Comprehensive traffic bearing capacity assessment method and system based on traffic supply

Abstract

The invention relates to the technical field of traffic, in particular to a comprehensive traffic bearing capacity assessment method and system based on traffic supply, and the method comprises the steps: obtaining traffic bearing capacity indexes of roads, rails and buses in each traffic zone; based on the traffic bearing capacity indexes, traffic bearing capacity weights of roads, rails and buses are obtained through evaluation and target setting of the community-level traffic bearing capacity; weighted summation is carried out based on the traffic bearing capacity indexes and the traffic bearing capacity weights corresponding to the roads, the rails and the buses respectively, and comprehensive traffic system bearing capacity indexes of the corresponding community levels are obtained; and based on the comprehensive traffic system bearing capacity index, evaluating the comprehensive traffic system bearing capacity of each administrative region and the whole city region through a multi-level weighted average method. By implementing the method, comprehensive and accurate evaluation of the bearing capacity of the urban traffic system can be realized.

Description

Technical Field

[0001] The present invention relates to the field of transportation technology, and in particular to a comprehensive transportation carrying capacity evaluation method and system based on transportation supply. Background Art

[0002] The urban transportation system is a complex system involving multiple transportation modes, transportation facilities, and transportation management. These factors influence and restrict each other, making the carrying capacity of the urban transportation system a concept that is difficult to quantify directly. Therefore, a scientific method is needed to comprehensively evaluate the supply capacity of the transportation system to accurately reflect its carrying capacity. Transportation carrying capacity is an important indicator to measure whether the urban transportation system can meet the travel needs of residents. If the traffic demand far exceeds the supply, it will cause road congestion, the public transportation system will be overwhelmed, and other problems will seriously affect the travel efficiency and quality of life of urban residents. Therefore, quantitative calculation of transportation carrying capacity can provide an important reference for urban land development, transportation system construction, etc., and help solve the problems faced by the urban transportation system. At present, the calculation method of transportation carrying capacity mainly focuses on a single transportation mode or a single spatial level, lacks comprehensive consideration of different transportation modes and multiple spatial levels, and has limitations. Therefore, a more scientific and comprehensive method is needed to more comprehensively reflect the carrying capacity of the urban transportation system. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide a comprehensive traffic carrying capacity evaluation method and system based on traffic supply in view of the deficiencies of the above-mentioned prior art.

[0004] The technical solution of the present invention to solve the above technical problems is as follows: a comprehensive traffic carrying capacity evaluation method and system based on traffic supply, the technical solution adopted is as follows: In a first aspect, the present application discloses a comprehensive transportation carrying capacity evaluation method based on transportation supply, the method comprising: S1. Obtain the traffic carrying capacity indicators of roads, tracks, and buses in each traffic zone; S2. Based on the traffic carrying capacity index, the traffic carrying capacity weights of roads, rails, and public transportation are obtained by evaluating and setting targets for the community-level traffic carrying capacity; S3, performing weighted summation based on the traffic carrying capacity indicators and traffic carrying capacity weights corresponding to roads, rails, and buses, and obtaining the corresponding community-level comprehensive transportation system carrying capacity index; S4. Based on the comprehensive transportation system carrying capacity index, the comprehensive transportation system carrying capacity of each administrative area and the entire city is evaluated through a multi-level weighted average method.

[0005] Furthermore, in step S2, based on the traffic carrying capacity index, the traffic carrying capacity weights of roads, rails, and buses are obtained by evaluating and setting targets for the community-level traffic carrying capacity, including: S21. Calculate the traffic carrying capacity of roads, tracks, and buses at the community level based on the traffic carrying capacity index; S22. Based on the analysis and adjustment of the initial traffic data, determine the target traffic flow sharing ratio data and target traffic facility density data of the roads, tracks, and buses in each traffic zone; S23. The traffic carrying capacity weights of roads, rails, and buses are obtained by comprehensively considering the proportion of the target traffic flow sharing ratio data and the target traffic facility density data in the comprehensive traffic network.

[0006] Furthermore, in step S21, the traffic carrying capacity of the road corresponding to the community level is calculated by the following steps: (1) Based on the traffic carrying capacity index, determine the road flow and traffic capacity of each road section at the corresponding community level; (2) Based on the ratio between the road flow and the traffic capacity, the road saturation of each road section is obtained; (3) Taking the section flow rate as the weight, the section flow rate and section saturation are combined to obtain the traffic load level of each section; (4) Summarize the road flow and traffic load level of each road section to obtain the maximum road capacity and remaining road traffic capacity; (5) Obtaining a road bearing capacity level value based on the ratio of the remaining road traffic capacity to the maximum traffic capacity; (6) Calculate the difference between the preset acceptable saturation of the road and the road carrying capacity level value to obtain the traffic carrying capacity of the road at the community level.

[0007] Furthermore, in step S21, the traffic carrying capacity of the track corresponding to the community level is calculated by the following steps: (1) Based on the traffic carrying capacity index, determine the passenger flow data of each rail station at the corresponding community level and rail transit operation parameter data; (2) Based on the passenger flow data, the net passenger change at each rail station is calculated by the difference between the actual passenger volume and the boarding and alighting passenger volume; (3) Based on the rail transit operation parameter data, the maximum passenger flow capacity of each rail station is calculated by multiplying the peak hour frequency, marshaling and load number; (4) Based on the difference between the maximum passenger flow capacity and the net passenger load change, the remaining track capacity of each track station is obtained; (5) Based on the ratio of the remaining capacity of the track to the maximum passenger flow capacity, the traffic carrying capacity of the track at the corresponding community level is obtained.

[0008] Furthermore, in step S21, the traffic carrying capacity of the public transportation corresponding to the community level is calculated by the following steps: (1) Based on the traffic carrying capacity index, determine the passenger flow data of each bus stop at the corresponding community level and the bus traffic operation parameter data; (2) Based on the passenger flow data, the net passenger change of each bus stop is calculated by the difference between the actual passenger volume and the boarding and alighting passenger volume; (3) Based on the public transportation operation parameter data, the maximum passenger flow capacity of each bus stop is calculated by multiplying the peak hour frequency and the number of passengers; (4) Based on the difference between the maximum passenger flow capacity and the net passenger load change, the remaining bus capacity of each bus stop is obtained; (5) Based on the ratio of the remaining capacity of the bus to the maximum passenger flow capacity, the traffic carrying capacity of the bus at the corresponding community level is obtained.

[0009] Furthermore, in step S22, the target traffic flow sharing ratio data and target traffic facility density data of roads, tracks, and buses in each traffic zone are determined based on the analysis and adjustment of the initial traffic data, including: S221, obtaining initial traffic flow sharing ratio data and initial traffic facility density data of roads, tracks, and buses in each traffic zone; S222, summing up the initial traffic flow sharing ratio data and initial traffic facility density data of roads, tracks, and buses in each traffic zone, respectively, to obtain the comprehensive proportion of traffic flow in the zone and the comprehensive proportion of traffic facility density; S223, based on the comprehensive proportion of the traffic flow, respectively normalize the initial traffic flow sharing ratio data of the roads, tracks, and buses in the community to obtain corresponding target traffic flow sharing ratio data; S224. Based on the comprehensive proportion of the transportation facility density, normalize the initial transportation facility density data of roads, tracks, and buses in the community to obtain corresponding target transportation facility density data.

[0010] Furthermore, in step S23, the traffic carrying capacity weights of roads, tracks, and buses are determined by the following formula: ; in, , , represents the traffic carrying capacity weights of roads, rails, and buses, , Indicates the target traffic flow sharing ratio data and target traffic facility density data of the corresponding road. , Indicates the target traffic flow sharing ratio data and target traffic facility density data of the corresponding track, , It represents the target traffic flow sharing ratio data and target traffic facility density data corresponding to public transportation.

[0011] Furthermore, in step S4, based on the comprehensive transportation system carrying capacity index, the comprehensive transportation system carrying capacity of each administrative district and the entire city is evaluated by a multi-level weighted average method, including: S41. For each administrative district in the entire city, determine the comprehensive transportation carrying capacity of each transportation area in the region based on the comprehensive transportation system carrying capacity index, and obtain the comprehensive transportation system carrying capacity index of each administrative district through weighted average calculation based on the first weight of each transportation area relative to the overall transportation network flow; S42. Based on the comprehensive transportation system carrying capacity index of each administrative district within the entire city and its second weight relative to the overall administrative district traffic flow, the comprehensive transportation system carrying capacity of the entire city is evaluated by weighted average calculation results.

[0012] Further, in step S41 to step S42, the first weight and the second weight are calculated by the following steps: Based on the sum of traffic generation, traffic attraction, and internal travel volume, determine the total travel volume of each traffic zone and administrative district; Based on the ratio of the total travel volume of each traffic zone to the total travel volume of all traffic zones, the first weight of each traffic zone relative to the overall traffic network flow is obtained; Based on the ratio of the total travel volume of each administrative district to the total travel volume of all administrative districts, the second weight of each administrative district relative to the traffic flow of the entire administrative district is obtained.

[0013] In the second aspect, the present application also discloses a comprehensive traffic carrying capacity evaluation system based on traffic supply, the system includes a traffic carrying capacity index acquisition module, a traffic carrying capacity weight calculation module, a community-level comprehensive traffic carrying capacity calculation module and a city-wide comprehensive traffic carrying capacity evaluation module: The traffic carrying capacity index acquisition module is used to obtain the traffic carrying capacity index of roads, tracks, and buses in each traffic zone; The traffic carrying capacity weight calculation module is used to obtain the traffic carrying capacity weights of roads, tracks, and buses based on the traffic carrying capacity index by evaluating and setting targets for the community-level traffic carrying capacity; The community-level comprehensive traffic carrying capacity calculation module is used to perform weighted summation based on the traffic carrying capacity indicators and traffic carrying capacity weights corresponding to roads, tracks, and buses, respectively, to obtain the corresponding community-level comprehensive traffic system carrying capacity index; The city-wide comprehensive transportation carrying capacity assessment module is used to assess the comprehensive transportation system carrying capacity of each administrative district and the entire city through a multi-level weighted average method based on the comprehensive transportation system carrying capacity index.

[0014] The present invention has the following beneficial effects: By integrating the carrying capacity of three modes of transportation: roads, rails and buses, and by setting multi-dimensional weights and applying the weighted model of multi-attribute decision-making theory, a hierarchical and progressive summary analysis of different spatial levels (such as communities, administrative districts and the entire city) can be achieved. This method can more comprehensively evaluate the comprehensive carrying capacity of the urban transportation system, identify bottlenecks and potential problems in the transportation system, and provide a more accurate and scientific basis for transportation planning. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 A method flow chart of a comprehensive traffic carrying capacity evaluation method based on traffic supply provided by one embodiment of the present invention; Figure 2 A system structure diagram of a comprehensive traffic carrying capacity evaluation system based on traffic supply provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0016] The principles and features of the present invention are described below in conjunction with the accompanying drawings. The examples given are only used to explain the present invention and are not used to limit the scope of the present invention.

[0017] like Figure 1 As shown, it shows a method flow chart of a comprehensive traffic carrying capacity evaluation method based on traffic supply provided by an embodiment of the present invention, the method comprising: Step S1, obtaining the traffic carrying capacity indicators of roads, tracks, and buses in each traffic zone.

[0018] Step S2, based on the traffic carrying capacity index, the traffic carrying capacity weights of roads, rails, and buses are obtained by evaluating and setting targets for the community-level traffic carrying capacity.

[0019] Step S3, performing weighted summation based on the traffic carrying capacity indicators and traffic carrying capacity weights corresponding to roads, rails, and buses, to obtain the corresponding community-level comprehensive traffic system carrying capacity index.

[0020] Step S4, based on the comprehensive transportation system carrying capacity index, evaluate the comprehensive transportation system carrying capacity of each administrative area and the entire city through a multi-level weighted average method.

[0021] As can be seen from the above, the present application discloses a comprehensive transportation carrying capacity assessment method based on transportation supply, which integrates the carrying capacity of three transportation modes: roads, rails and buses, and realizes hierarchical progressive summary analysis of different spatial levels (such as communities, administrative districts and the entire city) by setting multi-dimensional weights and applying the weighted model of multi-attribute decision-making theory. This method can more comprehensively assess the comprehensive carrying capacity of the urban transportation system, identify bottlenecks and potential problems in the transportation system, and provide a more accurate and scientific basis for transportation planning.

[0022] In one embodiment, in step S2, based on the traffic carrying capacity index, the traffic carrying capacity weights of roads, rails, and buses are obtained by evaluating and setting targets for the community-level traffic carrying capacity, including: Step S21, based on the traffic carrying capacity index, calculate the traffic carrying capacity of roads, tracks, and buses at the corresponding community level.

[0023] Step S22, based on the analysis and adjustment of the initial traffic data, determine the target traffic flow sharing ratio data and target traffic facility density data of the roads, tracks, and buses in each traffic zone.

[0024] Step S23, comprehensively considering the proportion of the target traffic flow sharing ratio data and the target traffic facility density data in the comprehensive traffic network, and obtaining the traffic carrying capacity weights of roads, rails, and buses.

[0025] In one embodiment, in step S21, the traffic carrying capacity of the road corresponding to the community level is calculated by the following steps: (1) Based on the traffic carrying capacity index, determine the road flow and traffic capacity of each road section at the corresponding community level.

[0026] Specifically, the road traffic carrying capacity indicators currently obtained include basic information of the road network (including road type, length, number of lanes, capacity, etc.), road traffic flow, and road traffic saturation.

[0027] In the specific implementation, this application selected the distribution sections in and around the traffic community as the evaluation objects. These sections are usually areas with large traffic flow and complex traffic conditions. Then, the actual flow of each section is determined based on the traffic flow data, and the traffic capacity of each section is estimated based on factors such as road design standards, number of lanes, and traffic facility conditions.

[0028] (2) Based on the ratio between the road flow and the traffic capacity, the road saturation of each road section is obtained.

[0029] Specifically, the saturation of a road section is calculated based on the ratio of the actual traffic flow in a specified time period to the road section's capacity. This ratio reflects the degree of congestion of the road section under the current traffic conditions. The higher the saturation of a road section, the more congested the traffic on the road section; conversely, the traffic on the road section is relatively smooth and there is a large remaining capacity.

[0030] (3) Using the road section flow as the weight, the road section flow and road section saturation are integrated to obtain the traffic load level of each road section.

[0031] Specifically, the traffic load level is an indicator that comprehensively reflects the traffic busyness and congestion of a road section. It combines two factors, road section flow and road section saturation, and is calculated by weighting the road section flow.

[0032] (4) Summarize the road flow and traffic load level of each road section to obtain the maximum road capacity and remaining road traffic capacity.

[0033] Specifically, this application will superimpose and sum the capacity of each road section and the traffic load level, so as to obtain the maximum road capacity and the remaining road traffic capacity.

[0034] (5) Based on the ratio of the remaining road traffic capacity to the maximum traffic capacity, a road bearing capacity level value is obtained.

[0035] Specifically, this application will calculate a ratio based on the remaining road traffic capacity and the maximum traffic capacity of the road. This ratio reflects the degree of road traffic load relative to its design capacity, that is, a quantitative indicator of the road bearing capacity level.

[0036] (6) Calculate the difference between the preset acceptable saturation of the road and the road carrying capacity level value to obtain the traffic carrying capacity of the road at the community level.

[0037] In summary, the traffic carrying capacity of the road corresponding to the community level is calculated by the following formula: ; in, Indicates the traffic carrying capacity of the road at the community level. n Indicates the total number of collector-distributor sections in and around the traffic zone. Indicates i The road traffic volume of each road section, Indicates i The traffic capacity of a road section, Indicates i The road saturation of each road section, where the value 1 is the preset acceptable road saturation.

[0038] Based on the above formula, it should be noted that Indicates the traffic volume of the road segment is the weight, and the first i Traffic volume of road segments and road segment saturation , and obtain the corresponding traffic load level. Indicates the road traffic volume of each road segment , and obtain the maximum road capacity. It means summarizing the traffic load level of each road section to obtain the remaining road traffic capacity.

[0039] In one embodiment, in step S21, the traffic carrying capacity of the track corresponding to the cell level is calculated by the following steps: (1) Based on the traffic carrying capacity index, determine the passenger flow data of each rail station at the corresponding community level and the rail transit operation parameter data.

[0040] Specifically, this application selects rail stations within the 1 km buffer range of the traffic zone, and the determined passenger flow data includes the actual passenger volume during peak hours, as well as the number of passengers getting on and off, which reflect the passenger flow of rail stations during peak hours. The determined rail transit operation parameter data includes peak hour schedules, train formations, and load numbers, which describe the operating characteristics of rail stations and the configuration of trains.

[0041] (2) Based on the passenger flow data, the net passenger change at each rail station is calculated by the difference between the actual passenger volume and the boarding and alighting passenger volume.

[0042] Specifically, in the known j Actual passenger capacity at each railway station , passenger volume , and passenger drop-offs When, through the formula Calculate the difference between the actual passenger volume and the number of passengers getting on and off, and get the j The net passenger load change at each rail station.

[0043] (3) Based on the rail transit operation parameter data, the maximum passenger flow capacity of each rail station is calculated by multiplying the peak hour frequency, train formation and load number.

[0044] Specifically, by multiplying the three parameters of peak hour frequency, train formation and load capacity, we can obtain the total number of passengers that each rail station can carry during the peak hour, which is of great significance for evaluating the carrying capacity of the station.

[0045] (4) Based on the difference between the maximum passenger flow capacity and the net passenger load change, the remaining track capacity of each track station is obtained.

[0046] (5) Based on the ratio of the remaining capacity of the track to the maximum passenger flow capacity, the traffic carrying capacity of the track at the corresponding community level is obtained.

[0047] Specifically, the traffic carrying capacity of the rail corresponding to the community level reflects how many passengers the rail transit system can accommodate at a specific time point relative to its maximum carrying capacity. If this ratio is high, it means that the rail transit system has greater flexibility to cope with sudden increases in passenger flow, thereby improving the overall carrying capacity and efficiency of the system.

[0048] In summary, the traffic carrying capacity of the track corresponding to the community level is calculated by the following formula: ; ; in, is the traffic carrying capacity of the track corresponding to the community level, n is the total number of rail stations within the 1 km buffer range of the transportation zone, For the j The remaining track capacity of each track station, For the j The maximum passenger flow capacity of a rail station, For the j The actual passenger capacity of each rail station, For the j The number of passengers dropped off at each railway station, For the j The number of passengers boarding each rail station.

[0049] Based on the above formula, it should be noted that It represents the remaining track capacity of each track station. It represents the maximum passenger flow capacity of each rail station. It means that the traffic carrying capacity of the corresponding community level of the track is obtained based on the final summarized ratio value.

[0050] In one embodiment, in step S21, the traffic carrying capacity of the public transportation corresponding to the community level is calculated by the following steps: (1) Based on the traffic carrying capacity index, determine the passenger flow data of each bus stop at the corresponding community level and the bus traffic operation parameter data.

[0051] Specifically, this application selects bus stops within a 1-kilometer buffer range of the traffic community. The determined passenger flow data includes the actual passenger capacity during peak hours, as well as the number of passengers getting on and off, etc. The determined bus transportation operation parameter data includes the peak hour frequency and the number of passengers on the bus, etc.

[0052] (2) Based on the passenger flow data, the net passenger change of each bus stop is calculated by the difference between the actual passenger volume and the boarding and alighting volume.

[0053] Specifically, in the known k The actual passenger capacity of bus stops , passenger volume , and passenger drop-offs When, through the formula Calculate the difference between the actual passenger volume and the number of passengers getting on and off, and get the k The net passenger change at each bus stop.

[0054] (3) Based on the public transportation operation parameter data, the maximum passenger flow capacity of each bus stop is calculated by multiplying the peak hour frequency and the number of passengers.

[0055] Specifically, multiply the number of bus trips running at each bus stop during peak hours by the maximum number of passengers that the bus can carry (i.e. the load capacity). The product is the maximum number of passengers that the bus stop can theoretically serve during peak hours, i.e. the maximum passenger flow capacity of the stop.

[0056] (4) Based on the difference between the maximum passenger flow capacity and the net passenger load change, the remaining bus capacity of each bus stop is obtained.

[0057] (5) Based on the ratio of the remaining capacity of the bus to the maximum passenger flow capacity, the traffic carrying capacity of the bus at the corresponding community level is obtained.

[0058] Specifically, the traffic carrying capacity of buses at the community level is used as the basis for evaluating the bus carrying level. It measures how many passengers the bus can accommodate at a specific point in time relative to its maximum carrying capacity. It reflects the bus system's ability to respond and flexibility when facing passenger flow peaks and is an important indicator for evaluating the bus system's carrying capacity.

[0059] In summary, the traffic carrying capacity of public transportation corresponding to the community level is calculated by the following formula: ; ; in, is the traffic carrying capacity of the bus corresponding to the community level, n is the total number of bus stops within the 1 km buffer of the traffic zone, For the k The remaining bus capacity at each bus stop, For the k The maximum passenger flow capacity of a bus stop, For the k The actual passenger capacity of each bus stop, For the k The number of passengers dropped off at bus stops, For the k The number of passengers boarding a bus stop.

[0060] Based on the above formula, it should be noted that It represents the remaining bus capacity of each bus stop. It represents the maximum passenger flow capacity of each bus stop. It means that the traffic carrying capacity of the bus at the community level is obtained based on the final summarized proportion value.

[0061] In one embodiment, in step S22, the analysis and adjustment based on the initial traffic data to determine the target traffic flow sharing ratio data and target traffic facility density data of roads, tracks, and buses in each traffic zone includes: Step S221, obtaining the initial traffic flow sharing ratio data and initial traffic facility density data of the roads, tracks, and buses in each traffic zone.

[0062] Specifically, this application adopts the traffic mode division results in the existing medium- and macro-traffic four-stage model to obtain the initial traffic flow sharing ratios of the three modes of road, rail, and bus in each traffic zone, which are defined as , , This ratio reflects the actual usage of different modes of transportation in regional transportation and is a key basis for assessing their importance.

[0063] Furthermore, the present application uses GIS or other spatial analysis tools to collect statistics on the initial traffic facility density data of roads, rails, and buses in the traffic zone. The road network uses road lines and lane widths to form the road surface, and the initial traffic facility density data of the road is obtained by calculating the ratio of the road area to the area of ​​the traffic zone. Rails and buses use the buffer surface formed by the station coverage range, and the ratio of the station coverage buffer surface to the area of ​​the traffic zone is calculated to obtain the initial traffic facility density data of rails and buses.

[0064] Step S222, summing up the initial traffic flow sharing ratio data and initial traffic facility density data of roads, tracks, and buses in each traffic zone, respectively, to obtain the comprehensive proportion of traffic flow in the zone and the comprehensive proportion of traffic facility density.

[0065] Specifically, this application first adds up the initial traffic flow sharing ratio data of roads, rails, and buses for each traffic community, and obtains the proportion of traffic flow shared by all modes of transportation in the community, that is, the comprehensive proportion of traffic flow in the community. Similarly, the initial traffic facility density data of roads, rails, and buses are added up to obtain the overall density of traffic facilities in the community, that is, the comprehensive proportion of traffic facility density. These two comprehensive proportions reflect the distribution of traffic flow and the distribution of traffic facilities in the community, which provides an important basis for the subsequent determination of target data.

[0066] Step S223, based on the comprehensive proportion of the traffic flow, normalize the initial traffic flow sharing ratio data of the roads, tracks, and buses in the community respectively to obtain corresponding target traffic flow sharing ratio data.

[0067] Specifically, the present application first obtains the comprehensive proportion of traffic flow in each traffic community in step S222. We can regard this comprehensive proportion as the sum or benchmark value of the traffic flow of all modes of transportation in the community. Then, for each mode of transportation (road, rail, bus) in the community, divide its initial traffic flow share ratio by the comprehensive proportion of the traffic flow in the community to obtain a normalized ratio, namely the target traffic flow share ratio. This ratio reflects the relative traffic share that each mode of transportation should bear while keeping the total traffic flow in the community unchanged.

[0068] Step S224, based on the comprehensive proportion of the transportation facility density, normalize the initial transportation facility density data of roads, tracks, and buses in the community to obtain corresponding target transportation facility density data.

[0069] For details, please refer to the aforementioned embodiments, which will not be described in detail here.

[0070] In one embodiment, in step S23, the traffic carrying capacity weights of roads, rails, and buses are determined by the following formula: ; in, , , represents the traffic carrying capacity weights of roads, rails, and buses, , Indicates the target traffic flow sharing ratio data and target traffic facility density data of the corresponding road. , Indicates the target traffic flow sharing ratio data and target traffic facility density data of the corresponding track, , It represents the target traffic flow sharing ratio data and target traffic facility density data corresponding to public transportation.

[0071] Based on the above formula, it should be noted that Indicates that the i The target traffic flow share ratio data of the transportation mode and the target transportation facility density data are multiplied together to obtain an importance assessment index that reflects the expected importance of the transportation mode in a specific area.

[0072] Specifically, based on the above formula, this application multiplies the traffic flow share ratio of each mode of transportation and the density of transportation facilities, and the weight calculated reflects the relative importance of the mode of transportation in the overall transportation system. This method can comprehensively consider the distribution of traffic demand and the coverage density of facilities, and give each mode of transportation a reasonable weight.

[0073] In one embodiment, in step S4, based on the comprehensive transportation system carrying capacity index, the comprehensive transportation system carrying capacity of each administrative district and the entire city is evaluated by a multi-level weighted average method, including: Step S41, for each administrative district in the entire city, the comprehensive transportation carrying capacity of each transportation area in the region is determined based on the comprehensive transportation system carrying capacity index, and based on the first weight of each transportation area relative to the overall transportation network flow, the comprehensive transportation system carrying capacity index of each administrative district is obtained by weighted average calculation.

[0074] Specifically, the city's The comprehensive transportation system carrying capacity index of each administrative region is calculated by the following formula: ; ; in, Indicates the city's The comprehensive transportation system carrying capacity index of each administrative region, Indicates the city's Administrative district The comprehensive transportation carrying capacity of a transportation zone, Indicates the city's Administrative district The first weight of each traffic zone relative to the overall traffic network flow, Indicates the city's Administrative district The road traffic carrying capacity of a traffic zone is Indicates the city's Administrative district The rail transit carrying capacity of each transportation zone, Indicates the city's Administrative district The public transportation carrying capacity of each transportation zone, Indicates the city's Administrative district The road traffic carrying capacity weight of each traffic zone, Indicates the city's Administrative district The weight of rail transit carrying capacity of each transportation zone, Indicates the city's Administrative district The weight of the public transportation carrying capacity of a transportation zone.

[0075] Based on the above formula, it should be noted that Indicates The comprehensive transportation carrying capacity of all transportation communities in an administrative area, Indicates The sum of the weights of all traffic zones within an administrative area.

[0076] Step S42, based on the comprehensive transportation system carrying capacity index of each administrative district in the entire city and its second weight relative to the overall administrative district traffic flow, the comprehensive transportation system carrying capacity of the entire city is evaluated by weighted average calculation results.

[0077] Specifically, the comprehensive transportation system carrying capacity index of the entire city is calculated using the following formula: ; in, It represents the carrying capacity index of the comprehensive transportation system of the whole city. Indicates the city's The comprehensive transportation system carrying capacity index of each administrative region, Indicates the city's The second weight of the traffic flow of each administrative district relative to the overall administrative district is It represents the comprehensive transportation carrying capacity of all administrative districts in the city. It represents the sum of weights of all administrative districts in the city.

[0078] In one embodiment, in step S41 to step S42, the first weight and the second weight are calculated by the following steps: based on the sum of traffic generation volume, traffic attraction volume, and internal travel volume, the total travel volume of each traffic area and the administrative district is determined; based on the ratio of the total travel volume of each traffic area to the total travel volume of all traffic areas, the first weight of each traffic area relative to the overall traffic network flow is obtained; based on the ratio of the total travel volume of each administrative district to the total travel volume of all administrative districts, the second weight of each administrative district relative to the overall administrative district traffic flow is obtained.

[0079] Specifically, the total travel volume of each traffic zone is calculated by the following steps: ; in, Indicates The total number of trips in each traffic zone, Indicates The traffic volume of each traffic zone, Indicates Traffic attraction of a traffic zone, Indicates The internal travel volume of a traffic zone.

[0080] It should be further explained that the total travel volume of the administrative district can be referred to the above formula and will not be elaborated at this time.

[0081] Specifically, the first weight of each traffic zone relative to the overall traffic network flow is calculated by the following formula: ; in, Indicates The first weight of each traffic zone relative to the overall traffic network flow, Indicates The total number of trips in each traffic zone, It represents the total travel volume of all transportation subdistricts in the administrative area.

[0082] Specifically, the second weight of each administrative district relative to the overall administrative district traffic flow is calculated by the following formula: ; in, Indicates j The second weight of the traffic flow of each administrative district relative to the overall administrative district is Indicates Total trips in each administrative area, It represents the total travel volume of all administrative districts within the city.

[0083] Please refer to Figure 2 The present application discloses a comprehensive transportation carrying capacity evaluation system based on transportation supply, the system comprising a transportation carrying capacity index acquisition module, a transportation carrying capacity weight calculation module, a community-level comprehensive transportation carrying capacity calculation module and a city-wide comprehensive transportation carrying capacity evaluation module: The traffic carrying capacity index acquisition module is used to obtain the traffic carrying capacity indexes of roads, tracks, and buses in each traffic zone.

[0084] The traffic carrying capacity weight calculation module is used to obtain the traffic carrying capacity weights of roads, rails, and buses based on the traffic carrying capacity index by evaluating and setting targets for community-level traffic carrying capacity.

[0085] The community-level comprehensive traffic carrying capacity calculation module is used to perform weighted summation based on the traffic carrying capacity indicators and traffic carrying capacity weights corresponding to roads, tracks, and buses, so as to obtain the corresponding community-level comprehensive traffic system carrying capacity index.

[0086] The city-wide comprehensive transportation carrying capacity assessment module is used to assess the comprehensive transportation system carrying capacity of each administrative district and the entire city through a multi-level weighted average method based on the comprehensive transportation system carrying capacity index.

[0087] In one embodiment, the above modules are also used to implement the steps illustrated in any of the above method embodiments, which are not elaborated in this application.

[0088] As can be seen from the above, the comprehensive transportation carrying capacity evaluation system based on transportation supply disclosed in this application integrates the carrying capacity of three transportation modes: roads, rails and buses, and realizes hierarchical progressive summary analysis of different spatial levels (such as communities, administrative districts and the entire city) by setting multi-dimensional weights and applying the weighted model of multi-attribute decision-making theory. This method can more comprehensively evaluate the comprehensive carrying capacity of the urban transportation system, identify bottlenecks and potential problems in the transportation system, and provide a more accurate and scientific basis for transportation planning.

[0089] It should be noted that the sequence of the above embodiments of the present invention is only for description and does not represent the advantages and disadvantages of the embodiments. The processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0090] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referenced to each other, and each embodiment focuses on the differences from other embodiments.

[0091] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A comprehensive transportation carrying capacity evaluation method based on transportation supply, characterized in that: The method comprises: S1. Obtain the traffic carrying capacity indicators of roads, tracks, and buses in each traffic zone; S2. Based on the traffic carrying capacity index, the traffic carrying capacity weights of roads, rails, and public transportation are obtained by evaluating and setting targets for the community-level traffic carrying capacity; S3, performing weighted summation based on the traffic carrying capacity indicators and traffic carrying capacity weights corresponding to roads, rails, and buses, and obtaining the corresponding community-level comprehensive transportation system carrying capacity index; S4. Based on the comprehensive transportation system carrying capacity index, the comprehensive transportation system carrying capacity of each administrative area and the entire city is evaluated through a multi-level weighted average method.

2. The method according to claim 1, characterized in that In step S2, based on the traffic carrying capacity index, the traffic carrying capacity weights of roads, rails, and buses are obtained by evaluating and setting targets for the community-level traffic carrying capacity, including: S21. Calculate the traffic carrying capacity of roads, tracks, and buses at the community level based on the traffic carrying capacity index; S22. Based on the analysis and adjustment of the initial traffic data, determine the target traffic flow sharing ratio data and target traffic facility density data of the roads, tracks, and buses in each traffic zone; S23. The traffic carrying capacity weights of roads, rails, and buses are obtained by comprehensively considering the proportion of the target traffic flow sharing ratio data and the target traffic facility density data in the comprehensive traffic network.

3. The method according to claim 2, characterized in that In step S21, the traffic carrying capacity of the road corresponding to the community level is calculated by the following steps: Based on the traffic carrying capacity index, determine the road flow and traffic capacity of each road section at the corresponding community level; Based on the ratio between the road section flow and the traffic capacity, the road section saturation of each road section is obtained; Taking the section flow rate as the weight, the section flow rate and section saturation are integrated to obtain the traffic load level of each section; Summarize the road flow and traffic load level of each road section to obtain the maximum road capacity and remaining road traffic capacity; Based on the ratio of the remaining road traffic capacity to the maximum traffic capacity, a road bearing capacity level value is obtained; The difference between the preset acceptable saturation of the road and the road carrying capacity level value is calculated to obtain the traffic carrying capacity of the road at the community level.

4. The method according to claim 2, characterized in that: In step S21, the traffic carrying capacity of the track corresponding to the community level is calculated by the following steps: Based on the traffic carrying capacity index, determine the passenger flow data of each rail station at the corresponding community level and the rail transit operation parameter data; Based on the passenger flow data, the net passenger change at each rail station is calculated by the difference between the actual passenger volume and the boarding and alighting passenger volume; Based on the rail transit operation parameter data, the maximum passenger flow capacity of each rail station is calculated by multiplying the peak hour frequency, marshaling and load number; Based on the difference between the maximum passenger flow capacity and the net passenger load change, the track remaining capacity of each track station is obtained; Based on the ratio of the remaining capacity of the track to the maximum passenger flow capacity, the traffic carrying capacity of the track at the corresponding community level is obtained.

5. The method according to claim 2, characterized in that: In step S21, the traffic carrying capacity of the public transportation corresponding to the community level is calculated by the following steps: Based on the traffic carrying capacity index, determine the passenger flow data of each bus stop at the corresponding community level and the bus traffic operation parameter data; Based on the passenger flow data, the net passenger change at each bus stop is calculated by the difference between the actual passenger volume and the passenger boarding and alighting volume; Based on the public transportation operation parameter data, the maximum passenger flow capacity of each bus stop is calculated by multiplying the peak hour frequency and the number of passengers; Based on the difference between the maximum passenger flow capacity and the net passenger load change, the remaining bus capacity of each bus stop is obtained; Based on the ratio of the remaining capacity of the bus to the maximum passenger flow capacity, the traffic carrying capacity of the bus at the corresponding community level is obtained.

6. The method according to claim 2, characterized in that In step S22, the target traffic flow sharing ratio data and target traffic facility density data of roads, tracks, and buses in each traffic zone are determined based on the analysis and adjustment of the initial traffic data, including: S221, obtaining initial traffic flow sharing ratio data and initial traffic facility density data of roads, tracks, and buses in each traffic zone; S222, summing up the initial traffic flow sharing ratio data and initial traffic facility density data of roads, tracks, and buses in each traffic zone, respectively, to obtain the comprehensive proportion of traffic flow in the zone and the comprehensive proportion of traffic facility density; S223, based on the comprehensive proportion of the traffic flow, respectively normalize the initial traffic flow sharing ratio data of the roads, tracks, and buses in the community to obtain corresponding target traffic flow sharing ratio data; S224. Based on the comprehensive proportion of the transportation facility density, normalize the initial transportation facility density data of roads, tracks, and buses in the community to obtain corresponding target transportation facility density data.

7. The method according to claim 2, characterized in that In step S23, the traffic carrying capacity weights of roads, tracks, and buses are determined by the following formula: ; in, , , represents the traffic carrying capacity weights of roads, rails, and buses, , Indicates the target traffic flow sharing ratio data and target traffic facility density data of the corresponding road. , Indicates the target traffic flow sharing ratio data and target traffic facility density data of the corresponding track, , It represents the target traffic flow sharing ratio data and target traffic facility density data corresponding to public transportation.

8. The method according to claim 1, characterized in that In step S4, based on the comprehensive transportation system carrying capacity index, the comprehensive transportation system carrying capacity of each administrative district and the entire city is evaluated by a multi-level weighted average method, including: S41. For each administrative district in the entire city, determine the comprehensive transportation carrying capacity of each transportation area in the region based on the comprehensive transportation system carrying capacity index, and obtain the comprehensive transportation system carrying capacity index of each administrative district through weighted average calculation based on the first weight of each transportation area relative to the overall transportation network flow; S42. Based on the comprehensive transportation system carrying capacity index of each administrative district within the entire city and its second weight relative to the overall administrative district traffic flow, the comprehensive transportation system carrying capacity of the entire city is evaluated by weighted average calculation results.

9. The method according to claim 8, characterized in that In step S41 to step S42, the first weight and the second weight are calculated by the following steps: Based on the sum of traffic generation, traffic attraction, and internal travel volume, determine the total travel volume of each traffic zone and administrative district; Based on the ratio of the total travel volume of each traffic zone to the total travel volume of all traffic zones, the first weight of each traffic zone relative to the overall traffic network flow is obtained; Based on the ratio of the total travel volume of each administrative district to the total travel volume of all administrative districts, the second weight of each administrative district relative to the traffic flow of the entire administrative district is obtained.

10. A comprehensive transportation carrying capacity evaluation system based on transportation supply, characterized in that: The system includes a traffic carrying capacity index acquisition module, a traffic carrying capacity weight calculation module, a community-level comprehensive traffic carrying capacity calculation module, and a city-wide comprehensive traffic carrying capacity assessment module: The traffic carrying capacity index acquisition module is used to obtain the traffic carrying capacity index of roads, tracks, and buses in each traffic zone; The traffic carrying capacity weight calculation module is used to obtain the traffic carrying capacity weights of roads, tracks, and buses based on the traffic carrying capacity index by evaluating and setting targets for the community-level traffic carrying capacity; The community-level comprehensive traffic carrying capacity calculation module is used to perform weighted summation based on the traffic carrying capacity indicators and traffic carrying capacity weights corresponding to roads, tracks, and buses, respectively, to obtain the corresponding community-level comprehensive traffic system carrying capacity index; The city-wide comprehensive transportation carrying capacity assessment module is used to assess the comprehensive transportation system carrying capacity of each administrative district and the entire city through a multi-level weighted average method based on the comprehensive transportation system carrying capacity index.

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