An integrated traffic carrying capacity evaluation method and system based on traffic supply

Abstract

The present invention relates to the field of transportation technologies, and particularly relates to a comprehensive traffic carrying capacity evaluation method and system based on traffic supply. The method includes obtaining traffic carrying capacity indicators of roads, rails, and buses in each traffic zone; based on the traffic carrying capacity indicators, through the evaluation and target setting of the traffic carrying capacity at the zone level, obtaining the traffic carrying capacity weights of roads, rails, and buses; performing weighted summation based on the traffic carrying capacity indicators and traffic carrying capacity weights corresponding to roads, rails, and buses respectively to obtain the comprehensive traffic system carrying capacity index at the corresponding zone level; based on the comprehensive traffic system carrying capacity index, evaluating the comprehensive traffic system carrying capacity of each administrative region and the whole city through the multi-level weighted average method. The implementation of this method can achieve a comprehensive and accurate evaluation of the carrying capacity of the urban traffic system.

Description

Technical Field

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

[0002] The urban traffic system is a complex system, involving multiple aspects such as multiple transportation modes, transportation facilities, and traffic management. These factors influence and restrict each other, making the carrying capacity of the urban traffic system a concept that is difficult to directly quantify. Therefore, a scientific method is needed to comprehensively evaluate the supply capacity of the traffic system to accurately reflect its carrying capacity. Traffic carrying capacity is an important indicator to measure whether the urban traffic system can meet the travel needs of residents. If the traffic demand far exceeds the supply, problems such as road congestion and overburdened public transportation systems will occur, seriously affecting the travel efficiency and quality of life of urban residents. Therefore, quantifying the calculation of traffic carrying capacity can provide important reference bases for urban land development, traffic system construction, etc., and help solve the problems faced by the urban traffic system. Currently, the calculation methods for traffic carrying capacity mainly focus on a single transportation mode or a single spatial level, lacking comprehensive consideration of different transportation modes and multiple spatial levels, and having limitations. Therefore, a more scientific and comprehensive method is needed to more comprehensively reflect the carrying capacity of the urban traffic 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 above-mentioned deficiencies of the prior art.

[0004] The technical solution of the present invention to solve the above technical problem is as follows: A comprehensive traffic carrying capacity evaluation method and system based on traffic supply, and the specific technical solution adopted is as follows:

[0005] In the first aspect, the present application discloses a comprehensive traffic carrying capacity evaluation method based on traffic supply, and the method includes:

[0006] S1. Obtain the traffic carrying capacity indicators of roads, rails, and buses in each traffic zone;

[0007] S2. Based on the traffic carrying capacity indicators, through the evaluation and target setting of the traffic carrying capacity at the zone level, obtain the traffic carrying capacity weights of roads, rails, and buses;

[0008] S3. Perform weighted summation based on the traffic carrying capacity indicators and traffic carrying capacity weights corresponding to roads, rails, and buses respectively to obtain the comprehensive traffic system carrying capacity index corresponding to the zone level;

[0009] S4. Based on the comprehensive transportation system carrying capacity index, evaluate the comprehensive transportation system carrying capacity of each administrative region and the whole city through the multi-level weighted average method.

[0010] Further, in step S2, based on the traffic carrying capacity indicators, by evaluating and setting goals for the traffic carrying capacity at the community level, the traffic carrying capacity weights of roads, railways, and buses are obtained, including:

[0011] S21. Based on the traffic carrying capacity indicators, calculate the traffic carrying capacity of roads, railways, and buses corresponding to the community level;

[0012] 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 roads, railways, and buses in each traffic community;

[0013] S23. Synthesize the proportions of the corresponding target traffic flow sharing ratio data and target traffic facility density data in the comprehensive transportation network to obtain the traffic carrying capacity weights of roads, railways, and buses.

[0014] Further, in step S21, the traffic carrying capacity of roads corresponding to the community level is calculated through the following steps:

[0015] (1) Based on the traffic carrying capacity indicators, determine the traffic flow and traffic capacity of each road section corresponding to the community level;

[0016] (2) Based on the ratio between the traffic flow and traffic capacity of the road section, obtain the road section saturation degree of each road section;

[0017] (3) Using the traffic flow of the road section as the weight, synthesize the traffic flow and road section saturation degree of the road section to obtain the traffic load level of each road section;

[0018] (4) Aggregate the traffic flow and traffic load level of each road section to obtain the maximum traffic capacity of the road and the remaining road traffic capacity;

[0019] (5) Based on the ratio of the remaining road traffic capacity to the maximum traffic capacity, obtain the road carrying capacity level value;

[0020] (6) Calculate the difference between the preset acceptable saturation degree of the road and the road carrying capacity level value to obtain the traffic carrying capacity of the road corresponding to the community level.

[0021] Further, in step S21, the traffic carrying capacity of railways corresponding to the community level is calculated through the following steps:

[0022] (1) Based on the traffic carrying capacity indicators, determine the passenger flow data and rail transit operation parameter data of each rail transit station corresponding to the community level;

[0023] (2) Based on the passenger flow data, calculate the net passenger volume change of each rail transit station by the difference between the actual passenger volume and the boarding and alighting volume.

[0024] (3) Based on the rail transit operation parameter data, calculate the maximum passenger flow capacity of each rail transit station by the product of the peak-hour trips, formation, and load capacity.

[0025] (4) Based on the difference between the maximum passenger flow capacity and the net passenger volume change, obtain the remaining rail transit capacity of each rail transit station.

[0026] (5) Based on the ratio of the remaining rail transit capacity to the maximum passenger flow capacity, obtain the traffic carrying capacity at the corresponding sub-district level of the rail transit.

[0027] Further, in step S21, the traffic carrying capacity at the corresponding sub-district level of the bus is calculated through the following steps:

[0028] (1) Based on the traffic carrying capacity indicators, determine the passenger flow data of each bus stop and the bus traffic operation parameter data at the corresponding sub-district level.

[0029] (2) Based on the passenger flow data, calculate the net passenger volume change of each bus stop by the difference between the actual passenger volume and the boarding and alighting volume.

[0030] (3) Based on the bus traffic operation parameter data, calculate the maximum passenger flow capacity of each bus stop by the product of the peak-hour trips and the load capacity.

[0031] (4) Based on the difference between the maximum passenger flow capacity and the net passenger volume change, obtain the remaining bus capacity of each bus stop.

[0032] (5) Based on the ratio of the remaining bus capacity to the maximum passenger flow capacity, obtain the traffic carrying capacity at the corresponding sub-district level of the bus.

[0033] Further, in step S22, the determination of the target traffic flow sharing ratio data and the target traffic facility density data of roads, rail transit, and buses in each traffic sub-district based on the analysis and adjustment of the initial traffic data includes:

[0034] S221. Obtain the initial traffic flow sharing ratio data and the initial traffic facility density data of roads, rail transit, and buses in each traffic sub-district.

[0035] S222. Sum up the initial traffic flow sharing ratio data and the initial traffic facility density data of roads, rail transit, and buses in each traffic sub-district respectively to obtain the comprehensive proportion of the traffic flow within the sub-district and the comprehensive proportion of the traffic facility density.

[0036] S223. Normalize the initial traffic flow sharing ratio data of the roads, rails, and buses within the community respectively based on the comprehensive ratio of the traffic flow, and obtain the corresponding target traffic flow sharing ratio data.

[0037] S224. Normalize the initial traffic facility density data of the roads, rails, and buses within the community respectively based on the comprehensive ratio of the traffic facility density, and obtain the corresponding target traffic facility density data.

[0038] Further, in step S23, the traffic carrying capacity weights of the roads, rails, and buses are determined by the following formula:

[0039] ;

[0040] Wherein, , , represent the traffic carrying capacity weights of the roads, rails, and buses, , represent the target traffic flow sharing ratio data and the target traffic facility density data of the corresponding roads, , represent the target traffic flow sharing ratio data and the target traffic facility density data of the corresponding rails, , represent the target traffic flow sharing ratio data and the target traffic facility density data of the corresponding buses.

[0041] Further, in step S4, based on the comprehensive traffic system carrying capacity index, evaluate the comprehensive traffic system carrying capacity of each administrative region and the whole city through the multi-level weighted average method, including:

[0042] S41. For each administrative region within the whole city, determine the comprehensive traffic carrying capacity of each traffic community within the region based on the comprehensive traffic system carrying capacity index, and calculate the comprehensive traffic system carrying capacity index of each administrative region through weighted average based on the first weight of each traffic community relative to the overall traffic network flow;

[0043] S42. Evaluate the comprehensive traffic system carrying capacity of the whole city through the weighted average calculation result based on the comprehensive traffic system carrying capacity index of each administrative region within the whole city and its second weight relative to the overall administrative region traffic flow.

[0044] Further, in steps S41 to S42, the first weight and the second weight are calculated through the following steps:

[0045] Determine the total travel volume of each traffic community and administrative region based on the sum of the traffic generation volume, traffic attraction volume, and internal travel volume;

[0046] 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;

[0047] Based on the ratio of the total travel volume of each administrative region to the total travel volume of all administrative regions, the second weight of each administrative region relative to the overall administrative region traffic flow is obtained.

[0048] In a 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:

[0049] The traffic carrying capacity index acquisition module is used to acquire the traffic carrying capacity indexes of roads, rails, and buses within each traffic zone;

[0050] 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 indexes through the evaluation and target setting of the community-level traffic carrying capacity;

[0051] The community-level comprehensive traffic carrying capacity calculation module is used to perform weighted summation based on the traffic carrying capacity indexes and traffic carrying capacity weights corresponding to roads, rails, and buses respectively to obtain the comprehensive traffic system carrying capacity index corresponding to the community level;

[0052] The city-wide comprehensive traffic carrying capacity evaluation module is used to evaluate the comprehensive traffic system carrying capacities of each administrative region and the whole city based on the comprehensive traffic system carrying capacity index through a multi-level weighted average method.

[0053] The present invention has the following beneficial effects:

[0054] By integrating the carrying capacities of three traffic modes, namely roads, rails, and buses, through setting multi-dimensional weights and applying a weighted model of multi-attribute decision theory, hierarchical progressive aggregation analysis of different spatial levels (such as communities, administrative regions, and the whole city) is realized. This method can more comprehensively evaluate the comprehensive carrying capacity of the urban traffic system, identify bottlenecks and potential problems in the traffic system, and provide a more accurate and scientific basis for traffic planning. Description of the Drawings

[0055] Figure 1 It is a method flow chart of a comprehensive traffic carrying capacity evaluation method based on traffic supply provided by an embodiment of the present invention;

[0056] Figure 2The system structure diagram of a comprehensive traffic carrying capacity evaluation system based on traffic supply provided by an embodiment of the present invention. Detailed implementation manners

[0057] The principles and features of the present invention will be described below with reference to the accompanying drawings. The examples given are only for explaining the present invention and are not intended to limit the scope of the present invention.

[0058] As Figure 1 shown, it shows the 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 includes:

[0059] Step S1, obtaining the traffic carrying capacity indicators of roads, rails, and buses in each traffic zone.

[0060] Step S2, based on the traffic carrying capacity indicators, through the evaluation and target setting of the traffic carrying capacity at the zone level, obtaining the traffic carrying capacity weights of roads, rails, and buses.

[0061] Step S3, performing weighted summation based on the traffic carrying capacity indicators and traffic carrying capacity weights corresponding to roads, rails, and buses respectively to obtain the comprehensive traffic system carrying capacity index at the corresponding zone level.

[0062] Step S4, based on the comprehensive traffic system carrying capacity index, evaluating the comprehensive traffic system carrying capacity of each administrative region and the whole city through the multi-level weighted average method.

[0063] As can be seen from the above, a comprehensive traffic carrying capacity evaluation method disclosed in the present application integrates the carrying capacities of three traffic modes: roads, rails, and buses. By setting multi-dimensional weights and applying a weighted model of multi-attribute decision-making theory, it realizes the hierarchical progressive summary analysis of different spatial levels (such as zones, administrative regions, and the whole city). This method can more comprehensively evaluate the comprehensive carrying capacity of the urban traffic system, identify bottlenecks and potential problems in the traffic system, and provide a more accurate and scientific basis for traffic planning.

[0064] In one embodiment, in step S2, the obtaining the traffic carrying capacity weights of roads, rails, and buses based on the traffic carrying capacity indicators through the evaluation and target setting of the traffic carrying capacity at the zone level includes:

[0065] Step S21, calculating the traffic carrying capacity at the zone level corresponding to roads, rails, and buses based on the traffic carrying capacity indicators.

[0066] Step S22, based on the analysis and adjustment of the initial traffic data, determining the target traffic flow sharing ratio data and target traffic facility density data of roads, rails, and buses in each traffic zone.

[0067] Step S23: Obtain the traffic carrying capacity weights of roads, rails, and buses by synthesizing the proportions of the corresponding target traffic flow sharing ratio data and target traffic facility density data in the comprehensive transportation network.

[0068] In one embodiment, in step S21, the traffic carrying capacity of the road corresponding to the community level is calculated through the following steps:

[0069] (1) Based on the traffic carrying capacity indicators, determine the section flow and traffic capacity of each section corresponding to the community level.

[0070] Specifically, the currently obtained road traffic carrying capacity indicators include basic road network information (including road type, length, number of lanes, traffic capacity, etc.), traffic flow of the road, and traffic saturation of the road.

[0071] In specific implementation, the present application selects the distribution sections within and around the traffic community as the evaluation objects, and these sections are usually areas with large traffic flow and complex traffic conditions. Then, based on the traffic flow data, determine the actual flow of each section, and estimate the traffic capacity of each section based on factors such as road design standards, number of lanes, and traffic facility conditions.

[0072] (2) Based on the ratio between the section flow and the traffic capacity, obtain the section saturation of each section.

[0073] Specifically, the section saturation is calculated by taking the ratio of the actual traffic flow within a specified time period to the traffic capacity of the section. This ratio reflects the congestion degree of the section under the current traffic condition. Among them, the higher the section saturation, the more congested the traffic on the section; on the contrary, it means that the traffic on the section is relatively smooth and there is still a large remaining traffic capacity.

[0074] (3) Using the section flow as the weight, synthesize the section flow and the section saturation to obtain the traffic load level of each section.

[0075] Specifically, the traffic load level is an indicator that comprehensively reflects the traffic busyness degree and congestion condition of the section. It combines the two factors of section flow and section saturation, and is calculated by weighted calculation with the section flow as the weight.

[0076] (4) Aggregate the section flow and traffic load level of each section to obtain the maximum traffic capacity of the road and the remaining road traffic capacity.

[0077] Specifically, the present application will sum up the traffic capacity and traffic load level of each section respectively to obtain the maximum traffic capacity of the road and the remaining road traffic capacity.

[0078] (5) Obtain the road carrying capacity level value based on the ratio of the remaining road traffic capacity to the maximum traffic capacity.

[0079] Specifically, this application calculates the 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 index of the road carrying capacity level.

[0080] (6) Calculate the difference between the preset acceptable road saturation and the road carrying capacity level value to obtain the traffic carrying capacity corresponding to the community level of the road.

[0081] In summary, the traffic carrying capacity corresponding to the community level of the road is calculated by the following formula:

[0082] ;

[0083] Wherein, represents the traffic carrying capacity corresponding to the community level of the road, n represents the total number of distribution sections within and around the traffic community, represents the i th section traffic flow, represents the i th section traffic capacity, represents the i th section saturation, and the value 1 is the preset acceptable road saturation.

[0084] Based on the above formula, it should be noted that represents taking the section traffic flow as the weight, and comprehensively multiplying the section traffic flow i and the section saturation of the th section to obtain the corresponding traffic load level. represents summing up the section traffic flows to obtain the maximum traffic capacity of the road. represents summing up the traffic load levels of each section to obtain the remaining road traffic capacity.

[0085] In one embodiment, in step S21, the traffic carrying capacity corresponding to the community level of the track is calculated through the following steps:

[0086] (1) Based on the traffic carrying capacity index, determine the passenger flow data of each track station corresponding to the community level and the rail transit operation parameter data.

[0087] Specifically, this application selects the rail transit stations within the 1-kilometer buffer of the traffic zones. The determined passenger flow data includes the actual passenger capacity during peak hours, as well as the boarding and alighting volumes, etc. These data reflect the passenger flow situation at the rail transit stations during peak hours. The determined rail transit operation parameter data includes the peak-hour train frequency, formation, and load capacity, etc. These data describe the operation characteristics of the rail transit stations and the train configuration situation.

[0088] (2) Based on the passenger flow data, calculate the net passenger change at each rail transit station by the difference between the actual passenger capacity and the boarding and alighting volumes.

[0089] Specifically, when the actual passenger capacity j , boarding volume , and alighting volume of the th rail transit station are known, calculate the difference between the actual passenger capacity and the boarding and alighting volumes through the formula to obtain the net passenger change at the j th rail transit station.

[0090] (3) Based on the rail transit operation parameter data, calculate the maximum passenger flow capacity at each rail transit station by the product of the peak-hour train frequency, formation, and load capacity.

[0091] Specifically, multiply the three parameters of the peak-hour train frequency, formation, and load capacity, and the total number of passengers that each rail transit station can carry during peak hours can be obtained, which is of great significance for evaluating the carrying capacity of the station.

[0092] (4) Based on the difference between the maximum passenger flow capacity and the net passenger change, obtain the remaining capacity of the rail transit at each rail transit station.

[0093] (5) Based on the ratio of the remaining capacity of the rail transit to the maximum passenger flow capacity, obtain the traffic carrying capacity at the rail transit corresponding to the sub-district level.

[0094] Specifically, the traffic carrying capacity at the rail transit corresponding to the sub-district level reflects how many more passengers the rail transit system can accommodate at a specific time point relative to its maximum carrying capacity. If this ratio value is high, it indicates that the rail transit system has a large elastic space to cope with sudden increases in passenger flow, thereby improving the overall carrying capacity and efficiency of the system.

[0095] In summary, the traffic carrying capacity at the rail transit corresponding to the sub-district level is calculated by the following formula:

[0096] ;

[0097] ;

[0098] where is the traffic carrying capacity corresponding to the community level of the rail transit, n is the total number of rail transit stations within the 1-kilometer buffer range of the traffic community, is the j remaining capacity of the rail transit for the th rail transit station, j is the maximum passenger flow capacity of the th rail transit station, j is the actual passenger volume of the th rail transit station, j is the alighting volume of the th rail transit station, j is the boarding volume of the

[0099] Based on the above formula, it should be noted that represents the sum of the remaining capacities of the rail transit for each rail transit station, represents the sum of the maximum passenger flow capacities of each rail transit station, represents the traffic carrying capacity corresponding to the community level of the rail transit obtained based on the proportion value finally summarized.

[0100] In one embodiment, in step S21, the traffic carrying capacity corresponding to the community level of the bus is calculated through the following steps:

[0101] (1) Based on the traffic carrying capacity index, determine the passenger flow data of each bus stop corresponding to the community level, as well as the bus traffic operation parameter data.

[0102] Specifically, in this application, the bus stops within the 1-kilometer buffer range of the traffic community are selected. The determined passenger flow data includes the actual passenger volume during peak hours, as well as the boarding and alighting volumes, etc. The determined bus traffic operation parameter data includes the peak-hour frequency and the bus load capacity, etc.

[0103] (2) Based on the passenger flow data, calculate the net passenger volume change of each bus stop through the difference between the actual passenger volume and the boarding and alighting volumes.

[0104] Specifically, when the actual passenger volume k 、boarding volume 、and alighting volume of the th bus stop are known, calculate the difference between the actual passenger volume and the boarding and alighting volumes through the formula to obtain the net passenger volume change of the k th bus stop.

[0105] (3) Based on the bus traffic operation parameter data, calculate the maximum passenger flow capacity of each bus stop through the product of the peak-hour frequency and the load capacity.

[0106] Specifically, multiply the number of trips operated by each bus stop during the peak hour by the maximum number of passengers that each bus can carry (i.e., the load capacity), and the resulting product is the maximum number of passengers that the bus stop can theoretically serve during the peak period, which is also the maximum passenger flow capacity of the stop.

[0107] (4) Obtain the bus remaining capacity of each bus stop based on the difference between the maximum passenger flow capacity and the net passenger load change.

[0108] (5) Obtain the traffic carrying capacity of the bus corresponding to the sub - district level based on the proportion of the bus remaining capacity to the maximum passenger flow capacity.

[0109] Specifically, the traffic carrying capacity of the bus corresponding to the sub - district level serves as the evaluation basis for the bus carrying level value. It measures how many more passengers the bus can accommodate at a specific time point relative to its maximum carrying capacity, reflecting the coping ability and flexibility of the bus system in the face of passenger flow peaks, and is an important indicator for evaluating the carrying capacity of the bus system.

[0110] In summary, the traffic carrying capacity of the bus corresponding to the sub - district level is calculated by the following formula:

[0111] ;

[0112] ;

[0113] Wherein, is the traffic carrying capacity of the bus corresponding to the sub - district level, n is the total number of bus stops within the 1 - kilometer buffer of the traffic sub - district, is the k th bus remaining capacity of the bus stop, is the k th maximum passenger flow capacity of the bus stop, is the k th actual passenger load of the bus stop, is the k th alighting volume of the bus stop, is the k th boarding volume of the bus stop.

[0114] Based on the above formula, it should be noted that represents the aggregation of the bus remaining capacity of each bus stop, represents the aggregation of the maximum passenger flow capacity of each bus stop, represents obtaining the traffic carrying capacity of the bus corresponding to the sub - district level based on the finally aggregated proportion value.

[0115] 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, rails, and buses in each traffic cell includes:

[0116] Step S221, obtain the initial traffic flow sharing ratio data and initial traffic facility density data of roads, rails, and buses in each traffic cell.

[0117] Specifically, this application uses the traffic mode division results in the existing medium and macro traffic four-stage model to obtain the initial traffic flow sharing ratios of roads, rails, and buses in each traffic cell, which are respectively defined as , , . This ratio reflects the actual usage of different traffic modes in regional traffic and is a key basis for evaluating their importance.

[0118] Furthermore, this application uses GIS or other spatial analysis tools to count the initial traffic facility density data of roads, rails, and buses in the traffic cell. Among them, the road network uses road lines and lane widths to form a 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 cell. Rails and buses use the buffer surface formed by the station coverage range, and calculate the ratio of the station coverage buffer surface to the area of the traffic cell to obtain the initial traffic facility density data of rails and buses.

[0119] Step S222, sum up the initial traffic flow sharing ratio data and initial traffic facility density data of roads, rails, and buses in each traffic cell respectively to obtain the comprehensive proportion of traffic flow in the cell and the comprehensive proportion of traffic facility density.

[0120] Specifically, this application first sums up the initial traffic flow sharing ratio data of roads, rails, and buses for each traffic cell to obtain the proportion of traffic flow jointly borne by all traffic modes in the cell, that is, the comprehensive proportion of traffic flow in the cell. Similarly, sum up the initial traffic facility density data of roads, rails, and buses to obtain the overall density of traffic facilities in the cell, 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 cell, which provide an important basis for the determination of subsequent target data.

[0121] Step S223, based on the comprehensive proportion of traffic flow, normalize the initial traffic flow sharing ratio data of roads, rails, and buses in the cell respectively to obtain the corresponding target traffic flow sharing ratio data.

[0122] Specifically, in this application, first, according to the comprehensive proportion of traffic flow in each traffic zone obtained in step S222, we can regard this comprehensive proportion as the total or benchmark value of the traffic flow of all transportation modes in the zone. Then, for each transportation mode (road, rail, bus) in the zone, divide its initial traffic flow sharing ratio by the comprehensive proportion of traffic flow in the zone to obtain a normalized ratio, that is, the target traffic flow sharing ratio. This ratio reflects the relative traffic flow share that each transportation mode should bear on the premise of keeping the total traffic flow in the zone unchanged.

[0123] Step S224: Based on the comprehensive proportion of the traffic facility density, normalize the initial traffic facility density data of roads, rails, and buses in the zone respectively to obtain the corresponding target traffic facility density data.

[0124] Specifically, reference can be made to the foregoing embodiments, which will not be elaborated here.

[0125] In one embodiment, in step S23, the traffic carrying capacity weights of roads, rails, and buses are determined by the following formula:

[0126] ;

[0127] Wherein, 、 、 represent the traffic carrying capacity weights of roads, rails, and buses, 、 represent the target traffic flow sharing ratio data and target traffic facility density data of the corresponding road, 、 represent the target traffic flow sharing ratio data and target traffic facility density data of the corresponding rail, 、 represent the target traffic flow sharing ratio data and target traffic facility density data of the corresponding bus.

[0128] Based on the above formula, it should be noted that means multiplying the target traffic flow sharing ratio data and target traffic facility density data of the i th transportation mode to obtain an importance evaluation index reflecting the expected importance of this transportation mode in a specific area.

[0129] Specifically, based on the above formula, it can be seen that in this application, by multiplying the traffic flow sharing ratio and traffic facility density of each transportation mode, the calculated weight reflects the relative importance of this transportation mode in the overall traffic system. This method can comprehensively consider the distribution of traffic demand and the coverage density of facilities, and assign reasonable weights to each transportation mode.

[0130] In one of the embodiments, in step S4, based on the comprehensive transportation system carrying capacity index, the comprehensive transportation system carrying capacities of each administrative region and the whole city are evaluated through the multi-level weighted average method, including:

[0131] Step S41: For each administrative region within the whole city, based on the comprehensive transportation system carrying capacity index, determine the comprehensive transportation carrying capacity of each traffic zone within the region, and through weighted average calculation based on the first weight of each traffic zone relative to the overall traffic network flow, obtain the comprehensive transportation system carrying capacity index of each administrative region.

[0132] Specifically, the comprehensive transportation system carrying capacity index of the th administrative region within the whole city is calculated by the following formula:

[0133] ;

[0134] ;

[0135] Wherein, represents the comprehensive transportation system carrying capacity index of the th administrative region within the whole city, represents the comprehensive transportation carrying capacity of the th traffic zone within the th administrative region within the whole city, represents the first weight of the th traffic zone within the th administrative region within the whole city relative to the overall traffic network flow, represents the road traffic carrying capacity of the th traffic zone within the th administrative region within the whole city, represents the rail transit carrying capacity of the th traffic zone within the th administrative region within the whole city, represents the bus traffic carrying capacity of the th traffic zone within the th administrative region within the whole city, represents the weight of the road traffic carrying capacity of the th traffic zone within the th administrative region within the whole city, represents the weight of the rail transit carrying capacity of the th traffic zone within the th administrative region within the whole city, represents the weight of the bus traffic carrying capacity of the th traffic zone within the th administrative region within the whole city.

[0136] Based on the above formula, it should be noted that represents the comprehensive traffic carrying capacity of all traffic zones within the th administrative region, represents the total weight of all traffic zones within the th administrative region.

[0137] Step S42: Evaluate the comprehensive traffic system carrying capacity of the whole city by calculating the weighted average based on the comprehensive traffic system carrying capacity index of each administrative region within the whole city and its second weight relative to the traffic flow of the overall administrative region.

[0138] Specifically, the comprehensive traffic system carrying capacity index of the whole city is calculated by the following formula:

[0139] ;

[0140] wherein, represents the comprehensive traffic system carrying capacity index of the whole city, represents the comprehensive traffic system carrying capacity index of the th administrative region within the whole city, represents the second weight of the th administrative region within the whole city relative to the traffic flow of the overall administrative region, represents the comprehensive traffic carrying capacity of all administrative regions within the whole city, represents the total weight of all administrative regions within the whole city.

[0141] In one embodiment, in steps S41 to S42, the first weight and the second weight are calculated through the following steps: Based on the sum of traffic generation volume, traffic attraction volume, and internal travel volume, determine the total travel volume of each traffic zone and administrative region; Based on the ratio of the total travel volume of each traffic zone to the total travel volume of all traffic zones, obtain the first weight of each traffic zone relative to the traffic flow of the overall traffic network; Based on the ratio of the total travel volume of each administrative region to the total travel volume of all administrative regions, obtain the second weight of each administrative region relative to the traffic flow of the overall administrative region.

[0142] Specifically, the total travel volume of each traffic zone is calculated through the following steps:

[0143] ;

[0144] wherein, represents the total travel volume of the th traffic zone, represents the traffic generation volume of the th traffic zone, represents the The traffic attraction volume of each traffic zone represents the internal travel volume of the

[0145] th traffic zone. Further, it should be noted that the total travel volume of the administrative region can refer to the above formula and will not be elaborated here.

[0146] Specifically, the first weight of each traffic zone relative to the overall traffic network flow is calculated by the following formula:

[0147] ;

[0148] where represents the first weight of the th traffic zone relative to the overall traffic network flow, represents the total travel volume of the th traffic zone, represents the total travel volume of all traffic zones within the administrative region.

[0149] Specifically, the second weight of each administrative region relative to the overall administrative region traffic flow is calculated by the following formula:

[0150] ;

[0151] where represents the second weight of the j th administrative region relative to the overall administrative region traffic flow, represents the total travel volume of the th administrative region, represents the total travel volume of all administrative regions within the whole city.

[0152] Please refer to Figure 2 , a comprehensive traffic carrying capacity evaluation system based on traffic supply disclosed in this application. 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:

[0153] The traffic carrying capacity index acquisition module is used to acquire the traffic carrying capacity indexes of roads, rails, and buses in each traffic zone.

[0154] 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 indexes through the evaluation and target setting of the community-level traffic carrying capacity.

[0155] 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, rails, and buses respectively, so as to obtain the comprehensive traffic system carrying capacity index corresponding to the community level.

[0156] The city-wide comprehensive traffic carrying capacity evaluation module is used to evaluate the comprehensive traffic system carrying capacity of each administrative region and the whole city through the multi-level weighted average method based on the comprehensive traffic system carrying capacity index.

[0157] In one embodiment, the above-mentioned modules are also used to implement the steps illustrated in any of the foregoing method embodiments, which will not be elaborated herein.

[0158] As can be seen from the above, a comprehensive traffic carrying capacity evaluation system based on traffic supply disclosed in this application integrates the carrying capacities of three traffic modes, namely roads, rails, and buses, and realizes hierarchical progressive summary analysis of different spatial levels (such as communities, administrative regions, and the whole city) by setting multi-dimensional weights and applying a weighted model of multi-attribute decision-making theory. This method can more comprehensively evaluate the comprehensive carrying capacity of the urban traffic system, identify bottlenecks and potential problems in the traffic system, and provide a more accurate and scientific basis for traffic planning.

[0159] It should be noted that the above-mentioned sequence of embodiments of the present invention is only for description and does not represent the superiority or inferiority of the embodiments. The processes depicted in the 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.

[0160] Each embodiment in this specification is described in a progressive manner. The same or similar parts among the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments.

[0161] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention shall be included in the protection scope of the present invention.

Claims

1. A comprehensive traffic carrying capacity assessment method based on traffic supply, characterized in that The method includes the following steps: S1. Obtain the traffic carrying capacity indicators of roads, rails, and buses within each traffic zone; S2. Based on the traffic carrying capacity indicators, determine the traffic carrying capacities of roads, rails, and buses corresponding to each traffic zone at the community level; S3. Calculate the traffic carrying capacity weights of roads, rails, and buses; S4. Perform weighted summation based on the traffic carrying capacities and traffic carrying capacity weights of roads, rails, and buses respectively to obtain the comprehensive traffic system carrying capacity index corresponding to each traffic zone at the community level; S5. Based on the comprehensive traffic system carrying capacity index, evaluate the comprehensive traffic system carrying capacities of each administrative region and the whole city through the multi-level weighted average method; In step S2, the traffic carrying capacity of the road corresponding to the traffic zone at the community level is calculated through the following steps: Based on the traffic carrying capacity indicators, determine the traffic flow and passing capacity of each road section corresponding to the traffic zone at the community level; Based on the ratio between the traffic flow and the passing capacity, obtain the traffic saturation of each road section; Using the traffic flow as the weight, comprehensively consider the traffic flow and traffic saturation of each road section to obtain the traffic load level of each road section; Sum up the traffic flows of all road sections to obtain the maximum passing capacity of the road; sum up the traffic load levels of all road sections to obtain the remaining road traffic capacity; Based on the ratio of the remaining road traffic capacity to the maximum passing capacity, obtain the road carrying capacity level value; Calculate the difference between the preset acceptable traffic saturation of the road and the road carrying capacity level value to obtain the traffic carrying capacity of the road corresponding to the traffic zone at the community level; In step S3, the calculation of the traffic carrying capacity weights of roads, rails, and buses includes: S31. 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 roads, rails, and buses within each traffic zone; S32. Comprehensively consider the proportions of the corresponding target traffic flow sharing ratio data and target traffic facility density data in the comprehensive traffic network to obtain the traffic carrying capacity weights of roads, rails, and buses.

2. The method according to claim 1, characterized in that In step S2, the traffic carrying capacity of the rail corresponding to the traffic zone at the community level is calculated through the following steps: Based on the traffic carrying capacity indicators, determine the passenger flow data of each rail station corresponding to the traffic zone at the community level and the rail transit operation parameter data; Based on the passenger flow data, calculate the net passenger load change of each rail station by subtracting the number of boarding and alighting passengers from the actual passenger load; Based on the rail transit operation parameter data, calculate the maximum passenger flow capacity of each rail station by multiplying the peak-hour train frequency, formation, and load capacity; Based on the difference between the maximum passenger flow capacity and the net passenger load change, obtain the remaining rail capacity of each rail station; Based on the proportion of the remaining rail capacity to the maximum passenger flow capacity, obtain the traffic carrying capacity of the rail corresponding to the traffic zone at the community level.

3. The method according to claim 1, characterized in that, In step S2, the traffic carrying capacity of the bus corresponding to the traffic zone at the community level is calculated through the following steps: Based on the traffic carrying capacity indicators, determine the passenger flow data of each bus stop corresponding to the traffic zone at the community level and the bus traffic operation parameter data; Based on the passenger flow data, calculate the net passenger load change of each bus stop by subtracting the number of boarding and alighting passengers from the actual passenger load; Based on the bus traffic operation parameter data, calculate the maximum passenger flow capacity of each bus stop by multiplying the peak-hour shift and the number of passengers carried; Based on the difference between the maximum passenger flow capacity and the net passenger load change, obtain the remaining bus capacity of each bus stop; Based on the ratio of the remaining bus capacity to the maximum passenger flow capacity, obtain the traffic carrying capacity of the bus corresponding to the community level.

4. The method according to claim 1, characterized in that, In step S31, 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, rails, and buses in each traffic community include: S311. Obtain the initial traffic flow sharing ratio data and initial traffic facility density data of roads, rails, and buses in each traffic community; S312. Sum up the initial traffic flow sharing ratio data and initial traffic facility density data of roads, rails, and buses in each traffic community respectively to obtain the comprehensive proportion of traffic flow within the community and the comprehensive proportion of traffic facility density; S313. Based on the comprehensive proportion of traffic flow, normalize the initial traffic flow sharing ratio data of roads, rails, and buses in the community respectively to obtain the corresponding target traffic flow sharing ratio data; S314. Based on the comprehensive proportion of traffic facility density, normalize the initial traffic facility density data of roads, rails, and buses in the community respectively to obtain the corresponding target traffic facility density data.

5. The method according to claim 1, wherein In step S32, the traffic carrying capacity weights of roads, rails, and buses are determined by the following formula: ； Among them, represents the traffic carrying capacity weights of roads, tracks, and public transportation, represents the target traffic flow sharing ratio data and target traffic facility density data of the corresponding road, represents the target traffic flow sharing ratio data and target traffic facility density data of the corresponding track, represents the target traffic flow sharing ratio data and target traffic facility density data of the corresponding public transportation.

6. The method according to claim 1, wherein In step S5, the evaluation of the comprehensive traffic system carrying capacity of each administrative region and the whole city through the multi-level weighted average method based on the comprehensive traffic system carrying capacity index includes: S51. For each administrative region within the whole city, determine the comprehensive traffic carrying capacity of each traffic community within the region based on the comprehensive traffic system carrying capacity index, and calculate the comprehensive traffic system carrying capacity index of each administrative region through weighted average based on the first weight of each traffic community relative to the overall traffic network flow; S52. Evaluate the comprehensive traffic system carrying capacity of the whole city based on the comprehensive traffic system carrying capacity index of each administrative region within the whole city and its second weight relative to the overall administrative region traffic flow through the weighted average calculation result.

7. The method according to claim 6, characterized in that, In steps S51 to S52, the first weight and the second weight are calculated through the following steps: Based on the sum of traffic generation volume, traffic attraction volume, and internal travel volume, determine the total travel volume of each traffic community and administrative region; Based on the ratio of the total travel volume of each traffic community to the total travel volume of all traffic communities, obtain the first weight of each traffic community relative to the overall traffic network flow; Based on the ratio of the total travel volume of each administrative region to the total travel volume of all administrative regions, obtain the second weight of each administrative region relative to the overall administrative region traffic flow.

8. An integrated 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 whole-city comprehensive traffic carrying capacity evaluation module: The traffic carrying capacity index acquisition module is used to acquire the traffic carrying capacity indexes of roads, rails, and buses in each traffic zone; The traffic carrying capacity weight calculation module is used to determine the traffic carrying capacities of roads, rails, and buses at the zone level respectively based on the traffic carrying capacity indexes, and calculate the traffic carrying capacity weights of roads, rails, and buses; The zone-level comprehensive traffic carrying capacity calculation module is used to perform weighted summation based on the traffic carrying capacities and traffic carrying capacity weights corresponding to roads, rails, and buses respectively to obtain the comprehensive traffic system carrying capacity index corresponding to the zone level; The city-wide comprehensive traffic carrying capacity evaluation module is used to evaluate the comprehensive traffic system carrying capacities of each administrative region and the whole city based on the comprehensive traffic system carrying capacity index through the multi-level weighted average method; The specific implementation of the traffic carrying capacity weight calculation module for calculating the traffic carrying capacity of roads at the zone level is as follows: Based on the traffic carrying capacity indexes, determine the section flow and traffic capacity of each section at the zone level; Based on the ratio between the section flow and the traffic capacity, obtain the section saturation degree of each section; Taking the section flow as the weight, synthesize the section flow and the section saturation degree to obtain the traffic load level of each section; Sum up the section flows of all sections to obtain the maximum traffic capacity of the road; Sum up the traffic load levels of all sections to obtain the remaining road traffic capacity; Based on the ratio between the remaining road traffic capacity and the maximum traffic capacity, obtain the road carrying capacity level value; Calculate the difference between the preset acceptable saturation degree of the road and the road carrying capacity level value to obtain the traffic carrying capacity of the road at the zone level; The specific implementation of the traffic carrying capacity weight calculation module for calculating the traffic carrying capacity weights of roads, rails, and buses is as follows: 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 roads, rails, and buses in each traffic zone; Synthesize the proportions of the corresponding target traffic flow sharing ratio data and target traffic facility density data in the comprehensive traffic network to obtain the traffic carrying capacity weights of roads, rails, and buses.

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