Public traffic corridor division and performance evaluation method

Abstract

The invention relates to an urban public transport corridor division and performance evaluation method, which comprises the following steps: passenger flow information of a public transport system in a target city is acquired, and the passenger flow information comprises inter-station passenger flow, cross-section passenger flow and the like; the method comprises the following steps: establishing a weighted undirected graph according to passenger flow information of a public transport system, and dividing a vertex into a plurality of communities by applying a modularity-based 'Luowen community discovery algorithm' to the weighted undirected graph; adjusting the resolution in the 'LuWen Community Discovery Algorithm' to obtain a corresponding community discovery result; if the community discovery result is that the stations are continuous, the stations form a public traffic corridor; for each public traffic corridor, a longitudinal fracture equilibrium index is calculated based on the kurtosis of passenger flow distribution, and a bidirectional equilibrium index is calculated based on the root-mean-square of the bidirectional passenger flow distribution ratio; the operation performance of the system can be comprehensively evaluated and targeted planning suggestions can be provided by integrating the longitudinal breaking equilibrium index and the bidirectional equilibrium index.

Description

Technical Field

[0001] The present invention relates to the technical fields of traffic planning and urban and rural planning, and in particular to a method for dividing and evaluating the performance of public transportation corridors. Background Art

[0002] The passenger flow balance of public transport corridors in urban public transport lines is an important reflection of its operation and service performance. The division of public transport corridors and the measurement and evaluation of passenger flow balance levels are of great significance in urban transportation planning and bus-oriented development around rail transit stations.

[0003] However, the current methods for demarcating and measuring public transport corridors have certain defects and are insufficient to support bus-oriented development based on public transport corridors.

[0004] For example, the method of dividing public transportation corridors is flawed. When defining evaluation units, a complete public transportation line is generally regarded as a public transportation corridor. However, most urban public transportation trunk lines, especially rail transit lines, are mainly in the form of running through the city. Correspondingly, their passenger flow is mostly from the outer sides to the center. Recognizing it as a corridor does not conform to its actual passenger flow characteristics and is not conducive to subsequent calculations. In addition, the existing public transportation passenger flow balance lacks special evaluation indicators, and many indicators borrowed from road traffic cannot fully reflect the public transportation passenger flow balance. Summary of the invention

[0005] In order to solve the above problems, the embodiment of the present application provides a method for dividing and evaluating the performance of urban public transportation corridors, comprising the following steps:

[0006] Obtaining passenger flow information of the public transportation system in the target city, wherein the passenger flow information includes passenger flow between stations and passenger flow in sections, etc.;

[0007] A weighted undirected graph G = (V, E) is established based on the passenger flow information of the public transportation system, where the vertex set V of the weighted undirected graph is the set of public transportation stations corresponding to specific routes, the transfer stations corresponding to each route are different vertices, the edge set E of the weighted undirected graph is the passenger flow connection between the two stations, and the weight of the edge set E (v1, v2) is the total passenger flow between the two stations corresponding to vertices v1 and v2;

[0008] Apply the modularity-based "Leuven community discovery algorithm" to the weighted undirected graph G = (V, E) to divide the vertices into multiple communities;

[0009] Adjust the resolution in the "Leuven Community Discovery Algorithm" to obtain the corresponding community discovery results;

[0010] If the community finds that the results are consecutive stations, it means that these stations form a public transportation corridor.

[0011] Optionally, the method further comprises:

[0012] When there are more routes than the preset number and the difference in passenger flow scale between different routes is greater than the preset value, two community discoveries are performed; the preset value of the number of routes is 20, and it is considered that the difference in scale is greater than the preset value when the maximum and minimum passenger flow scales differ by 3 times.

[0013] Optionally, the method includes: taking the result of the first community discovery as the "superordinate community", the corresponding vertex subset V' and the internally connected edge subset E' thereof to establish a subgraph G'=(V',E');

[0014] The second community discovery is applied to the subgraph corresponding to the “superior community” obtained in the first time to obtain the final community discovery result.

[0015] On the other hand, the present application also discloses a method for measuring the degree of passenger flow balance along a public transportation corridor, the method comprising:

[0016] Obtain passenger flow information of the public transportation system in the target city, including passenger flow of each section of public transportation during the morning peak or evening peak period;

[0017] The passenger flow distribution along each public transportation corridor is converted into two discrete distributions of up and down traffic;

[0018] The difference between the kurtosis of the two discrete distributions and the kurtosis of the uniform distribution is calculated to obtain the longitudinal equilibrium index of the upward and downward directions;

[0019] By comparing the longitudinal balance index with the reference value, the cross-sectional passenger flow balance level of the public transport corridor is determined.

[0020] Optionally, the calculation formula of the longitudinal section balance index is: longitudinal section balance index = Kurtosis (discrete distribution of passenger flow in a specified direction of the corridor) - Kurtosis (uniform distribution)

[0021] Wherein, Kurtosis(X) is the kurtosis of distribution X, which is calculated as the ratio of the fourth-order center distance of distribution X to the square of the second-order central moment; Kurtosis(uniform distribution) is the kurtosis of uniform distribution, which is calculated as the ratio of the fourth-order center distance of uniform distribution to the square of the second-order central moment, and the result is a fixed value of 1.8.

[0022] Optionally, the equilibrium level of the public transportation corridor in different directions is determined according to different reference values.

[0023] Optionally, the present application further discloses a method for measuring the degree of balance of two-way passenger flow in a public transportation corridor, the method comprising:

[0024] Obtain passenger flow information of the public transportation system in the target city, including passenger flow of each section of public transportation during the morning peak or evening peak period;

[0025] Calculate the difference between the ratio of the up and down passenger flow of each section of the public transportation corridor to the total passenger flow of the section, and calculate the mean square error, which is called the two-way equilibrium index;

[0026] Optionally, the calculation formula of the two-way balance index is:

[0027]

[0028] Optionally, the method further includes: determining a degree of passenger flow balance according to different reference values.

[0029] On the other hand, the present application also discloses a method for dividing the comprehensive balance level of passenger flow in a public transportation corridor according to the cross section of the public transportation corridor and the two-way balance degree for performance evaluation, the method comprising the following steps:

[0030] Calculate the longitudinal equilibrium index and bidirectional equilibrium index of each traffic corridor according to the above method;

[0031] Establish a Cartesian coordinate system, with the longitudinal balance index as the x-axis and the bidirectional balance index as the y-axis, and plot each transportation corridor into the coordinate system;

[0032] Draw reference lines to divide the coordinate system into four parts, namely, double balanced corridor, cross-section balanced corridor only, bidirectional balanced corridor only, and double unbalanced corridor;

[0033] Based on the passenger flow balance of each public transportation corridor, the bus-oriented development of the entire corridor and stations along the corridor is optimized.

[0034] The technical solution provided by the embodiments of the present application may have the following beneficial effects:

[0035] The method for dividing urban public transportation corridors based on public transportation passenger flow and community discovery provided by the present invention has the advantages of accurate division, strong applicability, unified standardization, and comprehensive passenger flow balance degree measurement. The implementation of this method will provide strong technical support for the planning, construction and management of urban public transportation systems, and has important practical application value and promotion significance.

[0036] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0038] Figure 1 is a flow chart of a method for dividing and evaluating performance of public transportation corridors shown in an exemplary embodiment of the present application;

[0039] Figure 2 is a schematic diagram of applying a community discovery algorithm to a site according to an exemplary embodiment of the present application;

[0040] Figure 3 It is a schematic diagram of the division of public transportation corridors within a city area shown in an exemplary embodiment of the present application;

[0041] Figure 4 is a schematic diagram of the division of public transportation corridors within the central urban area shown in an exemplary embodiment of the present application;

[0042] Figure 5 is a schematic diagram of a calculation result of a longitudinal section equilibrium index according to an exemplary embodiment of the present application;

[0043] Figure 6 is a schematic diagram of a calculation result of a two-way equilibrium index shown in an exemplary embodiment of the present application;

[0044] Figure 7 It is a schematic diagram of a two-dimensional evaluation of the passenger flow balance level of a public transportation corridor shown in an exemplary embodiment of the present application. DETAILED DESCRIPTION

[0045] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0046] like Figure 1 As shown, this embodiment provides a method for dividing urban public transportation corridors, comprising the following steps:

[0047] S1 obtains passenger flow information of the public transportation system in the target city, wherein the passenger flow information includes passenger flow between stations and passenger flow in sections, etc.;

[0048] S2 builds a weighted undirected graph based on the passenger flow information of the public transportation system and divides the public transportation corridors based on the community discovery algorithm;

[0049] S3 calculates the difference between the kurtosis of passenger flow distribution in each section of the corridor and the kurtosis of uniform distribution, namely the “longitudinal section equilibrium index”;

[0050] S4 calculates the root mean square of the difference between the passenger flow proportions in both directions of each section on the corridor, i.e. the “two-way balance index”;

[0051] S5 evaluates the performance of each public transport corridor based on the calculated “longitudinal balance index” and “bidirectional balance index”.

[0052] Specifically, this resolution is considered reasonable when most routes running through the city center are divided into 2 "neighborhoods".

[0053] For public transportation systems with many routes and large differences in passenger flow between different routes, it may not be possible to obtain suitable results through a single community discovery. In this case, two community discoveries are required. The first community discovery adjusts the resolution in the "Leuven Community Discovery Algorithm" to a reasonable value to obtain the "superior community". The subgraph G'=(V',E') is established with the vertex subset V' corresponding to the "superior community" and the edge subset E' of its internal connections.

[0054] Furthermore, when most routes are divided into one "superior community" and the routes with the largest passenger flow are divided into two "superior communities", the resolution is considered to be reasonable; the second community discovery adjusts the resolution in the "Leuven community discovery algorithm" to a reasonable value, and applies it to the subgraph G'=(V',E') generated by the "superior community" obtained in the first step to obtain the corresponding community discovery result; when most "superior communities" are divided into 2 to 3 "communities", the resolution is considered to be reasonable; if the community discovery result is continuous stations, it is considered that these stations form a public transportation corridor.

[0055] The direction of the corridor is specified: for the two end points of the public transportation corridor, the one farther away from the city center is the starting point s0, and the one closer to the city center is the end point s1.

[0056] It should be noted that the “city center” mentioned above is artificially defined, and a landmark point commonly regarded as the city center, the origin of the city’s local coordinate system, etc. may be selected, and this embodiment does not limit this.

[0057] When the community obtained by the above method is discontinuous or has bifurcations, it is corrected into a public transportation corridor obtained by connecting continuous stations without bifurcations according to the following rules; it is stipulated that for a station s belonging to "community" a, if the public transportation line to which it belongs is not a loop line, and there are stations s' and s" belonging to "community" b both upstream and downstream of this public transportation line, then the station s belongs to both the public transportation corridor A corresponding to "community" a and the public transportation corridor B corresponding to "community" b; for a "community" with branches, considering that the branches are all distributed in areas far away from the city center, it is stipulated that the corridor has two starting points s 01 With s 02 , starting point 01 With s 02The two paths to the end point s1 are different branches of the same public transportation corridor.

[0058] On the other hand, the present application also discloses a method for measuring the degree of passenger flow balance along a public transportation corridor, comprising the following steps:

[0059] Obtain passenger flow information of the public transportation system in the target city, including passenger flow of each section of public transportation during the morning peak or evening peak period;

[0060] The passenger flow distribution along each section of the public transportation corridor in the above method is converted into two discrete distributions, namely, the uplink and the downlink;

[0061] Furthermore, the probability mass function of the discrete distribution is:

[0062]

[0063] The difference between the kurtosis of the above discrete distribution and the kurtosis of the uniform distribution is calculated, which is called the longitudinal equilibrium index;

[0064] Furthermore, the calculation formula of the longitudinal section equilibrium index is: longitudinal section equilibrium index = Kurtosis (discrete distribution of passenger flow in a specified direction of the corridor) - Kurtosis (uniform distribution), where Kurtosis (X) is the kurtosis of distribution X, calculated as the ratio of the fourth-order center distance of distribution X to the square of the second-order central moment (variance), and where Kurtosis (uniform distribution) is the kurtosis of the uniform distribution, calculated as the ratio of the fourth-order center distance of the uniform distribution to the square of the second-order central moment, and its value is 1.8.

[0065] The longitudinal section balance index of the upward and downward directions during the morning or evening peak is calculated and compared with the reference value to obtain the cross-sectional passenger flow balance level of the traffic corridor;

[0066] Furthermore, a reference value of 0 is given. When the longitudinal balance index is 0, it means that the passenger flow in each section along the public transportation corridor is completely balanced; when the longitudinal balance index is less than 0, it means that the passenger flow in each section along the public transportation corridor is unbalanced, with more passenger flow in the two sections and less passenger flow in the center; when the longitudinal balance index is greater than 0, it means that the passenger flow in each section along the public transportation corridor is unbalanced, with more passenger flow in the center and less passenger flow at both ends or more passenger flow at one end and less passenger flow at the other end; the greater the deviation of the longitudinal balance index from 0, the worse the passenger flow balance level in each section along the public transportation corridor in that direction.

[0067] Furthermore, a reference value of 0.6 is given. When the longitudinal balance index is 0.6, it indicates that the passenger flow in each section along the public transport corridor in that direction is growing evenly; when the longitudinal balance index is greater than 0.6, it indicates that there is a tail section with very low passenger flow in that direction of the public transport corridor, and it is believed that the passenger flow in each section is unbalanced; when the longitudinal balance index is less than 0.6, it indicates that the passenger flow in the sections along the line is relatively close, and it is believed that the passenger flow in each section is balanced.

[0068] Furthermore, a reference value of 1 is given. When the longitudinal section balance index is 1, it indicates that the public transport corridor not only has a tail section with very low passenger flow in this direction, but also its length accounts for about half of the total length. It is believed that the passenger flow in each section is very unbalanced.

[0069] On the other hand, the present invention also relates to a method for measuring the degree of balance of two-way passenger flow in a public transportation corridor, comprising the following steps:

[0070] Obtain passenger flow information of the public transportation system in the target city, including passenger flow of each section of public transportation during the morning peak or evening peak period;

[0071] Calculate the difference between the ratio of the up and down passenger flow of each section of the public transportation corridor to the total passenger flow of the section, and calculate the mean square error, which is called the two-way equilibrium index;

[0072] Furthermore, the calculation formula of the two-way equilibrium index is:

[0073]

[0074] Furthermore, a reference value of 0 is given. When the two-way balance index is 0, it indicates that the passenger flow in both directions of the public transportation corridor is completely balanced;

[0075] Furthermore, a reference value of 0.2 is given. When the two-way balance index is 0.2, it indicates that the two-way passenger flow ratio of the public transportation corridor is 3:2, and the two-way passenger flow balance level is good;

[0076] Furthermore, a reference value of 0.5 is given. When the two-way balance index is 0.5, it indicates that the two-way passenger flow ratio of the public transport corridor is 3:1, and the two-way passenger flow balance level is poor.

[0077] On the other hand, the present invention also relates to a method for dividing the comprehensive balance level of passenger flow in a public transportation corridor according to the cross section of the public transportation corridor and the two-way balance degree, comprising the following steps:

[0078] Calculate the longitudinal equilibrium index and bidirectional equilibrium index of each public transportation corridor according to the above method;

[0079] The two-way balance index and the longitudinal balance index in the upward direction of the morning peak (or the longitudinal balance index in the downward direction of the evening peak) are selected as evaluation indicators. A Cartesian coordinate system is established with the longitudinal balance index as the x-axis and the two-way balance index as the y-axis, and each public transportation corridor is plotted in the Cartesian coordinate system.

[0080] Draw two straight lines: x = longitudinal balance index reference value, y = bidirectional balance index reference value, and divide the coordinate system into four parts;

[0081] Furthermore, the reference value of the longitudinal balance index is 0.6, and the reference value of the bidirectional balance index is 0.5;

[0082] The four parts of the coordinate system are: double balanced corridor, cross-sectional balanced corridor only, bidirectional balanced corridor only, and double unbalanced corridor;

[0083] A double-balanced corridor is a public transportation corridor with a longitudinal balance index less than 0.6 and a bidirectional balance index less than 0.5;

[0084] Only the cross-sectional balanced corridor is a public transportation corridor with a longitudinal cross-sectional balance index less than 0.6 and a bidirectional balance index greater than 0.5;

[0085] Directionally balanced corridors are public transport corridors with a longitudinal balance index greater than 0.6 and a bidirectional balance index less than 0.5;

[0086] Doubly unbalanced corridors are public transport corridors with a longitudinal balance index greater than 0.6 and a bidirectional balance index greater than 0.5;

[0087] The method further includes: according to the passenger flow balance of each public transportation corridor, proposing optimization suggestions for the bus-oriented development of the corresponding corridor and the station.

[0088] This application takes Shanghai as an example to illustrate the actual operation of the method provided in the above embodiment.

[0089] 1. Research data: The passenger flow data of Shanghai Metro on a certain day in 2022 is selected as the basic data.

[0090] 2. Based on passenger flow data, establish a weighted undirected graph corresponding to Shanghai’s rail transit network.

[0091] 3. Since there are many rail transit lines in Shanghai and the passenger flow varies greatly, the community discovery algorithm is applied twice. The results of the two algorithms are shown in Figure 2 .

[0092] 4. According to the division method described in Example S4, the community discovery results are converted into continuous traffic corridors, such as Figure 3 and Figure 4 .

[0093] 5. Calculate the longitudinal equilibrium index based on the corridor division results and passenger flow data, such as Figure 5 .

[0094] 6. Calculate the two-way equilibrium index based on the corridor division results and passenger flow data, such as Figure 6 .

[0095] 7. Plot each traffic corridor into the Cartesian coordinate system according to the equilibrium index, such as Figure 7 .

[0096] 8. According to the traffic corridors Figure 7 The location in the middle can be used to evaluate the passenger flow balance.

[0097] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the invention disclosed herein. The present application is intended to cover any modification, use or adaptation of the present application, which follows the general principles of the present application and includes common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are to be considered as exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0098] It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A method for dividing and evaluating the performance of urban public transport corridors, characterized in that: The following steps are involved: Obtaining passenger flow information of the public transportation system in the target city, wherein the passenger flow information includes passenger flow between stations and passenger flow in sections; A weighted undirected graph G = (V, E) is established based on the passenger flow information of the public transportation system, where the vertex set V of the weighted undirected graph is the set of public transportation stations corresponding to specific routes, the transfer stations corresponding to each route are different vertices, the edge set E of the weighted undirected graph is the passenger flow connection between the two stations, and the weight of the edge set E (v1, v2) is the total passenger flow between the two stations corresponding to vertices v1 and v2; Apply the modularity-based "Leuven community discovery algorithm" to the weighted undirected graph G = (V, E) to divide the vertices into multiple communities; Adjust the resolution in the "Leuven Community Discovery Algorithm" to obtain the corresponding community discovery results; If the community finds that the results are consecutive stations, it means that these stations form a public transportation corridor.

2. The method according to claim 1, characterized in that The method further comprises: When there are more routes than the preset number and the difference in passenger flow scale between different routes is greater than the preset value, two community discoveries are performed; the preset value of the number of routes is 20, and it is considered that the difference in scale is greater than the preset value when the maximum and minimum passenger flow scales differ by 3 times.

3. The method according to claim 2, characterized in that The method comprises: taking the result of the first community discovery as the "superordinate community", the corresponding vertex subset V' and the internally connected edge subset E' thereof to establish a subgraph G'=(V', E'); The second community discovery is applied to the subgraph corresponding to the "superior community" obtained in the first time to obtain the final community discovery result.

4. A method for measuring the degree of passenger flow balance along a public transportation corridor, characterized in that: The method comprises: Obtain passenger flow information of the public transportation system in the target city, including passenger flow of each section of public transportation during the morning peak or evening peak period; The passenger flow distribution along each public transportation corridor is converted into two discrete distributions of up and down traffic; The difference between the kurtosis of the two discrete distributions and the kurtosis of the uniform distribution is calculated to obtain the longitudinal equilibrium index of the upward and downward directions; By comparing the longitudinal balance index with the reference value, the cross-sectional passenger flow balance level of the public transport corridor is determined.

5. The method according to claim 4, characterized in that The calculation formula of the longitudinal section balance index is: longitudinal section balance index = Kurtosis (discrete distribution of passenger flow in a specified direction of the corridor) - Kurtosis (uniform distribution) Wherein, Kurtosis(X) is the kurtosis of distribution X, which is calculated as the ratio of the fourth-order center distance of distribution X to the square of the second-order central moment; Kurtosis(uniform distribution) is the kurtosis of uniform distribution, which is calculated as the ratio of the fourth-order center distance of uniform distribution to the square of the second-order central moment, and the result is a fixed value of 1.

8.

6. The method according to claim 5, characterized in that According to different reference values, the equilibrium level of the public transport corridor in different directions is determined.

7. A method for measuring the degree of balance of two-way passenger flow in a public transport corridor, characterized in that: The method comprises: Obtain passenger flow information of the public transportation system in the target city, including passenger flow of each section of public transportation during the morning peak or evening peak period; The difference between the ratio of the up and down passenger flow in each section of the public transportation corridor to the total passenger flow in the section is calculated, and the mean square error is calculated, which is called the two-way equilibrium index.

8. The method according to claim 7, characterized in that The calculation formula of the two-way equilibrium index is: 。 9. The method according to claim 8, characterized in that The method further comprises: determining the degree of passenger flow balance according to different reference values.

10. A method for dividing the comprehensive balance level of passenger flow in public transportation corridors according to the cross-section and two-way balance degree of public transportation corridors for performance evaluation, characterized in that: The following steps are involved: Calculate the longitudinal equilibrium index and bidirectional equilibrium index of each traffic corridor according to the above method; Establish a Cartesian coordinate system, with the longitudinal balance index as the x-axis and the bidirectional balance index as the y-axis, and plot each transportation corridor into the coordinate system; Draw reference lines to divide the coordinate system into four parts, namely, double balanced corridor, cross-section balanced corridor only, bidirectional balanced corridor only, and double unbalanced corridor; Based on the passenger flow balance of each public transportation corridor, the bus-oriented development of the entire corridor and stations along the corridor is optimized.

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