Regional traffic difference evaluation method and system based on multi-mode travel cost

Abstract

The invention discloses a regional traffic difference evaluation method and system based on multi-mode travel cost. The method comprises the following steps: acquiring related data of a research region; establishing a first starting point-ending point cost matrix according to the track line network data in combination with geographical coordinates and road network data of various counties and predetermined city administrative centers; establishing a second starting point-ending point cost matrix according to the road network data in combination with the geographical coordinates of each county and predetermined city administrative center and the road network data; according to geographical coordinates and road network data of each county and a predetermined city administrative center, obtaining a road network distance between the starting point and the ending point, driving time and driving cost; and according to the time cost and the money cost of the three travel modes of rail transit, passenger vehicles and driving, performing regional traffic difference evaluation of the multi-mode travel cost. According to the method, the traffic difference of different regions is evaluated according to the multi-mode travel cost, so that the imbalance of traffic resources at the regional level is evaluated.

Description

Technical Field

[0001] The present invention relates to a method and system for evaluating regional traffic differences based on multimodal travel costs, belonging to the fields of urban-rural integration and traffic fairness. Background Art

[0002] Currently, the unequal distribution of traffic travel costs is an important factor affecting regional economic development and social fairness. Traditional traffic cost analysis often ignores the impact of different travel modes on people with different economic levels and lacks a comprehensive assessment of the fairness of travel costs. Summary of the Invention

[0003] In view of this, the present invention provides a method, system, computer device and storage medium for evaluating regional traffic differences based on multimodal travel costs, aiming to solve the problem that existing traffic cost analysis always ignores the impact of different travel modes on people with different economic levels, resulting in a lack of comprehensive assessment of the fairness of travel costs. By evaluating the multimodal travel costs for different regional traffic differences, the imbalance of traffic resources at the regional level is evaluated.

[0004] The first object of the present invention is to provide a method for evaluating regional traffic differences based on multimodal travel costs.

[0005] The second object of the present invention is to provide a system for evaluating regional traffic differences based on multimodal travel costs.

[0006] The third object of the present invention is to provide a computer device.

[0007] The fourth object of the present invention is to provide a storage medium.

[0008] The first object of the present invention can be achieved by adopting the following technical solutions:

[0009] A method for evaluating regional traffic differences based on multimodal travel costs, the method comprising:

[0010] Obtaining relevant data of the research area, the relevant data including the administrative boundaries of each county and district, the geographical coordinates of the administrative centers of each county and district and the predetermined city, rail line network data and road network data;

[0011] According to the rail line network data, obtaining the first rail line stations of each county and district to the second rail line stations of the predetermined city, the travel time and ticket price between the first rail line stations and the second rail line stations, combining the geographical coordinates of each county and district and the administrative center of the predetermined city and the road network data, determining the geographical coordinates of the first rail line stations and the second rail line stations, and establishing a first origin-destination cost matrix;

[0012] According to the road network data, the first bus station from each county to the second bus station in the scheduled city, the travel time between the first bus station and the second bus station, and the ticket price are obtained. Combined with the geographical coordinates of the administrative center of each county and the scheduled city and the road network data, the geographical coordinates of the first bus station and the second bus station are determined, and the second start-end cost matrix is ​​established;

[0013] Taking the administrative center of each county as the starting point and the administrative center of the scheduled city as the end point, the road network distance, driving time and driving cost between the starting point and the end point are obtained according to the geographical coordinates and road network data of each county and the scheduled city administrative center;

[0014] Based on the per capita disposable income data of each county, an evaluation of regional transportation differences in multi-modal travel costs was conducted according to the time and money costs of the three travel modes: rail transit, passenger cars, and driving.

[0015] Furthermore, in obtaining the journey time and ticket price between the first rail line station and the second rail line station, if there are multiple trains with different journey times and ticket prices, the journey time and ticket price are weighted averaged according to the departure frequency.

[0016] Further, the determining of the geographic coordinates of the first rail line station and the second rail line station and establishing a first start-end cost matrix specifically includes:

[0017] Taking the administrative center of each county as the starting point and the administrative center of the scheduled city as the end point, according to the geographical coordinates and road network data of each county and the scheduled city administrative center, obtain the geographical coordinates of the first rail line station closest to the starting point road network and the geographical coordinates of the second rail line station closest to the end point road network, and obtain the driving time and driving cost between the starting point and the first rail line station, and the driving time and driving cost between the second rail line station and the end point;

[0018] The driving time between the starting point and the first rail line station, the driving time between the first rail line station and the second rail line station, and the driving time between the second rail line station and the end point are summed to obtain the time cost of the rail transit travel mode;

[0019] The driving cost between the starting point and the first rail line station, the ticket price between the first rail line station and the second rail line station, and the driving cost between the second rail line station and the end point are summed to obtain the monetary cost of the rail transit travel mode;

[0020] Based on the time cost and money cost of rail transit travel, the first origin-destination cost matrix is ​​established.

[0021] Further, when obtaining the driving time and ticket price between the first bus passenger station and the second bus passenger station, if there are multiple train numbers with different driving times and different ticket prices, the driving time and ticket price are weighted and averaged according to the departure frequency.

[0022] Further, determining the geographical coordinates of the first bus passenger station and the second bus passenger station, and establishing a second origin-destination cost matrix specifically includes:

[0023] Taking the administrative center of each county or district as the origin and the administrative center of a predetermined city as the destination, according to the geographical coordinates of each county or district and the predetermined city administrative center and the road network data, obtaining the geographical coordinates of the first bus passenger station closest to the origin in terms of the road network distance, and the geographical coordinates of the second bus passenger station closest to the destination in terms of the road network distance, obtaining the driving time and driving cost between the origin and the first bus passenger station, and the driving time and driving cost between the second bus passenger station and the destination;

[0024] Adding the driving time between the origin and the first bus passenger station, the driving time between the first bus passenger station and the second bus passenger station, and the driving time between the second bus passenger station and the destination to obtain the time cost of the bus travel mode;

[0025] Adding the driving cost between the origin and the first bus passenger station, the ticket price between the first bus passenger station and the second bus passenger station, and the driving cost between the second bus passenger station and the destination to obtain the money cost of the bus passenger station travel mode;

[0026] Based on the time cost and money cost of the bus travel mode, establishing a second origin-destination cost matrix.

[0027] Further, based on the per capita disposable income data of each county or district, conducting a regional traffic difference evaluation of the multi-mode travel costs according to the time costs and money costs of three travel modes: rail transit, bus, and driving, specifically including:

[0028] Based on the per capita disposable income data of each county or district, combining the time costs and money costs of the three travel modes of rail transit, bus, and driving into a comprehensive travel cost, and calculating the comprehensive travel cost ratio between two travel modes;

[0029] Calculating the ratio of time cost and money cost between two of the three travel modes of rail transit, bus, and driving, and taking the ratio of the time cost ratio to the money cost ratio to obtain the substitution cost performance of a certain two types of transportation tools.

[0030] Further, based on the per capita disposable income data of each county or district, the time costs and monetary costs of three travel modes, namely rail transit, passenger cars, and driving, are combined into a comprehensive travel cost, which specifically includes:

[0031] According to 250 working days per year and 8 working hours per day, the time value coefficient ω of each county or district is calculated as follows:

[0032]

[0033] where ω j is the time value coefficient of county or district j, and G j is the per capita disposable income of all residents in county or district j;

[0034] The time costs and monetary costs of three travel modes, namely rail transit, passenger cars, and driving, are combined into a comprehensive travel cost, as follows:

[0035]

[0036] where duration ij is the travel time cost of vehicle i, cost ij is the travel monetary cost of vehicle i, and Tcost ij is the comprehensive travel cost of vehicle i.

[0037] The second object of the present invention can be achieved by adopting the following technical solutions:

[0038] A regional traffic difference evaluation system based on multi-mode travel costs, the system includes:

[0039] A first acquisition module, configured to acquire relevant data of the research area, the relevant data including the administrative boundaries of each county or district, the geographical coordinates of each county or district and the administrative center of the predetermined city, rail line network data, and road network data;

[0040] A first establishment module, configured to obtain the first rail line stations from each county or district to the second rail line stations of the predetermined city, the travel time and ticket price between the first rail line stations and the second rail line stations, combine the geographical coordinates of each county or district and the administrative center of the predetermined city and the road network data, determine the geographical coordinates of the first rail line stations and the second rail line stations, and establish a first origin-destination cost matrix;

[0041] A second establishment module, configured to obtain, according to road network data, the first bus passenger transport stations from each county or district to the second bus passenger transport station of a predetermined city, the driving time and ticket price between the first bus passenger transport station and the second bus passenger transport station, and combine the geographical coordinates of the administrative centers of each county or district and the predetermined city and the road network data to determine the geographical coordinates of the first bus passenger transport station and the second bus passenger transport station, and establish a second origin-destination cost matrix;

[0042] A second acquisition module, configured to use the administrative center of each county or district as the origin and the administrative center of the predetermined city as the destination, and obtain the road network distance, driving time and driving cost between the origin and the destination according to the geographical coordinates of the administrative centers of each county or district and the predetermined city and the road network data;

[0043] An evaluation module, configured to perform a regional traffic difference evaluation of multi-modal travel costs based on the per capita disposable income data of each county or district and according to the time cost and money cost of three travel modes: rail transit, passenger cars and driving.

[0044] The third object of the present invention can be achieved by adopting the following technical solutions:

[0045] A computer device, including a processor and a memory for storing executable programs of the processor. When the processor executes the programs stored in the memory, the above-mentioned street space quality evaluation method is implemented.

[0046] The fourth object of the present invention can be achieved by adopting the following technical solutions:

[0047] A storage medium stores a program, and when the program is executed by a processor, the above-mentioned street space quality evaluation method is implemented.

[0048] The present invention has the following beneficial effects compared with the prior art:

[0049] The present invention can solve the problem that the existing traffic cost analysis always ignores the impact of different travel modes on people with different economic levels, resulting in a lack of comprehensive evaluation of the fairness of travel costs. By comparing the time and money costs of three different traffic travel modes, the differences in regional traffic are identified, and big data is used to provide reference for planners to promote the fair distribution of traffic resources and the balanced development of urban-rural integration. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on the structures shown in these drawings without creative efforts.

[0051] Figure 1 This is the flowchart of the regional traffic difference evaluation method based on multi - mode travel costs in Embodiment 1 of the present invention.

[0052] Figures 2a to 2b This is the travel cost diagram of the rail transit travel mode in Embodiment 1 of the present invention.

[0053] Figures 3a to 3b This is the travel cost diagram of the passenger car travel mode in Embodiment 1 of the present invention.

[0054] Figures 4a to 4b This is the travel cost diagram of the driving travel mode in Embodiment 1 of the present invention.

[0055] Figure 5 This is the comprehensive travel cost ratio diagram of two types of transportation means in Embodiment 1 of the present invention.

[0056] Figure 6 This is the substitution cost - performance ratio diagram of two types of transportation means in Embodiment 1 of the present invention.

[0057] Figure 7 This is the structural block diagram of the regional traffic difference evaluation system based on multi - mode travel costs in Embodiment 2 of the present invention.

[0058] Figure 8 This is the structural block diagram of the computer device in Embodiment 3 of the present invention. Detailed implementation manners

[0059] To make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0060] Embodiment 1:

[0061] As Figure 1 shown, this embodiment provides a regional traffic difference evaluation method based on multi - mode travel costs, and the method includes the following steps:

[0062] S101. Obtain relevant data of the research area.

[0063] In this embodiment, Guangdong Province is taken as the research area, and the relevant data includes the administrative boundaries of each county - level district, the geographical coordinates of the administrative centers of each county - level district and the predetermined city, rail line network data and road network data, where the predetermined city is Guangzhou. The specific acquisition process of each data is as follows:

[0064] S1011. Obtain the administrative boundaries of counties and districts, and the geographical coordinates of the administrative centers of each county and district and Guangzhou through the standard map service of the Guangdong Provincial Department of Natural Resources and Planning.

[0065] S1012. Obtain the rail line network data through the official website of the Guangdong Provincial Department of Transportation.

[0066] S1013. Obtain the road network data of Guangdong Province from OSM (Open Street Map).

[0067] S102. According to the rail line network data, obtain the first rail line stations from each county and district to the second rail line stations of the predetermined city, the travel time and ticket price between the first rail line stations and the second rail line stations. Combine the geographical coordinates of each county and district and the administrative center of the predetermined city and the road network data to determine the geographical coordinates of the first rail line stations and the second rail line stations, and establish the first origin-destination cost matrix.

[0068] In this embodiment, according to the rail line network data, the first rail line station S1 from each county and district to the second rail line station S2 of Guangzhou is queried based on the official website, and the travel time duration2 and ticket price cost2 between the first rail line station S1 and the second rail line station S2 are queried. The rail line station can be one of the high-speed rail stations, railway stations, and intercity stations. This embodiment takes the high-speed rail station as an example for illustration.

[0069] Specifically, open the 12306 official website, select ticket query, input the name of each county and district as the starting point, input Guangzhou as the destination, query the high-speed rail station S1, high-speed rail station S2, travel time duration2, ticket price cost2, departure frequency n, and record it in a new "ticket query 1" in excel. The column headers are: county name O1, high-speed rail station S1, travel time duration2, ticket price cost2, departure frequency, high-speed rail station S2, and Guangzhou Municipal Government D1.

[0070] In querying the travel time and ticket price between the first rail line station and the second rail line station, if there are multiple train trips with different travel times duration21, duration22 and different ticket prices cost21, cost22, then the travel time duration2 and ticket price cost2 are weighted and averaged according to the departure frequencies n1, n2, as shown in the following formula:

[0071]

[0072] The process of establishing the first origin-destination cost matrix in this embodiment is as follows:

[0073] 1) Take the administrative center of each county or district as the starting point O, and the administrative center of the predetermined city as the ending point D. According to the geographical coordinates of each county or district and the predetermined city administrative center and the road network data, obtain the geographical coordinates of the first rail line station S1 that is closest to the starting point O in terms of the road network distance, and the geographical coordinates of the second rail line station S2 that is closest to the ending point D in terms of the road network distance. Write the geographical coordinates of O, D, S1, and S2 into a txt text document, and import the txt text document with the coordinates of O, D, S1, and S2 into the python code. Based on the Amap Open Platform, obtain the driving time duration1 and driving cost cost1 between the starting point O and the first rail line station S1, and the driving time duration3 and driving cost cost3 between the second rail line station S2 and the ending point D.

[0074] 2) Sum up the driving time duration1 between the starting point O and the first rail line station S1, the travel time duration2 between the first rail line station S1 and the second rail line station S2, and the driving time duration3 between the second rail line station S2 and the ending point D to obtain the time cost duration of the rail transit travel mode, as shown in the following formula:

[0075] duration = duration1 + duration2 + duration3

[0076] 3) Sum up the driving cost cost1 between the starting point O and the first rail line station S1, the ticket price cost2 between the first rail line station S1 and the second rail line station S2, and the driving cost cost3 between the second rail line station S2 and the ending point D to obtain the money cost cost of the rail transit travel mode, as shown in the following formula:

[0077] cost = cost1 + cost2 + cost3

[0078] 4) The time cost and money cost of the rail transit (high - speed rail) travel mode are as Figures 2a to 2b shown. According to the time cost duration and money cost cost of the rail transit travel mode, establish the first origin - destination cost matrix (OD cost matrix).

[0079] In this embodiment, create a "High - speed Rail" file in excel. The table headers are: County Name 01, High - speed Rail Station S1, High - speed Rail Station S2, Guangzhou Municipal Government D1, duration, cost, and fill in the above - mentioned data in the table.

[0080] S103. According to the road network data, the first bus stop from each county to the second bus stop in the scheduled city, the travel time and ticket price between the first bus stop and the second bus stop are obtained; the geographical coordinates of the first bus stop and the second bus stop are determined by combining the geographical coordinates of each county and the administrative center of the scheduled city with the road network data, and a second start-end cost matrix is ​​established.

[0081] This embodiment queries the first bus station S1 from each county to the second bus station S2 in Guangzhou based on the official website according to the road network data, and queries the travel time duration2 and ticket price cost2 between the first bus station S1 and the second bus station S2.

[0082] Specifically, open the 12306 official website and China Highway Passenger Ticket Network, select ticket inquiry, enter the name of the county as the starting point, enter Guangzhou as the end point, query station S1, station S2, journey time duration2, ticket price cost2, departure frequency n, create a new "Ticket Inquiry 2" in Excel and record it. The table headers are: County Name O1, Bus Station S1, Journey Time duration2, Ticket Price cost2, Departure Frequency, Bus Station S2, Guangzhou Municipal Government D1.

[0083] In querying the travel time and ticket price between the first bus passenger station S1 and the second bus passenger station S2, if there are multiple trains with different travel times duration21, duration22 and different ticket prices cost21, cos t22, then the weighted average of the journey time duration2 and the ticket price cost2 is calculated according to the departure frequencies n1 and n2, as shown in the following formula:

[0084]

[0085] The process of establishing the second start-end cost matrix in this embodiment is as follows:

[0086] 1) Taking the administrative center of each county or district as the starting point O and the administrative center of a predetermined city as the ending point D, based on the geographical coordinates of each county or district and the predetermined city administrative center and the road network data, obtain the geographical coordinates of the first bus passenger station S1 that is closest to the starting point O in terms of the road network distance, and the geographical coordinates of the second bus passenger station S2 that is closest to the ending point D in terms of the road network distance. Write the geographical coordinates of O, D, S1, and S2 into a txt text document, and import the txt text document with the coordinates of O, D, S1, and S2 into the python code. Based on the Amap open platform, obtain the driving time duration1 and driving cost cost1 between the starting point O and the first bus passenger station S1, and the driving time duration3 and driving cost cost3 between the second bus passenger station S2 and the ending point D.

[0087] 2) Sum up the driving time duration1 between the starting point O and the first bus passenger station S1, the driving time duration2 between the first bus passenger station S1 and the second bus passenger station S2, and the driving time duration3 between the second bus passenger station S2 and the ending point D to obtain the time cost of the bus passenger travel mode, as shown in the following formula:

[0088] duration = duration1 + duration2 + duration3

[0089] 3) Sum up the driving cost between the starting point O and the first bus passenger station S1, the ticket price cost2 between the first bus passenger station S1 and the second bus passenger station S2, and the driving cost cost3 between the second bus passenger station S2 and the ending point D to obtain the monetary cost of the bus passenger station travel mode, as shown in the following formula:

[0090] cost = cost1 + cost2 + cost3

[0091] 4) The time cost and monetary cost of the bus passenger travel mode are as Figures 3a to 3b shown. Based on the time cost duration and monetary cost cost of the bus passenger travel mode, establish a second origin-destination cost matrix (OD cost matrix).

[0092] In this embodiment, a "bus" file is newly created in excel, and the table headers are: county or district name O1, bus passenger station S1, bus passenger station S2, Guangzhou Municipal Government D1, duration, cos t, and fill the above data into the table.

[0093] S104. Taking the administrative center of each county or district as the starting point and the administrative center of a predetermined city as the ending point, based on the geographical coordinates of each county or district and the predetermined city administrative center and the road network data, obtain the road network distance, driving time, and driving cost between the starting point and the ending point.

[0094] Taking the administrative centers of each county in Guangdong Province as O and the administrative center of Guangzhou City as D, write the coordinates of O and D into a txt text document, import the txt text document with the coordinates of O and D into the python code, and obtain the road network distance distanc between the starting point O and the ending point D based on the Amap Open Platform e , driving time duration, and driving cost. The time cost and money cost of the driving travel mode are as Figures 4a to 4b shown.

[0095] In this embodiment, a "driving" file is created in excel, and the table headers are: county name O1, Guangzhou Municipal Government D1, duration, cos t, and fill the above data into the table.

[0096] Before proceeding to the subsequent steps, import the time cost and money cost data of the three travel modes in excel into Arcgis for data verification and visualization processing, as follows:

[0097] 1) Save the three excel files (high-speed rail, bus, driving) as.xls format files.

[0098] 2) Create a blank Arcgis map file, and import the obtained county administrative boundaries, rail line network data, and road network data into the map.

[0099] 3) Add the high-speed rail.xls file to the layer.

[0100] 4) Connect the high-speed rail.xls to the county administrative boundary layer by the name field.

[0101] 5) Right-click on the county administrative boundary layer, open the attribute control panel, and open the symbol system for visualization.

[0102] 6) Click Quantity, Graduated Colors, select duration in the field values, and select a color ramp.

[0103] 7) Click Classification, select the classification method as Manual, and manually fill in the time period separators: 15, 30, 45, 60, 90, 120, 180, 240, 300, 360, 420, 480, 540.

[0104] 8) Click Quantity, Graduated Colors, select cost in the field values, and select a color ramp.

[0105] 9) Click on Classification, select Manual for the classification method, and manually fill in the fare segment separators: 30, 50, 70, 100, 200, 300, 500, 700, 1000, 1500, 2000.

[0106] 10) Turn on the visibility of the rail line road network layer and adjust the transparency to 70%.

[0107] 11) Add a legend, scale, and north arrow.

[0108] 12) Print the drawing.

[0109] 13) Add the bus.xls file to the layer.

[0110] 14) Connect the bus.xls to the county administrative boundary layer by the name field.

[0111] 15) Right-click on the county administrative boundary layer, open the attribute palette, and open the symbology for visualization.

[0112] 16) Click on Quantity, Graduated Colors, select duration in the field values, and select a color ramp.

[0113] 17) Click on Classification, select Manual for the classification method, and manually fill in the time period separators: 15, 30, 45, 60, 90, 120, 180, 240, 300, 360, 420, 480, 540.

[0114] 18) Click on Quantity, Graduated Colors, select cost in the field values, and select a color ramp.

[0115] 19) Click on Classification, select Manual for the classification method, and manually fill in the fare segment separators: 30, 50, 70, 100, 200, 300, 500, 700, 1000, 1500, 2000.

[0116] 20) Turn on the visibility of the OSM road network layer and adjust the transparency to 70%.

[0117] 21) Add a legend, scale, and north arrow.

[0118] 22) Print the drawing.

[0119] 23) Add the drive.xls file to the layer.

[0120] 24) Connect the drive.xls to the county administrative boundary layer by the name field.

[0121] 25) Right-click on the county administrative boundary layer, open the attribute palette, and open the symbology for visualization.

[0122] 26) Click on Quantity, Graded Colors, select duration in the field value, and select a color ramp.

[0123] 27) Click on Classification, select Manual for the classification method, and manually fill in the time period separators: 15, 30, 45, 60, 90, 120, 180, 240, 300, 360, 420, 480, 540.

[0124] 28) Click on Quantity, Graded Colors, select cost in the field value, and select a color ramp.

[0125] 29) Click on Classification, select Manual for the classification method, and manually fill in the travel cost segments separators: 30, 50, 70, 100, 200, 300, 500, 700, 1000, 1500, 2000.

[0126] 30) Turn on the visibility of the rail line road network layer and adjust the transparency to 70%.

[0127] 31) Add a legend, scale bar, and north arrow.

[0128] 32) Print the drawing.

[0129] S105. Based on the per capita disposable income data of each county or district, conduct a regional traffic difference evaluation of the multi - mode travel costs according to the time costs and money costs of three travel modes: rail transit, passenger cars, and driving.

[0130] Further, this step S105 specifically includes:

[0131] S1051. Based on the per capita disposable income data of each county or district, combine the time costs and money costs of the three travel modes of rail transit, passenger cars, and driving into a comprehensive travel cost, and calculate the comprehensive travel cost ratio between every two travel modes.

[0132] 1) Obtain the per capita disposable income data of all residents in each county or district through the statistical yearbooks of various cities in Guangdong Province or the statistical bulletins on national economic and social development of each county or district in Guangdong Province. Calculate the time value coefficient ω of each county or district according to 250 working days per year and 8 hours of work per day. The formula is as follows:

[0133]

[0134] where ω j is the time value coefficient of county or district j, and G j is the per capita disposable income of all residents in county or district j.

[0135] 2) For a certain county or district j, with duration 1j and cost 1j, duration 2j , cost 2j , duration 3j , cost 3j Mark the time cost of high - speed rail travel, the money cost of high - speed rail travel, the time cost of passenger transport travel, the money cost of passenger transport travel, the time cost of driving travel, and the money cost of driving travel in the county or district respectively.

[0136] 3) Combine the time cost and money cost of three travel modes: rail transit, passenger cars, and driving into a comprehensive travel cost, as shown in the following formula:

[0137]

[0138] Among them, duration ij is the travel time cost of vehicle i, cost ij is the travel money cost of vehicle i, and Tcost ij is the comprehensive travel cost of vehicle i.

[0139] 4) Calculate the ratio of the comprehensive travel costs of different vehicles corresponding to county or district j pairwise to obtain the corresponding comprehensive travel cost ratio P j , taking the comprehensive travel cost ratio of high - speed rail and bus passenger transport as an example, the formula is as follows:

[0140]

[0141] Import the calculation results into Arcgis for visualization, as Figure 5 shown, and so on for other combinations of transportation modes.

[0142] 5) Create a new file named "Comprehensive Travel Cost Ratio" in excel, with the table headers being: County / District Name, Comprehensive Travel Cost Ratio of High - Speed Rail and Bus Passenger Transport, Comprehensive Travel Cost Ratio of High - Speed Rail and Driving, Comprehensive Travel Cost Ratio of Bus Passenger Transport and Driving, and fill the above - mentioned data calculation results into the table.

[0143] 6) Save the excel file (Comprehensive Travel Cost Ratio) as a.xls format file.

[0144] 7) Add the comprehensive travel cost ratio.xls file to the layer.

[0145] 8) Connect the comprehensive travel cost ratio.xls to the county / district administrative boundary layer by the name field.

[0146] 9) Right - click on the county / district administrative boundary layer, open the property control panel, and open the symbol system for visualization.

[0147] 10) Click on Quantity, Graded Colors, select the ratio of the comprehensive travel cost of high - speed rail to passenger transportation in the field value, and select the color ramp.

[0148] 11) Click on Classification, and select the Natural Breaks Classification Method for the classification method.

[0149] 12) Turn on the visibility of the rail line road network layer and adjust the transparency to 70%.

[0150] 13) Add a legend, scale, and north arrow.

[0151] 14) Print the drawing.

[0152] 15) Click on Quantity, Graded Colors, select the ratio of the comprehensive travel cost of high - speed rail to driving in the field value, and select the color ramp.

[0153] 16) Click on Classification, and select the Natural Breaks Classification Method for the classification method.

[0154] 17) Turn on the visibility of the rail line road network layer and adjust the transparency to 70%.

[0155] 18) Add a legend, scale, and north arrow.

[0156] 19) Print the drawing.

[0157] 20) Click on Quantity, Graded Colors, select the ratio of the comprehensive travel cost of passenger transportation to driving in the field value, and select the color ramp.

[0158] 21) Click on Classification, and select the Natural Breaks Classification Method for the classification method.

[0159] 22) Turn on the visibility of the rail line road network layer and adjust the transparency to 70%.

[0160] 23) Add a legend, scale, and north arrow.

[0161] 24) Print the drawing.

[0162] S1052. Calculate the ratio of time and money costs between any two of the three travel modes of rail transit, passenger cars, and driving. Divide the ratio of time costs by the ratio of money costs to obtain the substitution cost - performance ratio of a certain two types of transportation tools.

[0163] 1) Calculate the ratio of the travel time costs of different transportation tools corresponding to county or district j pairwise to obtain the corresponding travel time cost ratio. At the same time, calculate the ratio of the travel money costs of the two pairwise to obtain the corresponding travel money cost ratio. Then divide the travel time cost ratio by the travel money cost ratio to obtain the substitution cost - performance ratio between a certain two types of transportation tools. Taking the cost - performance ratio of high - speed rail and passenger car as an example, the formula is as follows: For example, the formula is as follows:

[0164]

[0165] The calculation results are imported into Arcgis for visualization. As Figure 6 shown, and so on for other combinations of transportation modes.

[0166] 2) Create a "Cost Performance" file in Excel with the following column headers: County Name, Cost Performance of High-Speed Rail and Bus Passenger Transport, Cost Performance of High-Speed Rail and Driving, and Cost Performance of Bus Passenger Transport and Driving. Then fill in the above calculation results in the table.

[0167] 3) Save the Excel file (Cost Performance) as a.xls format file.

[0168] 4) Add the Cost Performance.xls file to the layer.

[0169] 5) Connect the Cost Performance.xls to the county administrative boundary layer by the name field.

[0170] 6) Right-click on the county administrative boundary layer, open the attribute control panel, and open the symbology for visualization.

[0171] 7) Click on Quantity, Graduated Colors, select the High-Speed Rail and Passenger Transport Cost Performance in the field values, and select a color ramp.

[0172] 8) Click on Classification, and select the Natural Breaks classification method.

[0173] 9) Turn on the visibility of the rail line road network layer and adjust the transparency to 70%.

[0174] 10) Add a legend, scale bar, and north arrow.

[0175] 11) Print the drawing.

[0176] 12) Click on Quantity, Graduated Colors, select the High-Speed Rail and Driving Cost Performance in the field values, and select a color ramp.

[0177] 13) Click on Classification, and select the Natural Breaks classification method.

[0178] 14) Turn on the visibility of the rail line road network layer and adjust the transparency to 70%.

[0179] 15) Add a legend, scale bar, and north arrow.

[0180] 16) Print the drawing.

[0181] 17) Click on Quantity, Graduated Colors, select the Passenger Transport and Driving Cost Performance in the field values, and select a color ramp.

[0182] 18) Click on Classification, and select the Natural Breaks classification method.

[0183] 19) Turn on the visibility of the rail line road network layer and adjust the transparency to 70%.

[0184] 20) Add a legend, scale, and compass.

[0185] 21) Print the drawing.

[0186] Analyze the differences in regional transportation through the travel costs of different transportation modes, as shown in Table 1 below.

[0187] Table 1 Differences in Regional Transportation

[0188]

[0189] It should be noted that although the method operations of the above embodiments are described in a specific order, this does not require or imply that these operations must be performed in that specific order, or that all the shown operations must be performed to achieve the desired result. On the contrary, the described steps can be changed in the order of execution. Additionally or alternatively, certain steps can be omitted, multiple steps can be combined into one step for execution, and / or one step can be decomposed into multiple steps for execution.

[0190] Embodiment 2:

[0191] As Figure 7 shown, this embodiment provides a regional transportation difference evaluation system based on multi-modal travel costs. The system includes a first acquisition module 701, a first establishment module 702, a second establishment module 703, a second acquisition module 704, and an evaluation module 705. The specific descriptions of each module are as follows:

[0192] The first acquisition module 701 is used to acquire relevant data of the research area. The relevant data includes the administrative boundaries of each county, the geographical coordinates of the administrative centers of each county and the predetermined city, rail line network data, and road network data.

[0193] The first establishment module 702 is used to obtain the first rail line stations from each county to the second rail line stations in the predetermined city according to the rail line network data, the travel time and ticket price between the first rail line stations and the second rail line stations. Combining the geographical coordinates of each county and the administrative center of the predetermined city and the road network data, determine the geographical coordinates of the first rail line stations and the second rail line stations, and establish a first origin-destination cost matrix.

[0194] The second establishment module 703 is configured to obtain, according to the road network data, the first bus passenger transport station from each county or district to the second bus passenger transport station of a predetermined city, the driving time and ticket price between the first bus passenger transport station and the second bus passenger transport station, combine the geographical coordinates of the administrative centers of each county or district and the predetermined city and the road network data, determine the geographical coordinates of the first bus passenger transport station and the second bus passenger transport station, and establish a second origin-destination cost matrix;

[0195] The second acquisition module 704 is configured to use the administrative center of each county or district as the origin and the administrative center of the predetermined city as the destination, and obtain the road network distance, driving time and driving cost between the origin and the destination according to the geographical coordinates of the administrative centers of each county or district and the predetermined city and the road network data;

[0196] The evaluation module 705 is configured to perform a regional traffic difference evaluation of the multi-mode travel cost based on the per capita disposable income data of each county or district and according to the time cost and money cost of three travel modes: rail transit, passenger cars and driving.

[0197] It should be noted that the system provided in this embodiment is only illustrated by the above division of each functional module. In practical applications, the above functions can be allocated to different functional modules according to needs, that is, the internal structure is divided into different functional modules to complete all or part of the functions described above.

[0198] Embodiment 3:

[0199] This embodiment provides a computer device, as Figure 8 shown, which includes a processor 802, a memory, an input device 803, a display device 804 and a network interface 805 connected through a system bus 801. The processor is used to provide computing and control capabilities. The memory includes a non-volatile storage medium 806 and an internal memory 807. The non-volatile storage medium 806 stores an operating system, a computer program and a database. The internal memory 807 provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. When the processor 802 executes the computer program stored in the memory, the street space quality evaluation method of the above Embodiment 1 is implemented as follows:

[0200] Obtain relevant data of the research area, where the relevant data includes the administrative boundaries of each county and district, the geographical coordinates of the administrative centers of each county and district and the predetermined city, rail line network data, and road network data; according to the rail line network data, obtain the first rail line stations from each county and district to the second rail line stations of the predetermined city, the travel time and ticket price between the first rail line stations and the second rail line stations, combine the geographical coordinates of each county and district and the administrative center of the predetermined city and the road network data, determine the geographical coordinates of the first rail line stations and the second rail line stations, and establish a first origin-destination cost matrix; according to the road network data, obtain the first bus passenger stations from each county and district to the second bus passenger stations of the predetermined city, the travel time and ticket price between the first bus passenger stations and the second bus passenger stations, combine the geographical coordinates of each county and district and the administrative center of the predetermined city and the road network data, determine the geographical coordinates of the first bus passenger stations and the second bus passenger stations, and establish a second origin-destination cost matrix; take the administrative centers of each county and district as the origin and the administrative center of the predetermined city as the destination, and according to the geographical coordinates of each county and district and the administrative center of the predetermined city and the road network data, obtain the road network distance, driving time, and driving cost between the origin and the destination; based on the per capita disposable income data of each county and district, conduct a regional traffic difference evaluation of the multi-modal travel cost according to the time cost and money cost of three travel modes: rail transit, passenger cars, and driving.

[0201] Embodiment 4:

[0202] This embodiment provides a storage medium, which is a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, the street space quality evaluation method of the above Embodiment 1 is implemented as follows:

[0203] Obtain relevant data of the research area, where the relevant data includes the administrative boundaries of each county or district, the geographical coordinates of the administrative centers of each county or district and the predetermined city, rail network data, and road network data; according to the rail network data, obtain the first rail stations from each county or district to the second rail stations in the predetermined city, the travel time and ticket price between the first rail stations and the second rail stations, combine the geographical coordinates of each county or district and the administrative center of the predetermined city and the road network data to determine the geographical coordinates of the first rail stations and the second rail stations, and establish a first origin-destination cost matrix; according to the road network data, obtain the first bus stations from each county or district to the second bus stations in the predetermined city, the travel time and ticket price between the first bus stations and the second bus stations, combine the geographical coordinates of each county or district and the administrative center of the predetermined city and the road network data to determine the geographical coordinates of the first bus stations and the second bus stations, and establish a second origin-destination cost matrix; taking the administrative centers of each county or district as the origin and the administrative center of the predetermined city as the destination, obtain the road network distance, driving time, and driving cost between the origin and the destination according to the geographical coordinates of each county or district and the administrative center of the predetermined city and the road network data; based on the per capita disposable income data of each county or district, conduct a regional traffic difference evaluation of the multi-modal travel costs according to the time cost and money cost of three travel modes: rail transit, passenger cars, and driving.

[0204] It should be noted that the computer-readable storage medium in this embodiment can be a computer-readable signal medium, a computer-readable storage medium, or any combination of the two. The computer-readable storage medium can be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples of the computer-readable storage medium can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0205] In this embodiment, a computer-readable storage medium can be any tangible medium that contains or stores a program, which can be used by or in conjunction with an instruction execution system, apparatus, or device. In this embodiment, a computer-readable signal medium can include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable program. Such a propagated data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable storage medium can be transmitted by any appropriate medium, including but not limited to: wires, optical cables, RF (radio frequency), etc., or any suitable combination of the above.

[0206] The above computer-readable storage medium can be written in one or more programming languages or combinations thereof for executing the computer program of this embodiment. The above programming languages include object-oriented programming languages - such as Java, Python, C++, and also include conventional procedural programming languages - such as the C language or similar programming languages. The program can be executed entirely on the user's computer, partially on the user's computer, executed as an independent software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (for example, by using an Internet service provider to connect through the Internet).

[0207] In summary, the present invention can solve the problem that existing traffic cost analysis always ignores the impact of different travel modes on people with different economic levels, resulting in a lack of comprehensive evaluation of travel cost fairness. By comparing the time and money costs of three different traffic travel modes, it identifies the differences in regional traffic, and uses big data to provide references for planners to promote the fair distribution of traffic resources and the balanced development of urban-rural integration.

[0208] The above are only the preferred embodiments of the present invention. For those skilled in the art, it is obvious that the present invention is not limited to the details of the above-described exemplary embodiments, and can be implemented in other specific forms without departing from the spirit or basic characteristics of the present invention. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-limiting. The scope of the present invention is defined by the appended claims rather than the above description. Therefore, all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be embraced within the present invention.

Claims

1. A method for evaluating regional traffic differences based on multi-modal travel costs, characterized in that: The method comprises: Obtain relevant data of the study area, including administrative boundaries of counties, geographic coordinates of administrative centers of counties and cities, rail network data, and road network data; According to the rail line network data, the first rail line station from each county to the second rail line station of the scheduled city, the travel time between the first rail line station and the second rail line station, and the ticket price are obtained; the geographical coordinates of the first rail line station and the second rail line station are determined by combining the geographical coordinates of the administrative center of each county and the scheduled city and the road network data, and a first start-end cost matrix is ​​established; According to the road network data, the first bus station from each county to the second bus station in the scheduled city, the travel time between the first bus station and the second bus station, and the ticket price are obtained. Combined with the geographical coordinates of the administrative center of each county and the scheduled city and the road network data, the geographical coordinates of the first bus station and the second bus station are determined, and the second start-end cost matrix is ​​established; Taking the administrative center of each county as the starting point and the administrative center of the scheduled city as the end point, the road network distance, driving time and driving cost between the starting point and the end point are obtained according to the geographical coordinates and road network data of each county and the scheduled city administrative center; Based on the per capita disposable income data of each county, an evaluation of regional transportation differences in multi-modal travel costs was conducted according to the time and money costs of the three travel modes: rail transit, passenger cars, and driving.

2. The regional traffic difference evaluation method according to claim 1 is characterized in that: In obtaining the journey time and ticket price between the first rail line station and the second rail line station, if there are multiple trains with different journey times and ticket prices, the journey time and ticket price are weighted averaged according to the departure frequency.

3. The regional traffic difference evaluation method according to claim 1 is characterized in that: The determining of the geographic coordinates of the first rail line station and the second rail line station and establishing a first start-end cost matrix specifically includes: Taking the administrative center of each county as the starting point and the administrative center of the scheduled city as the end point, according to the geographical coordinates and road network data of each county and the scheduled city administrative center, obtain the geographical coordinates of the first rail line station closest to the starting point road network and the geographical coordinates of the second rail line station closest to the end point road network, and obtain the driving time and driving cost between the starting point and the first rail line station, and the driving time and driving cost between the second rail line station and the end point; The driving time between the starting point and the first rail line station, the driving time between the first rail line station and the second rail line station, and the driving time between the second rail line station and the end point are summed to obtain the time cost of the rail transit travel mode; The driving cost between the starting point and the first rail line station, the ticket price between the first rail line station and the second rail line station, and the driving cost between the second rail line station and the end point are summed to obtain the monetary cost of the rail transit travel mode; Based on the time cost and money cost of rail transit travel, the first origin-destination cost matrix is ​​established.

4. The regional traffic difference evaluation method according to claim 1 is characterized in that: In obtaining the travel time and ticket price between the first bus passenger station and the second bus passenger station, if there are multiple trains with different travel times and ticket prices, the travel time and ticket price are weighted averaged according to the departure frequency.

5. The regional traffic difference evaluation method according to claim 1 is characterized in that: The determining of the geographic coordinates of the first bus passenger transport station and the second bus passenger transport station and establishing a second start-end cost matrix specifically includes: Taking the administrative center of each county as the starting point and the administrative center of the scheduled city as the end point, according to the geographical coordinates and road network data of each county and the scheduled city administrative center, obtain the geographical coordinates of the first bus passenger station closest to the starting point road network, and the geographical coordinates of the second bus passenger station closest to the end point road network, and obtain the driving time and driving cost between the starting point and the first bus passenger station, and the driving time and driving cost between the second bus passenger station and the end point; The driving time between the starting point and the first bus passenger transport station, the driving time between the first bus passenger transport station and the second bus passenger transport station, and the driving time between the second bus passenger transport station and the end point are summed to obtain the time cost of the passenger bus travel mode; The driving cost between the starting point and the first bus passenger station, the ticket price between the first bus passenger station and the second bus passenger station, and the driving cost between the second bus passenger station and the end point are summed to obtain the monetary cost of the bus passenger station travel mode; Based on the time cost and money cost of passenger car travel, the second origin-destination cost matrix is ​​established.

6. The regional traffic difference evaluation method according to claim 1 is characterized in that: Based on the per capita disposable income data of each county, the regional transportation difference evaluation of multi-modal travel costs is conducted according to the time cost and money cost of three types of travel modes: rail transit, passenger car and driving. Specifically, it includes: Based on the per capita disposable income data of each county, the time and money costs of the three travel modes of rail transit, passenger cars and driving are combined into a comprehensive travel cost, and the comprehensive travel cost ratio between two travel modes is calculated; Calculate the time and money cost ratios between each of the three travel modes: rail transit, passenger car and driving, and then ratio the time cost ratio with the money cost ratio to obtain the replacement cost-effectiveness of two types of transportation.

7. The method for evaluating regional traffic differences according to claim 6, characterized in that: Based on the per capita disposable income data of each county, the time and money costs of the three travel modes of rail transit, passenger cars and driving are combined into a comprehensive travel cost, which includes: Based on 250 working days per year and 8 hours per day, the time value coefficient ω of each county is calculated as follows: Among them, ω j is the time value coefficient of county or district j, G j is the per capita disposable income of all residents in county or district j; The time and money costs of the three travel modes of rail transit, passenger cars and driving are combined into a comprehensive travel cost, as shown in the following formula: Among them, duration ij is the travel time cost of transportation tool i, cost ij is the travel cost of vehicle i, Tcost ij is the comprehensive travel cost of transport mode i.

8. A regional traffic difference evaluation system based on multi-modal travel costs, characterized in that: The system comprises: The first acquisition module is used to acquire relevant data of the study area, wherein the relevant data includes administrative boundaries of each county, geographic coordinates of each county and administrative center of a predetermined city, rail network data, and road network data; The first establishment module is used to obtain the first rail line station from each county to the second rail line station of the scheduled city, the travel time and ticket price between the first rail line station and the second rail line station according to the rail line network data, determine the geographical coordinates of the first rail line station and the second rail line station in combination with the geographical coordinates of the administrative center of each county and the scheduled city and the road network data, and establish a first start-end cost matrix; The second establishment module is used to obtain the first bus passenger station from each county to the second bus passenger station in the scheduled city, the travel time and ticket price between the first bus passenger station and the second bus passenger station based on the road network data, determine the geographical coordinates of the first bus passenger station and the second bus passenger station in combination with the geographical coordinates of the administrative center of each county and the scheduled city and the road network data, and establish a second start-end cost matrix; The second acquisition module is used to take the administrative center of each county as the starting point and the administrative center of the predetermined city as the end point, and obtain the road network distance, driving time and driving cost between the starting point and the end point according to the geographical coordinates and road network data of each county and the predetermined city administrative center; The evaluation module is used to evaluate the regional transportation differences in multi-modal travel costs based on the per capita disposable income data of each county and district, according to the time cost and money cost of the three travel modes of rail transit, passenger car and driving.

9. A computer device comprising a processor and a memory for storing a program executable by the processor, characterized in that: When the processor executes the program stored in the memory, the method for evaluating regional traffic differences described in any one of claims 1 to 7 is implemented.

10. A storage medium storing a program, characterized in that: When the program is executed by a processor, the regional traffic difference evaluation method described in any one of claims 1 to 7 is implemented.

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