e am客 e am货 The accident rates for passenger and freight transport on the m-th mode of transport on arc segment a are respectively; q a客 q a货 These represent the passenger and freight volumes carried by arc segment a, respectively; q 客 q 货 These refer to the total passenger and freight volume carried by the integrated three-dimensional transportation network;

[0111] ② In terms of convenience, accessibility is calculated through a comprehensive three-dimensional transportation network:

[0112]

[0113]

[0114] In the formula, Z represents the accessibility of the integrated three-dimensional transportation network; w i Let Q be the weight of city node i in the passenger and freight transportation system; i Let t represent the size and scale of city node i (passenger transport uses population size, freight transport uses economic size); ij Let N be the shortest transportation time from city node i to city node j; N is the set of city nodes in the integrated three-dimensional transportation network.

[0115] ③ In terms of efficiency, the average travel speed is calculated using a comprehensive three-dimensional transportation network:

[0116]

[0117]

[0118] In the formula, q ijk客 q ijk货 V represents the passenger and freight volumes for choosing travel route k from city node i to city node j, respectively; ijk客 V ijk货The average passenger and freight travel speeds for choosing travel route k from city node i to city node j are respectively; K ij Let i be the set of possible travel paths between city node i and city node j;

[0119]

[0120]

[0121] In the formula, D k客 D k货 These represent the passenger and freight travel distances for choosing travel route k from city node i to city node j, respectively. These represent the passenger and freight transportation times in the origin city i for travel route k, respectively. These represent the passenger and freight collection and distribution times at city node j for travel route k, respectively. Y represents the passenger and freight trunk line transportation time for the z-th segment of the travel route k, respectively. k Let k be the number of transportation hubs along the travel route; These represent the passenger and freight transfer times at the y-th transportation hub along the travel route k;

[0122] ④ In terms of economics, the average travel cost is calculated using a comprehensive three-dimensional transportation network:

[0123]

[0124]

[0125] In the formula, C 客 C 货 These represent the average travel costs for passengers and freight within the integrated three-dimensional transportation network; C ijk客 C ijk货 The costs for passenger and freight travel, respectively, for choosing route k from city node i to city node j:

[0126]

[0127]

[0128] In the formula, These represent the passenger and freight unit mileage travel costs for travel path k at city node i, respectively. These represent the passenger and freight unit mileage travel costs for travel route k at city node j, respectively. These are the unit mileage fares for the z-th segment of passenger and freight trunk line transportation in travel route k, respectively. These represent the passenger and freight travel distances of travel route k at city node i, respectively. These represent the passenger and freight travel distances of travel route k at city node j, respectively. These represent the travel distances of the z-th segment of passenger and freight trunk line transportation in travel route k, respectively.

[0129] In one embodiment, regarding safety, the accident rate e of passenger and freight transport in different modes of transport across various arcs of the integrated three-dimensional transportation network is... am客 e am货 For input data, historical data can be combined with comprehensive calculations based on passenger and freight volume growth and infrastructure investment; regarding convenience, the city node weight w i and the size of city nodes Q i Given the input data, the shortest transportation time t from city node i to city node j. ij It can be calculated based on the travel route mileage, design speed, and traffic capacity, combined with infrastructure investment; in terms of efficiency, the passenger and freight volume q of choosing travel route k from city node i to city node j is... ijk客 q ijk货 Based on the traffic assignment model, the transit time for distribution, trunk lines, and hub transfers along the route can be calculated based on factors such as route mileage, design speed, and carrying capacity. In terms of economics, the average travel cost of distribution, trunk lines, and hub transfers is used as input data and can be calculated by combining the travel distance of the corresponding transportation mode, current travel cost data, and economic and social development trends.

[0130] The resource consumption in step (2) takes into account both land use costs and carbon emissions:

[0131] ①The land cost is the sum of the land costs for the comprehensive three-dimensional transportation network:

[0132]

[0133] In the formula, l represents the land cost of the integrated three-dimensional transportation network; c f The unit area land cost for administrative region f; l f铁 The area occupied by railway lines within the administrative region f; l f公 The area occupied by highway routes within the administrative region f; l f水 The area occupied by the waterway within the administrative region; f枢纽 F represents the land area of ​​various transportation hubs and stations within administrative region f; F is the set of administrative regions within the research scope (if the research scope is the national comprehensive three-dimensional transportation network plan, it can be divided into prefecture-level administrative regions; if the research scope is the provincial comprehensive three-dimensional transportation network plan, it can be divided into county-level or township-level administrative regions).

[0134] ② Carbon emissions are calculated based on passenger and freight turnover and emission factors for various modes of transportation:

[0135]

[0136] In the formula, p represents the carbon emissions from the operation of the integrated three-dimensional transportation network; p m客 p m货 These are the emission factors per unit passenger and freight turnover for the m-th mode of transportation; S 客 S 货 These are passenger and freight turnover, respectively.

[0137] In one embodiment, the unit area land cost c of each administrative region f For input data, the land area occupied by each mode of transportation in each administrative region is calculated based on the decision variable X, combined with the mileage and construction scale of the corresponding alternative routes, and the emission factor p of each mode of transportation per unit passenger and freight turnover. m For input data.

[0138] In one embodiment, by integrating the current network of the integrated three-dimensional transportation network and the alternative planned routes for the future, G(N,A) is established as follows: Figure 2 As shown, the network includes both railway and highway transportation modes, consisting of 51 city nodes, 32 railway hubs, and 350 directed arc segments. Among these, there are a total of 78 candidate routes for the long-term planning year. Therefore, the decision variable X contains 78 integer variables, each corresponding one-to-one with a candidate route.

[0139] Based on the calculation functions for system efficiency, service level, and resource utilization level in step (1), a three-in-one optimal planning objective for the integrated three-dimensional transportation network system is constructed, which maximizes system efficiency, service level, and resource consumption, namely: maxF1(X), maxF2(X), minF3(X). The upper and lower limits of each constraint are input data and can be assigned values ​​according to the specific development requirements of the planning period.

[0140] In this embodiment, the number of original planning schemes κ is set to 40. Therefore, 78 "0"s or "1"s will be randomly generated as decision variables X for each original planning scheme. By calculating the objective values ​​of F1(X), F2(X), and F3(X) of the 40 original planning schemes, and using the non-dominated sorting algorithm of NSGA-II as the criteria of maximizing F1(X), maximizing F2(X), and minimizing F3(X), the priority order of the 40 original planning schemes is determined.

[0141] A binary tournament approach is used for scheme selection. Two schemes are randomly selected from 40 original schemes, with the higher-priority scheme designated as S1. Similarly, two more schemes are randomly selected from the 40 original schemes, with the higher-priority scheme designated as S2. Crossover and mutation operations are performed using a single-point crossover operator and a uniform mutation operator, respectively, with a mutation probability set to 10%. Two new schemes are generated through the crossover and mutation operations of S1 and S2. This process of scheme selection and crossover / mutation operations is repeated until 40 new schemes are generated. If a newly generated scheme does not meet the above constraints, it is replaced with a randomized scheme (the replacement scheme should be different from the original scheme), until all 40 new schemes are feasible (i.e., satisfy the above constraints).

[0142] The traffic operation impedance of network G(N,A) is updated by setting the traffic operation impedance of the candidate planned routes corresponding to "0" in the decision variable X of the new planning scheme to infinity, and setting the initial impedance of the candidate planned routes corresponding to "1" in the decision variable X according to the design speed and travel cost of highways and railways. Mode division and traffic assignment are implemented using the Logit method and the shortest path capacity-constrained traffic assignment method, respectively. The input data are the OD matrix of passenger and freight trips between 51 city nodes and the initial impedance and capacity of each arc segment in the integrated three-dimensional transportation network G(N,A). The capacity can be calculated based on the construction scale and supporting services of the corresponding lines. The output data is the passenger and freight traffic flow carried by each arc segment in network G(N,A). Then, the three target values ​​of the new planning scheme—system efficiency F1(X), service level F2(X), and resource utilization level F3(X)—are calculated.

[0143] Following the criteria of maximizing F1(X), maximizing F2(X), and minimizing F3(X), the priority order of 80 schemes (40 original planning schemes and 40 new planning schemes) is determined using the non-dominated sorting method in the NSGA-II multi-objective algorithm. Then, from these 80 schemes, 40 lower-priority planning schemes are removed, ensuring the total number of planning schemes remains at 40. The remaining 40 planning schemes are then used as the original planning schemes in the next iteration.

[0144] Set the maximum number of iterations to 2000. If the current iteration count is less than 2000, return to the next iteration. If the iteration count reaches 2000, summarize the 40 planning schemes retained in each iteration step (44) to form a solution set. (Including a total of 40*2000 planning schemes), based on F1(X), F2(X), and F3(X), we obtain... The non-dominated solutions yield a series of planning schemes under the optimal state of the "trinity" system, i.e., Pareto optimal solutions. (This embodiment ultimately yielded 171 optimal planning schemes for the "trinity" system), and the distribution of each scheme across the three objectives is as follows. Figure 3 As shown.

[0145] Based on the changing trends and growth potential of the target values ​​of the aforementioned 171 optimal planning schemes for the "three-in-one" system, decision-makers can determine the final implementation plan for the planning period by combining actual needs and development orientation. For example... Figure 3 The planning scheme shown by the vertical line can significantly improve service levels with relatively low resource consumption, while maintaining system efficiency within an acceptable range. Further improvements in service levels would lead to a substantial increase in resource consumption and a significant decrease in system efficiency. Therefore, this scheme can be selected as the final implementation plan for the planning period, and the specific proposed routes for the planning period can be determined by the correspondence between decision variables and alternative routes, such as... Figure 4 As shown.

[0146] The above are merely preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A comprehensive transportation network planning method based on the "three-in-one" system optimization theory, characterized in that: Includes the following steps: (1) Based on the current network and the alternative planned routes for the long-term integrated three-dimensional transportation network within the research scope, establish a network. ;in, This refers to the set of transportation nodes or hubs in a comprehensive three-dimensional transportation network. for The set of arc segments between transportation nodes and hubs in China; (2) Establish calculation functions for the system efficiency, service level, and resource consumption of the integrated three-dimensional transportation network; (3) Determine the optimal planning model for the integrated three-dimensional transportation network system based on system efficiency, service level, and resource utilization level; (4) Solve the optimal planning model of the "three-in-one" system in step (3) to obtain the planning scheme under the optimal state of the "three-in-one" system; In step (2), the system efficiency is expressed as the ratio of the economic value output of transportation to the investment in the construction of a comprehensive three-dimensional transportation network, i.e.: ， In the formula, To improve the system efficiency of a comprehensive three-dimensional transportation network; , These are the economic value coefficients for passenger transport and freight transport, respectively. , These are passenger and freight turnover, respectively. Investment in the m-th mode of transportation within a comprehensive three-dimensional transportation network; It is a collection of transportation modes for a comprehensive three-dimensional transportation network; In step (2), the service level comprehensively considers four aspects: security, convenience, efficiency, and economy. ① Regarding safety, the accident rate is calculated using a comprehensive three-dimensional transportation network: ， ， In the formula, , Accident rates for passenger transport and freight transport, respectively; , They are arc segments Upper Accident rates for passenger and freight transport of various modes of transportation; , They are arc segments The passenger and freight volume it carries; , These refer to the total passenger and freight volume carried by the integrated three-dimensional transportation network; ② In terms of convenience, accessibility is calculated through a comprehensive three-dimensional transportation network: ， ， In the formula, To ensure the accessibility of a comprehensive three-dimensional transportation network; For city nodes Its weight in the passenger and freight transportation system; For city nodes Scale and size; For city nodes To city nodes The shortest transportation time; It is a set of urban nodes in a comprehensive three-dimensional transportation network; ③ In terms of efficiency, the average travel speed is calculated using a comprehensive three-dimensional transportation network: ， ， In the formula, , City nodes To city nodes Choose your travel route Passenger and freight volume; , City nodes To city nodes Choose your travel route Average passenger and freight travel speeds; For city nodes To city nodes The set of optional travel routes between; ， ， In the formula, , City nodes To city nodes Choose your travel route Passenger and freight travel mileage; , Travel routes At the starting city The time for passenger and freight transportation; , Travel routes At urban nodes The time for passenger and freight transportation; , Travel routes The Middle Passenger and freight trunk line transportation time For travel routes The number of transportation hubs along the route; , Travel routes The first one along the way Passenger and freight transfer time at each transportation hub; ④ In terms of economics, the average travel cost is calculated using a comprehensive three-dimensional transportation network: ， ， In the formula, , These are the average travel costs for passengers and freight within the integrated three-dimensional transportation network, respectively. , City nodes To city nodes Choose your travel route Passenger and freight travel costs: ， ， In the formula, Travel routes At urban nodes The cost of passenger and freight trips per unit mileage; Travel routes At urban nodes The cost of passenger and freight trips per unit mileage; , Travel routes The Middle The fare per unit mileage for passenger and freight trunk line transportation; Travel routes At urban nodes Passenger and freight travel distances; Travel routes At urban nodes Passenger and freight travel distances; , Travel routes The Middle Travel distances for passenger and freight trunk line transportation; The resource consumption in step (2) takes into account both land use costs and carbon emissions: ①The land cost is the sum of the land costs for the comprehensive three-dimensional transportation network: ， In the formula, The land cost for a comprehensive three-dimensional transportation network; For administrative regions The cost of land use per unit area; For administrative regions The area occupied by the railway line in China; For administrative regions The area occupied by the central highway route; For the region The area occupied by the middle channel; For administrative regions The land area occupied by hub stations for various modes of transportation in China; The set of administrative regions within the research scope; ② Carbon emissions are calculated based on passenger and freight turnover and emission factors for various modes of transportation: ， In the formula, Carbon emissions from the operation of a comprehensive three-dimensional transportation network; , The first Emission factors per unit passenger and freight turnover for each mode of transportation; , These are passenger and freight turnover, respectively.

2. The integrated transportation network planning method based on the "three-in-one" system optimization theory according to claim 1, characterized in that, In step (1) Including the current network The network comprised of all alternative planned routes in the long-term vision. ,in, This represents the set of traffic nodes or hubs in the current network. for A set of arc segments between transportation nodes and hubs in China.

3. The integrated transportation network planning method based on the "three-in-one" system optimization theory according to claim 1, characterized in that, Step (3) includes: (31) According to the network Determine decision variables ; (32) Constructing an optimal planning objective for a comprehensive three-dimensional transportation network system that maximizes efficiency, service level, and resource consumption; (33) Determine the planning constraints of the integrated three-dimensional transportation network.

4. The integrated transportation network planning method based on the "three-in-one" system optimization theory according to claim 3, characterized in that, In step (31), the steps for determining the decision variables are as follows: (311) According to the mode of transportation Split into pieces. ,in , Indicates the first The first of the transportation modes 10 alternative routes Indicates the first The total number of alternative routes included in each mode of transportation; (312) Determine ,in, , .

5. The integrated transportation network planning method based on the "three-in-one" system optimization theory according to claim 3, characterized in that, The optimal planning objective of the "three-in-one" system in step (32) is: ， ， ， In the formula, , , These are the economic value coefficients for passenger transport and freight transport, respectively. , They are respectively the corresponding The incremental function of passenger and freight turnover, For the corresponding The incremental function of investment in transportation infrastructure construction; , , They are respectively the corresponding The growth rate function of passenger and freight accessibility, , They are respectively the corresponding The growth rate function of average passenger and freight speeds, , They are respectively the corresponding The cost growth rate function for passenger and freight travel expenses. , They are respectively the corresponding The rate of decrease in passenger and freight accident rates is a function; , For the corresponding The land cost increment function, For the corresponding The carbon emission increment function, It is a factor for converting carbon emissions into monetary value.

6. The integrated transportation network planning method based on the "three-in-one" system optimization theory according to claim 3, characterized in that, The planning constraints of the integrated three-dimensional transportation network in step (33) include six aspects: resource input restrictions, service quality restrictions, economic and social development requirements, transportation structure restrictions, green development requirements, and safe development requirements. The upper and lower limits of each constraint are determined according to the development goals of the planning period. ①Regarding resource input constraints: ， In the formula, This represents the upper limit for investment in the comprehensive three-dimensional transportation network infrastructure during the planning period; ②Regarding service quality limitations: ， In the formula, For the corresponding The Network saturation of various transportation modes , The first The lower and upper limits of saturation for a particular mode of transportation; ③ In terms of the requirements of economic and social development: ， ， In the formula, , These are the lower limits for passenger and freight travel speeds, respectively. ④ Regarding restrictions on transportation structure: ， ， In the formula, , They are respectively the corresponding The The proportion of passenger and freight traffic among different modes of transportation; , The first The lower limit of the ratio of passenger to freight volume for each mode of transportation; , The first The upper limit of the proportion of passenger and freight volume in each mode of transportation; ⑤ Regarding green development requirements: ， In the formula, This is the upper limit for land resource consumption. This is the upper limit of carbon emission constraints; ⑥ Regarding safety development requirements: ， ， In the formula, , These are the upper limits for passenger and freight accident rates in a comprehensive three-dimensional transportation network, respectively.

7. The integrated transportation network planning method based on the "three-in-one" system optimization theory according to claim 3, characterized in that, In step (4), the improved multi-objective evolutionary algorithm is used to solve the optimal planning model of the "trinity" system in step (3), and the planning scheme under the optimal state of the "trinity" system is obtained, specifically including: (41) Randomly generated The original planning schemes were identified and prioritized. (42) with Based on an initial planning scheme, through scheme selection and cross-variation, a... A new planning scheme is generated; if the generated new planning scheme does not meet the constraints in step (33), it is replaced by a stochastic planning scheme that is different from the original planning scheme, until all new planning schemes meet the constraints in step (33); (43) Update the network based on each new planning scheme in step (42). The traffic operation impedance is determined by mode division and traffic assignment to obtain the passenger and freight flow directions under each new planning scheme, and then calculated. , , ; Among them, the network The traffic operation impedance is updated as follows: if the decision variable corresponding to the candidate route is "0", then the traffic operation impedance of the arc segment corresponding to the candidate route is set to infinity; if the decision variable corresponding to the candidate route is "1", then the design speed and travel cost of the corresponding route for each mode of transportation are weighted and summed to calculate the initial generalized impedance of the route. (44) According to , and ,right An original planning scheme and The new planning schemes were comprehensively prioritized, and those with lower priority were eliminated. One planning scheme; (45) Determine if the number of iterations meets the termination condition. If it does, terminate the iteration and summarize the data retained in each iteration step (44). Each planning scheme forms a solution set. ,according to , , get The non-dominated solutions in the system form a series of optimal planning schemes for the "three-in-one" system; if not satisfied, return to step (42).

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