Bus microcirculation connection demand area judgment method and connection line determination method

Abstract

The present application relates to the field of public transport technology, in particular to a bus microcirculation connection demand area judgment method and a connection line determination method. The present application comprises the following steps: S1, selecting an arbitrary subway station and selecting a preset area with the subway station as the center, collecting the identified POI data and bus line data in the preset area, the POI data including the number, type, name and location of the POI point, and the bus line data including the station name, longitude and latitude; S2, cleaning and processing the POI data to screen out the first POI data meeting the preset basic classification. The present application can quickly judge the connection demand of the bus blind area near the subway, provide a technical platform for the subsequent connection microcirculation near the subway, and further realize the determination of the connection demand area subway microcirculation route and station.

Description

Technical Field

[0001] This invention relates to the field of public transportation technology, specifically to a method for determining the area of ​​demand for bus micro-circulation connections and a method for determining connection routes. Background Technology

[0002] Currently, most cities' public transportation systems include buses and rail transit, primarily subways. To improve public transportation services, expand the service area of ​​subway stations, and further improve the urban public transportation network to increase the proportion of public transportation in residents' travel modes, it is clear that improving the "last mile" connection is a crucial indicator of improved public transportation service levels.

[0003] However, public transport networks cannot provide comprehensive coverage; blind spots always exist. Clearly, optimizing the road network based on local needs is a major direction for improving public transport networks. Therefore, identifying areas with high demand for connecting routes is currently a key research area. Existing methods for determining these areas mostly rely on passenger flow as an indicator. For example, the paper "Method for Identifying Demand Areas for Public Transport Connecting Rail" (Chinese Patent Publication No. CN109086925B) describes how "double-low" stations (stations with both low transfer passenger flow and low public transport rail transfer passenger flow ratio) can reasonably identify demand areas for public transport connecting rail, initially screening out stations to be optimized. Then, from both supply and demand perspectives, a scientific station optimization indicator system is constructed to further refine the initial screening results and obtain the stations requiring optimization. However, the method of judging passenger flow at transfer points is still difficult to determine the connection needs of bus blind spots near subway stations, even if passengers take public transportation transfers. This is because the destination of the bus and whether they need to transfer or walk after arriving at the destination are unknown. Furthermore, this method of judging passenger flow requires long-term data support, which results in low judgment efficiency and makes it difficult to make quick judgments for multiple subway stations. Therefore, this problem urgently needs to be solved. Summary of the Invention

[0004] To avoid and overcome the technical problems existing in the prior art, this invention provides a method for judging the demand area of ​​public transport micro-circulation and a method for determining the connection route. It can quickly judge the connection demand in the public transport blind spot near the subway, and provide a technical platform for subsequent connection micro-circulation near the subway, so as to further realize the determination of subway micro-circulation routes and stations in the connection demand area.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] The method for determining the area of ​​demand for public transport micro-circulation connections includes the following steps:

[0007] S1. Select any subway station and select a preset area centered on that subway station. Collect the identified POI data and bus route data within the preset area. The POI data includes the number, type, name and location of the POIs. The bus route data includes the station name and latitude and longitude.

[0008] S2. Clean and process the POI data, and select the first POI data that meets the preset basic classification.

[0009] S3. Based on the bus route data in the preset area, the minimum service coverage of each bus stop is preset. The area outside the preset minimum service coverage of all bus stops in the preset area is defined as the largest bus service blind zone. Then, the different service coverage of bus stops are used as different delineation ranges. The largest bus service blind zone is divided into different blind zone blocks according to the coverage of different delineation ranges. Each blind zone block corresponds to a different blind zone level.

[0010] S4. Cluster and merge all first POI locations within the largest public transport service blind zone to generate multiple merged regions. Calculate the demand value of the merged region based on the blind zone blocks contained within each merged region, the corresponding weights of the blind zone blocks, and the number of first POI points contained therein.

[0011] S5. Compare the demand values ​​obtained in step S4. Initially select the largest demand value as the subsequent judgment value. If the judgment value is greater than or equal to the set threshold, the merged area corresponding to the judgment value is the final connection demand area. If the judgment value is less than the set threshold, expand the preset area and repeat steps S1-S4 until the judgment value after the preset area reaches the maximum area limit is still less than the set threshold. Then, this subway does not need to be connected cyclically.

[0012] As a further aspect of the present invention: the required value Q in step S4 i The calculation is as follows:

[0013]

[0014] Let the number of merged regions be n, then the demand value Q i i=1,2,...,n;

[0015] α j The weight value corresponding to the blind zone level of each blind zone block contained in the merged area;

[0016] m j This represents the number of first POIs in each blind block within the merged region.

[0017] As a further solution of the present invention: the first POI in step S2 is to divide the POIs into five major categories according to the basic classification of POIs: residential area, office area, commercial area, school and hospital. The POIs are clustered and merged according to the text field of the POI name, with 60% repetition. The center point of the merged POIs is retained as the first POI.

[0018] As a further aspect of the present invention: the data collection in step S1 can be obtained from existing map software.

[0019] The method for determining connection routes using the public transport micro-circulation connection demand area judgment method includes the following steps:

[0020] a. Based on the final connection demand area determined in step S5, determine the direction of the connection route according to the road orientation within the final connection demand area.

[0021] b. Within the final area of ​​connection demand, plan the site scheme for the new site S;

[0022] c. Calculate the site value of the new site S based on the site location value, service capacity value, and reusability value, and determine the final site based on the site value results;

[0023] d. Determine the final connecting routes based on the road layout and the distribution of final stations.

[0024] As a further aspect of the present invention: the formula for calculating the site value in step c is:

[0025] V S =β1*P S +β2*F S +β3*R S

[0026] Where, β k Let β1 be the weight constant of the factors influencing the value of each site, k = 1, 2, 3, β1 + β2 + β3 = 1;

[0027] P S The location value of the newly added station S is defined as the value constant corresponding to the public transport service blind spot level to which station S belongs;

[0028] F S The value of a station's service capability is defined as the number of the first POIs within a certain radius centered on the new station S, outside the intersection with the coverage area of ​​the existing bus stations.

[0029] R S The reusability value of a site is the average score of a travel survey conducted within a certain radius of the newly added site S, representing the reusability value of the site.

[0030] As a further aspect of the present invention: the site scheme for adding a new site S in step b is to set up a new site S at all locations that meet the site setting specifications within the final connection requirement area.

[0031] As a further aspect of the present invention: the value constant is related to the defined range of the blind block, wherein the larger the defined range, the larger the value constant.

[0032] Compared with the prior art, the beneficial effects of the present invention are:

[0033] 1. Different subway stations can be randomly selected on the map software. Based on the POI data and bus route data available on the map software, the area of ​​connection demand around the subway station can be determined. Without conducting site visits or judging passenger flow on-site, the demand for bus connections around the subway station can be quickly determined. In the process of planning bus connections around subway stations in some urban areas, the area of ​​demand for bus connections can be quickly identified.

[0034] 2. This solution is used to determine the connection needs of public transportation services in blind spots around subway stations. By defining the largest public transportation service blind spot, it divides the largest blind spot into multiple blind spot blocks and classifies them into levels. Then, it clusters the blind spot blocks based on the location of the first Point of Interest (POI) within the service blind spot to merge the blocks and improve the micro-circulation connection area. The weight value corresponding to the blind spot level and the number of first POIs within the blind spot block are used as the main parameters for calculating connection needs. This can realize the connection micro-circulation of the "last mile", make up for the service blind spots of subway and regular buses, and improve the level of public transportation services.

[0035] 3. The determination of connection routes is based on the judgment of connection demand areas. Connection routes are planned in a targeted manner for connection demand areas. Through a specific algorithm, the value of each new station S in the planned route is calculated to ensure the value of each new station S in the planned route as much as possible and maximize the value of the connection route. Attached Figure Description

[0036] Figure 1 This is a flowchart illustrating the workflow for determining the connection requirement area in this invention.

[0037] Figure 2 This is a flowchart illustrating the workflow for determining the connection lines in this invention. Detailed Implementation

[0038] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0039] For ease of understanding, the specific structure and operation of the present invention will be further described below with reference to the accompanying drawings:

[0040] Please see Figure 1-2 The main contents of this invention include determining the area requiring connection and determining the connection route.

[0041] 1. Determining the area requiring connection

[0042] Determining the area requiring connection includes the following steps:

[0043] S1. Select any subway station and select a preset area centered on that subway station. Collect the identified POI data and bus route data within the preset area. The POI data includes the number, type, name, and location of the POIs. The bus route data includes the station name and latitude and longitude.

[0044] In step S1, after the subway station is selected, bus route data and POI data can be obtained directly through map software, which is convenient and quick, reduces the need for on-site research in the initial screening work, and thus improves the efficiency of the process of judging the area of ​​connection demand.

[0045] S2. Clean and process the POI data, and select the first POI data that meets the preset basic classification.

[0046] In step S2, the POIs are classified into five categories: residential areas, office areas, commercial areas, schools, and hospitals. The POIs with 60% or more identical text fields in their names are clustered and merged. The center point of the merged POIs is then used as the first POI in the first POI data.

[0047] Based on bus route data within a preset area, a minimum service coverage area for each bus stop is preset. The area outside the preset minimum service coverage area of ​​all bus stops within the preset area is defined as the largest bus service blind spot. Then, using different service coverage areas of bus stops as different delineation ranges, the largest bus service blind spot is divided into different blind spot blocks according to the coverage of different delineation ranges, with each blind spot block corresponding to a different blind spot level.

[0048] In this step, based on existing bus route and station data, the minimum service coverage range of each bus station is preset. This allows us to determine the coverage of the minimum service range of all bus stations within the preset area. The areas not covered by the minimum service range of a bus station are the largest public transport service blind spots within the preset area. Then, using different service coverage ranges of bus stations as different delineation ranges, the largest public transport service blind spot is divided into different blind spot blocks according to the coverage of these different delineation ranges. Each blind spot block corresponds to a different blind spot level. In practice, the service coverage range of each bus station is set as a circumference of 800 meters, 500 meters, 300 meters, and 200 meters centered on the bus station, corresponding to the first, second, third, and fourth delineation ranges, respectively. At this point, the area within the maximum public transport service blind zone and outside the first designated area is a Class A1 blind zone; the area within the first designated area and outside the second designated area is a Class A2 blind zone; the area within the second designated area and outside the third designated area is a Class A3 blind zone; and the area within the third designated area and outside the fourth designated area is a Class A4 blind zone.

[0049] S4. Cluster and merge all first POI locations within the largest public transport service blind zone to generate multiple merged regions. Calculate the demand value of the merged region based on the blind zone blocks contained within each merged region, the corresponding weights of the blind zone blocks, and the number of first POI points contained therein.

[0050] Design step S3: The service range of each bus stop is a 200-meter circular coverage area. Within the service blind zone, clustering is performed based on the location of the first POI point, and the blind zone blocks are merged. Let the number of merged areas be n. The demand value Q of the merged area. i The calculation is as follows:

[0051]

[0052] Since the number of merged regions is n, the demand value Q is... i i=1,2,...,n;

[0053] α j This refers to the weight value corresponding to the blind zone level of each blind zone block contained in the merged area. j corresponds to the four levels A1, A2, A3, and A3 in step S3, i.e., j = 1, 2, 3, 4. α1 + α2 + α3 + α4 = 1, which can be initially defined as 0.4, 0.3, 0.2, and 0.1 respectively, and can be adjusted as needed.

[0054] m j The number of first POIs in each blind block within the merged region is j, which corresponds to the four levels A1, A2, A3, and A3 in step S3.

[0055] S5. Compare the demand values ​​obtained in step S4. Initially select the largest demand value as the subsequent judgment value. If the judgment value is greater than or equal to the set threshold, the merged area corresponding to the judgment value is the final connection demand area. If the judgment value is less than the set threshold, expand the preset area and repeat steps S1-S4 until the judgment value after the preset area reaches the maximum area limit is still less than the set threshold. Then, this subway does not need to be connected cyclically.

[0056] In step S5, the threshold is set based on the actual verification structure. In actual implementation, this threshold is set to 20. When the judgment value is less than 20, no connection is needed. The value of the preset area is expanded again, and steps S1-S4 are repeated until the judgment value after the preset area reaches its maximum area is still less than 20. Then, this subway does not need to be connected cyclically. Of course, according to the needs of micro-loop connection, its maximum area value is related to the interval between adjacent subway stations, generally between 1 kilometer and 5 kilometers.

[0057] By using the above-mentioned method for determining the area of ​​connection demand, different subway stations can be randomly selected on the map software. Without having to conduct site visits or assess passenger flow, the demand for bus connections around the subway station can be quickly determined. This allows for the rapid identification of areas requiring bus connections during the planning of bus connections around subway stations in some urban areas.

[0058] 2. Determining the connecting route

[0059] Determining the connection route includes the following steps:

[0060] a. Based on the final connection demand area determined in step S5, determine the direction of the connection route according to the road orientation within the final connection demand area.

[0061] b. Within the final area of ​​connection demand, plan the site scheme for the new site S.

[0062] In step b, the site plan for the new site S is to set up the new site S at all locations that meet the site setting specifications within the final connection requirement area.

[0063] c. Calculate the site value of the new site S based on the site location value, service capacity value, and reusability value, and determine the final site based on the site value results;

[0064] The formula for calculating site value is:

[0065] V S =β1*P S +β2*F S +β3*R S

[0066] Where, β k The weight constants for the factors influencing the value of each site are k = 1, 2, 3, β1 + β2 + β3 = 1, which can be initially defined as 0.3, 0.6, and 0.1 respectively, and can be adjusted as needed;

[0067] P S The location value of the newly added station S is defined as the value constant corresponding to the public transport service blind spot level to which station S belongs. Specifically, when the public transport service blind spot level to which station S belongs is Level 1 A1, P... S =40; When the public transport service blind spot level of station S is Level 2 A2, P S =30; When the public transport service blind spot level of station S is level 3A3, P S =20; When the public transport service blind spot level of station S is level 4A4, P S =10;

[0068] F S The value of the station service capability is defined as the number of first POI points within a certain radius centered on the new station S and outside the intersection with the coverage area of ​​the original bus stations. Specifically, the radius is set to a 200-meter radius centered on the new station S.

[0069] R S The reusability value of a station is determined by the average score of a travel survey conducted within a certain radius of the new station S. Specifically, a travel survey is conducted within a 200-meter radius of the new station S. The travel survey data is then used to determine the future value of the station for use by other routes. The total score is 100 points.

[0070] d. Determine the final connecting routes based on the road layout and the distribution of final stations.

[0071] The connection route is determined based on the connection demand area assessment in the above scheme. The connection route is planned specifically for the connection demand area, and the station value of the newly added station S is calculated through a specific algorithm to ensure the value of each newly added station S in the planned route as much as possible, thereby maximizing the value of the connection route.

[0072] Of course, those skilled in the art will recognize that the present invention is not limited to the details of the exemplary embodiments described above, but also includes the same or similar structures that can be implemented in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0073] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

[0074] All technologies not described in detail in this invention are publicly known technologies.

Claims

1. A method for determining the area of ​​demand for public transport micro-circulation connections, characterized in that, Includes the following steps: S1. Select any subway station and select a preset area centered on that subway station. Collect the identified POI data and bus route data within the preset area. The POI data includes the number, type, name and location of the POIs. The bus route data includes the station name and latitude and longitude. S2. Clean and process the POI data, and select the first POI data that meets the preset basic classification. S3. Based on the bus route data in the preset area, the minimum service coverage of each bus stop is preset. The area outside the preset minimum service coverage of all bus stops in the preset area is defined as the largest bus service blind zone. Then, the different service coverage of bus stops are used as different delineation ranges. The largest bus service blind zone is divided into different blind zone blocks according to the coverage of different delineation ranges. Each blind zone block corresponds to a different blind zone level. S4. Cluster and merge all first POI locations within the largest public transport service blind zone to generate multiple merged regions. Calculate the demand value of the merged region based on the blind zone blocks contained within each merged region, the corresponding weights of the blind zone blocks, and the number of first POI points contained therein. S5. Compare the demand values ​​obtained in step S4. Initially select the largest demand value as the subsequent judgment value. If the judgment value is greater than or equal to the set threshold, the merged area corresponding to the judgment value is the final connection demand area. If the judgment value is less than the set threshold, expand the preset area and repeat steps S1-S4 until the judgment value after the preset area reaches the maximum area limit is still less than the set threshold. Then, this subway does not need to be connected cyclically.

2. The method for determining the demand area for public transport micro-circulation connections according to claim 1, characterized in that, The demand value Q in step S4 i is calculated as follows: Wherein, set the number of merged regions is n, then the demand value Q i Wherein, set the number of merged regions is n, then the demand value Q i Wherein, set the number of merged regions is n, then the demand value Q α j The weight value corresponding to the blind zone level of each blind zone block contained in the merged area; m j This represents the number of first POIs in each blind block within the merged region.

3. The method for determining the demand area for public transport micro-circulation connections according to claim 1, characterized in that, In step S2, the first POI is selected by dividing the POIs into five categories: residential areas, office areas, commercial areas, schools, and hospitals. The POIs are then clustered and merged based on the text field of the POI name, with 60% of the POIs being clustered. The center point of the merged POIs is then selected as the first POI.

4. The method for determining the demand area for public transport micro-circulation connections according to claim 1, characterized in that, The data collected in step S1 can be obtained from existing map software.

5. A method for determining connecting routes, wherein the method for determining connecting routes applies the method for determining the area of ​​public transport micro-circulation connecting demand as described in any one of claims 1-4, characterized in that, Includes the following steps: a. Based on the final connection demand area determined in step S5, determine the direction of the connection route according to the road orientation within the final connection demand area. b. Within the final area of ​​connection demand, plan the site scheme for the new site S; c. Calculate the site value of the new site S based on the site location value, service capacity value, and reusability value, and determine the final site based on the site value results; d. Determine the final connecting routes based on the road layout and the distribution of final stations.

6. The method for determining the connection line according to claim 5, characterized in that, The formula for calculating the site value in step c is: V S =β1*P S +β2*F S +β3*R S Where, β k Let β1 be the weight constant of the factors influencing the value of each site, k = 1, 2, 3, β1 + β2 + β3 = 1; P S The location value of the newly added station S is defined as the value constant corresponding to the public transport service blind spot level to which station S belongs; F S The value of a station's service capability is defined as the number of the first POIs within a certain radius centered on the new station S, outside the intersection with the coverage area of ​​the existing bus stations. R S The reusability value of a site is the average score of a travel survey conducted within a certain radius of the newly added site S, representing the reusability value of the site.

7. The method for determining the connection line according to claim 5, characterized in that, The site plan for adding site S in step b is to set up new sites S in all locations that meet the site setting specifications within the final connection requirement area.

8. The method for determining the connection line according to claim 6, characterized in that, The value constant is related to the defined range of the blind block, wherein the larger the defined range, the larger the value constant.

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