Key channel evaluation and identification method for improving traffic accessibility

Abstract

The invention discloses a key channel evaluation and identification method for improving traffic accessibility. The method comprises the following steps: calculating a reference average time from a circle center to all other position points in a travel circle taking a travel distance threshold as a radius; dividing cells and groups; determining a trip circle and an associated cell of the target cell; assigning a number to each road section of the traffic network; calculating to obtain a reachability index of the target cell; selecting a cell of which the traffic reachability needs to be improved; and identifying a road section capable of improving reachability. The evaluation method can help to solve the problem of how to select the layout of the optimized channel to more effectively improve or improve the traffic accessibility in a certain area range.

Description

Technical Field

[0001] The present invention specifically relates to a method for improving traffic accessibility, and more particularly to a key channel evaluation and identification method for improving traffic accessibility. Background Art

[0002] After a region has undergone a traffic accessibility assessment, it is usually hoped that the accessibility of some areas with a lower assessment will be improved. In addition to adjusting the land use layout, optimizing channels is also an important aspect. For the selection of optimized channels, existing methods mainly rely on experience and qualitative analysis, lacking systematic quantitative analysis. This may be OK for simple traffic networks, but for more complex traffic networks, existing technical solutions that can evaluate their traffic accessibility have the following defects or key problems that are difficult to solve: How to identify and layout optimized channels to more effectively enhance or improve traffic accessibility within a certain region.

[0003] Therefore, there is an urgent need to design a key channel evaluation and identification method for improving traffic accessibility, so as to at least partially alleviate or even eliminate the above-mentioned shortcomings and defects of the existing methods. Summary of the invention

[0004] The technical problem to be solved by the present invention is to overcome the defect of the prior art that there is a lack of an evaluation method that can evaluate how to identify and layout optimized channels to more effectively enhance or improve the traffic accessibility within a certain area, and to propose a new key channel evaluation and identification method for improving traffic accessibility.

[0005] The present invention solves the above technical problems by adopting the following technical solutions:

[0006] The present invention provides a critical channel evaluation and identification method for improving traffic accessibility, which is characterized in that the critical channel evaluation and identification method uses a terminal device containing required geographic information within a planning range, the required geographic information includes planning requirements, traffic information, land use information and administrative jurisdiction information within the planning range, wherein the traffic information includes a traffic network and stations composed of tracks and roads;

[0007] The key channel evaluation and identification method comprises the following steps:

[0008] Step 1: Set the travel distance threshold R and the fastest average speed v 最快 and the slowest average speed v 最慢 , and v 最慢 <v 最快 , and then calculate the benchmark average time T from the center to all other position points in the travel circle with the travel distance threshold R as the radius using the following formula (1):

[0009]

[0010] Where v is the average speed, and on this basis, the shortest average time T is calculated based on formula (1): 最短 and the longest average time T 最长 as follows:

[0011]

[0012] Among them, v 最快 and v 最慢 Speed ​​data calculated based on the distance data and time data contained in map navigation applications, where v 最快 Corresponding to high-level roads and tracks, v 最慢 Corresponding to low-level and lower roads, where v 最快 In the range of 30-80km / h, if there are high-speed trains and ordinary trains available, v 最快 The upper limit may exceed 80km / h but does not exceed the average speed of the high-speed and ordinary trains mentioned above. 最慢 The speed shall not exceed 30km / h;

[0013] Step 2: Delineate cells and groups, wherein the terminal device selects a cell division based on an area with more traffic demand within the planning scope, and numbers each cell i, i∈M, where M is a set of numbers of all the cells, wherein a group is a circular range set with the departure cell as the center and a set of numbers of the cells contained therein, wherein the radius of the group is determined by considering the traffic mode, the planning scope of the assessment, and the needs of the administrative jurisdiction, wherein the departure cell does not consider the connection with the cells within the group, but only considers the connection with the cells outside the group, so as to highlight the impact of long-distance traffic outside the group on accessibility;

[0014] Step 3: Determine the travel circle of the target cell i and the associated cells of the target cell i, wherein the travel circle is a circular area with the target cell i as the center and the travel distance threshold R as the radius, and the associated cells are cells located in the travel circle and not in the group where the target cell i is located, and the number of the associated cells is j, j∈N i , N i is the set of cell numbers in the travel circle except the target cell i and the cells in its group. If the group where the target cell i is located does not exist, N i is a set of cell numbers in the travel circle except the target cell i;

[0015] Step 4: Assign a number k to each section of the traffic network, k∈N 路段 , N 路段is a set of road segment numbers, wherein the road segment refers to the connection between nodes in the transportation network, wherein the nodes are not limited to end points, bifurcations and transportation stations on the transportation network;

[0016] Step 5: Calculate the reachability index a of the target cell i i , wherein the minimum time from the target cell i to each associated cell in the travel circle is obtained based on the traffic information And record it The segment k passed by the longest path, k∈N 路段 , then calculate all the minimum times corresponding to the travel circle based on formula (4) The average time t i ,

[0017]

[0018] The accessibility index a is calculated based on formula (5): i ,

[0019]

[0020] Among them, a i The value is in the interval [0, 1] and indicates the reachability of the target cell i;

[0021] Step 6: Repeat step 5 to traverse all target cells and obtain the reachability index a of all target cells i. i , where i∈M;

[0022] Step 7: Based on the results of step 6, the planner selects the communities that need to improve traffic accessibility and forms a set M based on the numbers of the selected communities. 提升 , when the cell number i∈M 提升 When , it means that cell i needs to improve accessibility;

[0023] Step 8: For the communities that need to improve traffic accessibility, identify the road sections that can improve accessibility. Take the community i that needs to improve accessibility as an example, extract the road section k that has been passed by the community i for the longest time in the travel circle recorded in step 5, and count the number of times the road section k has been passed. That is, let L k is the counter of the road segment k in the traffic network, k∈N 路段 , L k The initial value of is zero. In the travel circle of cell i,

[0024]

[0025] Where k∈N 路段 ;

[0026] Traverse all cells i that need to improve accessibility, i∈M 提升 For each cell i that needs to improve accessibility, calculate the number of times L of the corresponding road section k that can improve accessibility k , k∈N 路段 , where L k The size of L is used to indicate the criticality of each road segment within the planning scope for improving traffic accessibility, and k =0, the corresponding road section is considered as a non-critical road section.

[0027] Step 9: All road sections that can improve accessibility k The communities that need to improve accessibility are visually displayed on the map displayed by the terminal device at the same time, so that planners can make optimization choices.

[0028] According to some embodiments of the present invention, in step one, based on a distribution curve of travel distances of a group of people obtained by big data processing of a mobile communication device or its application, a travel distance of a preset percentile is taken as a travel distance threshold R, wherein the preset percentile is preferably selected to be at least not less than 90% of the distribution curve; or the travel distance threshold R is pre-set according to the planning requirements.

[0029] According to some embodiments of the present invention, step six further includes visualizing the accessibility index a of each target cell i on the map displayed by the terminal device. i The value of .

[0030] According to some embodiments of the present invention, the radius of the group determined in step 2 is within the range of zero to the travel distance threshold R, wherein the radius of the group is set to a value greater than a distance suitable for walking, such as a value greater than 1 km, in order to reduce or eliminate the impact of short-distance travel such as walking from the departure cell on accessibility and / or the radius is set to a value of zero in order to take into account the impact of short-distance travel such as walking on accessibility.

[0031] On the basis of being in accordance with the common sense in the art, the above-mentioned preferred conditions can be arbitrarily combined to obtain the preferred embodiments of the present invention.

[0032] The positive and progressive effects of the present invention are:

[0033] The key channel evaluation and identification method for improving traffic accessibility provided by the present invention integrates the qualitative and quantitative analysis in the selection process, combines the advantages of both, and starts from the evaluation results of traffic accessibility. It can help planners to efficiently and interactively identify key channels more accurately and objectively, and then help solve the problem of how to layout and select optimized channels to more effectively enhance or improve traffic accessibility within a certain area. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] Figure 1 4 is a flow chart of a key channel evaluation and identification method for improving traffic accessibility according to a preferred embodiment of the present invention. DETAILED DESCRIPTION

[0035] The preferred embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings of the specification. The following description is exemplary and not limiting of the present invention. Any other similar situations shall also fall within the protection scope of the present invention.

[0036] In the following detailed description, directional terms, such as "left", "right", "up", "down", "front", "back", etc., are used with reference to the directions described in the drawings. The components in the various embodiments of the present invention can be placed in a variety of different directions, and the directional terms are used for illustrative purposes rather than limiting.

[0037] According to a preferred embodiment of the present invention, a critical channel assessment and identification method for improving traffic accessibility adopts a terminal device that contains required geographic information within a planning scope, and the required geographic information includes planning requirements, traffic information, land use information and administrative jurisdiction information within the planning scope, wherein the traffic information includes a transportation network and stations consisting of tracks and roads.

[0038] And, reference Figure 1 As shown, the key channel evaluation and identification method includes the following steps:

[0039] Step 1: Set the travel distance threshold R and the fastest average speed v 最快 and the slowest average speed v 最慢 , and v 最慢 <v 最快 , and then calculate the benchmark average time T from the center to all other position points in the travel circle with the travel distance threshold R as the radius using the following formula (1):

[0040]

[0041] Where v is the average speed, and on this basis, the shortest average time T is calculated based on formula (1): 最短 and the longest average time T 最长 as follows:

[0042]

[0043]

[0044] Among them, v 最快 and v 最慢Speed ​​data calculated based on the distance data and time data contained in map navigation applications, where v 最快 Corresponding to high-level roads and tracks, v 最慢 Corresponding to low-level and lower roads, where v 最快 In the range of 30-80km / h, if there are high-speed trains and ordinary trains available, v 最快 The upper limit may exceed 80km / h but does not exceed the average speed of the high-speed and ordinary trains mentioned above. 最慢 The speed shall not exceed 30km / h;

[0045] Step 2: Delineate cells and groups, wherein the terminal device selects a cell division based on an area with more traffic demand within the planning scope, and numbers each cell i, i∈M, where M is a set of numbers of all the cells, wherein a group is a circular range set with the departure cell as the center and a set of numbers of the cells contained therein, wherein the radius of the group is determined by considering the traffic mode, the planning scope of the assessment, and the needs of the administrative jurisdiction, wherein the departure cell does not consider the connection with the cells within the group, but only considers the connection with the cells outside the group, so as to highlight the impact of long-distance traffic outside the group on accessibility;

[0046] Step 3: Determine the travel circle of the target cell i and the associated cells of the target cell i, wherein the travel circle is a circular area with the target cell i as the center and the travel distance threshold R as the radius, and the associated cells are cells located in the travel circle and not in the group where the target cell i is located, and the number of the associated cells is j, j∈N i , N i is the set of cell numbers in the travel circle except the target cell i and the cells in its group. If the group where the target cell i is located does not exist, N i is a set of cell numbers in the travel circle except the target cell i;

[0047] Step 4: Assign a number k to each section of the traffic network, k∈N 路段 , N 路段 is a set of road segment numbers, wherein the road segment refers to the connection between nodes in the transportation network, wherein the nodes are not limited to end points, bifurcations and transportation stations on the transportation network;

[0048] Step 5: Calculate the reachability index a of the target cell i i , wherein the minimum time from the target cell i to each associated cell in the travel circle is obtained based on the traffic information And record it The segment k passed by the longest path, k∈N 路段, then calculate all the minimum times corresponding to the travel circle based on formula (4) The average time t i ,

[0049]

[0050] The accessibility index a is calculated based on formula (5): i ,

[0051]

[0052] Among them, a i The value is in the interval [0, 1] and indicates the reachability of the target cell i;

[0053] Step 6: Repeat step 5 to traverse all target cells and obtain the reachability index a of all target cells i. i , where i∈M;

[0054] Step 7: Based on the results of step 6, the planner selects the communities that need to improve traffic accessibility and forms a set M based on the numbers of the selected communities. 提升 , when the cell number i∈M 提升 When , it means that cell i needs to improve accessibility;

[0055] Step 8: For the communities that need to improve traffic accessibility, identify the road sections that can improve accessibility. Take the community i that needs to improve accessibility as an example, extract the road section k that has been passed by the community i for the longest time in the travel circle recorded in step 5, and count the number of times the road section k has been passed. That is, let L k is the counter of the road segment k in the traffic network, k∈N 路段 , L k The initial value of is zero. In the travel circle of cell i,

[0056]

[0057] Where k∈N 路段 ;

[0058] Traverse all cells i that need to improve accessibility, i∈M 提升 For each cell i that needs to improve accessibility, calculate the number of times L of the corresponding road section k that can improve accessibility k , k∈N 路段 , where L k The size of L is used to indicate the criticality of each road segment within the planning scope for improving traffic accessibility, and k =0, the corresponding road section is considered as a non-critical road section.

[0059] The calculation formula used in step 1 can be derived based on the following original formula (0):

[0060]

[0061] Where v is the average speed, n is the number of position points arranged on the straight line distance R, the position point refers to the location of the place to be reached starting from the center of the circle, each of the position points corresponds to a circle k equivalent to a concentric circle, k is the circle number starting from the center of the circle, k = 1, 2, ..., n, the travel radius of the kth circle is The circumference of the circle is The circle perimeter is proportional to the number of position points arranged on the circle perimeter, so that the position points are evenly distributed. The circle perimeter plays the role of weight in equation (0). Therefore, the last expression in equation (0) is In the formula (0), when the number of position points n increases to infinity, that is, when n approaches ∞, tends to 0, so formula (0) can be derived to formula (1) used in step 1.

[0062] Preferably, in the above method, the endpoint of a road section may correspond to more than one community. For example, if the endpoint of the road section is exactly on the boundary of two communities, or on the intersection formed by four communities, it corresponds to 2 and 4 communities respectively. Therefore, the corresponding communities are not easy to mark, and it is necessary to use a map to express the relationship between the road section and the corresponding community.

[0063] According to some preferred embodiments of the present invention, the critical channel evaluation and identification method further comprises the following steps:

[0064] Step 9: All road sections that can improve accessibility k The cells whose accessibility needs to be improved are visually displayed on the map displayed by the terminal device at the same time.

[0065] Specifically, the L k The planner can then identify the accessibility indicators of the community and the road section L k value, further optimize L k For sections with high values ​​and feasible reconstruction, return to step 5 after optimizing the plan.

[0066] According to some further preferred embodiments of the present invention, in step one, based on a distribution curve of travel distances of a group of people obtained by big data processing of a mobile communication device or its application, a travel distance of a preset percentile is taken as a travel distance threshold R, wherein the preset percentile is preferably selected to be at least not less than 90% of the distribution curve; or the travel distance threshold R is pre-set according to the planning requirements.

[0067] According to some preferred embodiments of the present invention, step six further includes visualizing the accessibility index a of each target cell i on the map displayed by the terminal device. i The value of .

[0068] According to some preferred embodiments of the present invention, the radius of the group determined in step 2 is within the range of zero to the travel distance threshold R, wherein the radius of the group is set to a value greater than a distance suitable for walking, such as a value greater than 1 km, in order to reduce or eliminate the impact of short-distance travel such as walking from the departure cell on accessibility and / or the radius is set to a value of zero in order to take into account the impact of short-distance travel such as walking on accessibility.

[0069] The above preferred embodiments of the present invention are generally based on the following innovative insights and concepts. It integrates the qualitative and quantitative analysis in the selection process, combines the advantages of both, and starts from the evaluation results of traffic accessibility. The planner selects the areas that need to improve traffic accessibility based on various situations, and then the machine automatically identifies the key channels according to the traffic network parameters. Then the planner determines the channels that need to be optimized according to the function and feasibility of the traffic network. After the selected channels are optimized, the traffic accessibility evaluation is performed again, thus entering a new round of cycles until the planner proposes the end of the cycle. In each round of the cycle, the channel that needs to be optimized is the best and key channel that can effectively improve traffic accessibility.

[0070] Moreover, the traffic accessibility assessment is based on the travel time. Any change in the travel time from the departure point to any other location will affect the accessibility index of the departure point. The concept of groups and travel circles proposed in the present invention can actually shield some short-distance and long-distance locations by adjusting the radius of groups and travel circles, thereby highlighting the accessibility of a specific distance range and identifying the key channels for improving accessibility.

[0071] Therefore, the above method provided by the present invention can help planners to efficiently and interactively identify key channels more accurately and objectively, and help solve the problem of layout and selection of optimized channels to more effectively enhance or improve the traffic accessibility within a certain area. From this perspective, it provides designers or planners with reasonable evaluation criteria and efficient evaluation methods with relatively accurate and objective results.

[0072] Although the specific embodiments of the present invention are described above, it should be understood by those skilled in the art that these are only examples, and the protection scope of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, and these changes and modifications all fall within the protection scope of the present invention.

Claims

1. A critical channel evaluation and identification method for improving traffic accessibility, characterized in that the critical channel evaluation and identification method uses a terminal device containing required geographic information within a planning scope, the required geographic information includes planning requirements, traffic information, land use information and administrative jurisdiction information within the planning scope, wherein the traffic information includes a traffic network and stations composed of tracks and roads; The key channel evaluation and identification method comprises the following steps: Step 1: Set the travel distance threshold R and the fastest average speed v 最快 and the slowest average speed v 最慢 , and v 最慢 <v 最快 , and then calculate the benchmark average time T from the center to all other position points in the travel circle with the travel distance threshold R as the radius using the following formula (1): Where v is the average speed, and on this basis, the shortest average time T is calculated based on formula (1): 最短 and the longest average time T 最长 as follows: Among them, v 最快 and v 最慢 Speed ​​data calculated based on the distance data and time data contained in map navigation applications, where v 最快 Corresponding to high-level roads and tracks, v 最慢 Corresponding to low-level and lower roads, where v 最快 Within the range of 30-80km / h, if there are high-speed trains and ordinary trains available, the upper limit of the average speed can exceed 80km / h but does not exceed the average speed of the high-speed trains and ordinary trains, such as 200km / h. 最慢 The speed shall not exceed 30km / h; Step 2: Delineate cells and groups, wherein the terminal device selects a cell division based on an area with more traffic demand within the planning scope, and numbers each cell i, i∈M, where M is a set of numbers of all the cells, wherein a group is a circular range set with the departure cell as the center and a set of numbers of the cells contained therein, wherein the radius of the group is determined by considering the traffic mode, the planning scope of the assessment, and the needs of the administrative jurisdiction, wherein the departure cell does not consider the connection with the cells within the group, but only considers the connection with the cells outside the group, so as to highlight the impact of long-distance traffic outside the group on accessibility; Step 3: Determine the travel circle of the target cell i and the associated cells of the target cell i, wherein the travel circle is a circular area with the target cell i as the center and the travel distance threshold R as the radius, and the associated cells are cells located in the travel circle and not in the group where the target cell i is located, and the number of the associated cells is j, j∈N i , N i is the set of cell numbers in the travel circle except the target cell i and the cells in its group. If the group where the target cell i is located does not exist, N i is a set of cell numbers in the travel circle except the target cell i; Step 4: Assign a number k to each section of the traffic network, k∈N 路段 , N 路段 is a set of road segment numbers, wherein the road segment refers to the connection between nodes in the transportation network, wherein the nodes include endpoints, bifurcations and transportation stations on the transportation network; Step 5: Calculate the reachability index a of the target cell i i , wherein the minimum time from the target cell i to each associated cell in the travel circle is obtained based on the traffic information And record it The segment k passed by the longest path, k∈N 路段 , then calculate all the minimum times corresponding to the travel circle based on formula (4) The average time t i , Based on formula (5), the accessibility index a is calculated i , Among them, a i The value is between the interval [0, 1] and indicates the reachability of the target cell i; Step 6: Repeat step 5 to traverse all target cells and obtain the reachability index a of all target cells i. i , where i∈M; Step 7: According to the result obtained in step 6, select the communities that need to improve traffic accessibility and form a set M based on the numbers of the selected communities. 提升 , when the cell number i∈M 提升 When , it means that cell i needs to improve accessibility; Step 8: For the communities that need to improve traffic accessibility, identify the road sections that can improve accessibility. Take the community i that needs to improve accessibility as an example, extract the road section k that has been passed by the community i for the longest time in the travel circle recorded in step 5, and count the number of times the road section k has been passed. That is, let L k is the counter of the road segment k in the traffic network, k∈N 路段 , L k The initial value of is zero. In the travel circle of cell i, Where k∈N 路段 ; Traverse all cells i that need to improve accessibility, i∈M 提升 For each cell i that needs to improve accessibility, calculate the number of times L of the corresponding road section k that can improve accessibility k , k∈N 路段 , where L k The size of L is used to indicate the criticality of each road segment within the planning scope for improving traffic accessibility, and k =0, the corresponding road section is considered as a non-critical road section.

2. The critical channel evaluation and identification method for improving traffic accessibility according to claim 1, characterized in that: The critical channel evaluation and identification method further comprises the following steps: Step 9: All road sections that can improve accessibility k The cells whose accessibility needs to be improved are visually displayed on the map displayed by the terminal device at the same time.

3. The critical channel evaluation and identification method for improving traffic accessibility according to claim 2, characterized in that: In step one, based on the distribution curve of travel distances of a group of people obtained by big data processing of a mobile communication device or its application, the travel distance of a preset percentile is taken as the travel distance threshold R, wherein the preset percentile is preferably selected to be at least not less than 90% of the distribution curve; or the travel distance threshold R is pre-set according to the planning requirements.

4. The critical channel evaluation and identification method for improving traffic accessibility according to claim 2, characterized in that: Step 6 also includes visualizing the accessibility index a of each target cell i on the map displayed by the terminal device. i The value of .

5. The critical channel evaluation and identification method for improving traffic accessibility according to claim 1, characterized in that: In step 2, the radius of the group is determined to be in the range of zero to the travel distance threshold R, wherein the radius of the group is set to a value greater than a distance suitable for walking, such as a value greater than 1 km, in order to reduce or eliminate the impact of short-distance travel such as walking from the departure cell on accessibility and / or the radius is set to a value of zero in order to take into account the impact of short-distance travel such as walking on accessibility.

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