Urban rail transit line layout method

Abstract

The invention discloses an urban rail transit line layout method, which comprises the following steps of: analyzing urban spatial structure characteristics, selecting a rail transit line structure form adaptive to urban pattern development, and determining that a rail transit line goes to a large channel; drawing up the layout form trend of the urban rail transit line; carrying out comprehensive quantitative analysis by combining the traffic demand, the reachable area of the line, the number of urban population, the area of the built-up area and the urban economic capacity to obtain the scale of the urban rail transit line; determining the influence degree of each traffic influence area, and determining the relative influence degree of each traffic influence area; selecting important traffic influence areas according to the sequence of the relative influence degrees, and determining line layout control nodes; and determining the rail transit line layout. According to the method, the defect that an existing method depends on subjective experience is overcome, and by combining quantitative analysis, urban rail transit line layout setting is more scientific and reasonable.

Description

Technical Field

[0001] The present invention relates to the field of transportation, and in particular to a method for laying out urban rail transit lines. Background Art

[0002] With the development of cities, urban rail transit has become an indispensable part of public transportation in some large cities. The direction and layout of the lines are affected by many factors and involve a wide range of aspects. It has always been one of the important contents of rail transit construction. How to scientifically and practically do a good job in the layout of urban rail transit lines and promote the sustainable development of public transportation is an urgent task to be completed. The present invention proposes a method for the layout of urban rail transit lines, which provides a scientific basis for the layout of urban rail transit lines for reference and use by decision makers. The present invention has important reference and use significance. Summary of the invention

[0003] The technical problem to be solved by the present invention is to provide a method for laying out urban rail transit lines in view of the defects in the prior art.

[0004] The technical solution adopted by the present invention to solve the technical problem is:

[0005] The present invention provides a method for laying out urban rail transit lines, the method comprising the following steps:

[0006] Step 1: Analyze the characteristics of the urban spatial structure and select the rail transit line structure that is compatible with the development of the urban pattern; determine the main corridors for the rail transit line according to the urban passenger flow distribution points and urban passenger flow corridors; and formulate the layout and direction of the urban rail transit line;

[0007] Step 2: Combine traffic demand, area of ​​accessible area, urban population and built-up area, and urban economic capacity to conduct a comprehensive quantitative analysis to obtain the scale of urban rail transit lines;

[0008] Step 3: Divide the city into traffic impact areas, determine the influence of each traffic impact area based on its population density and employment density, and determine the relative influence of each traffic impact area based on its convenience; select important traffic impact areas based on the ranking of relative influence, and determine the line layout control nodes within the important traffic impact areas;

[0009] Step 4, according to the urban rail transit line layout shape and direction obtained in step 1, the urban rail transit line scale obtained in step 2, and the line layout control nodes obtained in step 3, determine the rail transit line layout.

[0010] Furthermore, the method of step 1 of the present invention comprises:

[0011] Step 1.1, according to the characteristics of different urban spatial structures, select the rail transit line structure that is suitable for the development of urban pattern;

[0012] Step 1.2, determine the main corridors of rail transit lines based on the city's passenger flow distribution points and urban passenger flow corridors;

[0013] Step 1.3, combining the urban rail transit line structure determined in step 1.1 and the rail transit line direction corridor determined in step 1.2, formulate the layout and direction of the urban rail transit line.

[0014] Furthermore, in step 1.1 of the present invention, the urban spatial structure characteristics include strip spatial structure, ring development spatial structure, and dispersed cluster spatial structure; the basic structural forms of rail transit lines include grid type, radial type, ring line, and L type.

[0015] Furthermore, the method of step 2 of the present invention comprises:

[0016] Through comprehensive quantitative analysis, the route scale S is determined from the traffic demand D, the area of ​​the route reachable area A, the urban population P and the built-up area R, and the urban economic capacity E;

[0017] Step 2.1: Determine the route scale S based on traffic demand D D :

[0018]

[0019] Among them, D is the urban transportation travel volume, 10,000 people / day; a is the proportion of public transportation travel; b is the proportion of rail transit travel to public transportation travel; c is the urban rail transit transfer coefficient; λ is the load intensity of urban rail transit lines, 10,000 people / (km·day);

[0020] Step 2.2: Determine the route scale S based on the reachable area A of the route A :

[0021] S A =A·ρ

[0022] Where A is the area accessible by the line, km 2 ; ρ is line density, km / km 2 ;

[0023] Step 2.3: Determine the route scale S based on the city population P and built-up area R. PR :

[0024]

[0025] Where P is the urban population, 10,000 people; R is the urban built-up area, km 2 ; d0, d1, d2 are regression coefficients;

[0026] Step 2.4: Determine the route scale S based on the city’s economic capacity E E :

[0027]

[0028] Among them, E is the cumulative urban GDP, billion yuan; e is the cost per kilometer of the line, billion yuan / km;

[0029] Step 2.5, determine the line size S:

[0030]

[0031] Among them, α is the impact coefficient analyzed based on traffic demand; β is the impact coefficient analyzed based on the area of ​​accessible areas; θ is the impact coefficient analyzed based on the urban population and built-up area; To analyze the impact coefficient based on the city’s economic capacity.

[0032] Furthermore, the method of step 3 of the present invention comprises:

[0033] Step 3.1, select important traffic impact areas: divide the urban traffic impact areas according to the urban development form, spatial structure, functional groups, and urban road network structure; determine the impact degree T of each traffic impact area according to the population density and employment density of each traffic impact area. i , combined with the convenience G of the i-th traffic impact area i , determine the relative influence K of each traffic impact area i ; Based on the relative influence K of each traffic impact area i , for each traffic impact area according to K i The values ​​are sorted from large to small, and the traffic impact areas in the first half of the sorting are selected as important traffic impact areas; at the same time, each traffic impact area is graded, and the first three levels are selected as the areas where the control nodes are located;

[0034] Step 3.2: Determine the line layout control nodes within the important traffic impact area.

[0035] Furthermore, the relative influence K of each traffic impact area is determined in step 3.1 of the present invention. i The formula is:

[0036]

[0037] Among them, T i is the influence degree of the i-th traffic impact area; δ1 and δ2 are weight coefficients; δ3 is the comprehensive correction coefficient; Ri is the population density of the ith traffic impact area, person / km 2 ; R is the average population density of all traffic zones, person / km 2 ; W i is the employment density of the ith traffic impact zone, person / km 2 ; W is the average employment density of all traffic zones, person / km 2 ; K i is the relative influence of the ith traffic impact area; T i is the influence degree of the ith traffic impact area; G i is the convenience of the i-th traffic impact area, G i The larger the value, the better the convenience of the i-th traffic impact area; i It is the sum of the distances between the centers of the i-th traffic influence area and other traffic influence areas.

[0038] Furthermore, the method of step 3.2 of the present invention comprises:

[0039] The intersections of main roads and secondary roads are regarded as nodes in the important traffic impact area;

[0040] Analyze the factors affecting the importance of each node and assign indicators to each factor;

[0041] Determine the importance of each node and select each control node.

[0042] Furthermore, the method of analyzing the importance influencing factors of each node and assigning an index to each factor according to the present invention includes:

[0043] The important influencing factors include relative accessibility analysis, occurrence or attraction analysis, and project feasibility analysis; the relative accessibility analysis factors are divided into: the difficulty of passenger flow arrival, the functional area, and the surrounding road network level; the occurrence or attraction analysis factors are divided into: the scale of the distribution point, the number of surrounding distribution points, and the impact of passenger flow distribution direction; the project feasibility analysis factors are divided into: the difficulty of the project and the recent feasibility; a total of 8 factor indicators;

[0044] Assign values ​​to the importance influencing factors of each node;

[0045] ① The degree of difficulty of passenger flow arrival is the degree of convenience of passenger flow accessibility, which is divided into five levels: easy, relatively easy, general, poor, and difficult, with values ​​of 9, 7, 5, 3, and 1 respectively;

[0046] ② The functional zone in which the location is located: transportation hubs are assigned values ​​of 7 to 9; commercial areas are assigned values ​​of 6 to 8; public management areas and service areas are assigned values ​​of 5 to 7; residential areas are assigned values ​​of 4 to 6; industrial parks and cultural protection areas are assigned values ​​of 1 to 3;

[0047] ③ The surrounding road network level, assigning the main road to 9, the secondary road to 6, and the branch road to 3;

[0048] ④ The scale of passenger flow distribution points is assigned a value of 9 for extra-large, 6 for large, 3 for medium, and 1 for small;

[0049] ⑤ The number of passenger flow gathering and distribution points, which is the number of passenger flow gathering and distribution points;

[0050] ⑥ The impact of passenger flow distribution direction is divided into good, better, average, poor, and bad according to the balance and sustainability of the distribution direction, with values ​​of 9, 7, 5, 3, and 1 respectively;

[0051] ⑦ Difficulty of the project: It is divided into four levels: excellent, good, medium and poor, with values ​​of 8, 6, 4 and 2 respectively, based on the engineering geology and pipeline relocation conditions;

[0052] ⑧ Feasibility in the near future: If it can be implemented in the near future, it is assigned a value of 1; if it cannot be implemented in the near future, it is assigned a value of 0.

[0053] Furthermore, the method of determining the importance of each node and selecting each control node according to the present invention includes:

[0054] The index value data of the importance influencing factors of each node i are normalized, that is, each node i has p evaluation indicators, forming the decision matrix Q of each factor indicator (ip) ;

[0055] Use the information entropy principle to analyze the influence weight coefficient ω of factor indicators;

[0056]

[0057] ω=(ω1,ω2,…,ω i )

[0058] Get the node importance calculation formula:

[0059] E=ω·Q

[0060] Select each control node; use standardized Euclidean distance to analyze the similarity value U of each node. The larger the U value, the greater the difference in relative importance between the two nodes; the smaller the U value, the smaller the difference in relative importance between the two nodes. In this way, the nodes in the traffic impact area are classified and sorted to obtain the final control node;

[0061]

[0062] Among them, U is the generalized distance of the relative importance of two nodes; u k is the standard deviation of the kth component; q ik is the k index value of the i-th node; q nkis the k index value of the nth node.

[0063] The present invention provides an urban rail transit line layout system, comprising:

[0064] a memory for storing executable computer programs;

[0065] The processor is used to implement the above-mentioned urban rail transit line layout method when executing the executable computer program stored in the memory.

[0066] The beneficial effects produced by the present invention are:

[0067] 1. A method for urban rail transit line layout is proposed, which makes up for the shortcomings of the existing reliance on subjective experience and combines quantitative analysis to make the layout of urban rail transit lines more scientific and reasonable.

[0068] 2. Comprehensively consider the characteristics of the city's spatial structure, select the rail transit line structure that is compatible with the development of the urban pattern, and combine the rail transit line direction to form a major corridor to preliminarily formulate the layout of the urban rail transit line to ensure that the preliminary proposed line is reasonable and feasible.

[0069] 3. Quantitatively analyze and determine the scale of urban rail transit lines from multiple perspectives, such as traffic demand, area of ​​accessible areas, urban population and built-up area, and urban economic capacity, to ensure that the scale analysis is scientific and effective.

[0070] 4. Divide the urban traffic impact area according to the urban development form, spatial structure and various functional groups; in the important traffic impact area, form 8 indicators from three levels, such as relative accessibility, occurrence or attraction, and project feasibility, and assign values ​​to analyze the line plan and determine the line layout control nodes to ensure that the process of determining the control nodes of the line is scientific, comprehensive, streamlined and efficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0071] The present invention will be further described below with reference to the accompanying drawings and embodiments, in which:

[0072] Figure 1 A schematic diagram of a method for laying out a line of urban rail transit;

[0073] Figure 2 To formulate a schematic diagram of the layout and trend of urban rail transit lines;

[0074] Figure 3 A schematic diagram of the scale flow of urban rail transit lines is provided for analysis;

[0075] Figure 4 Layout control node flow diagram for the selected line;

[0076] Figure 5To formulate a schematic diagram of the layout and trend of urban rail transit lines;

[0077] Figure 6 Schematic diagram of traffic impact zone division for a certain urban area;

[0078] Figure 7 This is a schematic diagram of each node in the important traffic impact area;

[0079] Figure 8 This is a schematic diagram of control nodes in important traffic impact areas;

[0080] Fig. 9 This is a schematic diagram of the layout of rail transit lines in the core urban area. DETAILED DESCRIPTION

[0081] In order to make the purpose, technical solution and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0082] Example 1

[0083] The present invention provides an embodiment of a method for urban rail transit line layout, the method comprising the following steps:

[0084] Step 1: Formulate the layout and trend of urban rail transit lines;

[0085] Step 2: Analyze the scale of urban rail transit lines;

[0086] Step 3, select the line layout control node;

[0087] Step 4: Determine the layout of rail transit lines;

[0088] In a preferred embodiment of the present invention, step 1 comprises:

[0089] Step 1.1: According to the characteristics of different urban spatial structures, select the rail transit line structure that is suitable for the development of the urban pattern.

[0090] Among them, the characteristics of urban spatial structure are divided into three basic types: strip spatial structure, circle development spatial structure, and dispersed cluster spatial structure; the basic structural forms of rail transit lines are divided into four basic line types: grid, radial, ring line, and L-type.

[0091] Among them, the strip-shaped space structure is suitable for the "radial" line form or the "L-type" line form or the combined line form of "radial as the main and L-type as the auxiliary".

[0092] Among them, the spatial structure of circle development is suitable for the "ring line form" or the combined line form of "radial + ring".

[0093] Among them, the dispersed cluster spatial structure is suitable for the "radial line form" or "L-type line form".

[0094] Step 1.2, determine the main corridors for rail transit lines based on urban passenger flow distribution points and urban passenger flow corridors.

[0095] Among them, the city’s passenger flow distribution points are the source points and attraction points of the city’s main passenger flow.

[0096] Among them, urban passenger flow corridors are mainly those with large passenger flow and long travel distances for residents, which are consistent with urban development and may develop into urban corridors in urban areas in the future.

[0097] Step 1.3, combining the urban rail transit line structure determined in step 1.1 and the rail transit line direction corridor determined in step 1.2, formulate the layout and direction of the urban rail transit line.

[0098] In a preferred embodiment of the present invention, step 2 comprises:

[0099] The scale of urban rail transit lines is analyzed based on factors such as city size, population, traffic demand, economic development level, future traffic development, etc. The present invention determines the line scale S through comprehensive quantitative analysis, i.e., from traffic demand D, area A of the area accessible by the line, urban population P and built-up area R, urban economic capacity E, etc.

[0100] (1) Determine the route scale S based on traffic demand D D :

[0101]

[0102] Among them, D is the urban transportation travel volume, 10,000 people / day; a is the proportion of public transportation travel; b is the proportion of rail transit travel to public transportation travel; c is the urban rail transit transfer coefficient; λ is the load intensity of urban rail transit lines, 10,000 people / (km·day);

[0103] (2) Determine the route scale S based on the area A that the route can reach A :

[0104] S A =A·ρ

[0105] Where A is the area accessible by the line, km 2 ; ρ is line density, km / km 2 ;

[0106] (3) Determine the route scale S based on the city’s population P and built-up area R PR :

[0107]

[0108] Where P is the urban population, 10,000 people; R is the urban built-up area, km 2 ; d0, d1, d2 are regression coefficients, i.e. d0 = 1.839, d1 = 0.64013, d2 = 0.09966;

[0109] (4) Determine the route scale S based on the city’s economic capacity E E :

[0110]

[0111] Among them, E is the cumulative urban GDP, billion yuan; e is the cost per kilometer of the line, billion yuan / km;

[0112] (5) Determine the line size S:

[0113]

[0114] Among them, α is the impact coefficient analyzed based on traffic demand; β is the impact coefficient analyzed based on the area of ​​accessible areas; θ is the impact coefficient analyzed based on the urban population and built-up area; To analyze the impact coefficient according to the city's economic capacity;

[0115] Among them, α, β, θ, The values ​​of the four analysis influence coefficients were determined by the Delphi method. The experts involved included experts from research institutes, universities, construction units, management units, construction units and other related fields. The values ​​of the analysis influence coefficients were α=0.52, β=0.24, θ=0.1,

[0116] In a preferred embodiment of the present invention, step 3 comprises:

[0117] Step 3.1, select important traffic impact areas.

[0118] First, the urban traffic impact zone is divided according to the urban development form, spatial structure, functional groups, and urban road network structure.

[0119] Secondly, the impact degree T of each traffic impact area is determined based on the population density and employment density of each traffic impact area. i , combined with the convenience G of the i-th traffic impact area i , determine the relative influence K of each traffic impact area i .

[0120]

[0121] Among them, T i is the influence degree of the i-th traffic impact zone; δ1 and δ2 are weight coefficients, which are 0.45 and 0.55 respectively; δ3 is the comprehensive correction coefficient, which is 0.6; R i is the population density of the ith traffic impact area, person / km 2 ; R is the average population density of all traffic zones, person / km 2 ; W i is the employment density of the ith traffic impact zone, person / km 2 ; W is the average employment density of all traffic zones, person / km 2 ;

[0122] Among them, K i is the relative influence of the ith traffic impact area; T i is the influence degree of the ith traffic impact area; G i is the convenience of the i-th traffic impact area, G i The larger the value, the better the convenience of the i-th traffic impact area; i It is the sum of the distances between the centers of the i-th traffic influence area and other traffic influence areas.

[0123] Finally, determine the important traffic impact areas. i , for each traffic impact area according to K i The values ​​are sorted from large to small, and the traffic impact areas in the first half of the sorting are generally selected as important traffic impact areas. At the same time, each traffic impact area is graded, and the first three levels are generally selected as the research area with a relatively high network layout density, that is, the area where the control node is located.

[0124] Step 3.2: Determine the line layout control nodes within the important traffic impact area.

[0125] Firstly, the intersections of main roads and secondary roads are regarded as the nodes in the important traffic impact area.

[0126] Secondly, analyze the factors affecting the importance of each node and assign indicators to each factor.

[0127] (1) The factors affecting importance include three levels: relative accessibility analysis, occurrence or attraction analysis, and project feasibility analysis. The factors of relative accessibility analysis are divided into: the difficulty of passenger flow arrival, the functional area, and the level of surrounding road network; the factors of occurrence or attraction analysis are divided into: the scale of the distribution point, the number of surrounding distribution points, and the influence of passenger flow distribution direction; the factors of project feasibility analysis are divided into: the difficulty of the project and the feasibility in the near future; a total of 8 factor indicators.

[0128] (2) Assign values ​​to the importance influencing factors of each node.

[0129] ① The degree of difficulty of passenger arrival is the degree of convenience of passenger accessibility, which is divided into five levels: easy, relatively easy, average, relatively poor, and difficult, with values ​​of 9, 7, 5, 3, and 1 respectively.

[0130] ② The functional zoning, that is, the network layout first considers areas with high travel demand and strong attraction, such as transportation hubs and commercial areas, while for some special areas, such as industrial parks and cultural protection areas with low population density, it is less likely to set control nodes. Among them, transportation hubs are assigned values ​​of 7 to 9; commercial areas are assigned values ​​of 6 to 8; public management areas and service areas are assigned values ​​of 5 to 7; residential areas are assigned values ​​of 4 to 6; industrial parks and cultural protection areas are assigned values ​​of 1 to 3.

[0131] ③ The surrounding road network level: assign the main road to 9, the secondary road to 6, and the branch road to 3.

[0132] ④ The scale of passenger distribution points is assigned values ​​of 9 for extra-large, 6 for large, 3 for medium and 1 for small.

[0133] ⑤The number of passenger gathering and distribution points is taken as the value.

[0134] ⑥ The impact of passenger flow distribution direction is divided into good, better, average, poor, and bad according to the balance and sustainability of the distribution direction, with values ​​of 9, 7, 5, 3, and 1 respectively.

[0135] ⑦ Project difficulty: It is divided into four levels: excellent, good, medium and poor, with values ​​of 8, 6, 4 and 2 respectively, based on engineering geology, pipeline relocation and other conditions.

[0136] ⑧ Feasibility in the near future: If it can be implemented in the near future, it is assigned a value of 1; if it cannot be implemented in the near future, it is assigned a value of 0.

[0137] Again, determine the importance of each node.

[0138] (1) Normalize the index value data of each node i’s importance influencing factor, that is, each node i has p evaluation indicators, forming the decision matrix Q of each factor indicator (ip) .

[0139] (2) Use the information entropy principle to analyze the influence weight coefficient ω of factor indicators.

[0140]

[0141] ω=(ω1,ω2,…,ω i )

[0142] (3) Obtaining the calculation formula for node importance

[0143] E=ω·Q

[0144] Finally, select each control node. Use the standardized Euclidean distance to analyze the similarity value U of each node. The larger the U value, the greater the difference in relative importance of the two nodes; the smaller the U value, the smaller the difference in relative importance of the two nodes. In this way, the nodes in the traffic impact area are classified and sorted to obtain the final control node.

[0145]

[0146] Among them, U is the generalized distance of the relative importance of two nodes; u k is the standard deviation of the kth component; q ik is the k index value of the i-th node; q nk is the k index value of the nth node;

[0147] In a preferred embodiment of the present invention, step 4 comprises:

[0148] Based on the analysis of steps 1, 2 and 3, the layout of rail transit lines can be determined;

[0149] Example 2

[0150] This embodiment of the present invention provides an embodiment of a specific application scenario based on Embodiment 1.

[0151] The process of the urban rail transit line layout method of the embodiment of the present invention (such as Figure 1 The process (as shown in the figure) is divided into the following steps: formulate the layout and trend of urban rail transit lines → analyze the scale of urban rail transit lines → select the line layout control nodes → determine the rail transit line layout.

[0152] Step 1: The analysis method for the layout and trend of urban rail transit lines is as follows (e.g. Figure 2 As shown): First, analyze the characteristics of the urban spatial structure and select the rail transit line structure form that is compatible with the development of the urban pattern; second, analyze the urban passenger flow distribution points and urban passenger flow corridors to determine the main channels for the rail transit lines; finally, formulate the layout form of the urban rail transit lines.

[0153] Among them, the characteristics of urban spatial structure are divided into three basic types, namely, strip spatial structure, circle development spatial structure, and dispersed cluster spatial structure; the basic structural forms of rail transit lines can be divided into four basic types, namely, grid, radial, ring, L-type and other line forms.

[0154] Among them, the strip-shaped spatial structure is suitable for "radial line form" or "L-type line form" or a combination of "radial as the main and L-type as the auxiliary" line form; the circle development spatial structure is suitable for "ring line form" or "radial + ring" combination line form; the dispersed cluster spatial structure is suitable for "radial line form" or "L-type line form".

[0155] Among them, urban passenger flow distribution points are the source points and attraction points of the city’s main passenger flow; urban passenger flow corridors are mainly passenger flow corridors with large passenger flow scale and long travel distance of residents, which are consistent with urban development, or will develop into urban corridors in urban areas in the future.

[0156] Step 2: The analysis method for the scale of urban rail transit lines is as follows (e.g. Figure 3 As shown): Based on factors such as city size, population, traffic demand, economic development level, and future traffic development, the scale of urban rail transit lines is determined through comprehensive quantitative analysis, that is, the scale S is determined from traffic demand D, area A accessible by the line, urban population P and built-up area R, and urban economic capacity E.

[0157] Step 3: The analysis method for selecting the line layout control node is (such as Figure 4 As shown): First, determine the important traffic impact areas; second, determine the line layout control nodes within the important traffic impact areas.

[0158] Among them, the analysis method for determining important traffic impact areas is (such as Figure 4 As shown in Figure 1), first, the traffic impact zones of the city are divided according to the urban development form, spatial structure, functional groups, and urban road network structure; second, the influence degree T of each traffic impact zone is determined according to the population density and employment density of each traffic impact zone. i ; Secondly, determine the relative influence K of each traffic impact area i ;Finally, determine the important traffic impact areas.

[0159] Among them, in the important traffic impact area, the analysis method for determining the line layout control nodes is as follows (such as Figure 4 The results are as follows: first, the importance influencing factors of each node are analyzed, including relative accessibility analysis, occurrence or attraction analysis, and engineering feasibility analysis; second, the importance influencing factor index of each node is assigned; third, the importance of each node is determined; finally, the standardized Euclidean distance is used to analyze the similarity value U of each node, and the nodes in the traffic impact area are classified and sorted to obtain the final control node.

[0160] Step 4: Combine steps 1, 2 and 3 to determine the layout of rail transit lines.

[0161] In one embodiment of the present invention, a certain city is taken as an example.

[0162] Step one: formulate the layout and direction of urban rail transit lines.

[0163] Analysis of urban spatial structure characteristics: The city has a strip-shaped development spatial structure, and is gradually expanding in the east, southeast and northeast directions, forming an axial-belt urban spatial form, which is suitable for a "radial" or "L-type" line form.

[0164] Analysis of passenger flow distribution points: Through comprehensive analysis of each district’s service centers, transportation hubs, business districts, integrated life clusters, large-scale sports activity centers, and medical facility centers, the distribution of the city’s main passenger flow distribution points presents a relatively obvious axial-belt feature.

[0165] Passenger flow corridor analysis: The east-west main roads in the city center are long and narrow, and the north-south roads are short. It is unlikely that a large rail transit channel can be formed independently in the north-south direction. It is possible to consider forming a transportation corridor together with the east-west channel. At the same time, the urban clusters with larger passenger flow in the periphery of the city are located in the southeast and east wings. The future population will be mainly concentrated in the eastern part of the city.

[0166] Based on this, the layout of urban rail transit lines can be formulated (such as Figure 5 shown).

[0167] Step 2: Analyze the scale of urban rail transit lines.

[0168] (1) Determine the route scale S based on traffic demand D D

[0169] In the long-term, the total number of urban trips is 12.427 million people / day, of which public transportation accounts for 35% and rail transit accounts for 45%. The urban rail transit transfer coefficient is 1.3 and the network load intensity is 18,000 people / (km·day).

[0170]

[0171] (2) Determine the route scale S based on the area A that the route can reach A

[0172] The core area of ​​the city center: The core area covers an area of ​​about 5.96 km 2 , line density is 1.25km / km 2 .

[0173] The periphery of the core area of ​​the city center: The periphery of the core area is about 174.04km 2The service level requirements of the line are low, and its attraction range adopts an indirect attraction range of 2km. The theoretical density of the line network is 0.5km / km2, and the effective coverage area of ​​the urban line accounts for approximately 60% to 80% of the actual area of ​​the peripheral area.

[0174] Outskirts of the city: The length of the outer passenger corridor is about 57km.

[0175] S A =S A (Central city core area) + S A (Outskirts of the core area of ​​the city center) + S A (Outskirts of the city) A =117~134km

[0176] (3) Determine the route scale S based on the city’s population P and built-up area R PR

[0177] Central urban area: The annual population is about 3 million and the urban area is about 180km 2 .

[0178] Outskirts of the city: The length of the outer passenger corridor is about 57km.

[0179] S PR =S PR (Central urban area)+S PR (Outskirts of the city)

[0180] S PR =d0·p d1 ·R d2 ≈176km

[0181] (4) Determine the route scale S based on the city’s economic capacity E E :

[0182] The recent urban production value is about 500 billion yuan; since this method is for the planning and layout of the line, focusing on long-term development, the line scale corresponding to the long-term urban production value can refer to the urban transportation demand. The cost per kilometer of the line is 500 million yuan / km for underground and 300 million yuan / km for elevated and ground.

[0183] The recent maximum length is about 12km

[0184] (5) Determine the line size S:

[0185]

[0186] In the near future: Based on economic ability, the scale is about 12km; based on transportation demand, the scale is about 31km.

[0187] Long-term: S D , S A , S PR Calculate the long-term line scale by weighted average

[0188]

[0189] Step 3: Select the line layout control node.

[0190] Step 3.1, select important traffic impact areas.

[0191] (1) Based on the urban development form, spatial structure, functional groups, and urban road network structure, the city is divided into 16 traffic impact zones (such as Figure 6 shown).

[0192] (2) Determine the impact degree T of each traffic impact area based on the population density and employment density of each traffic impact area. i , combined with the convenience G of the i-th traffic impact area i , determine the relative influence K of each traffic impact area i The calculation parameters and results are shown in the following table:

[0193]

[0194] (3) Based on the relative influence K of each traffic impact area i , for each traffic impact area according to K i The values ​​are sorted from large to small and graded. The traffic impact areas in the first half of the ranking are selected as important traffic impact areas. At the same time, each traffic impact area is graded, and the first three levels are selected as areas with high line layout density, that is, the areas where the control nodes are located. The ranking and classification of each traffic impact area are shown in the following table.

[0195]

[0196]

[0197] Step 3.2: Determine the line layout control nodes in the important traffic impact area

[0198] (1) Determine the nodes in the important traffic impact area at the intersection of the main road and the secondary road, that is, determine the nodes in the important traffic impact area in the traffic impact area 5, 4, 3, 8, 10, and 9 (such as Figure 7 shown).

[0199] (2) Assign values ​​to the influencing factors of importance of each node, as shown in the following table.

[0200] node 1 2 3 4 … 46 Difficulty of passenger flow 7 5 5 7 … 5 Functional area 6 6 4 6 … 4 Surrounding road allocation level 9 9 9 6 … 9 Distribution point scale 6 3 3 3 … 3 Number of nearby distribution points 2 3 1 3 … 2 Impact of passenger flow distribution 5 3 3 7 … 5 Project Difficulty 2 6 6 6 … 8 Recent feasibility 1 1 1 1 … 1

[0201] (3) Determine the importance of each node.

[0202] The method includes normalizing the index value assignment data of the importance influencing factors of each node i, analyzing the index influence weight coefficient ω using the information entropy principle, and obtaining the importance of each node using the node importance calculation formula E=ω·Q.

[0203] Sorting node Importance Sorting node Importance Sorting node Importance 1 14 0.1710 17 10 0.1285 33 39 0.0877 2 20 0.1679 18 29 0.1257 34 4 0.0836 3 13 0.1634 19 23 0.1199 35 37 0.0808 4 24 0.1546 20 25 0.1195 36 43 0.0802 5 19 0.1540 21 46 0.1169 37 36 0.0780 6 26 0.1498 22 16 0.1167 38 5 0.0768 7 12 0.1497 23 30 0.1166 39 7 0.0675 8 17 0.1478 24 44 0.1063 40 40 0.0673 9 9 0.1475 25 45 0.1045 41 8 0.0668 10 27 0.1438 26 11 0.1041 42 41 0.0658 11 15 0.1433 27 31 0.1031 43 42 0.0623 12 21 0.1397 28 34 0.1028 44 3 0.0566 13 18 0.1370 29 33 0.1015 45 1 0.0559 14 28 0.1356 30 32 0.1010 46 2 0.0555 15 22 0.1343 31 35 0.0947 16 6 0.1294 32 38 0.0879

[0204] (4) Use the standardized Euclidean distance to analyze the similarity value U of each node, classify and sort the nodes in the traffic impact area, and obtain the final control node. The classification and sorting of each node are shown in the following table.

[0205] Classification Node number I 13、14、19、20、24 Ⅱ 9、12、15、17、18、21、22、26、27、28 Ⅲ 6、10、16、23、25、29、30、46 Ⅳ 31、32、33、34、35、44、45、11 Ⅴ 4、5、39、36、37、38、43 Ⅵ 1、2、3、7、8、40、41、42

[0206] That is, the control nodes 13, 14, 19, 20, and 24 in the important traffic impact area can be used as transfer nodes for rail transit lines, such as Figure 8 shown.

[0207] Step 4: Based on the above analysis, the city has 6 rail transit lines, 4 of which mainly serve the core urban areas (such as Fig. 9 As shown in the figure, two lines serve the remote urban area, with a total length of about 145km. Line ① is about 24km long and is an L-shaped line. It is laid out along the north-south direction in the core of the eastern urban area, connecting various transportation hubs, commercial centers, government institutions, etc., and is laid out along the city's main roads; Line ② is about 25km long and is L-shaped. It runs through the north-south main axis line, connecting government institutions, hospitals, large residential areas, etc., and is laid out along the city's main roads; Line ③ is about 32km long, running from the southwest to the northeast of the city, running through business districts, schools, residential areas, etc., and is laid out along the city's main roads; Line ④ is an auxiliary line with a total length of 20km, an L-shaped line, laid out along the north-south direction in the core of the eastern urban area, connecting transportation hubs, hospitals, business districts, etc., and is laid out along the city's main roads. The remaining two lines are radial lines from the remote urban area, with lengths of 19km and 25km.

[0208] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0209] It should be understood that those skilled in the art can make improvements or changes based on the above description, and all these improvements and changes should fall within the scope of protection of the appended claims of the present invention.

Claims

1. A method for urban rail transit line layout, characterized in that: The method comprises the following steps: Step 1: Analyze the characteristics of the urban spatial structure and select the rail transit line structure that is compatible with the development of the urban pattern; determine the main corridors for the rail transit line according to the urban passenger flow distribution points and urban passenger flow corridors; and formulate the layout and direction of the urban rail transit line; Step 2: Combine traffic demand, area of ​​accessible area, urban population and built-up area, and urban economic capacity to conduct a comprehensive quantitative analysis to obtain the scale of urban rail transit lines; Step 3: Divide the city into traffic impact areas, determine the influence of each traffic impact area based on its population density and employment density, and determine the relative influence of each traffic impact area based on its convenience; select important traffic impact areas based on the ranking of relative influence, and determine the line layout control nodes within the important traffic impact areas; Step 4, according to the urban rail transit line layout shape and direction obtained in step 1, the urban rail transit line scale obtained in step 2, and the line layout control nodes obtained in step 3, determine the rail transit line layout.

2. The urban rail transit line layout method according to claim 1, characterized in that: The method of step 1 comprises: Step 1.1, according to the characteristics of different urban spatial structures, select the rail transit line structure that is suitable for the development of urban pattern; Step 1.2, determine the main corridors of rail transit lines based on the city's passenger flow distribution points and urban passenger flow corridors; Step 1.3, combining the urban rail transit line structure determined in step 1.1 and the rail transit line direction corridor determined in step 1.2, formulate the layout and direction of the urban rail transit line.

3. The urban rail transit line layout method according to claim 2, characterized in that: In the step 1.1, the urban spatial structure characteristics include strip spatial structure, circle development spatial structure, and dispersed cluster spatial structure; the basic structural forms of rail transit lines include grid type, radial type, ring line, and L type.

4. The urban rail transit line layout method according to claim 1, characterized in that: The method of step 2 comprises: Through comprehensive quantitative analysis, the route scale S is determined from the traffic demand D, the area of ​​the route reachable area A, the urban population P and the built-up area R, and the urban economic capacity E; Step 2.1: Determine the route scale S based on traffic demand D D : Among them, D is the urban transportation travel volume, 10,000 people / day; a is the proportion of public transportation travel; b is the proportion of rail transit travel to public transportation travel; c is the urban rail transit transfer coefficient; λ is the load intensity of urban rail transit lines, 10,000 people / (km·day); Step 2.2: Determine the route scale S based on the reachable area A of the route A : S A =A·ρ Where A is the area accessible by the line, km 2 ; ρ is line density, km / km 2 ; Step 2.3: Determine the route scale S based on the city population P and built-up area R. PR : Where P is the urban population, 10,000 people; R is the urban built-up area, km 2 ; d0, d1, d2 are regression coefficients; Step 2.4: Determine the route scale S based on the city’s economic capacity E E : Among them, E is the cumulative urban GDP, billion yuan; e is the cost per kilometer of the line, billion yuan / km; Step 2.5, determine the line size S: Among them, α is the impact coefficient analyzed based on traffic demand; β is the impact coefficient analyzed based on the area of ​​accessible areas; θ is the impact coefficient analyzed based on the urban population and built-up area; To analyze the impact coefficient based on the city’s economic capacity.

5. The urban rail transit line layout method according to claim 1, characterized in that: The method of step 3 comprises: Step 3.1, select important traffic impact areas: divide the urban traffic impact areas according to the urban development form, spatial structure, functional groups, and urban road network structure; determine the impact degree T of each traffic impact area according to the population size density and employment size density of each traffic impact area. i , combined with the convenience G of the i-th traffic impact area i , determine the relative influence K of each traffic impact area i ; Based on the relative influence K of each traffic impact area i , for each traffic impact area according to K i The values ​​are sorted from large to small, and the traffic impact areas in the first half of the sorting are selected as important traffic impact areas; at the same time, each traffic impact area is graded, and the first three levels are selected as the areas where the control nodes are located; Step 3.2: Determine the line layout control nodes within the important traffic impact area.

6. The urban rail transit line layout method according to claim 5, characterized in that: In step 3.1, the relative influence K of each traffic influence area is determined i The formula is: Among them, T i is the influence degree of the i-th traffic impact area; δ1 and δ2 are weight coefficients; δ3 is the comprehensive correction coefficient; R i is the population density of the ith traffic impact area, person / km 2 ; R is the average population density of all traffic zones, person / km 2 ; W i is the employment density of the ith traffic impact zone, person / km 2 ; W is the average employment density of all traffic zones, person / km 2 ; K i is the relative influence of the ith traffic impact area; T i is the influence degree of the ith traffic impact area; G i is the convenience of the i-th traffic impact area, G i The larger the value, the better the convenience of the i-th traffic impact area; i It is the sum of the distances between the centers of the i-th traffic influence area and other traffic influence areas.

7. The urban rail transit line layout method according to claim 5, characterized in that: The method of step 3.2 comprises: The intersections of main roads and secondary roads are regarded as nodes in the important traffic impact area; Analyze the factors affecting the importance of each node and assign indicators to each factor; Determine the importance of each node and select each control node.

8. The urban rail transit line layout method according to claim 7, characterized in that: The method of analyzing the factors affecting the importance of each node and assigning an index to each factor includes: The important influencing factors include relative accessibility analysis, occurrence or attraction analysis, and project feasibility analysis; the relative accessibility analysis factors are divided into: the difficulty of passenger flow arrival, the functional area, and the surrounding road network level; the occurrence or attraction analysis factors are divided into: the scale of the distribution point, the number of surrounding distribution points, and the impact of passenger flow distribution direction; the project feasibility analysis factors are divided into: the difficulty of the project and the recent feasibility; a total of 8 factor indicators; Assign values ​​to the importance influencing factors of each node; ① The degree of difficulty of passenger flow arrival is the degree of convenience of passenger flow accessibility, which is divided into five levels: easy, relatively easy, general, poor, and difficult, with values ​​of 9, 7, 5, 3, and 1 respectively; ② The functional zone in which the location is located: transportation hubs are assigned values ​​of 7 to 9; commercial areas are assigned values ​​of 6 to 8; public management areas and service areas are assigned values ​​of 5 to 7; residential areas are assigned values ​​of 4 to 6; industrial parks and cultural protection areas are assigned values ​​of 1 to 3; ③ The surrounding road network level, assigning the main road to 9, the secondary road to 6, and the branch road to 3; ④ The scale of passenger flow distribution points is assigned a value of 9 for extra-large, 6 for large, 3 for medium, and 1 for small; ⑤ The number of passenger flow gathering and distribution points, which is the number of passenger flow gathering and distribution points; ⑥ The impact of passenger flow distribution direction is divided into good, better, average, poor, and bad according to the balance and sustainability of the distribution direction, with values ​​of 9, 7, 5, 3, and 1 respectively; ⑦ Difficulty of the project: It is divided into four levels: excellent, good, medium and poor, with values ​​of 8, 6, 4 and 2 respectively, based on the engineering geology and pipeline relocation conditions; ⑧ Feasibility in the near future: If it can be implemented in the near future, it is assigned a value of 1; if it cannot be implemented in the near future, it is assigned a value of 0.

9. The urban rail transit line layout method according to claim 7, characterized in that: The method of determining the importance of each node and selecting each control node includes: The index value data of the importance influencing factors of each node i are normalized, that is, each node i has p evaluation indicators, forming the decision matrix Q of each factor indicator (ip) ; Use the information entropy principle to analyze the influence weight coefficient ω of factor indicators; ω=(ω1,ω2,…,ω i ) Get the node importance calculation formula: E=ω·Q Select each control node; use standardized Euclidean distance to analyze the similarity value U of each node. The larger the U value, the greater the difference in relative importance between the two nodes; the smaller the U value, the smaller the difference in relative importance between the two nodes. In this way, the nodes in the traffic impact area are classified and sorted to obtain the final control node; Among them, U is the generalized distance of the relative importance of two nodes; u k is the standard deviation of the kth component; q ik is the k index value of the i-th node; q nk is the k index value of the nth node.

10. An urban rail transit line layout system, characterized in that: include: a memory for storing executable computer programs; The processor is used to implement the urban rail transit line layout method described in any one of claims 1 to 9 when executing the executable computer program stored in the memory.

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